Falcon 7X Technical Training

System Descriptions and Diagrams

Volume 1

21 ....................................................................................................... Air Conditioning

22 ................................................................................................................ Auto Flight
23 ...................................................................................................... Communications
24 ....................................................................................................... Electrical Power
26 .......................................................................................................... Fire Protection
27 ..........................................................................................................Flight Controls
28 ............................................................................................................................ Fuel
29 ....................................................................................................... Hydraulic Power
30 ........................................................................................... Ice and Rain Protection
31 ..............................................................................Indicating / Recording Systems
32 ............................................................................................................ Landing Gear
33 .........................................................................................................................Lights
34 ................................................................................................................. Navigation
35 ...................................................................................................................... Oxygen
36 ................................................................................................................. Pneumatic
38 ...................................................................................................... Waste and Water
45 .......................................................................Central Maintenance System (CMS)
49 ........................................................................................ Airborne Auxiliary Power
71 ...............................................................................................................Power Plant
72 ......................................................................................................... Engine Turbine
73 ..........................................................................................Engine Fuel and Control
74 ...................................................................................................................... Ignition
75 .............................................................................................................................. Air
76 ....................................................................................................... Engine Controls
77 ..................................................................................................... Engine Indicating
78 ..................................................................................................................... Exhaust
79 ...............................................................................................................................Oil
80 ......................................................................................................................Starting

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 TABLE OF CONTENTS

Air Conditioning ........................................................................................................21-1

Cooling System ........................................................................................................21-2
Cooling Component Chart........................................................................................21-17
Distribution System ..................................................................................................21-19
Distribution Component Chart ..................................................................................21-27
Temperature Control ................................................................................................21-28
Temperature Control Component Chart...................................................................21-36
Frame 40 – Frame 41 Zone Overheat Monitoring ...................................................21-37
Moisture / Air Contaminant Control ..........................................................................21-39

ATA 21
Ozone Concentration Control System......................................................................21-39
Air Filtration System .................................................................................................21-39
Humidifier System ....................................................................................................21-42
Air Contaminant Control Chart .................................................................................21-47

AIR CONDITIONING Pressurization System..............................................................................................21-48

Cabin / Baggage Pressurization System..................................................................21-49
Nose Cone Pressurization........................................................................................21-63
Pressurization Component Chart .............................................................................21-65
Maintenance Considerations....................................................................................21-66

Wiring Diagrams
Conditioning – Main ECS .........................................................................................21-13
Conditioning – Emergency ECS...............................................................................21-16
Conditioning – Cockpit .............................................................................................21-25
Conditioning – Cabin ................................................................................................21-26
Temperature Limit – FCS and PPDB .......................................................................21-37
Cabin Pressure – Control System............................................................................21-62
Nose Cone Fan ........................................................................................................21-64

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Developed for Training Purposes Falcon 7X

Figure 1
Air Conditioning System
 AIR CONDITIONING
Overview
The functions of the air conditioning system are:
− Control the air temperature in the cockpit and cabin areas
− Supply cool air to areas that have a high density of electronic components
− Circulate the air in the cockpit and cabin areas
− Make sure that the aircraft is pressurized
− Make sure that the air supplied to the passengers and crew is clean

The air conditioning system includes the sub-systems that follow:

− Temperature Control
− Cooling
− Distribution
− Pressurization
− Moisture / Air Contamination Control

Control of the system is done by two electronic controllers:

− Air Management System:
• Auto Controller (AMSAC) (103HN) in usual operation
• Controller (AMSEC) (801HN) in emergency operation

Monitoring of the ECS is done by the AMSAC (103HN), AMSEC (801HN) and the Enhanced Avionics System (EASy).

AMSAC (103HN)
The AMSAC (103HN) does the functions that follow:
− Controls the ratio of flow between the cabin and the cockpit
− Cabin auto and manual temperature control
− Cockpit auto and manual temperature control
− ECS pack outlet temperature control and overheat monitoring
− Water extractor inlet temperature control
− Cockpit trim supply temperature control and overheat monitoring
− Fresh air flow control
− Distribution ducting temperature limit control
− Compressor outlet temperature control and overheat monitoring
− Gasper pressure control and overpressure monitoring
− ECS pack minimum airflow control
− Control of the recirculation air below 3658 m (12000 ft)
− Control of the crew hot air distribution

AMSEC (801HN)
The AMSEC (801HN) does the functions that follow:
− Cabin manual temperature control
− Emergency heat exchanger outlet temperature control and overheat monitoring
− Open loop flow control

Figure 2
Air Management System Emergency Controller (AMSEC) (801HN)

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 Developed for Training Purposes Falcon 7X

Figure 3
Environmental Control System (ECS)
 COOLING SYSTEM NOTES:

Overview
The cooling system:
− Supplies cold air, via the ECS pack assembly (102HF), to the cockpit and cabin in Environmental Control System
(ECS) normal, PAX off, and CREW off modes
− Supplies cold air, via the emergency system, to the cockpit and cabin in ECS emergency and backup modes

The ECS pre-flight test is required to check the emergency system operation to prevent dormant failures. The AMSAC
(103HN), AMSEC (801HN) and the Modular Avionics Unit (MAU) perform the checks to ensure satisfactory system
operation.

The cooling system includes the sub-subsystems that follow:

Air Conditioning Equipment (Pack Not Included)
The air conditioning equipment (pack not included) system:
− Monitors the LH pressure sensor (101HF) and the RH pressure sensor (201HF)
− Monitors the LH differential pressure sensor (301HF) and the RH differential pressure sensor (401HF)
− Controls the ECS crossfeed valve (601HF)
− Controls the recirculation valve (701HD)
− Monitors the LH bleed air manifold temperature sensor (902HN) and the RH bleed air manifold temperature sensor
(3001HU)

Air Conditioning Pack

The ECS pack assembly (102HF) uses heat exchangers, a cooling turbine, water extraction, control valves and sensors to
supply cold air.

Emergency Cold Air Supply System

If the ECS pack assembly (102HF) is not available, the emergency cold air supply system is used. The primary
components of the emergency cold air supply system are:
− Cold Air Emergency Modulation Valve (302HD)
− RAM Air Door Actuator (402HD)
− Emergency Heat Exchanger (502HD)
− Air Management System Emergency Controller (AMSEC) (801HN)
− Emergency Cold Air NRV (901HD)

In emergency and backup modes, hot bleed air is supplied to the emergency heat exchanger (502HD) through the
emergency bleed line. The cold air emergency modulation valve (302HD) is used to control the flow through the
emergency heat exchanger (502HD). The cold air necessary to cool the hot bleed air in the system is supplied through the
Emergency Cooling System RAM air door (353BL). The position of the Emergency Cooling System RAM air door (353BL)
is controlled by the RAM air door actuator (402HD).

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 Developed for Training Purposes Falcon 7X

Recirculation Valve (701HD) and NRV (1601HF)

701HD

ECS Crossfeed Valve (601HF) NRV (701HF)

701HF

601HF

Figure 4
Recirculation Non-Return Valve (NRV) (1601HF)
 COOLING SYSTEM (CONTINUED)
Components
Air Conditioning Equipment (Pack not included)
ECS Crossfeed Valve (601HF)
The ECS crossfeed valve (601HF) is installed in the duct between the two ECS supply legs. The valve has two functions:
− To let air from the LH bleed manifold supply the ESC pack assembly (102HF)
− To isolate the ECS supply legs if there is a bleed air leak

The valve is a shut-off valve that is electrically actuated. The valve includes a valve body, electrical actuator, and limit
switches for position indication. The valve also includes a manual override. In normal, pax off, crew off and backup
operation, the valve is opened and closed by the AMSAC (103HN). In emergency operation, the AMSEC (801HN) closes
the valve. The crew can use the "XBLEED ECS" pushbutton (R9670PM) to operate the valve from the overhead panel
(5000PM). ECS crossfeed valve (601HF) is located in the under baggage compartment floor.

Recirculation Valve (701HD)

The recirculation valve (701HD) is installed in the recirculation duct at the pressure bulkhead. At low altitudes, the function
of the valve is to let air from the cabin (recirculated air) into the recirculation jet pump (901HF). At altitudes above 3657 m
(12000 ft), the valve is automatically closed. The valve is a shut-off valve that is electrically actuated. The valve includes a
valve body, electrical actuator, a potentiometer and limit switches for position indication. The valve also includes a manual
override.

In backup operation, the valve is closed by the AMSAC (103HN). In emergency operation, the valve stays in the last set
condition. If the altitude data is not found, the valve is driven to the closed position. If there is no power, the gears in the
actuator hold the valve in the last set condition. The crew can use the "GND VENT" pushbutton (R9620PM) to operate the
valve, open or closed, from the overhead panel (5000PM). The recirculation valve (701HD) is located at frame 33 of the
LH aft lavatory.

Recirculation Non-Return Valve (NRV)(1601HF)

The recirculation NRV (1601HF) is installed in the recirculation duct, downstream of the recirculation valve (701HD). The
recirculation NRV (1601HF) is a check valve with two flaps. The valve lets recirculated air mix with air from the ECS pack
assembly (102HF) but prevents flow in the opposite direction. The recirculation NRV (1601HF) is located at frame 33 in
the LH baggage compartment

When recirculation valve (701HD) is open, the pressure in the duct pushes the flaps open against the spring. This lets the
recirculated air into recirculation jet pump (901HF). If the pressure downstream of the valve is more than the pressure
upstream, the flaps close against the valve seat. This stops flow in the opposite direction.

Pack Supply Hot Air NRV (701HF)

The pack supply hot air NRV (701HF) is installed in the right hand ECS supply leg. The pack supply hot air NRV (701HF)
is a check valve with two flaps. The valve lets air from the right hand ECS supply leg into the ECS pack assembly (102HF)
but prevents flow in the opposite direction. The pack supply hot air NRV (701HF) is located in the under baggage floor

The pack supply hot air NRV (701HF) is open when bleed air is supplied from the right hand ECS supply leg. If the
pressure downstream of the valve is more than the pressure upstream, the flaps close against the valve seat. When the
pack supply hot air NRV (701HF) is closed, air from the left hand ECS supply leg supplies the ECS pack assembly
(102HF).

Figure 5
Pack Supply Hot Air NRV (701HF)

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 Developed for Training Purposes Falcon 7X

Figure 6 Figure 7
LH Pressure Sensor (101HF) and LH Differential Pressure Sensor (301HF) (Right Side Similar) LH/RH Bleed Air Manifold Temperature Sensor (902HN/3001HU)
 COOLING SYSTEM (CONTINUED) NOTES:

Components (Continued)
LH Pressure Sensor (101HF)
The left hand (LH) pressure sensor (101HF) is connected to the inlet side of the LH ECS flow measurement venturi. The
sensor transmits venturi inlet pressure data to the AMSAC chassis (103HN) for use in ECS airflow calculations. The LH
pressure sensor (101HF) is located in the servicing compartment.

RH Pressure Sensor (201HF)

The right hand (RH) pressure sensor (201HF) is connected to the inlet side of the RH ECS flow measurement venturi. The
sensor transmits venturi inlet pressure data to the AMSAC chassis (103HN) for use in ECS airflow calculations. The RH
pressure sensor (201HF) is located in the servicing compartment.

LH Differential Pressure Sensor (301HF)

The LH differential pressure sensor (301HF) is connected to the inlet and the throat of the LH ECS flow measurement
venturi. The sensor transmits differential pressure data to the AMSAC chassis (103HN) for use in ECS airflow
calculations. The LH differential pressure sensor (301HF) is located in the servicing compartment.

RH Differential Pressure Sensor (401HF)

The RH differential pressure sensor (401HF) is connected to the inlet and the throat of the RH ECS flow measurement
venturi. The sensor transmits differential pressure data to the AMSAC chassis (103HN) for use in ECS airflow
calculations. The RH differential pressure sensor (401HF) is located in the servicing compartment.

LH Bleed Air Manifold Temperature Sensor (902HN)

The sensor is a dual element type that has only one element connected to the AMSAC (103HN). The sensor elements are
installed in a stainless steel housing. The LH bleed air manifold temperature sensor (902HN) is installed in the left hand
ECS duct upstream of the ECS flow measuring venturi. The signal from the sensor is used by the AMSAC (103HN) in
ECS flow measurement calculations. The probe part of the sensor is installed in the air flow. When the temperature of the
sensing elements increases or decreases, their resistance changes.

RH Bleed Air Manifold Temperature Sensor (3001HU)

The sensor is a dual element type that has only one element connected to the AMSAC (103HN). The sensor elements are
installed in a stainless steel housing. The RH bleed air manifold temperature sensor (3001HU) is installed in the right
hand ECS duct upstream of the ECS flow measuring venturi. The signal from the sensor is used by the AMSAC (103HN)
in ECS flow measurement calculations. The probe part of the sensor is installed in the air flow. When the temperature of
the sensing elements increases or decreases, their resistance changes.

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 Developed for Training Purposes Falcon 7X

ECS Pack (102HF)

402HF 302HF

202HF

1002HF

602HF
 COOLING SYSTEM (CONTINUED)
Components (Continued) ECS Pack Water Spray Nozzles (702HF) and (2602HF)
Air Conditioning Pack There are two ECS pack water spray nozzles (702HF) and (2602HF). The function of the ECS pack water spray nozzles
(702HF) and (2602HF) is to spray water into the inlet plenum of the ECS pack assembly (102HF) in order to improve the
ECS Pack Air Cycle Machine (202HF)
pack performance. ECS pack water spray nozzle (702HF) is located in the under baggage compartment floor.
The function of the ECS pack air cycle machine (202HF) is to supply cold air for the cockpit and cabin. When there is no
ram air, the fan of the ECS pack air cycle machine (202HF) pulls air into the ECS pack assembly (102HF) by suction. The
ECS pack air cycle machine (202HF) includes a shaft that turns in air bearings and has the three wheels that follow: The water collected in the ECS pack water extractor (602HF) is moved by high pressure air to the ECS pack water spray
nozzles (702HF) and (2602HF). The air/water mixture is sprayed into the cooling airflow in the inlet plenum.
− Centrifugal Compressor Wheel
− Inward Flow Radial Turbine
− Axial Flow Fan

Hot bleed air from the ECS pack primary heat exchanger (302HF) goes into the compressor part of the ECS pack air
cycle machine (202HF) where the compressor wheel increases its pressure and temperature. Dry air from the ECS pack
condenser / reheater heat exchanger (502HF) goes through the turbine part of the ECS pack air cycle machine (202HF).
The turbine wheel expands the air and causes the temperature and pressure to be decreased.

At low altitude and on the ground, the fan is used to pull ambient air through the ECS pack primary heat exchanger Water Spray Nozzles (702HF/2602HF)
(302HF) and the ECS pack secondary heat exchanger (402HF).

ECS Pack Primary Heat Exchanger (302HF)

The function of the ECS pack primary heat exchanger (302HF) is to decrease the temperature of the hot bleed air before
it goes into the ECS pack air cycle machine (202HF). The ECS pack primary heat exchanger (302HF) is a steel, plate-fin,
cross-flow type of heat exchanger. The ECS pack primary heat exchanger (302HF) is located in the under baggage
compartment floor. The bleed air in the heat exchanger is cooled by heat transfer to ambient air.

ECS Pack Secondary Heat Exchanger (402HF)

The function of the ECS pack secondary heat exchanger (402HF) is to decrease the temperature of the air that comes
from the compressor part of the ECS pack air cycle machine (202HF). The ECS pack secondary heat exchanger (402HF)
is an aluminum, plate-fin, cross-flow type of heat exchanger. The ECS pack secondary heat exchanger (402HF) is located
in the under baggage compartment floor. The air in the heat exchanger is cooled by heat transfer to ambient air. 702HF/2602HF

ECS Pack Condenser / Reheater Heat Exchanger (502HF)

The ECS pack condenser / reheater heat exchanger (502HF) is two heat exchangers that are connected together by a
manifold. The two heat exchangers are aluminum, plate-fin, cross-flow type of heat exchangers. The function of the
condenser heat exchanger is to condense the water vapor in the air supplied to the water extractor inlet. The function of
the reheater heat exchanger is to evaporate the water vapor in the air supplied to the turbine part of the ECS pack air
cycle machine (202HF). The ECS pack condenser / reheater heat exchanger (502HF) is located in the under baggage
compartment floor.

The reheater heat exchanger uses hot air from the ECS pack secondary heat exchanger (402HF) outlet to evaporate
water in the turbine inlet air. The condenser heat exchanger uses cold air from the turbine outlet to condense water in the
water extractor inlet air.

ECS Pack Water Extractor (602HF)

The function of the ECS pack water extractor (602HF) is to remove water from the air by centrifugal action. The ECS pack
water extractor (602HF) contains swirl vanes and an annular chamber. There is a pipe connection at the bottom of the
annular chamber to drain the water. The ECS pack water extractor (602HF) is located in the under baggage compartment
floor.

The swirl vanes make the air/water mixture turn. This makes the water move to the outer walls of the extractor where it is
collected in the annular chamber. A tube is connected to the pipe connection, through which the collected water goes to
the ECS pack water spray nozzles (702HF) and (2602HF).

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 Developed for Training Purposes Falcon 7X

Figure 8 Figure 9
(A/C 1; 36-999). ECS Pack Turbine Bypass Valve (1602HF) (A/C 1; 36-999). ECS Pack Non-Return Valve (2002HF)
 COOLING SYSTEM (CONTINUED)
Components (Continued)
ECS Pack Altitude Valve (1002HF) (A/C 2-35)
The function of the ECS pack altitude valve (1002HF) is to decrease the ECS pack pressure drop to a minimum and to ECS Pack Altitude Valve (1002HF)
increase the airflow at high altitude. The ECS pack altitude valve (1002HF) is a single motor, electromechanical shut-off
drum valve. The valve is controlled by the AMSAC chassis (103HN) and is automatically closed below 9144 m (30000 ft)
and open above 9144 m (30000 ft). ECS pack altitude valve (1002HF) is located in the under baggage compartment floor.

At altitudes above 9144 m (30000 ft), water extraction is not necessary. When ECS pack altitude valve (1002HF) is open,
most of the bleed air from ECS pack secondary heat exchanger (402HF) goes to the turbine inlet. The ECS pack
condenser / reheater heat exchanger (502HF) and the ECS pack water extractor (602HF) are bypassed.

ECS Pack Turbine Bypass Valve (1602HF) (A/C 1; 36-999)

The ECS pack turbine bypass valve (1602HF) is a butterfly type modulating valve. The valve includes a valve body,
electrical actuator and limit switches for position indication. The valve also includes a manual override. The function of the
ECS pack turbine bypass valve (1602HF) is to help prevent icing at the turbine outlet when the aircraft altitude is below
9144 m (30000 ft).

When the aircraft altitude is above 9144 m (30000 ft), water extraction is not necessary because there is not much
humidity. At these conditions the ECS pack turbine bypass valve (1602HF) is kept closed to decrease the pressure drop
in the system.

Below 9144 m (30000 ft), the AMSAC (103HN) adjusts the ECS pack turbine bypass valve (1602HF) to control the ECS
pack outlet temperature or the water extractor outlet temperature. Operation of the ECS pack turbine bypass valve
(1602HF) supplies air from the reheater outlet, by-passing the ECS pack air cycle machine (202HF), to the turbine outlet.

The AMSAC (103HN) closes the ECS pack turbine bypass valve (1602HF) in backup operation.

In emergency operation the ECS pack turbine bypass valve (1602HF) stays in the last set condition.
1002HF
If there is no power, the gears in the actuator hold the valve in the last set condition.

ECS Pack Non-Return Valve (2002HF) (A/C 1; 36-999)

The ECS pack non-return valve (2002HF) is a check valve with two flaps. The valve is open when the ECS pack air cycle
machine (202HF) speed is low and the compressor inlet pressure is more than the compressor outlet pressure. The valve
closes when the compressor outlet pressure is more than the compressor inlet pressure.

When the compressor inlet pressure is more than the compressor outlet pressure, the pressure in the duct pushes the
flaps open. When the pressure downstream of the valve is more than the pressure upstream, the flaps move against the
valve seat. This prevents air recirculating from the compressor outlet to the compressor inlet.

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 Developed for Training Purposes Falcon 7X

ECU Pack Compressor Outlet Temperature Sensor (1202HF)

and Anti-Ice Valve (1502HF) Water Extractor Outlet Temperature Sensor (2102HF))

2102HF

1402HF

1502HF

1702HF

1202HF
 COOLING SYSTEM (CONTINUED)
Components (Continued) The AMSAC chassis (103HN) adjusts the ECS pack anti-ice valve (1502HF) to keep the temperature at the recirculation
jet pump outlet. The ECS pack anti-ice valve (1502HF) is modulated to supply air from the bleed system directly to the
ECS Pack Compressor Outlet Temperature Sensor (1202HF)
turbine outlet. The ECS pack primary heat exchanger (302HF) and the ECS pack secondary heat exchangers (402HF)
The function of the ECS pack compressor outlet temperature sensor (1202HF) is to measure the temperature of the air at are bypassed.
the outlet of the ECS pack compressor. The ECS pack compressor outlet temperature sensor (1202HF) is a Resistance
Temperature Detector (RTD) that uses two sensing elements. The electrical resistance of the sensing elements changes
in proportion to temperature. The AMSAC chassis (103HN) closes the ECS pack anti-ice valve (1502HF) in backup operation. In emergency operation,
the ECS pack anti-ice valve (1502HF) stays in the last set condition. If there is no power, the gears in the actuator hold
the valve in the last set condition.
The AMSAC (103HN) adjusts the ECS pack cold flow regulation valve (2302HF) to decrease the pack flow and to keep
the compressor outlet temperature less than 170 °C (338 °F). The ECS pack compressor outlet temperature sensor
(1202HF) is used to monitor the temperature. The AMSAC (103HN) sends a maintenance message if there is a blockage ECS Pack Hot Air Temperature Limiting Valve (1702HF)
or a defective ECS pack. The ECS pack hot air temperature limiting valve (1702HF) is a butterfly type modulating valve. The valve includes a valve
body, electrical actuator, and limit switches for position indication. The valve also includes a manual override. The function
of the ECS pack hot air temperature limiting valve (1702HF) is to control the temperature of the air in the crew trim supply,
If the temperature is more than 185 °C (370 °F), the AMSAC (103HN) closes the ECS pack cold flow regulation valve
during APU or Ground Cart operation. The valve stays closed during engine bleed operation. The ECS pack hot air
(2302HF) and the ECS crossfeed valve (601HF). The amber "COND: NORM PACK FAIL" CAS message is generated.
temperature limiting valve (1702HF) is located in the under baggage compartment floor.

If the compressor outlet temperature is more than 200 °C (392 °F), the AMSAC (103HN) closes these valves:
The AMSAC chassis (103HN) adjusts the ECS pack hot air temperature limiting valve (1702HF) to keep the temperature
− RH Manifold Isolation Valve (2101HU) in the duct at 170 °C (338°F). When the valve is open, more cool air from downstream of the ECS pack primary heat
− Engine 3 Manifold PRSOV (2701HU) exchanger (302HF) is mixed with bleed air from the cockpit trim valve. This decreases the crew trim air supply
temperature. In backup operation, the valve is driven by the AMSAC chassis (103HN). In emergency operation, the valve
If the ECS pack compressor outlet temperature sensor (1202HF) is defective, the amber "COND: NORM PACK stays in the last set condition. If there is no power, the gears in the actuator hold the valve in the last set condition.
DEGRAD" CAS message is seen. In this condition, the crew must set the Backup mode.
ECS Pack Compressor Outlet NRV (1802HF)
ECS Pack Temperature Control Valve (1402HF) The ECS pack compressor outlet NRV (1802HF) is a check valve with two flaps. The valve is open when the ECS pack
The ECS pack temperature control valve (1402HF) is a butterfly type modulating valve. The valve includes a valve body, air cycle machine (202HF) is bypassed but closes to prevent flow in the opposite direction. The ECS pack compressor
electrical actuator, a potentiometer and limit switches for position indication. The valve also includes a manual override. outlet NRV (1802HF) is located in the under baggage compartment floor.
The function of the ECS pack temperature control valve (1402HF) is to control the temperature at the recirculation jet
pump outlet or the water extractor outlet. The ECS pack temperature control valve (1402HF) is located in the under When the ECS pack air cycle machine (202HF) is bypassed, the pressure in the duct pushes the flaps open. If the
baggage compartment floor. pressure downstream of the valve is more than the pressure upstream, the flaps close against the valve seat. This stops
flow in the opposite direction into the compressor inlet.
The AMSAC (103HN) adjusts the ECS pack temperature control valve (1402HF) to keep the recirculation jet pump
(901HF) outlet temperature at 3 °C (37 °F) if the outside air temperature is below 45 °C (113 °F) and 1 °C (34 °F) if the ECS Pack Hot Air NRV (1902HF)
outside temperature is above 45 °C (113 °F), or to keep the ECS pack water extractor (602HF) outlet temperature at 6 °C The ECS pack hot air NRV (1902HF) is a check valve with two flaps. The valve is open when the ECS pack hot air
(43 °F). temperature limiting valve (1702HF) is open but closes to prevent flow in the opposite direction. The ECS pack hot air
NRV (1902HF) is located in the under baggage compartment floor. When the ECS pack hot air temperature limiting valve
The ECS pack temperature control valve (1402HF) is modulated to supply air from the ECS pack primary heat exchanger (1702HF) is open, the pressure in the duct pushes the flaps open. If the pressure downstream of the valve is more than
(302HF) outlet directly to the turbine outlet. The ECS pack air cycle machine (202HF) is bypassed. the pressure upstream, the flaps close against the valve seat. This stops hot air from the cockpit trim line into the
compressor inlet.
The AMSAC (103HN) closes the ECS pack temperature control valve (1402HF) in backup operation.
ECS Pack Water Extractor Outlet Temperature Sensor (2102HF)
In emergency operation the ECS pack temperature control valve (1402HF) stays in the last set condition. The ECS pack water extractor outlet temperature sensor (2102HF) monitors the temperature of the air at the outlet of the
ECS pack water extractor (602HF). The output from the sensor is used by the AMSAC chassis (103HN) to control the
position of the ECS pack temperature control valve (1402HF). The output from the sensor is used by the AMSAC (103HN)
If there is no power, the gears in the actuator hold the valve in the last set condition. to control the position of the ECS pack temperature control valve (1402HF) to keep the ECS pack water extractor (602HF)
outlet temperature at 6 °C (43 °F).
Pack Anti-Ice Valve (1502HF)
The ECS pack anti-ice valve (1502HF) is a butterfly type modulating valve. The valve includes a valve body, electrical The ECS pack water extractor outlet temperature sensor (2102HF) is located in the under baggage compartment floor.
actuator, a potentiometer and limit switches for position indication. The valve also includes a manual override. The
function of the ECS pack anti-ice valve (1502HF) is to control the temperature at the recirculation jet pump outlet or the
water extractor outlet when the ECS pack temperature control valve (1402HF) is fully open. The ECS pack anti-ice valve
(1502HF) is located in the under baggage compartment floor.

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 Developed for Training Purposes Falcon 7X

ECS Pack Cold Flow Regulation Valve (2302HF) ECS Pack Compressor Outlet Pressure Sensor (2402HF)
 COOLING SYSTEM (CONTINUED)
Components (Continued)
ECS Pack Cold Flow Regulation Valve (2302HF)
The ECS pack cold flow regulation valve (2302HF) is a butterfly type modulating valve. The valve includes a valve body,
electrical actuator, a potentiometer and limit switches for position indication. The valve also includes a manual override.
The function of the ECS pack cold flow regulation valve (2302HF) is to control the total ECS airflow supplied to the
pressurized fuselage. The ECS pack cold flow regulation valve (2302HF) is located in the under baggage compartment
floor.
ECS Pack Outlet Dual Bead Temperature Sensor (802HN)
The AMSAC chassis (103HN) contains a fresh air flow schedule adjusts the ECS pack cold flow regulation valve
(2302HF) to keep to this schedule. In backup operation, the valve is driven closed by AMSAC chassis (103HN). In
emergency operation, the valve stays in the last set condition. If there is no aircraft altitude signal, the valve is adjusted to
keep a total ECS airflow of 9 kg/min. If there is no power, the gears in the actuator hold the valve in the last set condition.

ECS Pack Compressor Outlet Pressure Sensor (2402HF)

The ECS pack compressor outlet pressure sensor (2402HF) monitors the pressure difference between the compressor
outlet and the aircraft cabin. The output from the sensor is used by the AMSAC chassis (103HN) to keep a minimum
pressure difference of 70 mbar (1.0 psi) between the compressor outlet and the cabin. This pressure difference keeps a
minimum flow through the compressor and turbine of the ECS pack air cycle machine (202HF). The ECS pack
compressor outlet pressure sensor (2402HF) is located in the under baggage compartment floor.

Dual Bead Temperature Sensor (802HN)

The function of the dual bead temperature sensor (802HN) is to measure the cold air supply temperature downstream of
the recirculation jet pump (901HF). The dual bead temperature sensor (802HN) is a dual element thermistor type
temperature sensor. The electrical resistance of the sensing elements changes in proportion to temperature.

If the outside air temperature is less than 45 °C (113 °F), the AMSAC (103HN) adjusts the ECS pack temperature control
valve (1402HF) and the ECS pack anti-ice valve (1502HF) to keep the recirculation jet pump (901HF) outlet temperature
at 3 °C (37 °F). If the outside air temperature is more than 45 °C (113 °F), the AMSAC (103HN) adjusts the ECS pack
temperature control valve (1402HF) and the ECS pack anti-ice valve (1502HF) to keep the recirculation jet pump (901HF) (1202HF)
outlet temperature at 1 °C (34 °F). The dual bead temperature sensor (802HN) is used to monitor the temperature
downstream of the recirculation jet pump (901HF).
(802HN)
If the sensed temperature is above or below the set point, the AMSAC (103HN) adjusts the ECS pack temperature control
valve (1402HF). If the temperature is too low, and the ECS pack temperature control valve (1402HF) is fully open, the
AMSAC (103HN) adjusts the ECS pack anti-ice valve (1502HF).If the sensed temperature is more than 60 °C (140 °F),
the AMSAC (103HN) closes these valves:
− ECS Pack Cold Flow Regulation Valve (2302HF)
− ECS Pack Temperature Control Valve (1402HF)
− ECS Pack Anti-Ice Valve (1502HF)

In this condition the "COND: NORM PACK FAIL" CAS message is seen and the crew must set Backup mode. The
"COND: NORM PACK DEGRAD" CAS message is seen if the dual bead temperature sensor (302HN) is defective.

21-8
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Emergency Heat Exchanger (502HD) Emergency Heat Exchanger (502HD)

Cold Air Emergency Modulation Valve (302HD)

 COOLING SYSTEM (CONTINUED)
Components (Continued)
Emergency Cold Air Supply System
Cold Air Emergency Modulation Valve (302HD)
The function of the cold air emergency modulation valve (302HD) is to control the emergency supply flow into the cabin in
emergency and backup modes. The cold air emergency modulation valve (302HD) is installed in the emergency bleed
line, above the baggage compartment and below the S-duct.

The valve is an electro-pneumatic, butterfly type, differential pressure regulating and shut-off valve. The valve includes an
upstream servo pressure supply and receives feedback from two external pressure sources.

The valve is closed in normal mode. In emergency and backup modes, the AMSEC (801HN) energizes a solenoid in the
valve actuator. The valve then controls to a differential pressure set point that is measured across the emergency supply
venturi and the emergency heat exchanger (502HD) outlet.

RAM Air Door Actuator (402HD)

The function of the RAM air door actuator (402HD) is to control the position of Emergency Cooling System RAM air door
(353BL) in emergency and backup modes. RAM air door actuator (402HD) is a modulating, linear type that is driven by a
DC motor. The RAM air door actuator (402HD) is attached to the ram air box and is connected to the ram air door hinge
mechanism. The RAM air door actuator (402HD) is located in the S-duct.

In emergency and backup modes, the AMSEC (801HN) operates the actuator and the RAM air door to a position where
the temperature of the emergency supply is kept at 3 °C (37 °F).

Limit switches show when the ram air door is fully retracted and when the ram air door is fully open.

Emergency Heat Exchanger (502HD)

The function of the emergency heat exchanger (502HD) is to decrease the temperature of the air supplied through the
emergency bleed line. Emergency heat exchanger (502HD) is aluminum, plate-fin, cross flow type of heat exchanger. The
emergency heat exchanger (502HD) is installed above the baggage compartment and below the S-duct. The air in the
emergency heat exchanger (502HD) is cooled by heat transfer to ram air.

Figure 10
Cold Air Emergency Modulation Valve

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 Developed for Training Purposes Falcon 7X

Figure 11 Figure 12
Air Management System Emergency Controller (AMSEC) (801HN) Emergency Outlet Dual Bead Temperature Sensor (302HN)
 COOLING SYSTEM (CONTINUED)
Components (Continued) Emergency Outlet Dual Bead Temperature Sensor (302HN)
AMSEC (801HN) The function of the emergency outlet dual bead temperature sensor (302HN) is to measure the emergency cold air supply
temperature. The dual bead temperature sensor (302HN) is a dual element thermistor type temperature sensor. The
The AMSEC (801HN) does the functions that follow:
electrical resistance of the sensing elements changes in proportion to temperature.
− Cabin Manual Temperature Control
− Emergency Heat Exchanger Outlet Temperature Control and Overheat Monitoring
In Backup and Emergency modes, the AMSEC (801HN) adjusts the RAM air door actuator (402HD) to control the
− Open Loop Flow Control emergency heat exchanger (502HD) outlet temperature. The emergency outlet dual bead temperature sensor (302HN) is
used to monitor the temperature.
Cabin Manual Temperature Control
In Emergency mode, the AMSEC (801HN) adjusts the cabin trim valve (102HD) to a position set by the crew. In In all modes of operation, the AMSEC (801HN) monitors the emergency outlet dual bead temperature sensor (302HN). An
Emergency mode, the AMSEC (801HN) sets the lounge valves, (501HD) and (601HD), to the fully open position. With the overheat discrete signal is sent if the temperature is more than 80 °C (176 °F) and the "COND: EMERG PACK HI TEMP"
filter option, the filter supply valve (202HD) is also set fully open. CAS message is generated.

Emergency Heat Exchanger Outlet Temperature Control and Overheat Monitoring If the emergency outlet dual bead temperature sensor (302HN) is defective, an EMM fail discrete is sent.
In Backup and Emergency modes, the AMSEC (801HN) adjusts the RAM air door actuator (402HD) to control the
emergency heat exchanger (502HD) outlet temperature. The emergency outlet dual bead temperature sensor (802HN) is NOTES:
used to monitor the temperature.

In all modes of operation, the AMSEC (801HN) monitors the emergency outlet dual bead temperature sensor (802HN). An
overheat discrete signal is sent if the temperature is more than 80 °C (176 °F) and the amber "COND: EMERG PACK HI
TEMP" CAS message is generated. If the emergency outlet dual bead temperature sensor (802HN) is defective, an EMM
fail discrete is sent.

Open Loop Flow Control

In Emergency mode, the ECS pack assembly (102HF) is isolated. The AMSEC (801HN) closes the ECS crossfeed valve
(601HF), RH manifold isolation valve (2101HU) and the engine 3 manifold PRSOV (2701HU). The cold air is supplied by
the cold air emergency modulation valve (302HD) and the emergency heat exchanger (502HD). There is no closed loop
flow control.

In Emergency mode, the AMSEC (801HN) closes the cabin cold air valve (1001HD) to make sure that there is sufficient
cold air supply to the cockpit.

In Backup and Emergency modes, the cold air emergency modulation valve (302HD) is adjusted to set a differential
pressure of 207.0 mbar (6.1 in.Hg). The set pressure is measured across the emergency supply flow limiting venturi and
the emergency heat exchanger (502HD). Control of the differential pressure is an open loop control and makes sure that
the minimum fresh air flow is met.

Emergency Cold Air NRV (901HD)

The emergency cold air NRV (901HD) is a check valve with two flaps. The function of the valve is to let emergency cold
air into the cabin distribution system. The valve also prevents flow in the opposite direction and depressurization if a duct
in an un-pressurized area is damaged. The valve is attached to the pressure bulkhead by eight bolts.

The valve is made from aluminum alloy and includes two flaps. The flaps are installed on a spindle together with a spring.
The spring holds the flaps closed against the body of the valve. The body of the valve includes a mounting flange and a
valve seat assembly. A stop tube prevents fluttering when the flaps are fully open.

When there is airflow from the emergency cold air supply system, the pressure in the duct pushes the valve flaps open
against the spring. This lets the air into the distribution system. If the pressure downstream of the valve is more than the
pressure upstream, the flaps close against the valve seat. This stops flow in the opposite direction.

21-10
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 13 Figure 14
Bleed and Air Conditioning Overhead Panels ECS Synoptic Page
 COOLING SYSTEM (CONTINUED)
Components (Continued) TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
Overhead Panel (5000PM) TO DEACTIVATE
ECS “PACK” Selector (R9630PM)
The ECS "PACK" selector (R9630PM) is used to set the modes of operation that follow:
NORMAL
− NORMAL, PAX-OFF, CREW OFF, BACKUP, EMERG

If the ECS "PACK" Selector outputs two or more selected ECS modes, the AMSAC outputs an ARINC 429 message
indicating an ECS "PACK" Selector fault has been detected. The AMSAC (103HN) continues operation based on the last
valid selected ECS mode, except if one of the indicated selections is ECS EMERGENCY, in which case the AMSAC PAX OFF
(103HN) is isolated, and the AMSEC (801HN) provides emergency operation.

“XECS” Pushbutton (R9670PM) PACK rotary switch:

The "XECS" pushbutton (R9670PM) has three functions: switches between the CREW OFF
ON It opens the ECS crossfeed valve (601HF). five ECS control modes
OFF It closes the ECS crossfeed valve (601HF).
AUTO The ECS crossfeed valve (601HF) is controlled by the AMSAC chassis (103HN).
BACKUP
NOTE: The "XECS" pushbutton (R9670PM) is in the AUTO condition on power-up.

“GND VENT” Pushbutton (R9560HD)

The “GND VENT” Pushbutton (R9560HD) has two functions: EMERG

AUTO The recirculation valve (701HD) is controlled by the AMSAC chassis (103HN) (if the ECS "PACK" selector
(R9630PM) is set to “EMERG”, the valve stays in the last set position).
OFF It closes the recirculation valve (701HD).
Normal No Synoptic
NOTE: The “GND VENT” Pushbutton (R9560HD) is in the AUTO condition on power-up. GND VENT pushbutton:
when pressed closes the
ground and recirculation
valves
OFF No Synoptic

Normal

XECS pushbutton: when

pressed cycles through
− ON: opens the
XECS valve,
OFF
− OFF: closes the
XECS valve,
− Normal (auto)
position

ON

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21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
Developed for Training Purposes Falcon 7X

Figure 15
ECS Normal Mode
 COOLING SYSTEM (CONTINUED)
Operation Air flowing through condenser/reheater (502HF) is initially cooled in the reheater by the air exiting the water extractor and
then cooled further in the condenser by the air exiting the turbine. After the condenser, the majority of the water vapor in
Operating Modes
the flow stream has been condensed to liquid water and in water extractor (602HF), centrifugal action is used to separate
NORMAL In this mode, the system is controlled automatically by the AMSAC (103HN). the water droplets from the airflow. Any remaining water present after exiting the water extractor is evaporated in
reheater heat exchanger (502HF) before entering the ACM turbine (202HF).
CREW OFF In this mode, the crew is required to manually open the cabin / cockpit isolation valve (103HD) to allow
the cabin distribution system to supply air to the cockpit zone if the supply to the cockpit fails. The ACM turbine (202HF) is driven by the energy in the bleed air as it is converted to mechanical work by the turbine (the
AMSAC (103HN) controls all other valves. ACM compressor and fan are also driven by this energy as they are on the same shaft as the turbine). The energy lost by
PAX OFF In this mode, the crew is required to manually open the cabin / cockpit isolation valve (103HD) to allow the bleed air results in a pressure and temperature drop from turbine inlet to outlet. The water collected in water extractor
the cockpit distribution system to supply air to the cabin zones if the supply to the cabin fails. The AMSAC (602HF) is atomized and sprayed, by the water spray nozzle, into the ambient cooling duct, upstream of secondary heat
(103HN) controls all other valves. exchanger (402HF). The water spray improves the efficiency of the heat exchangers and thus improves the performance
of the ECS pack.
EMERG This mode is set when there is no control of the system by the AMSAC (103HN). In this mode, the
emergency system is controlled by the AMSEC (801HN).In this mode, cold air is supplied by the On the ground, ACM (202HF) induces the ambient airflow used to cool the bleed air in the primary (302HF) and
emergency heat exchanger (502HD). secondary heat exchangers (402HF). The fan draws ambient air into the static inlet, located on the top of the aft fuselage,
BACKUP This mode is set when the ECS pack assembly (102HF) cannot supply cold air for the system, but the through the heat exchangers (302HF/402HF), and then expels the air overboard on the bottom of the aft fuselage. During
AMSAC (103HN) controls the other systems. In this mode, cold air is supplied by the emergency heat flight operations the cabin air jet pump (901HF), in addition to the ACM fan, induces the ambient airflow used to cool the
exchanger (502HD). bleed air in the primary and secondary heat exchangers (302HF/402HF). The cabin air jet pump (901HF) receives cabin
exhaust air from the integrated CPCS valve (602HP) and uses the pressure differential between cabin and ambient to
draw ambient air through the static inlet and coolant inlet ducting.
Operating Principle
The basis of operating is to maintain the necessary fresh airflow inside the cabin and the cockpit, using a minimized bleed
Above an aircraft altitude of 30 kft, the altitude valve (1002HF) is opened automatically. This valve allows air to bypass the
air extraction from the engines. Admission of fresh airflow in the airplane is modulated according to flight altitude and wing
condenser/reheater heat exchanger (502HF) and water extractor (602HF) and flow directly from the secondary heat
anti-icing operation. Air coming from the bleed sources:
exchanger (402HF) outlet to the turbine inlet. The opening of this valve reduces pressure drop, which allows the ECS
− Initially goes through the Ozone Converters (106HD/206HD), in order to reduce ozone concentration for crew and pack to provide more cold air during high altitude cruise when inlet pressures are low.
passengers
− Is cooled through the NORMAL pack located under the baggage compartment
Below an aircraft altitude of 3657 m (12000 ft) ECS pack outlet air can be mixed with recirculation air in the recirculation
− Is distributed in the cabin and in the cockpit jet pump (901HF) to provide additional cooling airflow. Above 3657 m (12000 ft) the recirculation valve (701HD) is
− Circulates into the under floor area to ensure ventilation (to avoid accumulating of possible hydrocarbons vapors automatically closed and the cabin and cockpit are supplied exclusively with fresh air from the ECS Pack.
around the internal fuel tanks) and re-heating
− Is partially recycled or evacuated through the pressurization valves (602HP/1001HP)

Normal cold air system is secured by the emergency cold air system in case of failure of the NORMAL pack, one of the
main goals being to ensure a permanent and reliable cooling of the Fly-By-Wire computers. AMSAC (1003HN) controls
the Cold Flow Valve (2302HF)(located between the primary and the secondary heat exchangers) to regulate:
− Total fresh airflow
− 60% / 40% split between cabin and cockpit airflow

Cooling System Operation in Normal Operation

The ECS pack utilizes a combination of heat exchangers, a cooling turbine, water extraction equipment, control valves
and sensors to provide temperature control and ventilation of the cabin and cockpit. The ECS pack receives regulated
bleed air from the BAS via two ECS flow-measuring venturis (301HF/401HF) and the ozone converters (106HD/206HD).
The pneumatic system can supply air from any of the three engines or the APU (ground only), based upon the bleed
configuration selected by the crew. Fresh airflow is controlled by modulating the position of the cold flow regulation valve
(2302HF), based on the fresh air flow schedule contained in the AMSAC (103HN) and feedback from the sensors
associated with the flow measuring venturi.

Bleed air is ducted to the primary heat exchanger (302HF) where it is cooled by heat transfer to cooler ambient air (this
coolant air has already been used to cool the bleed air in the secondary heat exchanger). The air then passes through the
cold flow regulation valve (2302HF) and into the compressor portion of the air cycle machine (202HF). After compression,
the air enters the secondary heat exchanger (402HF) where it is cooled by heat transfer to ambient coolant air. Air exiting
the secondary heat exchanger (402HF) can either flow through the condenser/reheater heat exchanger (502HF) and the Figure 16
water extractor (602HF) or by-pass the water extraction loop via the altitude valve (1002HF). ECS Synoptic Page - Detail - Normal Mode

21-12
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
371
AMSEC CLOSE CTRL 3 2253
4101FY 103HN SD 21-61-30
382JN
135 326 420FT
1 AMSAC
1

A18
2212 2214 2215 2217
CROSS FEED VALVE CLOSE LIM 54 65 35 ECS CFV LIM CLOSE 36
R
ECS CFV OPEN 108

B
2163
ECS CFV CLOSE B
L2000PM 109
ECS CFV LIM OPEN 2037
110

AMSAC LH

2114
L113HN 342
17 6
Bus A2 2211/6 2112/16
AA DD C LH NE +28VDC
T2 2109/16 E A18
+28V LH NE +28VDC RET A18 A18
15A 2118 2117 2116
2
CREW HA TLV LIM OPEN 2060
89 382JN 382JN 382JN
R2000PM R
CREW HA TLV OPEN 87

4
8

2
3

1
99 B 2051
CREW HA TLV RET

B
B
AMSAC RH

R
Y

Y
88 Y
CREW HA TLV CLOSE
R113HN 2061
23 5 CREW HA TLV LIM CLOSE 100

4
1

3
7
6
2

2
5

3
7
6

3
7
6
4

4
Bus B2 2107/18
E C RH NE +28VDC 2062
S ALT VLVE LIM OPEN 35 N. O O C N. C
+28V 2106/18 R
7.5A T1 E RH NE +28VDC RET ALT VLVE OPEN 69 N. C N. O O N. O O C N. C N. O O
B 2052 C C N. C

601HF
ALT VLVE RET 58
70 Y
3 ALT VLVE CLOSE
2063

1002HF

1702HF
1502HF
201EC ALT VLVE LIM CLOSE 47
6000PC3-V 2265
40 AIRCRAFT DOOR CLOSED

M
GND WHEN PAX DOOR LIFT

CLOSE

OPEN
TAKE OFF LEVER 123 332 2064

CLOSE

CLOSE
OPEN

OPEN
1 52-11-00 ANTI ICE LIM OPEN 42

M
R
2100 2101 ANTI ICE OPEN 40 OPEN CLOSE
15 G 35 THROTTLE ANGLE ENG 1 B 2053
ANTI ICE RET 52
T.O Y 16, 8 W
ANTI ICE CLOSE 41
2065 16, 8 W
2102 2103 ANTI ICE LIM CLOSE 53 3. 21 16, 8 W 3. 2M 16, 8 W 3. 20 3. 51
23 H 36 THROTTLE ANGLE ENG 2
T.O 2066
FLOW REG LIM OPEN 62
2104 2105
31 J 37 THROTTLE ANGLE ENG 3 2067
FLOW REG LIM CLOSE 74
T.O
3 2068
TEMP TCV LIM OPEN 46
GND A18 A18
32 SD 70-31-20 2119
2069 2115
TEMP TCV LIM CLOSE 57
382JN 382JN
5000PM

B
R

R
1 1

Y
326 1
30-12-00 R
R9590PM FLOW REG A OPEN 106 101HF

12

12
11

11
5

4
2

3
6

6
3D 116 B 2054
PUSH E FLOW REG A RET 105
+ R R R R Y
PAX 7 95 11 PAX FWD TEMP MAN POT +VE FLOW REG A CLOSE 107
B 2196 B B 2195 B R P
FWD 2 96 2 PAX FWD TEMP MAN POT WIPER A
Y Y Y Y B
TEMP _ 12 97 12 PAX FWD TEMP MAN POT -VE B
R
PUSH 4 TEMP TCV A OPEN 86 3. 1C N. C C O N. O N. C C O N. O
3B B 2055
MANUAL 2184 2181 TEMP TCV A RET 94
17 45 36 PAX SELECT TEMP MODE Y
TEMP TCV A CLOSE 87
+PWR.B A MAN 30-11-00 401HF
2179 2180 32 CREW SELECT TEMP MODE D
SD 21-61-10 6 46
21-61-30 R
PRESS SEN 2 +VE 75 2123 P
B R

M
PRESS SEN 2 -VE 76 A
R9630PM R9600PM 99 B
B
3D 3 CLOSE OPEN CLOSE OPEN
PUSH R 3. 1B
+ R R R R DIFF PRESS 1 +VE 37 2122 16, 8 W 16, 8 W

1402HF

2302HF
NORMAL 6 98 5 CREW TEMP MAN POT +VE B
CREW B 2199 B B 2197 B DIFF PRESS 1 -VE 38
PAX CREW OFF 1 99 1 CREW TEMP MAN POT WIPER 201HF
Y Y Y Y 16, 8 W 16, 8 W
Legend OFF
BACK UP
TEMP
_ 11 100 6 CREW TEMP MAN POT -VE
PUSH P CLOSE OPEN CLOSE OPEN
EMERG R
902HN ECS PACK TEMP SENSOR MANUAL
B
A

M
B
371J RH/LH WIRING CUT-OFF CONNECTOR +PWR. B A MAN
2 3-1C
SD 21-61-00 5B
342J/P LH/RH BASIC ELEC CUT-OFF CONNECTOR PAX OFF
1 2018 2012 TEMP TCV B OPEN 44
R
A STAGE 119 13 ECS MODE CH A PAX ISOL B 2059
332J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR NORMAL
2 2019
120
2013
14 ECS MODE CH A NORMAL
TEMP TCV B RET 56
Y 30-11-00
CREW OFF 2020 2014 TEMP TCV B CLOSE 45 301HF
326J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR BACK UP
3
7
2021
121
2015
15 ECS MODE CH A CREW ISOL
PRESS SEN 1 +VE 12
R
C 2056
122 16 ECS MODE CH A ORIDE B
272J/P CABIN/BELLY FAIRING CUT-OFF CONNECTOR EMERG 2024 2016 PRESS SEN 1 -VE 13

3. 2X
3. 2J
8 101 17 ECS MODE CH A EMERGENCY R R P
R9620PM DIFF PRESS 2 +VE 1 2057 A
271J/P LH/RH CUT-OFF CONNECTOR SD 21-61-30
22 RECIRC OFF
DIFF PRESS 2 -VE 2
B B
B
135J/P LH/RH WIRING CUT-OFF CONNECTOR GND 3. 1B

10
10

9
8

9
3C 420FT R
VENT FLOW REG B OPEN 72
4110JE RELAY PCB 17 2185 47 SP4110JE-18
FLOW REG B RET 61
B 2058 1 1

R
Y

R
21-31-00 Y
201EC THROTTLE CONTROL UNIT +PWR. B A OFF
802HN
FLOW REG B CLOSE 73

4101FY GENERIC I/0 1 MODULE 21-61-00 1 WE I TEMP B +VE 122 R

2159
5000PM OVERHEAD PANEL 701HD
O
1 R
2256 B
R
68 PACK OUT TEMP A +VE WE I TEMP B -VE 123 B
1202HF
B B
R2000PM RH REAR SPDB 2
21-61-10
69 PACK OUT TEMP A -VE
NOTE:
L2000PM LH REAR SPDB CLOSE OPEN OPEN CLOSE
A 2 COMP OUT TEMP B +VE 59 R 2162 R
3
O SUPPRESSION VALVE 3. 53 SUR LA
16, 8W 16, 8W B B REVISION 17 (HONEYWELL LE 10-03-07)
203HN COCKPIT TRIM TEMPERATURE SENSOR O
3
R
2257
R
54 PACK OUT TEMP B +VE COMP OUT TEMP B -VE 60 4
B B
103HN AMSAC CHASSIS M M
3. 2T
4 55 PACK OUT TEMP B -VE
1
802HN EMERGENCY OUTLET DUAL BEAD TEMPERATURE SENSOR N. C C O N. O N. O O C N. C
271 326
COMP OUT TEMP A +VE 65
R 2070 R 1
O
2402HF
2102HF
B B
2402HF ECS PACK COMPRESSOR OUTLET PRESSURE SENSOR 6
2033
H
2099
102
2034
103 RECIRC LIM CLOSE COMP OUT TEMP A -VE 66 2
420FT 3. 2S P
2302HF ECS PACK COLD FLOW REGULATION VALVE 2113
A18
COMP OUT PRESS +VE 118
R 2074
R
A R
3
O
5 291JN R 2246 B B
2102HF ECS PACK WATER EXTRACTOR INLET SENSOR 4 R 2188
R
E
R
2190
16 COMP OUT PRESS -VE 119 B B
4
B B B 3. 37a
1702HF ECS PACK HOT AIR TEMPERATURE LIMITING VALVE 2
2189
G B
18 2237
102 RECIRC CLOSE R 2076
R
1
O
3 293JN WE I TEMP A +VE 70
1502HF ECS PACK ANTI-ICE VALVE 12 A18
2098
WE I TEMP A -VE 71
B B
2
2029 2030 3. 38
1402HF ECS PACK TEMPERATURE CONTROL VALVE 11
10 A18
D 15
4110JE 420FT
91 RECIRC LIM OPEN
272
203HN
420FT 326
1202HF ECS PACK COMPRESSOR OUTLET TEMPERATURE SENSOR 9 2241
291JN
2239 42
2247
101 RECIRC OPEN R O
2238 2258 R R R R R
1002HF ECS PACK ALTITUDE VALVE 8 EE 13
27 9
4
CPIT TRIM TEMP A +VE
CPIT TRIM TEMP A -VE
99
100
B
2071
B
69
B
2218
B
18
24
B
2220
B
1
2
70
601HF ECS CROSSFEED VALVE 3. 24
10
11
+28V “BAG VENT RH” ESS BUS
2259 R
12 MANIFOLD TEMP A -VE R O
44 SD 21-31-00 R R R R R
401HF RH DIFFERENTIAL PRESSURE SENSOR +28V “BAG VENT RH” ESS BUS 43
R4
B
13 MANIFOLD TEMP A +VE
CPIT TRIM TEMP B +VE
CPIT TRIM TEMP B -VE
89
90 B
2072
B
71
75
B
2219
B
20
21
B
2221
B
3
4
GND WHEN CLOSE CMD
301HF LH DIFFERENTIAL PRESSURE SENSOR SD 21-31-00
26
RECIRC OFF
CR
78 22 3. 2U
902HN
201HF RH PRESSURE SENSOR 418FT
101HF LH PRESSURE SENSOR R
1
O
WD216120AA5004
701HD RECIRCULATION VALVE B
2

Figure 17
Conditioning - Main ECS 21-13A
 COOLING SYSTEM (CONTINUED)
Operation (Continued) If the temperature is more than 185 °C (370 °F), the AMSAC (103HN) closes the ECS pack cold flow regulation valve
(2302HF) and the ECS crossfeed valve (601HF). The "COND: NORM PACK DEGRAD" CAS message is generated. If the
ECS Pack Outlet Temperature Control and Overheat Monitoring
compressor outlet temperature is more than 200 °C (392 °F), the AMSAC (103HN) closes the:
ECS pack outlet temperature control and overheat monitoring is done by the AMSAC (103HN) in Normal, Crew Off and − RH Manifold Isolation Valve (2101HU)
PAX Off modes. In Backup mode, only ECS pack outlet overheat monitoring is done. The AMSAC (103HN) adjusts the
− Engine 3 Manifold PRSOV (2701HU)
ECS pack temperature control valve (1402HF) and the ECS pack anti-ice valve (1502HF) to keep the recirculation jet
pump (901HF) outlet temperature at 3 °C (37 °F) if the outside temperature is below 45 °C (113 °F) and 1 °C (34 °F) if the
outside temperature is above 45 °C (113 °F). The dual bead temperature sensor (802HN) is used to monitor the If the ECS pack compressor outlet temperature sensor (1202HF) is defective, the "COND: NORM PACK DEGRAD" CAS
temperature downstream of the recirculation jet pump (901HF). message is seen. In this condition, the crew must set the Backup mode.

ECS Pack Minimum Airflow Control

If the recirculation jet pump (901HF) sensed temperature is above or below the set point, the AMSAC (103HN) adjusts the
ECS pack minimum airflow control is done in Normal, Crew Off and PAX Off modes. The ECS pack cold flow regulation
ECS pack temperature control valve (1402HF). If the temperature is too low, and the ECS pack temperature control valve
valve (2302HF) keeps the pressure difference between the compressor outlet and the cabin at more than 70.0 mbar
(1402HF) is fully open, the AMSAC (103HN) adjusts the ECS pack anti-ice valve (1502HF). If the sensed temperature is
(2.1 in.Hg). This puts a minimum flow of 2.0 kg/min (4.4 lb/min) through the ECS pack air cycle machine (202HF), to make
more than 60 °C (140 °F), the AMSAC (103HN) closes these valves:
sure that it will continue to turn. The ECS pack compressor outlet pressure sensor (2402HF) is used to monitor the
− ECS Pack Cold Flow Regulation Valve (2302HF) pressure. If the ECS pack compressor outlet pressure sensor (2402HF) is defective, the AMSAC (103HN) sends ARINC
− ECS Pack Temperature Control Valve (1402HF) data for maintenance message generation. If the cabin pressure is not available, the AMSAC (103HN) uses a cabin
− ECS Pack Anti-Ice Valve (1502HF) altitude pressure of 1524 m (5000 ft).

In this condition the "COND: NORM PACK DEGRAD" CAS message is seen and the crew must select Backup mode. The Control of the Recirculation Air Below 3658 m (12000 ft)
"COND: NORM PACK DEGRAD" CAS message is also seen if the dual bead temperature sensor (302HN) is defective. The AMSAC (103HN) controls the recirculation of air in Normal, Crew Off and PAX Off modes. The AMSAC (103HN) sets
the recirculation valve (701HD) to open below 3658 m (12000 ft) and to closed above 3658 m (12000 ft). If the aircraft
altitude is not available, the AMSAC (103HN) closes the recirculation valve (701HD). If the recirculation valve (701HD)
Water Extractor Outlet Temperature Control cannot open, the AMSAC (103HN) sends ARINC data for maintenance message generation. If the recirculation valve
Water extractor outlet temperature control is done by the AMSAC (103HN) in Normal, Crew Off and PAX Off modes. The (701HD) cannot close, the "COND: RECIRCULATION FAULT" CAS message is seen. The crew must set the "GND
AMSAC (103HN) adjusts the ECS pack temperature control valve (1402HF) and the ECS pack anti-ice valve (1502HF) to VENT" pushbutton (R9620PM) off. If the CAS message stays on, the aircraft cannot fly above 4267 m (14000 ft).
keep the ECS pack water extractor (602HF) outlet temperature at 6 °C (43 °F). The ECS pack water extractor outlet
sensor (2102HF) is used to monitor the temperature. This function overrides the ECS pack outlet temperature function. During Take-off
To maximize engine performance, there is no air conditioning during the first part of takeoff when at least 2 throttles are in
If the sensed temperature is less than the set minimum, the AMSAC (103HN) adjusts the ECS pack temperature control take-off position and weight on wheels. In such conditions, the cold flow regulation valve, the anti-ice valve and
valve (1402HF). If the sensed temperature is too low with the ECS pack temperature control valve (1402HF) fully open, temperature control valve, and the cabin and cockpit hot valves are closed.
the AMSAC (103HN) adjusts the ECS pack anti-ice valve (1502HF). If the ECS pack water extractor outlet sensor
(2102HF) is defective, the AMSAC (103HN) sends ARINC data for maintenance message generation. Air conditioning is available again:
− When all engines are operating and weight off wheel
Fresh Air Flow Control − Or after one or two engine failures (N1 below flight idle) and:
In Normal, The total fresh air flow in the cabin and cockpit is calculated by the AMSAC (103HN).The AMSAC • Throttles are retarded from take off position
Crew Off and (103HN) adjusts the ECS pack cold flow regulation valve (2302HF) to keep the normal fresh air • Or airplane altitude exceeds 15,000 ft
PAX Off modes schedule with a tolerance of 10 %.
In Backup mode The ECS pack cold flow regulation valve (2302HF) is closed. The cold air is supplied by the cold CONTROL AND
air emergency modulation valve (302HD) and the emergency heat exchanger (502HD). There is MODES SYSTEM IMPACT ECS FUNCTIONS LOST
MONITORING
no closed loop flow control.
In Emergency The ECS pack assembly (102HF) is isolated. The cold air is supplied by the cold air emergency NORMAL AMSAC None None
mode modulation valve (302HD) and the emergency heat exchanger (502HD). There is no closed loop
PAX OFF & PAX and CREW supplies are to be
flow control. AMSAC None
CREW OFF manually interconnected

Compressor Outlet Temperature Control and Overheat Monitoring Main pack cooling, Aft FBW cooling,
BACKUP AMSAC Main pack isolated
Compressor outlet temperature control and overheat monitoring is done by the AMSAC (103HN) in Normal, Crew Off and Recirculation below 14,000 ft
PAX Off modes. In Backup mode, only compressor outlet overheat monitoring is done. The AMSAC (103HN) adjusts the Main pack is isolated (Bleed 3 isolated
ECS pack cold flow regulation valve (2302HF) to decrease the pack flow and to keep the compressor outlet temperature and XECS closed) Emergency Heat Main pack cooling, Aft FBW cooling,
less than 170 °C (338 °F). The ECS pack compressor outlet temperature sensor (1202HF) is used to monitor the EMERGency AMSEC Exchanger is fed by engine 1 and 2 Recirculation below 14,000 ft, Automatic
temperature. The AMSAC (103HN) sends a maintenance message if there is a blockage or a defective ECS pack. bleed air PAX and CREW supplies are temperature regulation
to be manually interconnected

21-13
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
Developed for Training Purposes Falcon 7X

Figure 18
ECS Backup Mode
 COOLING SYSTEM (CONTINUED)
Operation (Continued)
ECS Backup Mode
The BACKUP mode is selected if the main pack is unable to provide cold air, but the AMSAC is still able to control all the
others functionalities of the air conditioning system. The crew member is alerted through a CAS message.

In this mode, cold air is provided by the emergency pack. The AMSAC closes the cold flow regulation valve as well as the
temperature control valve, isolating the main pack.

The normal mode system protections are still provided by the AMSAC, and specifically the cockpit hot air temperature
limit, through normal operation of the primary heat exchanger. The main pack primary heat exchanger is only used to
maintain maximum cockpit air at 180°C.

When an ECS main pack fail message is received on the CAS, the flight crew select ECS Backup mode via the OP ECS
backup mode provides the following functions:
− Hot air system
− Independent regulated hot air supplies to the cockpit and cabin
− Hot air supply to the optional humidifier unit, if installed
− Emergency Heat Exchanger
− Temperature regulated cold air supply to the cockpit and cabin
− Emergency heat exchanger outlet overheat monitoring
− Cabin air management system
− Cabin / cockpit flow split control
− Ambient temperature regulation of the cockpit and cabin (two lounges)
− Open loop control of the fresh airflow
− Control and monitoring of the gasper pressure
− Limits hot air delivery temperature to the cockpit
− Distribution ducting high temperature limit control
− Distribution ducting overheat monitoring
− Crew hot air (foot warmer) distribution control

Figure 19
Air Conditioning Overhead Panel

21-14
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Developed for Training Purposes Falcon 7X

Figure 20
ECS Emergency Mode
 COOLING SYSTEM (CONTINUED)
Operation (Continued) Emergency Heat Exchanger Outlet Temperature Control and Overheat Monitoring
Emergency Cold Air Supply In Backup and Emergency modes, the AMSEC (801HN) adjusts the RAM air door actuator (402HD) to control the
emergency heat exchanger (502HD) outlet temperature. The emergency outlet dual bead temperature sensor (802HN) is
Certain failures will cause the normal cooling system to be lost. In this case a backup cooling system is used.
used to monitor the temperature. In all modes of operation, the AMSEC (801HN) monitors the emergency outlet dual bead
temperature sensor (802HN). An overheat discrete signal is sent if the temperature is more than 80 °C (176 °F) and the
The following are examples of failures that will require the ECS backup or ECS emergency mode to be initiated: "COND: EMERG PACK HI TEMP" CAS message is generated. If the emergency outlet dual bead temperature sensor
− Primary heat exchanger (302HF) major external / internal leak or major contamination (802HN) is defective, an EMM fail discrete is sent.
− Secondary heat exchanger (402HF) major external / internal leak or major contamination
− Cold flow regulating valve (2302HF) failure Preflight Test
− ACM failure (202HF) A preflight test must be performed by the pilots before first flight of the day. This test is used to check Emergency ECS is
− Duct failure operational. The test is performed with APU bleed or Engine bleed ON before taxiing. It is launched via the TEST
− Total software failure causing the AMSAC (103HN) to fail synoptic page. Sequence is described below:
− Main engine rotor burst leading to loss of ECS pack, supply ducting, AMSAC (103HN), or associated wiring
Phase Pilot action Pilot indication Remarks
In the event of loss of normal mode the crew select ECS backup or ECS emergency mode via the OP. Cold air is then Air conditioning air flows reduced Cockpit and cabin cold air
COND: TEST IN
supplied via an emergency heat exchanger (502HD). The emergency heat exchanger (502HD) receives pressure TEST Select ECS TEST valves and trim valves are driven closed ECS XBLEED and
PROGRESS CAS
regulated bleed air from the BAS via an independent supply duct. The bleed air is extracted from downstream of the left PHASE 1 soft key XBLEED 1-2 valves are driven closed Lounge valves are driven
message
hand flow measurement venturi (301HF) and ozone converter (206HD). A check valve is installed in the cabin air supply open
duct, downstream of the emergency heat exchanger (502HD), at the pressurized cabin bulkhead to maintain cabin COND: TEST WAITING
Waiting pilot to select ECS EMERG mode
pressurization in the event of a duct rupture or component failure. EMERG CAS message
Select ECS RAM air door is driven open during 8 s Emergency cold air valve
Emergency Cold Air System Operation TEST is driven open for a maximum of 15 s. A pressure increase
EMERG mode via
PHASE 2 COND: TEST WAITING detected by the gasper pressure sensor locate on the gasper line
In ECS backup and ECS emergency mode, cold air is provided via the emergency heat exchanger (502HD). In ECS the OP
backup mode the ECS pack ACM (202HF) is isolated by closing the cold flow regulation valve (2302HF) and the ECS EMERG CAS message indicate that emergency system works correctly (no duct leak and
pack TCV’s (1402HF/1502HF/1702HF). In ECS emergency mode the ECS cross- feed valve (601HF) and the RH valve correctly driven open). If not, an CAS message is
generated COND: GASPER SENSOR FAIL .
manifold isolation valve (2101HU) are closed, isolating the Engine 3 bleed system and the ECS pack supply.
After 20 seconds
COND: TEST COND: TEST WAITING
Air is supplied to the emergency heat exchanger (502HD) via the emergency bleed line and the emergency cold air valve Waiting pilot to select ECS NORM mode
WAITING NORM NORM CAS message
(302HD). The pneumatic emergency cold air valve (302HD) acts as a basic flow regulation device by regulating to a single TEST
CAS message
differential pressure set point of 207 mbar (3 psi) across the emergency supply flow limiting venturi and the emergency PHASE 3
heat exchanger. Select ECS
No CAS message Emergency system operational Emergency ECS system not
NORM mode via
COND: TEST FAIL operational
OP
The ram air door actuator (402HD) is modulated by the AMSEC (801HN) to ensure a constant cold air supply temperature
of 3°C, feedback is provided by the emergency cold air supply temperature sensor 302HN).
Potential Failures of the ECS Test
When an ECS main pack total fail message is received on the CAS, the flight crew select ECS Emergency mode via the AMSAC Initiated Faults:
OP. In this mode the AMSAC (103HN) relinquishes control of all valves and the AMSEC (801HN) is used to provide − CABIN or COCKPIT trim valves not driven fully closed after selection of EMERG position on ECS- OCP selector [10 s
control of emergency air supply to the aircraft. timeout]
− GASPER pressure sensor timeout 10 s after selection of EMER position on ECS- OCP selector
The AMSEC: − On a/c with Filter option installed: FILTER option valve not open within 15 s after selection of EMER position on ECS-
− Closes the engine HP bleed valves and the MP 3 bleed valve OCP selector
− Closes the XBLEED 2↔3 NOTE: If ECS test is failed [CAS message “COND: TEST FAIL”] the failure will be latched by the AMSAC until
electrical power for the AMSAC has been cycled, (moving the OCP selector back to NORM will reset the
− Opens the XBLEED 1↔2
AMSAC power)
− Closes the ECS Crossfeed Valve (XBLEED ECS)
− Opens the emergency cold air valve.
AMSEC Initiated Faults:
− One or more EMM discretes faulted
In this case, hot bleed air (LP) is supplied by engines 1 and 2 only. The cold air is supplied by the emergency pack only.
− Ram air door (RADA) failed to open – troubleshoot as follows:
Conditioned air is supplied by the cabin distribution system. The lounge valves are driven fully open by the AMSEC, and
the cockpit cold air valve is driven fully closed. The crew members must open the cabin/crew isolation valve and must • check for physical obstruction of RADA or ram air door seal sticking
manually set the required temperature using the cabin manual control. The LH / RH pilot flow ratio valve remains in its last • actuator wear [ 8s timeout]
position. Cabin duct temperature and emergency pack outlet temperature are monitored by the AMSEC, and CAS − COLD AIR EMERGENCY VALVE failed to open [16s timeout]
messages are generated in the event of overheating (COND: PAX SUPPLY FAIL and COND: EMERG PACK HI TEMP
respectively). If test fails check for mechanical or electrical problem on these valves or connectors.
NOTE: Always refer to CMC maintenance menu when starting to troubleshoot the root cause if the test fails.
NOTE: Wings and S-DUCT A/I are no longer available when EMERG mode is selected.

21-15
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
4201FY
421FT 302HD
3 337
3010 3009
COLD AIR EMER VALVE CLOSE 47 29 2

T1 3082/20 4
MAU 1
801HN
CLOSED
3 16, 8W
AMSEC
4401FY 417FT 3081/22
CAEMV POS 92 1
81
3 3
/22 3087/20 T3 SOLENOID
3019 3020 3021 CHASSIS 86
EMM FAULT 54 75 63 28 EMM FAULT
3
402HD
3.16
4
3022 3023 64 3024 EMM TEMP SENS FAIL 3004
EMM TEMP SENSOR FAIL 60 76 29 RAM CLOSE 117 E
19 3025 77 3026 3027 30 EMM VALVE POT FAIL 3084 G
EMM VALVE POT FAIL 92 RAM OPEN 116 NOT
RETRACTED

T1 3039/20 H
4
4301FY +
R R RETRACTED
RAM OPN DRV + B 3001/20 A
RAM OPN DRV – B B
D C 42W M
2 R R
RAM CLS DRV + E 3002/20 J
3098 3097 101 3096 27 EMERG VALVE DRIVE I/L B F
B B
K
EMERG VALVE DRIVE I/L B 10 74 RAM CLS DRV – NOT −
EXTENDED

4201FY
EXTENDED
3
ECS TEST 7 3117 3118 22
60 ECS TEST
4
3109 3110 85 EMERG OUT OVERHT
EMERG OUT OVERHT 2 24 R2000PM

AMSEC RH
418FT
372 1811HN
5000PM 22
3042/16 3043/16 Bus F2
RHE +28VDC A *M EE
+28V
15A
RHE +28VDC RET C 3017/16
R9590PM 2C 21 - 61 - 10 B
T2
+ R R R R
PAX 15 30 9 PAX FWD TEMP EMERG +VE
FWD 5
B 3029 B
31
B 3030 B
10 PAX FWD TEMP EMERG WIPER
Y Y Y Y 302HN
TEMP 10 32 11 PAX FWD TEMP EMERG –VE
POS − 417FT 333 AMSEC RH CTRL
33 3
4811HN
SD 21 - 61 - 10 R R R R A 22
21 - 61 - 20 DBTS A POS 1 3111 31 3113 1
R9630PM B B B B 3107/22 S Bus F2
DBTS A NEG 2 32 2 *K *D
+28V
NORMAL 2.5A
PAX CREW
OFF OFF
R R R R B
BACKUP DBTS B POS 4 B 3112 B
33 B 3114 B
3
DBTS B NEG 5 34 4
28
EMERG
3.2T
1D
PAX OFF
3 3056 94 3055
A STAGE 64 ECS MODE CH A PAX ISOL
NORMAL
18 3059 97 3058 74 ECS MODE CH A NORMAL
CREW OFF 3053 93 3052 75
19 ECS MODE CH A CREW ISOL
BACKUP 3050 3049
14 59 76 ECS MODE CH A ORIDE
EMERG 3047 3046
9 58 63 ECS MODE CH A EMERGENCY

371
PAX OFF
B STAGE
NORMAL
ECS CFV CLOSE 35 3070 3
CREW OFF TO ECS CROSS FEED VALVE
SD 21 - 61 - 20
BACKUP 2D
EMERG 3062 3061
9 34 62 ECS MODE CH B EMERG 417FT 340
L2000PM
SD 21 - 61 - 20 3037 66
EMERG VALVE DRIVE I/L 31
Legend AMSEC LH
372J/P RH/LH WIRING CUT - OFF CONNECTOR 4 16
3811HN

371P RH/LH WIRING CUT - OFF CONNECTOR LHE +28VDC G

3040/16 EE
Bus E2

340P RH/LH WIRING CUT - OFF CONNECTOR 15A

+28V

337J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR LHE +28VDC RET H 3018/16 T1
333J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR
326J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR
SD 21 - 79 - 10
81J/P LH FR1 BASIC ELEC CUT - OFF CONNECTOR 3310JE
3310J/P RELAY PCB
3108/22 /20 3100/20 /22 3101/22 AMSEC LH CTRL
4401FY GENERIC I/0 4 MODULE 1 99 15 14
2811HN
16
4301FY GENERIC I/0 3 MODULE 3103/22 S Bus E2
/22 33 32 *E
4201FY GENERIC I/0 2 MODULE +28V
5000PM OVERHEAD PANEL R9670PM 2.5A
103HN
R2000PM RH REAR SPDB +PWR. B A ON
326 340
L2000PM LH REAR SPDB 3B
3
AMSAC 1
3073 3090 21612186/22
103HN AMSAC CHASSIS X BLEED 14
3072
2
3089
28 X ECS OPEN EMERGENCY V DRIVE INTERLO 82 66
ECS 9 1 27 X ECS ISOL
302HN DUAL BEAD TEMPERATURE SENSOR
WD216130AA4008
801HN AMSEC A OFF SD 21 - 61 - 20
402HD RAM AIR DOOR ACTUATOR
302HD COLD AIR EMERGENCY MODULATION VALVE
Figure 21
Conditioning - Emergency ECS 21-16A

21 22 23
 COOLING SYSTEM (CONTINUED)
Operation (Continued) "COND: NORM PACK FAIL" CAS message comes on when:
− The AMSAC module 2 (403HN) and the AMSAC module 3 (503HN) are
CAS Messages
defective
− ECS pack cold flow regulation valve (2302HF) is defective (not closed in ECS

Cruise

Land
Park

Taxi
Backup after 15 seconds)

TO
MESSAGE DESCRIPTION
− There is a compressor outlet overheat condition
− There is an ECS pack outlet overheat condition
Caution (Amber) CAS Messages "COND: RECIRCULATION FAULT" Comes on if the recirculation valve (701HD) is not closed above FL150.
"COND: XBLEED ECS FAULT" Comes on if the ECS crossfeed valve (601HF) is defective.
COND: EMERG PACK HI TEMP Emergency cold air supply overheat. A A A - -
"COND: TEST FAIL" Comes on when:
No cold air regulation because of a defective ECS pack − ECS EMERG soft key on the TEST page is set, but the AMSAC (103HN) or the
COND: NORM PACK DEGRAD A A A - - AMSEC (801HN) does not enter test mode
assembly (102HF) sensor.
− EMM FAULT or EMM VALVE POT FAIL discrete is OPEN when not in ECS test
No temperature or flow control at the ECS pack mode, caused by defective AMSEC (801HN) or one of the emergency cold air
COND: NORM PACK FAIL assembly (102HF) because of a defective sensor, A A A - - system components
valve or controller. − EMERG VALVE DRIVE I/L B discrete is GND and ECS EMERG mode is not set
The recirculation valve (701HD) is not closed above − Cold air emergency modulation valve (302HD) did not open during the pre-flight
COND: RECIRCULATION FAULT A A A - - test
FL150
− One of the EMM fail discretes is not GND in ECS EMERG mode
The cold air emergency modulation valve (302HD) − Cold air emergency modulation valve (302HD) is failed in the open condition
COND: TEST FAIL A A - - -
defective or controller defective − AMSAC (103HN) shows a failure of the emergency interlock discrete
Two or more AMSAC (103HN) modules and the − AMSAC (103HN) checks made during the pre-flight test show a failure
COND: TEST IN PROGRESS A - - - -
AMSEC (801HN) are in ECS test mode "COND: TEST IN PROGRESS" Comes on when two or more AMSAC (1003HN) modules and the AMSEC (801HN) are
in ECS test mode.
COND: TEST WAITING EMERG In ECS test mode for more than 15 seconds A - - - - "COND: TEST WAITING EMERG" Message comes on when ECS test mode has been set for more than 15 seconds.
In ECS test mode and in ECS EMERG mode for more "COND: TEST WAITING NORM" Comes on when ECS test mode and ECS EMERG mode have been set for more than
COND: TEST WAITING NORM A - - - - 20 seconds.
than 20 seconds
COND: XBLEED ECS FAULT The ECS crossfeed valve (601HF) is defective A A A - -

"COND: EMERG PACK HI TEMP" CAS message comes on in emergency cold air supply overheat conditions.

"COND: NORM PACK DEGRAD" CAS message comes on when:

− Both of the ECS pack compressor outlet temperature sensor (1202HF) elements
is defective
− Both of the dual bead temperature sensor (802HN) elements is defective
− AMSAC module 2 (403HN) and the AMSAC module 3 (503HN) show the ECS
pack temperature control valve (1402HF) as defective
− ECS pack cold flow regulation valve (2302HF) is defective
− LH pressure sensor (101HF) and the RH pressure sensor (201HF) are defective
− LH differential pressure sensor (301HF) and the RH differential pressure sensor
(401HF) are defective
− AMSAC module 2 (403HN):
• is defective and AMM3 compressor outlet temperature sensor failed
• is defective and AMM3 TCV failed
• is defective and AMM3 cold flow regulation valve failed
• is defective and LH manifold pressure sensor failed
• is defective and LH manifold differential pressure sensor failed
− AMSAC module 3 (503HN)
• is defective and AMM2 compressor outlet temperature sensor failed
• is defective and AMM2 TCV failed
ƒ is defective and AMM2 cold flow regulation valve failed
ƒ is defective and LH manifold pressure sensor failed
ƒ is defective and LH manifold differential pressure sensor failed.
Figure 22
Air Conditioning Overhead Panel

21-16
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

COOLING COMPONENT CHART

302HD Cold Air Emergency Modulation Valve 902HD Emergency Heat Exchanger Stirrup 301HF LH Differential Pressure Sensor
Location: ENGINE 2 S-DUCT FAIRINGS (353) Location: ENGINE 2 S-DUCT FAIRINGS (353) Location: F41-44, SERVICING COMP, LH (311)
Access: S-Duct Lateral Fairing (353AR) Access: S-Duct Front Fairing (353AL) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 21-53-00 Description: SDS 21-51-00
Description: SDS 21-53-00
Wiring Diagram: Not Applicable Wiring Diagram: WD 21-61-20
Wiring Diagram: WD 21-61-30
Removal/Installation: TASK 21-53-09-900-801 Removal/Installation: TASK 21-51-05-900-801
Removal/Installation: TASK 21-53-01-900-801
101HF LH Pressure Sensor
302HF ECS Pack Primary Heat Exchanger
Location: F41-44, SERVICING COMP, LH (311)
402HD RAM Air Door Actuator F33-41, ECS PACK BAY, LH (171)/F33-41, ECS
Access: Servicing Compartment Door (MSD) Location:
Location: ENGINE 2 S-DUCT FAIRINGS (353) PACK BAY, RH (172)
References:
Access: S-Duct Front Fairing (353AL) Air Conditioning Pack Front Access Panel (171AL),
Description: SDS 21-51-00 Air Conditioning Pack Main Access Panel (171BL),
References: Wiring Diagram: WD 21-61-20 Access:
Front Under-Pylon Fairing (174AR), Ground
Description: SDS 21-53-00 Removal/Installation: TASK 21-51-01-900-801 Pneumatic Power Access Door (174DR)
Wiring Diagram: WD 21-61-30 102HF ECS Pack Assembly References:
Removal/Installation: TASK 21-53-05-900-801 F33-41, ECS PACK BAY, LH (171)/F33-41, ECS Description: SDS 21-52-00
Location: Wiring Diagram: Not Applicable
PACK BAY, RH (172)
502HD Emergency Heat Exchanger Air Conditioning Pack Front Access Panel (171AL), Removal/Installation: TASK 21-52-09-900-801
Location: ENGINE 2 S-DUCT FAIRINGS (353) Air Conditioning Pack Main Access Panel (171BL), 401HF RH Differential Pressure Sensor
Access: Front Under-Pylon Fairing (173AL), Front Under- Location: F41-44, SERVICING COMP, RH (312)
Access: S-Duct Front Fairing (353AL)
Pylon Fairing (174AR), Ground Pneumatic Power Access: Servicing Compartment Door (MSD)
References: Access Door (174DR) References:
Description: SDS 21-53-00 References: Description: SDS 21-51-00
Wiring Diagram: Not Applicable Description: SDS 21-51-00 Wiring Diagram: WD 21-61-20
Removal/Installation: TASK 21-53-09-900-801 Wiring Diagram: WD 21-61-20 Removal/Installation: TASK 21-51-05-900-801
Removal/Installation: TASK 21-51-01-900-801
701HD Recirculation Valve 402HF ECS Pack Secondary Heat Exchanger
201HF RH Pressure Sensor F33-41, ECS PACK BAY, LH (171)/F33-41, ECS
Location: F30-33, AFT TOILET, LH (261) Location:
Location: F41-44, SERVICING COMP, RH (312) PACK BAY, RH (172)
Access: Frame 33 Lining (271AZ) Access: Servicing Compartment Door (MSD) Air Conditioning Pack Front Access Panel
References: References: (171AL), Air Conditioning Pack Main Access
Description: SDS 21-51-00 Description: SDS 21-51-00 Access: Panel (171BL), Front Under-Pylon Fairing
Wiring Diagram: WD 21-61-20 Wiring Diagram: WD 21-61-20 (174AR), Ground Pneumatic Power Access Door
Removal/Installation: TASK 21-51-13-900-801 Removal/Installation: TASK 21-51-01-900-801 (174DR)
References:
202HF ECS Pack Air Cycle Machine Description: SDS 21-52-00
901HD Emergency Cold Air NRV F33-41, ECS PACK BAY, LH (171)/F33-41, ECS
Location: Wiring Diagram: Not Applicable
Location F30-33, AFT TOILET, LH (261) PACK BAY, RH (172) Removal/Installation: TASK 21-52-09-900-801
Access: S-Duct Front Upper Fairing (353AT) Air Conditioning Pack Front Access Panel (171AL),
References: Air Conditioning Pack Main Access Panel (171BL), 502HF ECS Pack Condenser/Reheater Heat Exchanger
Access: F33-41, ECS PACK BAY, LH (171)/F33-41, ECS
Front Under-Pylon Fairing (174AR), Ground Location:
Description: SDS 21-53-00 Pneumatic Power Access Door (174DR) PACK BAY, RH (172)
Wiring Diagram: Not Applicable Air Conditioning Pack Front Access Panel
References:
Removal/Installation: TASK 21-22-01-900-801 (171AL), Air Conditioning Pack Main Access
Description: SDS 21-52-00
Wiring Diagram: Not Applicable Access: Panel (171BL), Front Under-Pylon Fairing
Removal/Installation: TASK 21-52-05-900-801 (174AR), Ground Pneumatic Power Access Door
(174DR)
References:
Description: SDS 21-52-00
Wiring Diagram: Not Applicable
Removal/Installation: TASK 21-52-13-900-801
601HF ECS Crossfeed Valve 1002HF ECS Pack Altitude Valve 1402HF ECS Pack Temperature Control Valve
Location: F33-41, ECS PACK BAY, LH (171) Location: F33-41, ECS PACK BAY, LH (171) Location: F33-41, ECS PACK BAY, LH (171)
Access: Air Conditioning Pack Main Access Panel (171BL) Air Conditioning Pack Front Access Panel Air Conditioning Pack Front Access Panel
Access: Access:
References: (171AL) (171AL)
Description: SDS 21-51-00 References: References:
Wiring Diagram: WD 21-61-20 Description: SDS 21-52-00 Description: SDS 21-52-00
Removal/Installation: TASK 21-51-09-900-801 Wiring Diagram: WD 21-61-20 Wiring Diagram: WD 21-61-20
Removal/Installation: TASK 21-52-29-900-801 Removal/Installation: TASK 21-52-37-900-801
602HF ECS Pack Water Extractor
Location: F33-41, ECS PACK BAY, RH (172) 1101HF Primary H/X Tie Rod 1502HF ECS Pack Anti-Ice Valve
Air Conditioning Pack Front Access Panel F33-41, ECS PACK BAY, LH (171)/F33-41, ECS Location: F33-41, ECS PACK BAY, LH (171)
Access: Location:
(171AL) PACK BAY, RH (172) Air Conditioning Pack Front Access Panel
Access:
References: Air Conditioning Pack Main Access Panel (171AL)
Access:
Description: SDS 21-52-00 (171BL) References:
Wiring Diagram: Not Applicable References: Description: SDS 21-52-00
Removal/Installation: TASK 21-52-17-900-801 Description: SDS 21-52-00 Wiring Diagram: WD 21-61-20
Wiring Diagram: Not Applicable Removal/Installation: TASK 21-52-33-900-801
701HF Pack Supply Hot Air NRV Removal/Installation: TASK 21-52-01-900-801
Location: F33-41, ECS PACK BAY, RH (172) 1601HF Recirculation NRV
Access: Air Conditioning Pack Main Access Panel (171BL) 1201HF Reheater Forward Tie Rod Location: F33-41, UNDER LAT FAIRING, LH (173)
References: F33-41, ECS PACK BAY, LH (171)/F33-41, ECS Access: Front Under-Pylon Fairing (173AL)
Location:
Description: SDS 21-51-00 PACK BAY, RH (172) References:
Wiring Diagram: Not Applicable Air Conditioning Pack Front Access Panel Description: SDS 21-51-00
Access:
Removal/Installation: TASK 21-51-17-900-801 (171AL) Wiring Diagram: Not Applicable
702HF ECS Pack Water Spray Nozzle References: Removal/Installation: TASK 21-51-21-900-801
F33-41, ECS PACK BAY, LH (171)/F33-41, ECS Description: SDS 21-52-00 (A/C 1; 36-999).
Location: Wiring Diagram: Not Applicable
PACK BAY, RH (172) 1602HF ECS Pack Turbine Bypass Valve
Air Conditioning Pack Front Access Panel Removal/Installation: TASK 21-52-01-900-801 Location: F33-41, ECS PACK BAY (170)
(171AL), Air Conditioning Pack Main Access 1202HF ECS Pack Compressor Outlet Temperature Sensor Air Conditioning Pack Front Access Panel
Access: Panel (171BL), Front Under-Pylon Fairing Location: F33-41, ECS PACK BAY, LH (171) Access:
(171AL)
(174AR), Ground Pneumatic Power Access Door Air Conditioning Pack Front Access Panel References:
Access:
(174DR) (171AL) Description: SDS 21-52-00
References: References: Wiring Diagram: WD 21-61-20
Description: SDS 21-52-00 Description: SDS 21-52-00 Removal/Installation: TASK 21-52-31-900-801
Wiring Diagram: Not Applicable Wiring Diagram: WD 21-61-20
Removal/Installation: Not Applicable Removal/Installation: TASK 21-52-45-900-801 1702HF ECS Pack Hot Air Temperature Limiting Valve
Location: F33-41, ECS PACK BAY, LH (171)
901HF Recirculation Jet Pump 1301HF Reheater Aft Tie Rod Air Conditioning Pack Front Access Panel
Location: F33-41, ECS PACK BAY, LH (171) F33-41, ECS PACK BAY, LH (171)/F33-41, ECS Access:
Location: (171AL)
Air Conditioning Pack Main Access Panel PACK BAY, RH (172) References:
Access:
(171BL) Air Conditioning Pack Front Access Panel Description: SDS 21-52-00
Access:
References: (171AL) Wiring Diagram: WD 21-61-20
Description: SDS 21-51-00 References: Removal/Installation: TASK 21-52-49-900-801
Wiring Diagram: Not Applicable Description: SDS 21-52-00
Removal/Installation: Not documented Wiring Diagram: Not Applicable 1802HF ECS Pack Compressor Outlet NRV
Removal/Installation: TASK 21-52-01-900-801 Location: F33-41, ECS PACK BAY, LH (171)
1001HF Secondary H/X Tie Rod Air Conditioning Pack Front Access Panel
F33-41, ECS PACK BAY, LH (171)/F33-41, ECS 1401HF Primary H/X Lower Tie Rod Access:
Location: (171AL)
PACK BAY, RH (172) F33-41, ECS PACK BAY, LH (171)/F33-41, ECS References:
Location:
Air Conditioning Pack Main Access Panel PACK BAY, RH (172) Description: SDS 21-52-00
Access:
(171BL) Air Conditioning Pack Main Access Panel Wiring Diagram: Not Applicable
Access:
References: (171BL) Removal/Installation: TASK 21-52-53-900-801
Description: SDS 21-52-00 References:
Wiring Diagram: Not Applicable Description: SDS 21-52-00
Removal/Installation: TASK 21-52-01-900-801 Wiring Diagram: Not Applicable
Removal/Installation: TASK 21-52-01-900-801

21-17
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 Developed for Training Purposes Falcon 7X

COOLING COMPONENT CHART (CONTINUED)

1902HF ECS Pack Hot Air NRV 2102HF ECS Pack Water Extractor Inlet Sensor 802HN Emergency Outlet Dual Bead Temperature Sensor
Location: F33-41, ECS PACK BAY, LH (171) Location: F33-41, ECS PACK BAY, LH (171) Location: F33-40, BAGGAGE COMP, RH (272)
Access: Air Conditioning Pack Front Access Panel (171AL) Air Conditioning Pack Front Access Panel Access: FR. 36 - FR. 39 Oblique Lining (272KZ)
Access:
References: (171AL) References:
Description: SDS 21-52-00 References: Description: SDS 21-62-00
Wiring Diagram: Not Applicable Description: SDS 21-52-00 Wiring Diagram: WD 21-61-20
Removal/Installation: TASK 21-52-53-900-801 Wiring Diagram: WD 21-61-20 Removal/Installation: TASK 21-62-05-900-801
Removal/Installation: TASK 21-52-57-900-801
(A/C 1; 36-999) 902HN LH Bleed Air Manifold Temperature Sensor
2002HF ECS Pack Non-Return Valve 2302HF ECS Pack Cold Flow Regulation Valve Location: F41-44, SERVICING COMP, LH (311)
Location: F33-41, ECS PACK BAY (170) Location: F33-41, ECS PACK BAY, LH (171) Access: Servicing Compartment Door (MSD)
Access: Air Conditioning Pack Front Access Panel (171AL) Air Conditioning Pack Front Access Panel References:
Access:
References: (171AL) Description: SDS 36-21-00
Description: SDS 21-52-00 References: Wiring Diagram: WD 21-61-20
Wiring Diagram: Not Applicable Description: SDS 21-52-00 Removal/Installation: TASK 36-21-05-900-801
Removal/Installation: TASK 21-52-55-900-801 Wiring Diagram: WD 21-61-20
Removal/Installation: TASK 21-52-41-900-801 1003HN AMSAC
2302HF ECS Pack Cold Flow Regulation Valve Location: F33-40, BAGGAGE COMP, RH (272)
Location: F33-41, ECS PACK BAY, LH (171) 2402HF ECS Pack Compressor Outlet Pressure Sensor Access: FR. 36 - FR. 39 Oblique Lining (272KZ)
Access: Air Conditioning Pack Front Access Panel (171AL) Location: F33-41, ECS PACK BAY, LH (171) References:
References: Air Conditioning Pack Front Access Panel Description: SDS 21-61-00
Access:
Description: SDS 21-52-00 (171AL) Wiring Diagram: Not Applicable
Wiring Diagram: WD 21-61-20 References: Removal/Installation: Not Applicable
Removal/Installation: TASK 21-52-41-900-801 Description: SDS 21-52-00
Wiring Diagram: WD 21-61-20 1811HN "AMSEC RH" Circuit Breaker
2402HF ECS Pack Compressor Outlet Pressure Sensor Removal/Installation: TASK 21-52-61-900-801 Location: RH Rear SPDB (R2000PM)
Location: F33-41, ECS PACK BAY, LH (171) Access: Baggage Compartment Door (BAG)
Access: Air Conditioning Pack Front Access Panel (171AL) 2402HF Water Spray Nozzle References:
References: F33-41, ECS PACK BAY, LH (171)/F33-41, Description: It prevents damage to the power supply line of
Location:
Description: SDS 21-52-00 ECS PACK BAY, RH (172) the AMSEC Controller (801HN)
Wiring Diagram: WD 21-61-20 Air Conditioning Pack Front Access Panel Wiring Diagram: WD 21-61-30
Removal/Installation: TASK 21-52-61-900-801 (171AL), Air Conditioning Pack Main Access Removal/Installation: TASK 24-62-21-900-801
Access: Panel (171BL), Front Under-Pylon Fairing
2402HF Water Spray Nozzle (174AR), Ground Pneumatic Power Access 2811HN "AMSEC LH CTRL" SSPC
F33-41, ECS PACK BAY, LH (171)/F33-41, ECS Door (174DR) Location: RH Rear SPDB (R2000PM)
Location:
PACK BAY, RH (172) References: Access: Baggage Compartment Door (BAG)
Air Conditioning Pack Front Access Panel (171AL), Description: SDS 21-52-00 References:
Air Conditioning Pack Main Access Panel (171BL), Wiring Diagram: Not Applicable Description: It prevents damage to the power supply line of
Access:
Front Under-Pylon Fairing (174AR), Ground Removal/Installation: Not Applicable the AMSEC Controller (801HN)
Pneumatic Power Access Door (174DR) Wiring Diagram: WD 21-61-30
References: 101HN AMSEC Removal/Installation: TASK 24-62-13-900-801
Description: SDS 21-52-00 Location: F41-44, SERVICING COMP, LH (311)
Wiring Diagram: Not Applicable Access: Servicing Compartment Door (MSD) 3811HN "AMSEC LH" Circuit Breaker
Removal/Installation: Not Applicable References: Location: LH Rear SPDB (L2000PM)
Description: SDS 21-53-00 Access: Baggage Compartment Door (BAG)
101HN AMSEC Wiring Diagram: Not Applicable References:
Location: F41-44, SERVICING COMP, LH (311) Removal/Installation: TASK 21-61-05-900-801 Description: It prevents damage to the power supply line of
Access: Servicing Compartment Door (MSD) 801HN AMSEC Controller the AMSEC Controller (801HN)
References: Location: F41-44, SERVICING COMP, LH (311) Wiring Diagram: WD 21-61-30
Description: SDS 21-53-00 Access: Servicing Compartment Door (MSD) Removal/Installation: TASK 24-62-13-900-801
Wiring Diagram: Not Applicable References:
Removal/Installation: TASK 21-61-05-900-801 Description: SDS 21-53-00
Wiring Diagram: WD 21-61-00 and WD 21-61-10 and WD
21-61-30
Removal/Installation: TASK 21-61-05-900-801
4811HN "AMSEC RH CTRL" SSPC 5000PM Overhead Panel R9620PM "GND VENT" Pushbutton
Location: LH Rear SPDB (L2000PM) COCKPIT, OVERHEAD, FIRE AND CEILING Location: Overhead Panel (5000PM)
Location: Access: Passenger Door (PAX)
Access: Baggage Compartment Door (BAG) PANELS REMOVED (228)
References: Access: Passenger Door (PAX) References:
Description: It prevents damage to the power supply line of References: Description: SDS 21-50-00
the AMSEC Controller (801HN) Description: SDS 31-11-00 Wiring Diagram: WD 21-31-00
Wiring Diagram: WD 21-61-30 Wiring Diagram: Not Applicable Removal/Installation: TASK 31-11-09-900-801
Removal/Installation: TASK 24-62-13-900-801 Removal/Installation: TASK 31-11-01-900-801 R9630PM ECS "PACK" Selector
Location: Overhead Panel (5000PM)
2101HU RH Manifold Isolation Valve 2505TC CMC Module Access: Passenger Door (PAX)
Location: F41-44, SERVICING COMP, RH (312) Location: NOSE CONE, RH (212) References:
Access: Servicing Compartment Door (MSD) Access: Nose Cone (210) Description: SDS 21-50-00
References: References: Wiring Diagram: WD 21-61-20
Description: SDS 36-10-00 Description: SDS 45-10-00 Removal/Installation: TASK 31-11-09-900-801
Wiring Diagram: WD 36-12-00 Wiring Diagram: WD 34-23-30
R9660PM "XBLEED 1-2" Pushbutton
Removal/Installation: TASK 36-10-21-900-801 Removal/Installation: TASK 45-10-01-900-801
Location: Overhead Panel (5000PM)
2401HU Ground Connector With NRV L113HN "AMSAC LH" Circuit Breaker Access: Passenger Door (PAX)
Location: F33-41, UNDER LAT FAIRING, RH (174) Location: LH Rear SPDB (L2000PM) References:
Access: Ground Pneumatic Power Access Door (174DR) Access: Baggage Compartment Door (BAG) Description: SDS 36-10-00
References: References: Wiring Diagram: WD 36-12-00
Description: SDS 36-10-00 Description: It prevents damage to the power supply line Removal/Installation: TASK 32-11-09-900-801
Wiring Diagram: Not Applicable of the AMSAC Chassis (103HN)
Wiring Diagram: WD 21-61-20 R9670PM "XBLEED ECS" Pushbutton
Removal/Installation: TASK 36-10-17-900-801
Removal/Installation: TASK 24-62-21-900-801 Location: Overhead Panel (5000PM)
2701HU Engine 3 Manifold PRSOV Access: Passenger Door (PAX)
Location: F39-43, ENGINE 3 PYLON (443) L2000PM LH Rear SPDB References:
Access: Pylon Rear Lower Access Panel No.2 (443BB) Location: F40-41, ELEC & FBW BAY, LH (273) Description: SDS 21-50-00
References: Access: Baggage Compartment Door (BAG) Wiring Diagram: WD 21-61-30
Description: SDS 36-10-00 References: Removal/Installation: TASK 31-11-09-900-801
Wiring Diagram: WD 36-12-00 Description: SDS 24-62-00
Wiring Diagram: WD 21-61-20 and WD 21-61-30 R9690PM "XBLEED 2-3" Pushbutton
Removal/Installation: TASK 36-10-09-900-801
Removal/Installation: TASK 24-62-01-900-801 Location: Overhead Panel (5000PM)
3001HU RH Bleed Air Manifold Temperature Sensor Access: Passenger Door (PAX)
Location: F41-44, SERVICING COMP, RH (312) R113HN "AMSAC RH" SSPC References:
Access: Servicing Compartment Door (MSD) Location: RH Rear SPDB (R2000PM) Description: SDS 36-10-00
References: Access: Baggage Compartment Door (BAG) Wiring Diagram: WD 36-12-00
Description: SDS 21-50-00 References: Removal/Installation: TASK 32-11-09-900-801
Wiring Diagram: WD 36-11-00 Description: It prevents damage to the power supply line
of the AMSAC Chassis (103HN) R9700PM "BLEED APU" Pushbutton
Removal/Installation: TASK 36-21-05-900-801
Wiring Diagram: WD 21-61-20 Location: Overhead Panel (5000PM)
1000KB APU Removal/Installation: TASK 24-62-13-900-801 Access: Passenger Door (PAX)
Location: APU COMPARTMENT (360) References:
Median Lower APU Case (361DZ), Median R2000PM RH Rear SPDB Description: SDS 36-10-00
Access: Location: F40-41, ELEC & FBW BAY, RH (274)
Lower APU Case (362CZ) Wiring Diagram: WD 36-12-00
References: Access: Baggage Compartment Door (BAG) Removal/Installation: TASK 31-11-09-900-801
Description: SDS 49-00-00 References:
Wiring Diagram: WD 49-11-00 and WD 49-12-00 Description: SDS 24-62-00
Removal/Installation: TASK 49-10-01-900-801 Wiring Diagram: WD 21-61-20 and WD 21-61-30
Removal/Installation: TASK 24-62-01-900-801
502KH APU Load Control Valve
Location: F41-44, SERVICING COMP, RH (312)
Access: Servicing Compartment Door (MSD)
References:
Description: SDS 49-50-00
Wiring Diagram: WD 49-12-00
Removal/Installation: TASK 49-52-01-900-801

21-18
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Developed for Training Purposes Falcon 7X

Figure 23
Air Distribution Systems
 DISTRIBUTION SYSTEM
Overview System Synoptic Page
The distribution system is divided into two zones; the pax (passenger cabin) zone and the crew (cockpit and galley) zone. The indications that follow are shown on the ECS synoptic page:
In the two zones, the air distribution, recirculation and air evacuation functions are done as independently as possible. − The status of the ECS crossfeed valve (601HF) (140)
− The sensed temperatures that follow:
• Cockpit Supply Temperature (30)
The primary functions of the distribution system are as follows:
• Cockpit Set Temperature (15)
− Distribution of the cold air to the passengers, crew, Electronic Flight Instrumentation System (EFIS), and the Flight By
• Cabin Supply Temperature (1)
Wire (FBW) racks
• Cabin Zone Set Temperature (Forward and Aft) (10) and (145)
− Distribution of the conditioned air to the pax zone and the crew zone − When activated, the status of the remote temperature selector switch, accessible from the passenger seat in the cabin (5)
− Supply the heat and airflow to the cockpit windshield − The position of the ECS mode selector (135)
− Supply the heat and airflow to the underfloor areas − The status of the “CREW TEMP” selector (20)
− Supply the airflow to the baggage compartment − The status of the “PAX FOR TEMP” and “PAX AFT TEMP” selectors (25)
− Filter the cabin air that is recirculated (M-OPT 46)
− Supply cold air to the SATCOM option (M-OPT 8 or M-OPT 231 or M-OPT 264 or M-OPT 300 or M-OPT 310)

Components
Overhead Panel (5000PM)
ECS “PACK” Selector (R9630PM)
The ECS "PACK" selector (R9630PM) sets the ECS to one of the modes that follow:
− NORMAL
− CREW OFF
− BACKUP
− EMERG
− PAX OFF

“CREW TEMP” Potentiometer (R9600PM)

The CREW "TEMP" potentiometer (R9600PM) is used to select the AUTO and MANUAL modes. The CREW "TEMP"
potentiometer (R9600PM) is used to set a specified cockpit temperature in AUTO mode or to set the cockpit trim valve
(501HF) to a specified position in MANUAL mode.

PAX “ FWD TEMP” Potentiometer (R9590PM) and PAX “AFT TEMP” Potentiometer (R9580PM)
The PAX "FWD TEMP" potentiometer (R9590PM) is used to select the AUTO and MANUAL modes. The PAX "FWD
TEMP" potentiometer (R9590PM) and the PAX "AFT TEMP" potentiometer (R9580PM) are used to set a specified
temperature in the forward and aft cabin zones in AUTO mode. The PAX "FWD TEMP" potentiometer (R9590PM) is also
used to set the cabin trim valve (102HD) to a specified position in MANUAL mode.

“XBLEED ECS” Pushbutton (R9670PM)

The "XBLEED ECS" pushbutton (R9670PM) is used to control the ECS crossfeed valve (601HF). On power-up, the
default position is AUTO:
ON It opens the ECS crossfeed valve (601HF). In this condition, the “ON” indicator comes on
OFF It closes the ECS crossfeed valve (601HF). In this condition, the “OFF” indicator comes on,
The ECS crossfeed valve (601HF) is open in all ECS modes when bleed air is supplied, but not in EMERG
AUTO
mode, where it is closed.

CREW “RATIO” Potentiometer (R9610PM)

The CREW "RATIO" potentiometer (R9610PM) lets the crew change the proportion of conditioned air supplied to the left
hand and right hand sides of the cockpit. The center position sets a ratio of 50/50. The ratio can be set to a maximum of
70/30 for the left hand side or 70/30 for the right hand side.
Figure 24
Air Conditioning – Overhead Panel (500PM) and ECS Synoptic Page

21-19
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 Developed for Training Purposes Falcon 7X

Cabin Cold Air Valve (1001HD)

Figure 25
Cabin Cold Air Valve (1001HD)
 DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued) Gasper Pressure Sensor (1101HD)
Cabin Distribution System The gasper pressure sensor (1101HD) monitors the pressure of the air at the gaspers in the passenger cabin. The output
from the sensor is used by the AMSAC (103HN) which modulates the cabin cold air valve (1001HD). This keeps the
Cold Air Non-Return Valve (801HD)
pressure difference between the cold air distribution duct and the cabin at 20 mbar (0.30 psi). The sensor output is also
The cold air NRV (801HD) is a check valve with two flaps. The function of the valve is to let the conditioned air into the used to monitor for overpressure conditions. The sensor includes a stainless steel body that contains a pressure sensor.
cabin distribution system. The valve also prevents flow in the opposite direction and depressurization if a duct in an un- The pressure sensor is a diaphragm with strain gauges attached to it. The pressure sensor is connected to an electronic
pressurized area is damaged. The cold air NRV (801HD) is attached to the pressure bulkhead by twelve bolts. The valve circuit. The pressure sensor and the electronic circuit are hermetically sealed in the body.
is made from aluminum alloy and includes two flaps. The flaps are installed on a spindle together with a spring. The spring
holds the flaps closed against the body of the valve. The body of the valve includes a mounting flange and a valve seat
assembly. A stop tube prevents fluttering when the flaps are fully open. A three-pin electrical connector is installed at one end of the body. At the opposite end is a pneumatic connector. The
gasper pressure sensor (1101HD) is installed above and behind the cockpit cold line flow duct. The sensor is attached to
a stringer by a P-clip.
When there is airflow from the ECS pack assembly (102HF), the pressure in the duct pushes the flaps open against the
spring. This lets the air into the cabin distribution system. If the pressure downstream of the valve is more than the
pressure upstream, the flaps close against the valve seat. This stops flow in the opposite direction. The pressure in the cold air distribution duct is applied to the pressure sensor and causes the diaphragm to move. The
movement of the diaphragm is measured by the strain gages. The strain gages change the measurement into a voltage
signal that is in proportion to the inlet pressure. The voltage signal changes in relation to the pressure that is applied to the
Cabin Cold Air Valve (1001HD) diaphragm. The output signal is also temperature compensated for increased accuracy.
The cabin cold air valve (1001HD) is a modulating and shut-off valve. The function of the valve is to control the pressure
to the gaspers at 20 mbar (0.30 psi) more than the pressure in the cabin. The valve has a pneumatic override (pressure
relief) function. This makes sure that the pressure in the distribution ducts is not more than 120 mbar. The cabin cold air
valve (1001HD) is installed in the duct that supplies cold air to the gaspers in the passenger cabin. The valve is attached
to the duct by two V-band clamps. The valve includes a valve body, pneumatic actuator and an electric motor. The valve
body is made from a cast aluminum tube. A circular butterfly plate is installed in the valve body. The butterfly plate turns
radially in the tube.

The pneumatic actuator is attached to the valve body by four bolts. The pneumatic actuator includes a housing and a
cover that contain a spring and a diaphragm. The diaphragm is attached by a crank to the drive shaft of the butterfly plate. Gasper Pressure Sensor (1101HD)
The motor is attached to the pneumatic actuator by four bolts. The motor contains a DC electric motor that operates a
gear train. The gear train includes spur gears, a clutch, worm wheel gears and planetary gears. There are two limit
switches installed in the motor. The limit switches are operated by cams. One switch operates when the valve is open and
one switch operates when the valve is closed.

Electrical Operation Gasper Pressure Sensor (1101HD)

The Air Management System Auto Controller (AMSAC) (103HN) applies the electrical power to operate the motor. The
electric motor turns the gear train which then turns the butterfly plate. When the butterfly plate is at the end of its travel, a
limit switch operates and opens the electrical circuit. When the electrical power stops, the gear train holds the butterfly
plate in the set position. A backlash coupling lets the motor turn the butterfly plate to the open position but prevents
movement in the opposite direction. The spring that closes the pneumatic actuator puts a load on the drive shaft. This
holds the drive shaft against the backlash coupling. When the pneumatic actuator operates, the butterfly plate moves to
the closed position. A manual override lever is pushed to retract the clutch ring from the clutch housing. This lets the
butterfly plate move in each direction independently from the gear train and the motor.

Pneumatic Operation
The pressure at the cabin cold air valve (1001HD) inlet goes into the opening chamber of the pneumatic actuator. When
the inlet pressure is less than the set relief pressure, the spring load holds the butterfly plate drive shaft against the
backlash coupling. When the inlet pressure increases, the pressure on the diaphragm pushes against the spring. When
there is sufficient pressure, the force from the diaphragm moves the butterfly plate to the open position.

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 Developed for Training Purposes Falcon 7X

Cabin Trim Valve (102HD)

Lounge Valve (601HD) Location
 DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued)
Cabin Trim Valve (102HD)
The cabin trim valve (102HD) is a modulating and shut off valve. The function of the valve is to change the flow of air in
the cabin trim duct and thus control the cabin temperature. The valve (102HD) is installed in the cabin trim duct in an area
above the baggage compartment and below the S-Duct. The valve is attached to the duct by two V-band clamps. The
valve includes a valve body and a rotary actuator. A circular butterfly plate is installed in the valve body. The butterfly plate
turns in the radial axis of the valve body.

The rotary actuator contains a DC electric motor that operates a gear train. The gear train includes spur gears, a clutch,
worm and wheel gears and planetary gears. Two potentiometers and two position switches sense the position of the
butterfly plate. One position switch operates when the valve is open and one position switch operates when the valve is
closed.

The AMSAC (1003HN) supplies the electrical power to operate the electric motor. The electric motor turns the gear train
which then turns the butterfly plate. When the butterfly plate is at the end of its travel, a position switch operates and Lounge Valve (601HD)
opens the electrical circuit. When the electrical power stops, the gear train holds the butterfly plate in the set position. The
valve includes a manual override lever. When the manual override lever is pushed, it retracts a clutch ring from the clutch
housing. This lets the butterfly plate move in each direction independently from the gear train and the motor.

Hot Air Non-Return Valves (101HD/201HD/301HD/401HD)

There are four hot air non-return valves:
− LH Hot Air NRV (101HD)
− RH Hot Air NRV (201HD)
− LH Hot Air NRV (301HD)
− RH Hot Air NRV (401HD)

The four hot air non-return valves are the same. Each valve is a check valve with two flaps. The function of the valve is to
let the hot air into the cabin jet pumps. The valves also prevent flow in the opposite direction. Each of the valves is
attached to the pressure bulkhead by eight bolts. The valve is made from aluminum alloy and includes two flaps. The flaps
are installed on a spindle together with a spring. The spring holds the flaps closed against the body of the valve. The body
of the valve includes a mounting flange and a valve seat assembly. A stop tube prevents fluttering when the flaps are fully
open.

When there is airflow in the hot air system, the pressure in the ducts pushes the valve flaps open against the spring. This
lets the air into the hot air system. If the pressure downstream of the valve is more than the pressure upstream, the flaps
close against the valve seat. This stops flow in the opposite direction.

Lounge Valves (501HD/601HD)

There are two lounge valves; the LH lounge valve (501HD) and the RH lounge valve (601HD). The two valves are the
same. The function of the valves is to control the quantity of mixed air that goes into the forward and aft cabin lounges.
The lounge valves are installed in the left hand and right hand distribution ducts. Each valve is attached to the duct by four
bolts. The valves include a butterfly plate and a rotary actuator. The butterfly plate has a drive attached. The butterfly plate
turns in the radial axis of the distribution duct. The rotary actuator contains a DC electric motor that operates a gear train.
The gear train includes spur gears, a clutch, worm wheel gears and planetary gears. A potentiometer and two position
switches sense the position of the butterfly plate. One position switch operates when the valve is open and one position
switch operates when the valve is closed.

The AMSAC (103HN) applies the electrical power to operate the electric motor. The electric motor turns the gear train
which then turns the butterfly plate. When the butterfly plate is at the end of its travel, a position switch operates and
opens the electrical circuit. When the electrical power stops, the gear train holds the butterfly plate in the set position. A
manual override lever is pushed to retract the clutch ring from the clutch housing. This lets the butterfly plate move in each
direction independently from the gear train and the motor.

21-21
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Cockpit / Cabin Isolation Valve Manual Control Handle Crew Cold Air Valve (303HD) and Cockpit Cold Flow Sensor (1003HD)

303HD 1003HD

Cockpit/Cabin Isolation Valve (103HD) Cockpit Trim Valve (501HF)

 DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued) Cockpit Cold Line Flow Sensor (1003HD)
Cockpit Distribution System The cockpit cold line flow sensor (1003HD) is installed in a distribution duct below the cockpit floor. The cockpit cold line
flow sensor (1003HD) includes two Platinum Resistance Temperature Detectors (PRTD). One PRTD measures the
Cabin / Cockpit Isolation Valve (103HD) temperature of the airflow, the other measures the temperature of a heater that is also in the airflow.
The cabin / cockpit isolation valve (103HD) is installed below the forward cabin floor. The valve is operated manually by a
lever. The lever is installed in the crew lavatory area. The cabin / cockpit isolation valve (103HD) is a shut-off valve that The AMSAC (103HN) calculates the airflow from the sensor output signal and a look-up table. The AMSAC (103HN) then
includes a butterfly plate. adjusts the fresh airflow to the cockpit.

In Normal mode, the cabin / cockpit isolation valve (103HD) is closed to make sure that the cabin and cockpit supplies The PRTD are installed adjacent to each other and perpendicular to the airflow. The heated PRTD is installed in potting
operate independently. If one of the supplies is not available, the crew operates the lever to open the cabin / cockpit material inside a 40 ohm wire, round cylinder heater. The sensor controls the heater power to keep a constant
isolation valve (103HD). In this position, the zone without a supply is ventilated by the zone with a good supply. temperature difference between the two PRTD. To keep the temperature difference, the heater power increases as the
airflow increases. The sensor output signal is a 4 to 20 mA signal from the voltage across the constant resistance heater.
The lever is connected to the cabin / cockpit isolation valve (103HD) by a control cable. When the lever is moved, the
butterfly plate in the valve moves to the open or closed position. Cockpit Trim Valve (501HF)
The cockpit trim valve (501HF) is a modulating and shut-off valve. The function of the valve is to change the flow of the air
Crew Cold Air Valve (303HD) in the cockpit trim duct and thus control the cockpit temperature. The valve (501HF) is installed in the cockpit trim duct in
The cockpit cold air valve (303HD) is installed below the cockpit floor. The cockpit cold air valve (303HD) is a modulating an area below the baggage compartment floor. The valve is attached to the duct by two V-band clamps. The valve
and shut-off valve that is electrically actuated. The valve includes a valve body, a single motor actuator, a potentiometer includes a valve body and a rotary actuator.
and limit switches for position indication. The cockpit cold air valve (303HD) also includes a manual override lever.
The valve body is made from an aluminum tube. A circular butterfly plate is installed in the valve body. The butterfly plate
turns in the radial axis of the tube.
The Air Management System Auto Controller (AMSAC) (103HN) controls the cockpit cold air valve (303HD) in auto
temperature control mode. The valve is modulated to a position where the distribution flow is divided into 60 % for the
The rotary actuator contains a DC electric motor that operates a gear train. The gear train includes spur gears, a clutch,
cabin and 40 % for the cockpit. This controls the quantity of clean air supplied to the cockpit.
worm and wheel gears and planetary gears. Two potentiometers and two position switches sense the the position of the
butterfly plate. One position switch operates when the valve is open and one position switch operates when the valve is
During manual temperature control mode, the cockpit cold air valve (303HD) is set to a position in relation to the cockpit closed.
trim valve (501HF). The cockpit cold air valve (303HD) is also set to these positions if the cockpit cold line flow sensor
(1003HD) or the cockpit hot line differential pressure sensor (1103HD) are defective. The AMSAC (103HN) supplies the electrical power to operate the electric motor. The electric motor turns the gear train
which then turns the butterfly plate. When the butterfly plate is at the end of its travel, a position switch operates and
The valve positions are as follows: opens the electrical circuit. When the electrical power stops, the gear train holds the butterfly plate in the set position.
A manual override lever is pushed to retract a clutch ring from the clutch housing. This lets the butterfly plate move in
COCKPIT COCKPIT COCKPIT COCKPIT each direction independently from the gear train and the motor.
TRIM VALVE COLD AIR VALVE TRIM VALVE COLD AIR VALVE
(501HF) ANGLE (303HD) ANGLE (501HF) ANGLE (303HD) ANGLE
Cockpit Cold Air Non-Return Valve (NRV) (403HD)
0° 60° 35° 15° The cockpit cold air NRV (403HD) is a check valve with two flaps. The valve lets recirculation air flow in the cockpit area
5° 60° 40° 10° but prevents flow in the opposite direction. The cockpit cold air NRV (403HD) is installed in the recirculation duct in the
10° 60° 50° 10° cockpit area. When there is an airflow from the from the recirculation duct, the pressure in the duct pushes the flaps open
against the spring. This lets the recirculation air into the cockpit. If the pressure downstream of the valve is more than the
15° 50° 60° 10° pressure upstream, the flaps close against the valve seat. This stops flow in the opposite direction.
20° 40° 70° 10°
25° 30° 80° 10° Front Cabin Cold Air NRV (503HD)
30° 20° 90° 10° The front cabin cold air NRV (503HD) is a check valve with two flaps. The valve lets cold air flow into the underfloor
distribution system, but prevents flow in the opposite direction. The front cabin cold air NRV (503HD) is installed in the
underfloor ventilation duct in the cockpit area. When there is airflow from the cockpit to the underfloor ventilation duct, the
In PAX Off mode: The AMSAC (1003HN) fully opens the cockpit cold air valve (303HD). pressure in the duct pushes the flaps open against the spring. This lets the cold air from the cockpit into the underfloor
In Crew Off mode: The AMSAC (1003HN) fully closes the cockpit cold air valve (303HD). ventilation duct. If the pressure downstream of the valve is more than the pressure upstream, the flaps close against the
In Emergency mode: The cockpit cold air valve (303HD) stays in the last set position. valve seat. This stops flow in the opposite direction.

If there is no power, the gears in the actuator hold the cockpit cold air valve (303HD) in the last set position.

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 Developed for Training Purposes Falcon 7X

Cockpit Hot Line Differential Pressure Sensor (1103HD)

Figure 26
Hot Air Distribution Valve (703HD)
 DISTRIBUTION SYSTEM (CONTINUED)
Cockpit Windshield Reheating Valve (208HD)
Components (Continued)
Hot Air Distribution Valve (703HD)
The hot air distribution valve (703HD) is installed in a distribution duct below the cockpit floor. The hot air distribution valve
(703HD) is a modulating and shut-off valve that is electrically actuated. The valve includes a butterfly plate, a single motor
actuator, a potentiometer and limit switches for position indication. The hot air distribution valve (703HD) also includes a
manual override lever.

The AMSAC (103HN) controls the hot air distribution valve (703HD). The valve is modulated to a position set by the
CREW "RATIO" potentiometer (R9610PM) on the overhead panel (5000PM). This lets the crew change the proportion of
hot air supplied to the left hand and right hand sides of the cockpit. The center position sets a ratio of 50/50. The ratio can
be set to a maximum of 70/30 for the left hand side or 70/30 for the right hand side.

In Emergency mode, the hot air distribution valve (703HD) stays in the last set position.

If there is no power, the gears in the actuator hold the hot air distribution valve (703HD) in the last set position.

The butterfly plate is moved when electrical power is applied to the motor circuit. When the motor actuator turns, it turns
the gear train which then moves the butterfly plate. When the butterfly plate is at the end of travel, a limit switch opens the
motor circuit and stops the movement.

Cockpit Hot Air NRV (803HD)

The cockpit hot air NRV (803HD) is attached to the cockpit pressure bulkhead. The cockpit hot air NRV (803HD) is a
check valve with two flaps. The valve lets hot air flow into the cockpit area but prevents flow in the opposite direction.

When there is airflow in the hot air duct, the pressure in the duct pushes the flaps open against the spring. This lets hot air
into the cockpit. If the pressure downstream of the valve is more than the upstream pressure, the flaps close against the
valve seat. This prevents flow in the opposite direction.
Cockpit Windshield Reheating Valve Control Lever
Cockpit Hot Line Differential Pressure Sensor (1103HD)
The cockpit hot line differential pressure sensor (1103HD) is connected to the primary inlet and the mixed outlet of the
cockpit jet pump.

The sensor includes a housing, flexible diaphragm and strain gauges.

The cockpit hot line differential pressure sensor (1103HD) output voltage is used by the AMSAC (103HN) for the cockpit
trim airflow calculation.

Movement of the diaphragm caused by the pressure difference is measured by the strain gauges and changed into an
electrical signal. The electrical circuit in the sensor gives an output signal that is in relation to the pressure difference.

Cockpit Windshield Reheating Valve (208HD)

The valve consists of a butterfly plate and manual lever - there is no valve body. The butterfly plate is located in a
distribution duct. Pilot can modulate conditioned airflow aimed at reheating the windshield area thanks to the windshield
valve, commanded by a manual lever located on the left side console.

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Developed for Training Purposes Falcon 7X

Figure 27
Distribution Systems
 DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued) The crew circuit supplies the cold air for the crew conditioned air. The crew circuit also supplies cold air to the passenger
and cockpit gaspers. The crew circuit also supplies cooling for the EFIS and front FBW racks. The pax cold air circuit is
Ceiling Valve (108HD)
divided into two ducts that supply the cold air for the cabin conditioned air.
The ceiling valve manual remote control (108HD) adjusts the cool airflow from the distribution outlet in the cockpit ceiling.
The crew operates a manual lever to open and close the valve.
In emergency operation, cold air is supplied from the emergency heat exchanger (502HD). The emergency heat
exchanger (502HD) is installed above the baggage compartment. The emergency cold air duct connects to the cold air
distribution duct upstream of the cabin cold air valve (1001HD).

Conditioned Air Distribution

Hot bleed air from the engines is mixed with cold air from the ECS pack assembly (102HF) and cabin (recirculated) air to
make the conditioned air. The recirculation jet pump (901HF) and the crew jet pump (9570HD) are used to mix the air. An
ice catcher is installed in the duct downstream of the recirculation jet pump (901HF). The ice catcher prevents ice that
forms in the conditioned air from going into the distribution system.

In normal operation (no failure), the cabin / cockpit isolation valve (103HD) is closed to make sure that the crew and
passenger distribution operate independently. In case of failure, the valve is opened manually to supply air to the failed
system.

Cabin Conditioned Air

In Normal, PAX OFF and Crew OFF modes, the cold air for the cabin is supplied from the ECS pack assembly (102HF).
The cold air goes through a cold air NRV (801HD) and then into two ducts. The ducts supply the cold air for the
passenger gaspers. The pressure of the cold air at the gaspers is controlled by the cabin cold air valve (1001HD) and the
gasper pressure sensor (1101HD).

Operation The hot air supply for the cabin goes through four ducts. Each of the four ducts contains a hot air NRV:
The distribution system is divided into two zones; the pax (passenger cabin) zone and the crew (cockpit and galley) zone. − LH Cabin LH Hot Air NRV (101HD)
In the two zones, the air distribution, recirculation and air evacuation functions are done as independently as possible. − RH Cabin RH Hot Air NRV (201HD)
− RH Cabin LH Hot Air NRV (301HD)
The primary functions of the distribution system are as follows: − LH Cabin RH Hot Air NRV (401HD)
− Distribution of the cold air to the passengers, crew, Electronic Flight Instrumentation System (EFIS), and the Flight By
Wire (FBW) racks The valves prevent flow of hot air in the opposite direction. The valves also help to prevent depressurization if a duct in an
− Distribution of the conditioned air to the pax zone and the crew zone un-pressurized area is damaged. The hot air supply is mixed with cold air from the ECS pack assembly (102HF) in two jet
− Supply the heat and airflow to the cockpit windshield pumps before it goes into the cabin distribution ducting.
− Supply the heat and airflow to the underfloor areas
− Supply the airflow to the baggage compartment The distribution of the mixed air in the cabin is controlled by the LH lounge valve (501HD) and the RH lounge valve
− Filter the cabin air that is recirculated (M-OPT 46) (601HD). The position of the lounge valves controls the quantity of the mixed air that goes into the forward and aft of the
passenger cabin. The distribution of conditioned air for the pax zone changes in relation to the position of the cabin trim
− Supply cold air to the SATCOM option (M-OPT 8 or M-OPT 231 or M-OPT 264 or M-OPT 300 or M-OPT 310) valve (102HD).

Cold Air Distribution During the 'heating' phase, the air for recirculation is removed by suction through two ducts in the Passenger Service
In normal operation, cold air is supplied from the ECS pack assembly (102HF). The ECS pack assembly (102HF) is Units (PSU’s). Downstream of the LH cabin jet pump (L9500HD) and the RH cabin jet pump (R9500HD), the conditioned
installed below the baggage compartment floor. air is blown into the cabin through ducts near the passenger’s feet.

In the baggage compartment, the cold air supply goes into three ducts: During the 'cooling' phase, the jet pumps do not operate. The cool air is blown into the top and the bottom of the pax zone.
− 127.0 mm (5.0 inch) diameter duct that supplies cold air to the cabin The top to bottom ratio is approximately 60/40.
− 25.4 mm (1.0 inch) diameter duct that supplies cold air to the rear FBW racks
− 25.4 mm (1.0 inch) diameter duct that supplies cold air to the SATCOM components (if installed)

In the aft lavatory, the cold air supply is divided into two circuits; the crew circuit and the pax cold air circuit.

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 Developed for Training Purposes Falcon 7X

Legend
331J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR
326J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR
271J/P LH/RH CUT-OFF CONNECTOR
78J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR
4401FY GENERIC I/O 4 MODULE
5000PM OVERHEAD PANEL
103HN AMSAC CHASSIS
801HN AMSEC
601HN FORWARD DUCT TEMPERATURE SENSOR
401HN COCKPIT ZONE TEMPERATURE SENSOR AND FAN
501HF COCKPIT TRIM VALVE
1103HD COCKPIT HOT LINE DIFFERENTIAL PRESSURE SESOR
1003HD COCKPIT COLD LINE FLOW SENSOR
703HD HOT AIR DISTRIBUTION VALVE
303HD COCKPIT COLD AIR VALVE

Figure 28
Conditioning – Cockpit
 DISTRIBUTION SYSTEM (CONTINUED)
Operation (Continued) Cockpit and Galley Air Evacuation
PAX OFF Mode The cockpit and galley air is driven by two pipes located in the right and left passenger’s sideledges to the rear of the
aircraft. The air to be evacuated is blown between the side panels and the fuselage of the aft lavatory, circulates through
The PAX OFF mode is selected if control of the hot and/or cold air supply to the cabin is lost due to a valve or sensor
the clear areas to reach the outflow pressurization valves at frame 33 and frame 41 via the baggage compartment.
failure. The crew member is alerted through a CAS message and the selector has to be turned to PAX OFF.

Passenger Cabin Air Evacuation

In this mode, the AMSAC closes the cabin cold air valve and the cabin hot air valve and fully opens the lounge valves.
The crew members are required to open the cabin/crew isolation valve manually, allowing the cockpit to supply The passenger compartment air is evacuated to the aft lavatory by passages located at the lower part of the bulkhead
conditioned air to the cabin zones. The AMSAC maintains control of all other valves. between the front and aft cabin and the bulkhead between the passenger cabin and the rear lavatories.

Gasper Pressure Control and Overpressure Monitoring

Gasper pressure control and overpressure monitoring is done by the AMSAC (103HN) in Normal, Crew Off, PAX Off and
Backup modes. The AMSAC (103HN) adjusts the cabin cold air valve (1001HD) to keep the gasper pressure at 20.0 mbar
(0.59 in.Hg) above cabin pressure. The gasper pressure sensor (1101HD) is used to monitor the pressure.

Cockpit Conditioned Air

The distribution of conditioned air for the crew zone changes in relation to the position of the cockpit trim valve (501HF).
During the 'heating' phase, the recirculation jet pump (901HF) operates. The air for recirculation is removed by suction
from the top of the cockpit and the galley. Air is also removed from the bottom of the cockpit windshields. The conditioned
air is blown through the pilot’s foot warmers, the bottom of the rear of the cockpit and the bottom of the galley. During the
'cooling' phase, the recirculation jet pump (901HF) does not operate. The cool air is blown into the top and the bottom of
the cockpit and the galley. The top to bottom ratio is approximately 60/40.

CREW OFF Mode

The CREW OFF mode is selected if control of the hot and/or cold air supply to the cockpit is lost due to a valve or sensor
failure. The crew member is alerted through a CAS message and the selector has to be turned to CREW OFF. In this
mode, the AMSAC closes the cockpit cold air valve and the cockpit hot air valve and fully opens the lounge valves. The
crew members are required to open the cabin/crew isolation valve manually, allowing the cabin to supply conditioned air
to the cockpit zone. The AMSAC maintains control of all other valves.

Cockpit Windshield Heating

The windshield valve manual remote control (208HD) lets the crew point the conditioned air at the windshield. The valve is
installed in the distribution duct. A remote control lever lets the crew manually operate the valve. When the cabin cold air
valve (1001HD) is opened, more air goes into the cabin and the gasper pressure decreases. When the cabin cold air
valve (1001HD) is closed, the airflow into the cabin decreases and the gasper pressure increases.

If the gasper pressure is more than 100.00 mbar (2.95 in.Hg), the AMSAC (103HN) closes the recirculation valve (701HD)
and the ECS crossfeed valve (601HF). If the gasper pressure sensor (1101HD) is defective, the AMSAC (103HN) closes
the cabin cold air valve (1001HD). A pneumatic override function supplies cold air to the cabin. The cockpit cold air valve
(303HD) limits the gasper pressure to 100 mbar

Underfloor Heating and Ventilation

The underfloor area is ventilated to prevent the accumulation of hydrocarbon vapors. During cooling, cold air is blown
below the pax zone and the crew zone from the cockpit cold air supply. During heating, hot air is blown below the pax
zone and the crew zone by the jet pumps as they recirculate the air. The hot air is supplied by the crew circuit.

Underfloor ventilation is carried out by a specific hole in frame 33 or the frame 33 outflow valve via a structural pipe
located between frame 33 and valance panel (in door jamb), depending on the altitude of the aircraft.

Figure 29
Underfloor Ventilation and Reheating Principle

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 Developed for Training Purposes Falcon 7X
1710JE 801HN
271 337 337 271
417FT 3 AMSEC 3 417FT
R R R 44 R R R R 100 R R R R R
1091 / 22 M 1263 13 12 1267 / 22 27 1089 / 22 LV *2 OPEN CAB CAV CLOSE 50 1255 / 22 87 1256 / 22 FF
B B B B B B B CAB CAV RET 49 B B B B B
N 28 101 LV *2 RET 89 GG
601HD B 45
1269
R 44
OPENED 45
OPENING
1001HD

R
B
/ 22 R 103HN
3 326 326
2 AMSAC 2
R R R 109 1026 1001 OPENED
91 LV *2 OPEN CAB CAV LIM OPEN 86 52 6
/ 22 B 1085 / 22 B B 1086 / 22 B 118 1109 / 22 7
M 2 90 LV *2 RET 292JN
Y Y Y R
89 110 LV *2 CLOSE A18 3
16.8W N.O OPENING
N.C
Y
1
72 CAB CAV OPEN 96 R R R
CLOSING CR 53
R R R R B 1027 / 22 B B 1035 / 22 B / 22
CLOSED 9 88 119 LV *2 POT +VE CAB CAV RET 85 54 2 M 16 . 8W
B 1144 B B 1080 B Y Y Y
10 87 111 LV *2 POT WIPER CAB CAV CLOSE 97 55 B
VALVE POT Y Y Y Y LV *2 POT -VE 1260 / 22
11 86 120 R
N.C
3.25 Y / 22 CLOSING
A18 1
1004 / 22
402HN 290JN 4
1028 1002
36 - 11 - 00 4 CAB CAV LIM CLOSE 98 59 5
CLOSED
SIG R R R B R 3 . 29
3 1037 77 1005 10 PAXF ZONE TEMP +VE
REF B B B B
4 76 11 PAXF ZONE TEMP -VE 202HD
1168 / 18 5000PM
1 360FT
FAN
1169 / 18 OCP R9590PM 4B 1161 OPENED
M 2 T1 HOT AIR SOV LIM OPEN 68 6
R R R R 390JN 1164 7
6 3 38 PAXA FWD TEMP AUTO POT +VE
3.11 2.8W PAX FWD TEMP B 1189 B B 1141 B R
AUTO 1 4 27 PAXA FWD TEMP AUTO POT WIPE A18 3
Y Y Y Y N.O
11 5 39 PAXA FWD TEMP AUTO POT -VE OPENING
SD 21 - 61 - 20 21 - 61 - 30 R
HOT AIR SOV OPEN 92
R9580PM B 1162 B
HOT AIR SOV RET 81 2 M 16 . 8W
L1000PM R R R R Y
7 6 25 PAXA BACK TEMP AUT POT +VE HOT AIR SOV CLOSE 93
B 1190 B B 1142 B

B
R
502HN PAX AFT TEMP 2 7 15 PAXA BACK TEMP AUTO WIPER
TEMP PROBE FAN Y Y Y Y
12 8 26 PAXA BACK TEMP AUT POT -VE N.C CLOSING
412HN Y
J25 25 A18 1
SIG R R R R 1165
Bus A1 1122 / 22 / 22 3 1023 74 1006 21 PAXA ZONE TEMP +VE 390JN 4
6 REF B B B B 1163
4 73 22 PAXA ZONE TEMP -VE HOT AIR SOV LIM CLOSE 80 5
1166 / 18 CLOSED
2.5A 1 721 3 - 3F
FAN

1167 / 18
1170 / 18 T1 R R R R 1
M 2 28 126 VIP 1 POT +VE
B 1007 B B 1249 B 102HD
133 3 . 11 VIP SELECTOR *1 29 127 2 VIP 1 POT WIPER
2.8W Y Y Y Y
30 128 3 VIP 1 POT -VE A18
79J - B / 18 / 18 1110 CLOSED
L 390JN 4
21 - 22 - 00 R R R R
31 105 5 VIP 2 POT +VE
B 1008 B B 1250 B 1107
VIP SELECTOR *2 32 106 6 VIP 2 POT WIPER CAB TV LIME CLOSE 79 5
401HN - 1 Y Y Y Y
33 107 7 VIP 2 POT -VE
21 - 61 - 00 A OPENING
34 108
21 - 61 - 00 3
1240 1251 R R R R NC
36 103 3 BRAKES VALVE OPTION CAB TV OPEN 77 3
1241 1252 39 B 1111 / 22 B B / 22 B
4201FY 37 104 FILTER VALVE OPTION CAB TV RET 66 2 M 16 . 8W
Y Y Y Y NO
35 CAB TV CLOSE 78 1
501HD 1

Y
B
R
CABIN AIR CONDITIONING 1129
OPENED 7
OPENING REMOTE COMMANDS CLOSING

R
B
/ 22 R 271 1108
3 MAU 1 CAB TV LIME OPEN 67 6
2 105
N.O
R R R R R A18
P 66 105 LV # 1 OPEN 1099 OPENED
/ 22 B 1068 / 22 B B 1058 / 22 B B 1057 / 22 B 390JN 7
M 2 R 65 115 LV # 1 RET 21 - 61 - 20
Y S Y Y Y Y
64 106 LV # 1 CLOSE
16 . 8W R A R
Legend N.C Y
CAB TV POT +VE 124
B 1125 B
14
VALVE
1 CAB TV POT WIPER 125 13
Y Y POT
W CAB TV POT -VE 126 12
721J OPTION VIP SELECTOR CUT - OFF CONNECTOR CLOSING
CLOSED 9 R R T R R
63
R R 107 LV # 1 POT +VE
1059 1060 1061
371J/P RH / LH WIRING CUT - OFF CONNECTOR VALVE POT
10
B
Y
B
Y
U
B
Y
B
Y
62 B
Y
B
Y
116 LV # 1 POT WIPER
R
V 61 108 9
337J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR 11 LV # 1 POT -VE
B 10 VALVE
3 . 25
326J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR Y
11
POT

271J/P LH / RH CUT - OFF CONNECTOR 602HN 420FT 3.3

21 - 61 - 00 1
136J/P LH / RH WIRING CUT - OFF CONNECTOR

1277

1220

1155
R R R R R A R
133J/P LH / RH WIRING CUT - OFF CONNECTOR 1
B
1014
B
*A
*B B
1073
B
80
B
1074
B
95 DUCT TEMP STBD A +VE
2 702HN 79 96 DUCT TEMP STBD A -VE
81J/P LH FR1 BASIC ELEC CUT - OFF CONNECTOR

Y
B

B
R

R
1710JE PCB R R R R

120

101
119
3 X 1181 3 371

55
54
53

96
97

87
4301FY GENERIC I / O 3 MODULE 4 B B
Y
B B
4
R R R R
4201FY GENERIC I / O 2 MODULE Z 1 1047 67 9 DUCT TEMP PORT A +VE

Y
B

B
1048

R
3 . 10 B B B B
2 68 10 DUCT TEMP PORT A -VE 801HN
5000PM OVERHEAD PANEL 21 - 61 - 00 3
3.10
L1000PM LH FRONT SPDB A R
12 CAB TV B / U POT +VE
1154
103HN AMSAC CHASSIS 1101HD B
Y
13 CAB TV B / U POT WOPER
14 CAB TV B / U POT -VE
702HN RH CABIN DUCT TEMPERATURE SENSOR P
R R R R
R
68 CAB TV OPEN
84 92 GASPER PRESS +VE
602HN LH CABIN DUCT TEMPERATURE SENSOR A
B B
1040
B
83
B
1130
B
93 GASPER PRESS -VE
1184 B
Y
69 CAB TV RET
502HN CABIN REAR ZONE TEMPERATURE SENSOR AND FAN 337
CR R
70
98
CAB TV CLOSE
LV *1 OPEN
1265
402HN CABIN FRONT ZONE TEMPERATURE SENSOR AND FAN 3.37b 417FT B
99 LV *1 RET
R R R
801HN AMSEC 1201
B
77
B
1199
B
107 DUCT TEMP PORT B +VE
4201FY 78 108 DUCT TEMP PORT B -VE
202HD HOT AIR SOV 136 1200
R
75 R
1198
R 103 DUCT TEMP STBD B +VE
2 B B B
102HD CABIN TRIM VALVE R R R R
76
R R
104 DUCT TEMP STBD B -VE
DUCT TEMP STBD 35 1221 *C 1225 73 1222 105
1101HD GASPER PRESSURE SENSOR 36 B B
*D
B B 74 B B
106 DUCT TEMP STBD OVERHEAT
5
1001HD CABIN COLD AIR VALVE
601HD RH LOUNGE VALVE
501HD LH LOUNGE VALVE 4301FY
81
2
R R R R R R
DUCT LEFT TEMP 35 1231 18 1232 67 1233 109 DUCT TEMP PURT OUT
DUCT LEFT TEMP 36 B B 19 B B B B
68 110 DUCT TEMP PURT OUT
5 B
79
21 - 61 - 30 AMSEC

Figure 30 WD216110AA4006

Conditioning - Cabin 21-26A

 DISTRIBUTION SYSTEM (CONTINUED)
Operation (Continued) "COND: PAX SUPPLY FAIL" CAS message comes on when:
− Cabin trim valve (102HD) is defective
CAS Messages
− Cabin cold air valve (1001HD) is defective
− LH cabin duct temperature sensor (602HN) or the RH cabin duct temperature

Cruise

Land
Park
sensor (702HN) is defective

Taxi

TO
MESSAGE DESCRIPTION
− There is a LH or RH duct overheat condition
− AMSAC module 3 (503HN) and the PAX "FWD TEMP" potentiometer
Caution (Amber) CAS Messages (R9590PM) are defective
− AMSAC module 2 (403HN), cabin front zone temperature sensor and fan
COND: CREW SUPPLY FAIL The crew circuit temperature is too high. A A A - - (402HN) and the cabin rear zone temperature sensor and fan (502HN) are
defective
COND: CREW TEMP MODE The CREW "TEMP" potentiometer (R9600PM) is not "COND: PAX TEMP MODE CAS message comes on when:
A A A - -
FAULT available because a sensor or controller is defective. FAULT" − Cabin rear zone temperature sensor and fan (502HN) and the cabin front zone
COND: PAX SUPPLY FAIL The pax circuit temperature is too high. A A A - - temperature sensor and fan (402HN) are defective in Cabin Auto Mode
− ECS pack cold flow regulation valve (2302HF) is defective in Cabin Manual
The PAX "FWD TEMP" potentiometer (R9590PM) and Mode
COND: PAX TEMP MODE the PAX "AFT TEMP" potentiometer (R9580PM) are − ECS pack temperature control valve (1402HF) is defective in Cabin Manual
A A A - -
FAULT not available because a sensor or controller is Mode
defective. − AMSAC module 2 (403HN) is defective in Cabin Manual Mode
The gasper pressure sensor (1101HD) has failed when − PAX "FWD TEMP" potentiometer (R9590PM) is defective in Cabin Manual
COND: GASPER SENSOR FAIL A - - - - Mode
the aircraft is on the ground.
− AMSAC module 3 (503HN) is defective in Cabin Auto Mode and AMSAC
module 1 (303HN) defective or cabin rear zone temperature sensor and fan
"COND: CREW SUPPLY FAIL" CAS message comes on when: (502HN) defective
− Cockpit trim temperature sensor (203HN) is defective
− Forward duct temperature sensor (601HN) is defective
"COND: GASPER SENSOR FAIL" CAS message comes on when the gasper pressure sensor (1101HD) has failed
− AMSAC module 3 (503HN) is defective and the CREW "TEMP" potentiometer
when the aircraft is on the ground.
(R9600PM) is defective
− Cockpit trim valve (501HF) is defective
− ECS pack hot air temperature limiting valve (1702HF) is defective
− Cockpit cold air valve (303HD) is defective
− There is a crew trim overheat condition
− There is a cockpit duct supply overheat condition
"COND: CREW TEMP MODE CAS message comes on when:
FAULT" − Cockpit zone temperature sensor and fan (401HN) is defective (Cockpit Auto
Mode)
− ECS pack cold flow regulation valve (2302HF) is defective (Cabin and Cockpit
Auto Mode or in Cockpit Man Mode)
− ECS pack temperature control valve (1402HF) is defective (Cabin and Cockpit
Auto Mode or in Cockpit Man Mode)
− AMSAC module 2 (403HN) is defective (Cockpit Man Mode)
− AMSAC module 3 (503HN) is defective (Cockpit Auto Mode)
− AMSAC module 1 (303HN) is defective (Cockpit and Cabin Auto Mode)
− CREW "TEMP" potentiometer (R9600PM) is defective (Crew Manual Mode)

21-26
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 Developed for Training Purposes Falcon 7X

DISTRIBUTION COMPONENT CHART

101HD LH Cabin LH Hot Air NRV 303HD Cockpit Cold Air Valve 701HD Recirculation Valve
Location: F30-33, AFT TOILET, LH (261) Location: F9-12, OVER CABIN FLOOR, RH (242) Location: F30-33, AFT TOILET, LH (261)
Access: Frame 33 Lining (271AZ) Access: Passenger Door (PAX) Access: Frame 33 Lining (271AZ)
References: References: References:
Description: SDS 21-22-00 Description: SDS 21-23-00 Description: SDS 21-20-00
Wiring Diagram: None Wiring Diagram: WD 21-61-00 Wiring Diagram: None
Removal/Installation: TASK 21-22-01-900-801 Removal/Installation: TASK 21-23-05-900-801 Removal/Installation: TASK 21-51-13-900-801
103HD Cabin/Cockpit Isolation Valve 308HD Cabin/Cockpit Isolation Valve Manual Remote Control 703HD Hot Air Distribution Valve
Location: F12-20, UNDER CABIN FLOOR, LH (131) Location: F12-20, UNDER CABIN FLOOR, RH (132) Location: F1-8, UNDER COCKPIT FLOOR, RH (114)
Access: Cabin Floor (131BZ) Access: Cabin Floor (132AZ) Access: Cockpit Floor (122BZ)
References: References: References:
Description: SDS 21-23-00 Description: SDS 21-23-00 Description: SDS 21-23-00
Wiring Diagram: None Wiring Diagram: None Wiring Diagram: WD 21-61-00
Removal/Installation: TASK 21-23-01-900-801 Removal/Installation: TASK 21-23-03-900-801 Removal/Installation: TASK 21-23-21-900-801
108HD Ceiling Valve Manual Remote Control 401HD LH Cabin RH Hot Air NRV 801HD Cold Air NRV
Location: F8-9, OVER FLOOR, RH CABINET (232) Location: F30-33, AFT TOILET, RH (262) Location: F9-12, OVER CABIN FLOOR, RH (242)
Access: Cockpit Upper Lining No.4 (221GZ) Access: Frame 33 Lining (272AZ) Access: Passenger Door (PAX)
References: References: References:
Description: SDS 21-20-00 Description: SDS 21-22-00 Description: SDS 21-22-00
Wiring Diagram: None Wiring Diagram: None Wiring Diagram: None
Removal/Installation: Not documented Removal/Installation: TASK 21-22-01-900-801 Removal/Installation: TASK 21-22-01-900-801
201HD RH Cabin RH Hot Air NRV 403HD Cockpit Cold Air NRV 803HD Cockpit Hot Air NRV
Location: F30-33, AFT TOILET, RH (262) Location: F9-12, OVER CABIN FLOOR, LH (241) Location: F8-12, UNDER CABIN FLOOR, RH (122)
Access: Frame 33 Lining (272AZ) Access: Cockpit Floor (122BZ) Access: Cabin Floor (132AZ)
References: References: References:
Description: SDS 21-22-00 Description: SDS 21-23-00 Description: SDS 21-23-00
Wiring Diagram: WD 21-61-10 Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 21-22-01-900-801 Removal/Installation: TASK 21-23-13-900-801 Removal/Installation: TASK 21-23-17-900-801
202HD Filter Supply Valve 501HD LH Lounge Valve 901HD Emergency Cold Air NRV
Location: ENGINE 2 S-DUCT FAIRINGS (353) Location: F12-30, OVER CABIN FLOOR, RH (252) Location: ENGINE 2 S-DUCT FAIRINGS (353)
Access: Emergency Cooling System Access Door (353BR) Access: Passenger Door (PAX) Access: S-Duct Front Upper Fairing (353AT)
References: References: References:
Description: SDS 21-20-00 Description: SDS 21-22-00 Description: SDS 21-22-00
Wiring Diagram: None Wiring Diagram: WD 21-61-10 Wiring Diagram: None
Removal/Installation: TASK 21-73-01-900-801 Removal/Installation: TASK 21-22-05-900-801 Removal/Installation: TASK 21-22-01-900-801
208HD Windshield Valve Manual Remote Control 503HD Front Cabin Cold Air NRV 1001HD Cabin Cold Air Valve
Location: F1-8, OVER COCKPIT FLOOR, LH (221) Location: F9-12, OVER CABIN FLOOR, LH (241) Location: F30-33, AFT TOILET, RH (262)
Access: Cockpit Upper Lining No.4 (221GZ) Access: Passenger Door (PAX) Access: Frame 33 Lining (272AZ)
References: References: References:
Description: SDS 21-20-00 Description: SDS 21-23-00 Description: SDS 21-22-00
Wiring Diagram: None Wiring Diagram: None Wiring Diagram: WD 21-61-10
Removal/Installation: Not documented Removal/Installation: TASK 21-23-09-900-801 Removal/Installation: TASK 21-22-09-900-801
301HD RH Cabin LH Hot Air NRV 601HD RH Lounge Valve 1003HD Cockpit Cold Line Flow Sensor
Location: F30-33, AFT TOILET, LH (261) Location: F30-33, AFT TOILET, LH (261) Location: F12-20, UNDER CABIN FLOOR, RH (132)
Access: Frame 33 Lining (271AZ) Access: Passenger Door (PAX) Access: Cabin Floor (132AZ)
References: References: References:
Description: SDS 21-22-00 Description: SDS 21-22-00 Description: SDS 21-23-00
Wiring Diagram: None Wiring Diagram: WD 21-61-10 Wiring Diagram: WD 21-61-00
Removal/Installation: TASK 21-22-01-900-801 Removal/Installation: TASK 21-22-05-900-801 Removal/Installation: TASK 21-23-25-900-801
1101HD Gasper Pressure Sensor R9500HD RH Cabin Jet Pump
Location: F9-12, OVER CABIN FLOOR, RH (242) Location: F28-33, UNDER FLOOR, RH (166)
Access: Passenger Door (PAX) Access: Cabin Floor (166BZ)
References: References:
Description: SDS 21-22-00 Description: SDS 21-20-00
Wiring Diagram: WD 21-61-10 Wiring Diagram: None
Removal/Installation: TASK 21-22-13-900-801 Removal/Installation: Not documented
1103HD Cockpit Hot Line Differential Pressure Sensor 9570HD Crew Jet Pump
Location: F8-12, UNDER CABIN FLOOR, LH (121) Location: F8-12, UNDER CABIN FLOOR, LH (121)
Access: Cabin Floor (121FZ) Access: Cabin Floor (121FZ)
References: References:
Description: SDS 21-23-00 Description: SDS 21-20-00
Wiring Diagram: WD 21-61-00 Wiring Diagram: None
Removal/Installation: TASK 21-23-29-900-801 Removal/Installation: Not documented
1501HD LH Filter NRV 102HF ECS Pack Assembly
Location: F30-33, AFT TOILET, LH (261) Location: F33-41, ECS PACK BAY, LH (171)
Access: Passenger Door (PAX) Air Conditioning Pack Front Access Panel
Access:
References: (171AL)
Description: SDS 21-73-00 References:
Wiring Diagram: None Description: SDS 21-20-00
Removal/Installation: TASK 21-73-05-900-801 Wiring Diagram: WD 21-61-20
Removal/Installation: TASK 21-52-01-900-801
1601HD RH Filter NRV
Location: F30-33, AFT TOILET, RH (262) 601HF ECS Crossfeed Valve
Access: Passenger Door (PAX) Location: F33-41, ECS PACK BAY, LH (171)
References: Air Conditioning Pack Front Access Panel
Access:
Description: SDS 21-73-00 (171AL)
Wiring Diagram: None References:
Removal/Installation: TASK 21-73-05-900-801 Description: SDS 21-20-00
Wiring Diagram: WD 21-61-20
1701HD LH Filter Calibrated Bypass NRV
Removal/Installation: TASK 21-51-09-900-801
Location: F30-33, AFT TOILET, LH (261)
Access: Passenger Door (PAX) 901HF Recirculation Jet Pump
References: Location: F33-41, ECS PACK BAY, LH (171)
Description: SDS 21-73-00 Air Conditioning Pack Main Access Panel
Access:
Wiring Diagram: None (171BL)
Removal/Installation: TASK 21-73-05-900-801 References:
Description: SDS 21-20-00
1801HD RH Filter Calibrated Bypass NRV
Wiring Diagram: None
Location: F30-33, AFT TOILET, RH (262)
Removal/Installation: Not documented
Access: Passenger Door (PAX)
References:
Description: SDS 21-73-00
Wiring Diagram: None
Removal/Installation: TASK 21-73-05-900-801
L9500HD LH Cabin Jet Pump
Location: F28-33, UNDER FLOOR, LH (165)
Access: Cabin Floor (165CZ)
References:
Description: SDS 21-20-00
Wiring Diagram: None
Removal/Installation: Not documented

21-27
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 Developed for Training Purposes Falcon 7X

Air Management System Automatic Controller (AMSAC) (103HN) Air Management System Emergency Controller (AMSEC) (801HN)
 TEMPERATURE CONTROL
Overview
The temperature of the air in the cabin is controlled by adjustment of the cabin trim flow. The AMSAC (103HN) controls
the cabin trim valve (102HD) to keep the temperature in the cabin at the average temperature set point of the forward and
aft cabin zones. The AMSAC (103HN) controls the valve in relation to signals sent by the two cabin zone temperature
sensors. The range of each cabin zone temperature selector is from 12 °C to 32 °C (54°F to 90°F). The temperature of
the air in the cockpit is controlled by adjustment of the cockpit trim flow.

The AMSAC (103HN) controls the cockpit trim valve (501HF) to keep the temperature in the cockpit at the set level. The
AMSAC (103HN) controls the valve in relation to signals sent by the cockpit zone temperature sensor and fan (401HN).

The AMSAC (103HN) controls the ECS pack hot air temperature limiting valve (1702HF) to keep the trim supply
temperature at approximately 170 °C (338 °F). The AMSAC (103HN) controls the valve in relation to signals sent by the
cockpit trim temperature sensor (203HN).

The conditioning control system:

− Gives open loop and closed loop control and monitoring of the air conditioning subsystems
− Gives emergency back-up functions
− Sends real-time status data to the CMC module (2505TC)

Components
The primary components are:
− Air Management System Auto Controller (AMSAC) (103HN)
− Air Management System Emergency Controller (AMSEC) (801HN)

Two controllers AMSAC (103HN) and AMSEC (801HN)) provide control and monitoring of the air management system.

The following system level functions are provided by the AMSAC (103HN):
− Cockpit and cabin flow split control
− Cabin auto and manual temperature control (two zones)
− Cockpit auto and manual temperature control
− ECS pack outlet temperature control and overheat monitoring
− Water extractor inlet temperature control
− Cockpit trim supply temperature control and overheat monitoring
− Fresh air flow control
− Distribution ducting overheat monitoring
− ACM compressor outlet temperature control and overheat monitoring
− Gasper pressure control and overpressure monitoring
− ECS pack minimum airflow control (to ensure ACM keeps running)
− Recirculation air below 14 kft
− Crew hot air (foot warmer) distribution control

The following system level functions are provided by the AMSEC (801HN):
− Cabin manual temperature control (one zone)
− Emergency heat exchanger outlet temperature control and overheat monitoring
− Open loop flow control

Figure 31
Conditioning Control

21-28
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 Developed for Training Purposes Falcon 7X

Cockpit Zone Temperature Sensor and Fan (401HN) Cockpit Trim Temperature Sensor (203HN)
 TEMPERATURE CONTROL (CONTINUED) NOTES:

Components (Continued)
Cockpit Zone Temperature Sensor and Fan (401HN)
The cockpit zone temperature sensor and fan (401HN) is used to measure the temperature of the air in the cockpit. The
sensor is connected to the AMSAC (103HN). The AMSAC (103HN) uses the signals from the sensor, in automatic mode,
to set the position of the cockpit trim valve (501HF). The set temperature is shown on the system synoptic page.

The sensor includes a plastic housing that contains a DC motor, an impeller fan and a diode type temperature sensor. An
electrical connector is attached to the plastic housing.

The DC motor receives power from the non-essential electrical distribution system. The motor turns the impeller fan which
causes an airflow across the diode type temperature sensor.

The temperature sensor changes the temperature measurement into a voltage signal. The voltage signal is sent to the
AMSAC (103HN).

Cockpit Trim Temperature Sensor (203HN)

The cockpit trim temperature sensor (203HN) is used to measure the temperature of the cockpit trim air supply. The
sensor is connected to the AMSAC (103HN). The AMSAC (103HN) uses the signals from the sensor to set the position of
the ECS pack hot air temperature limiting valve (1702HF).

The sensor is a Resistance Temperature Detector (RTD) that uses two platinum sensing elements. The sensor includes a
stainless steel body and a probe. The sensing elements are installed in the probe.

The cockpit trim temperature sensor (203HN) is installed in the cockpit trim supply duct, below the wing root front fairing
(134DR).

The probe of the sensor is installed in the airflow. When the temperature of the sensing elements increases or decreases,
their resistance changes linearly.

21-29
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 Developed for Training Purposes Falcon 7X

Cabin Temperature Sensor (402HN) and Cabin Humidity Sensor (7802HX) LH Cabin Duct Temperature Sensor (602HN)

Cabin Temperature Sensor (402HN) RH Cabin Duct Temperature Sensor (702HN)

 TEMPERATURE CONTROL (CONTINUED)
Components (Continued)
Cabin Temperature Sensors (402HN) (502HN)
The cabin temperature sensors (402HN) and (502HN) are used to measure the temperature of the air in the cabin in two
zones (forward and aft). The sensors are connected to the AMSAC (103HN). The AMSAC (103HN) uses the signals from
the sensors to set the position of the cabin trim valve (102HD). The set temperature is shown on the system synoptic
page.

Each sensor includes a plastic housing that contains a DC motor, an impeller fan and a diode type temperature sensor.
An electrical connector is attached to the plastic housing. The sensors are attached to the aircraft structure by three bolts.

The DC motor receives power from the non-essential electrical distribution system. The motor turns the impeller fan which
causes an airflow across the diode type temperature sensor. The temperature sensor changes the temperature
measurement into a voltage signal. The voltage signal is sent to the AMSAC (103HN). Forward Duct Temperature Sensor (601HN)

LH Cabin Duct Temperature Sensor (602HN), RH Cabin Duct Temperature Sensor (702HN), and Forward Duct
Temperature Sensor (601HN)
The sensors are dual bead types. Each sensor is a Resistance Temperature Detector (RTD) that uses two platinum
sensing elements. Each sensor includes a stainless steel body and a probe. The sensing elements are installed in the
probe.

One sensor is installed in the left hand cabin distribution duct, one in the right hand cabin distribution duct and one in the
cockpit distribution duct.

One bead from each sensor is used by the AMSAC (103HN) for system control and overheat monitoring. One bead from
each sensor is used by the AMSEC (101HN) for over temperature monitoring.

The probe part of the sensors is installed in the airflow. When the temperature of the sensing elements increases or
decreases, their resistance changes linearly. The overheat signal is triggered when the temperature is above 85 °C
(185 °F) for more than 5 seconds.

NOTE: Experience has shown that the L/H conditioned air supply duct is always hotter than the right and hence
the AMSAC will use the L/H duct temp sensor as the reference temp for cabin temp control.

21-30
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 Developed for Training Purposes Falcon 7X

TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE

PAX Auto

Auto mode: the PAX AFT TEMP, AUTO

the FWD TEMP and the CREW mode
TEMP rotactors are used to set
cabins / cockpit temperature CREW Auto

Manual mode: the rotactors are

used to select a hot air valve
position. MAN is displayed under PAX Man
the PAX FWD TEMP and the
CREW TEMP rotactors. PAX MAN
AFT TEMP rotactor is disabled. mode

CREW Man

Figure 32 Figure 33
Overhead Panel System Synoptic Page
 TEMPERATURE CONTROL (CONTINUED)
Components (Continued) System Synoptic Page
Overhead Control Panel and Emergency Switch Box The indications that follow are shown on the ECS synoptic page:
ECS "PACK" Selector
The ECS "PACK" selector (R9630PM) is used to set the modes of operation that follow: ECS Crossfeed Valve (601HF)
− NORMAL The status of the ECS crossfeed valve (601HF) is shown as follows:
− CREW OFF − Open Valve symbol green with a green open line
− BACKUP − Indeterminate Valve symbol grey with an amber dashed line
− EMERG − Closed Valve symbol grey with a grey closed line
− PAX OFF
− Failed Open Valve symbol amber with an amber open line
− Failed Indeterminate Valve symbol amber with an amber dashed line
Crew "TEMP" Potentiometer
The CREW "TEMP" potentiometer (R9600PM) sets the target temperature (AUTO) or the target trim valve position (MAN) − Failed Closed Valve symbol amber with an amber closed line
for the Crew area and has two states:
− AUTO: It sets a specified temperature for the cockpit The status of the ECS crossfeed valve (601HF) is displayed with the following logic:
− MAN: It opens or closes the cockpit trim valve (501HF)
The valve status is normally provided by AMM3 when:
The CREW "TEMP" potentiometer (R9600PM) has no function in EMERG or CREW OFF modes. − AMM3 is operational AND
− A429 data is valid AND
NOTE: The CREW "TEMP" potentiometer (R9600PM) is in the (AUTO) condition on power up. − The system is not in emergency mode

PAX "FWD TEMP" Potentiometer Otherwise the valve status is provided by AMM2 when:
The PAX "FWD TEMP" potentiometer (R9590PM) sets the target temperature (AUTO) or the target trim valve position − AMM2 is operational AND
(MAN) for the PAX FWD area and has two states: − A429 data is valid AND,
− AUTO: It sets a specified temperature for the forward cabin − The system is not in emergency mode
− MAN: It opens or closes the cabin trim valve (102HD)
Otherwise the valve status is provided by the closed discrete to the MAU if:
The PAX "FWD TEMP" potentiometer (R9590PM) has no function in PAX OFF mode. − Both AMM cards are not operational OR,
− A429 data is not available for both AMM cards OR,
NOTE: The PAX "FWD TEMP" potentiometer (R9590PM) is in the (AUTO) condition on power up. − The system is in emergency mode

PAX "AFT TEMP" Potentiometer Otherwise the valve is shown in the indeterminate state.
The PAX "AFT TEMP" potentiometer (R9580PM) sets the target temperature for the PAX AFT area and has two states:
− AUTO: It sets a specified temperature for the aft cabin The valve symbol is shown failed in amber if:
− INOP: The PAX "AFT TEMP" potentiometer (R9580PM) is not used when the PAX "FWD TEMP" potentiometer − The "COND: XBLEED ECS FAULT" CAS message is true.
(R9590PM) is in the MAN state
Status of the remote temperature selector switch
The PAX "AFT TEMP" potentiometer (R9580PM) has no function in CREW OFF mode, PAX OFF mode and EMERG
The remote label is displayed with the following logic:
mode.

The remote box will display a tick when:

NOTE: The PAX "AFT TEMP" potentiometer (R9580PM) is in the (AUTO) condition on power up.
− The softkey is selected AND,
− The ECS PAX AUTO mode is selected
“BAG FAN” Switch / Light Pushbutton
The "BAG FAN" switch/light (9531FW) controls the baggage compartment ventilation fan (109HD) and has two states:
− AUTO: The baggage compartment ventilation fan (109HD) is automatically controlled by the avionics,
− ON: Manually sets the baggage compartment ventilation fan (109HD) to on. In this condition, the”ON” indicator
comes on

NOTE: The "BAG FAN" switch/light (9531FW) is in the AUTO condition at power up.

21-31
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Developed for Training Purposes Falcon 7X

Figure 34
System Synoptic Page
 TEMPERATURE CONTROL (CONTINUED)
Components (Continued) Cabin Zone Set Temperature (Forward and Aft)
Cockpit Supply Temperature The cabin temperature or the cabin trim valve position is displayed with the following logic:
Cockpit Trim Temperature Sensor (203HN) (5) − Nothing is displayed when:
The crew duct temperature label is shown as follows: • ECS PAX OFF mode is selected OR
− Black on amber if the temperature is more than 85 °C • ECS emergency mode is selected
− Grey on black in the CREW OFF mode − The cabin temperature is displayed in magenta with the '°C' label in white when:
− Otherwise green on black • AMM3 is operational AND
The crew duct temperature label is displayed with the following logic: • Cabin AUTO mode is selected
− The temperature is displayed based on the A429 data from AMM2 when: − The cabin trim valve position with valve position is displayed in green with the % symbol in white when:
• AMM2 is operational AND, • AMM2 is operational AND,
• Cockpit duct temperature connected to AMM2 has not failed • Cabin manual mode is selected.
− Otherwise the temperature is displayed based on the cockpit duct temperature sensor connected to the MAU. − Otherwise the label will display '- -' in amber.

Cockpit Set Temperature PAX Fore Zone Temp or Percentage of PAX Trim
Cockpit Zone Temperature Sensor and Fan (401HN) (2) Cabin Front Zone Temperature Sensor and Fan (402HN) (9)
The cockpit temperature or the cockpit trim valve position is displayed with the following logic: The cabin temperature or the cabin trim valve position is displayed with the following logic:
− Nothing is displayed when: − Nothing is displayed when:
• ECS CREW OFF mode is selected OR • ECS PAX OFF mode is selected OR
• ECS emergency mode is selected • ECS emergency mode is selected
− The cockpit temperature is displayed in magenta with the '°C' label in white when: − The cabin temperature is displayed in magenta with the '°C' label in white when:
• AMM3 is operational AND • AMM3 is operational AND
• Cockpit AUTO mode is selected • Cabin AUTO mode is selected
− The cockpit trim valve position is displayed in green with the '%' symbol in white when: − The cabin trim valve position with valve position is displayed in green with the % symbol in white when:
• AMM2 is operational AND • AMM2 is operational AND
• Cockpit manual mode is selected • Cabin manual mode is selected
− Otherwise the label will display '- -' in amber. − Otherwise the label will display '- -' in amber.

Cabin Supply Temperature PAX Aft Zone Temperature Label

LH Cabin Duct Temperature Sensor (602HN) (1) Cabin Rear Zone Temperature Sensor and Fan (502HN) (8)
The PAX duct temperature label is shown as follows: The PAX aft zone temperature label is displayed with the following logic:
− Black on amber if the temperature is more than 85 °C − Nothing is displayed when:
− Grey on black in the PAX OFF mode • ECS CREW OFF mode is selected OR
− Otherwise green on black • ECS PAX mode is selected
− The cabin temperature is displayed in magenta, with the '°C' label in white when:
The PAX duct temperature label is displayed with the following logic: • AMM1 is operational AND
− The highest temperature from the LH and RH duct temperature sensors is displayed when: • Cabin AUTO mode is selected
• AMM1 is operational AND − The display will show '- -' in amber when:
• AMM3 is operational AND • AMM1 is operational AND
• LH duct temperature sensor bead connected to AMM1 is not failed AND • Cabin AUTO mode is selected AND
• RH duct temperature sensor bead connected to AMM3 is not failed • Zone temperature is not available
− The temperature is displayed from one sensor when: − Otherwise the label will display nothing
• AMM1 is not operational OR
• AMM3 is not operational OR
• LH duct temperature sensor bead connected to AMM1 is failed OR
• RH duct temperature sensor bead connected to AMM3 is failed
− Otherwise the PAX duct temperature is displayed based on the LH and RH cabin duct temperature sensor beads
connected to the MAU.

21-32
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 Developed for Training Purposes Falcon 7X
1710JE 801HN
271 337 337 271
417FT 3 AMSEC 3 417FT
R R R 44 R R R R 100 R R R R R
1091 / 22 M 1263 13 12 1267 / 22 27 1089 / 22 LV *2 OPEN CAB CAV CLOSE 50 1255 / 22 87 1256 / 22 FF
B B B B B B B CAB CAV RET 49 B B B B B
N 28 101 LV *2 RET 89 GG
601HD B 45
1269
R 44
OPENED 45
OPENING
1001HD

R
B
/ 22 R 103HN
3 326 326
2 AMSAC 2
R R R 109 1026 1001 OPENED
91 LV *2 OPEN CAB CAV LIM OPEN 86 52 6
/ 22 B 1085 / 22 B B 1086 / 22 B 118 1109 / 22 7
M 2 90 LV *2 RET 292JN
Y Y Y R
89 110 LV *2 CLOSE A18 3
16.8W N.O OPENING
N.C
Y
1
72 CAB CAV OPEN 96 R R R
CLOSING CR 53
R R R R B 1027 / 22 B B 1035 / 22 B / 22
CLOSED 9 88 119 LV *2 POT +VE CAB CAV RET 85 54 2 M 16 . 8W
B 1144 B B 1080 B Y Y Y
10 87 111 LV *2 POT WIPER CAB CAV CLOSE 97 55 B
VALVE POT Y Y Y Y LV *2 POT -VE 1260 / 22
11 86 120 R
N.C
3.25 Y / 22 CLOSING
A18 1
1004 / 22
402HN 290JN 4
1028 1002
36 - 11 - 00 4 CAB CAV LIM CLOSE 98 59 5
CLOSED
SIG R R R B R 3 . 29
3 1037 77 1005 10 PAXF ZONE TEMP +VE
REF B B B B
4 76 11 PAXF ZONE TEMP -VE 202HD
1168 / 18 5000PM
1 360FT
FAN
1169 / 18 OCP R9590PM 4B 1161 OPENED
M 2 T1 HOT AIR SOV LIM OPEN 68 6
R R R R 390JN 1164 7
6 3 38 PAXA FWD TEMP AUTO POT +VE
3.11 2.8W PAX FWD TEMP B 1189 B B 1141 B R
AUTO 1 4 27 PAXA FWD TEMP AUTO POT WIPE A18 3
Y Y Y Y N.O
11 5 39 PAXA FWD TEMP AUTO POT -VE OPENING
SD 21 - 61 - 20 21 - 61 - 30 R
HOT AIR SOV OPEN 92
R9580PM B 1162 B
HOT AIR SOV RET 81 2 M 16 . 8W
L1000PM R R R R Y
7 6 25 PAXA BACK TEMP AUT POT +VE HOT AIR SOV CLOSE 93
B 1190 B B 1142 B

B
R
502HN PAX AFT TEMP 2 7 15 PAXA BACK TEMP AUTO WIPER
TEMP PROBE FAN Y Y Y Y
12 8 26 PAXA BACK TEMP AUT POT -VE N.C CLOSING
412HN Y
J25 25 A18 1
SIG R R R R 1165
Bus A1 1122 / 22 / 22 3 1023 74 1006 21 PAXA ZONE TEMP +VE 390JN 4
6 REF B B B B 1163
4 73 22 PAXA ZONE TEMP -VE HOT AIR SOV LIM CLOSE 80 5
1166 / 18 CLOSED
2.5A 1 721 3 - 3F
FAN

1167 / 18
1170 / 18 T1 R R R R 1
M 2 28 126 VIP 1 POT +VE
B 1007 B B 1249 B 102HD
133 3 . 11 VIP SELECTOR *1 29 127 2 VIP 1 POT WIPER
2.8W Y Y Y Y
30 128 3 VIP 1 POT -VE A18
79J - B / 18 / 18 1110 CLOSED
L 390JN 4
21 - 22 - 00 R R R R
31 105 5 VIP 2 POT +VE
B 1008 B B 1250 B 1107
VIP SELECTOR *2 32 106 6 VIP 2 POT WIPER CAB TV LIME CLOSE 79 5
401HN - 1 Y Y Y Y
33 107 7 VIP 2 POT -VE
21 - 61 - 00 A OPENING
34 108
21 - 61 - 00 3
1240 1251 R R R R NC
36 103 3 BRAKES VALVE OPTION CAB TV OPEN 77 3
1241 1252 39 B 1111 / 22 B B / 22 B
4201FY 37 104 FILTER VALVE OPTION CAB TV RET 66 2 M 16 . 8W
Y Y Y Y NO
35 CAB TV CLOSE 78 1
501HD 1

Y
B
R
CABIN AIR CONDITIONING 1129
OPENED 7
OPENING REMOTE COMMANDS CLOSING

R
B
/ 22 R 271 1108
3 MAU 1 CAB TV LIME OPEN 67 6
2 105
N.O
R R R R R A18
P 66 105 LV # 1 OPEN 1099 OPENED
/ 22 B 1068 / 22 B B 1058 / 22 B B 1057 / 22 B 390JN 7
M 2 R 65 115 LV # 1 RET 21 - 61 - 20
Y S Y Y Y Y
64 106 LV # 1 CLOSE
16 . 8W R A R
Legend N.C Y
CAB TV POT +VE 124
B 1125 B
14
VALVE
1 CAB TV POT WIPER 125 13
Y Y POT
W CAB TV POT -VE 126 12
721J OPTION VIP SELECTOR CUT - OFF CONNECTOR CLOSING
CLOSED 9 R R T R R
63
R R 107 LV # 1 POT +VE
1059 1060 1061
371J/P RH / LH WIRING CUT - OFF CONNECTOR VALVE POT
10
B
Y
B
Y
U
B
Y
B
Y
62 B
Y
B
Y
116 LV # 1 POT WIPER
R
V 61 108 9
337J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR 11 LV # 1 POT -VE
B 10 VALVE
3 . 25
326J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR Y
11
POT

271J/P LH / RH CUT - OFF CONNECTOR 602HN 420FT 3.3

21 - 61 - 00 1
136J/P LH / RH WIRING CUT - OFF CONNECTOR

1277

1220

1155
R R R R R A R
133J/P LH / RH WIRING CUT - OFF CONNECTOR 1
B
1014
B
*A
*B B
1073
B
80
B
1074
B
95 DUCT TEMP STBD A +VE
2 702HN 79 96 DUCT TEMP STBD A -VE
81J/P LH FR1 BASIC ELEC CUT - OFF CONNECTOR

Y
B

B
R

R
1710JE PCB R R R R

120

101
119
3 X 1181 3 371

55
54
53

96
97

87
4301FY GENERIC I / O 3 MODULE 4 B B
Y
B B
4
R R R R
4201FY GENERIC I / O 2 MODULE Z 1 1047 67 9 DUCT TEMP PORT A +VE

Y
B

B
1048

R
3 . 10 B B B B
2 68 10 DUCT TEMP PORT A -VE 801HN
5000PM OVERHEAD PANEL 21 - 61 - 00 3
3.10
L1000PM LH FRONT SPDB A R
12 CAB TV B / U POT +VE
1154
103HN AMSAC CHASSIS 1101HD B
Y
13 CAB TV B / U POT WOPER
14 CAB TV B / U POT -VE
702HN RH CABIN DUCT TEMPERATURE SENSOR P
R R R R
R
68 CAB TV OPEN
84 92 GASPER PRESS +VE
602HN LH CABIN DUCT TEMPERATURE SENSOR A
B B
1040
B
83
B
1130
B
93 GASPER PRESS -VE
1184 B
Y
69 CAB TV RET
502HN CABIN REAR ZONE TEMPERATURE SENSOR AND FAN 337
CR R
70
98
CAB TV CLOSE
LV *1 OPEN
1265
402HN CABIN FRONT ZONE TEMPERATURE SENSOR AND FAN 3.37b 417FT B
99 LV *1 RET
R R R
801HN AMSEC 1201
B
77
B
1199
B
107 DUCT TEMP PORT B +VE
4201FY 78 108 DUCT TEMP PORT B -VE
202HD HOT AIR SOV 136 1200
R
75 R
1198
R 103 DUCT TEMP STBD B +VE
2 B B B
102HD CABIN TRIM VALVE R R R R
76
R R
104 DUCT TEMP STBD B -VE
DUCT TEMP STBD 35 1221 *C 1225 73 1222 105
1101HD GASPER PRESSURE SENSOR 36 B B
*D
B B 74 B B
106 DUCT TEMP STBD OVERHEAT
5
1001HD CABIN COLD AIR VALVE
601HD RH LOUNGE VALVE
501HD LH LOUNGE VALVE 4301FY
81
2
R R R R R R
DUCT LEFT TEMP 35 1231 18 1232 67 1233 109 DUCT TEMP PURT OUT
DUCT LEFT TEMP 36 B B 19 B B B B
68 110 DUCT TEMP PURT OUT
5 B
79
21 - 61 - 30 AMSEC

Figure 35 WD216110AA4006

Conditioning - Cabin 21-33A

 TEMPERATURE CONTROL (CONTINUED)
Operation "COND: PAX SUPPLY FAIL" − Comes on: if there is a cabin overheat condition or a defective valve.
Cabin Auto and Manual Zone Temperature Control "COND: PAX TEMP MODE − Comes on: if the PAX "fwd temp" potentiometer (R9590pm) cannot be set to
FAULT" auto or man. The message also comes on if there is a defective valve or
AMSAC (103HN) adjusts the cabin trim valve (102HD), in relation to sensor inputs, to controller.
In Automatic mode:
keep the set temperature.
NOTES:
In Automatic, and AMSAC (103HN) adjusts the LH lounge valve (501HD) and the RH lounge valve (601HD).
Normal or Backup mode: This controls the temperatures that are set for the forward and aft cabin zones.
In Manual mode: AMSAC (103HN) adjusts the cabin trim valve (102HD) to a position set by the crew.
In Manual mode, and AMSAC (103HN) sets the lounge valves, (501HD) and (601HD), to their middle position.
Normal or Backup mode:
AMSAC (103HN) sets the lounge valves, (501HD) and (601HD), to their fully open
In Crew Off and PAX Off
position. In EMERG mode, the AMSEC (801HN) sets the lounge valves, (501HD) and
mode:
(601HD), to their fully open position.
AMSEC (801HN) adjusts the cabin trim valve (102HD) to a position set by the crew.
In Emergency mode: AMSEC (801HN) sets the lounge valves, (501HD) and (601HD), to the fully open position.
With the filter option, the filter supply valve (202HD) is also set fully open.

If the forward and aft temperature sensors, (402HN) and (502HN), are defective, the "COND: PAX TEMP MODE FAULT"
amber CAS message is seen.

Cabin Distribution Ducting Overheat Monitoring

The LH cabin duct temperature sensor (602HN) and the RH cabin duct temperature sensor (702HN) are used to monitor
the temperature in the cabin distribution ducting. One bead of each sensor is used by the AMSAC (103HN) for control and
monitoring. One bead from each sensor is used by the AMSEC (801HN) for over temperature monitoring.

In Normal, Crew Off and AMSAC (103HN) adjusts the cabin trim valve (102HD) to keep the duct temperature to 75
Backup modes: °C (167 °F) maximum.
In all modes of "COND: PAX SUPPLY FAIL" CAS message is generated if the cabin duct temperature is
operation: more than 85 °C (185 °F).

If the LH cabin duct temperature sensor (602HN) or the RH cabin duct temperature sensor (702HN) are defective, the
"COND: PAX SUPPLY FAIL" CAS message is seen. In this condition, the crew must set the PAX Off mode.

CAS Messages
Cruise

Land
Park

Taxi

MESSAGE DESCRIPTION TO

Caution (Amber) CAS Messages

COND: PAX SUPPLY FAIL Pax circuit overheat, defective cold air or hot air valves. A A A - -
COND: PAX TEMP MODE Temperature sensor or controller defective.
A A A - -
FAULT

21-33
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
Developed for Training Purposes Falcon 7X

Figure 36
Distribution Systems
 TEMPERATURE CONTROL (CONTINUED)
Operation (Continued) AMSEC Open Loop Flow Control
NORMAL Mode In Emergency mode, the ECS pack assembly (102HF) is isolated. The AMSEC (801HN) closes the ECS crossfeed valve
(601HF), RH manifold isolation valve (2101HU) and the engine 3 manifold PRSOV (2701HU).
In this mode, the cabin and cockpit temperature is controlled:
− Automatically by the AMSAC (103HN)
The cold air is supplied by the cold air emergency modulation valve (302HD) and the emergency heat exchanger
− Manually by the crew
(502HD). There is no closed loop flow control.

CREW OFF Mode

In emergency mode, the AMSEC (801HN) closes the cabin cold air valve (1001HD) to make sure that there is sufficient
This mode is used if there is no control of the hot and/or cold air supply to the cockpit. In this mode the crew must cold air supply to the cockpit.
manually open the isolation valve (103HD). This lets conditioned air from the cabin into the cockpit.

In Backup and Emergency modes, the cold air emergency modulation valve (302HD) is adjusted to set a differential
EMERG Mode pressure of 207.0 mbar (6.1 in.Hg). The set pressure is measured across the emergency supply flow limiting venturi and
This mode is set when there is no control of the air conditioning system by the AMSAC (103HN). In this mode, cold air is the emergency heat exchanger (502HD). Control of the differential pressure is an open loop control and makes sure that
supplied by the emergency heat exchanger (502HD). The conditioned air is supplied by the cabin distribution system. The the minimum fresh air flow is met.
system is controlled by the AMSEC (801HN). In this mode the crew must manually open the isolation valve (103HD) and
set the temperature using the cabin temperature controls.

BACKUP Mode
This mode is set when the main pack cannot supply cold air for the system, but the AMSAC (103HN) controls the other
systems. In this mode, cold air is supplied by the emergency heat exchanger (502HD).

PAX OFF Mode

This mode is used if there is no control of the hot and/or cold air supply to the cabin. In this mode the crew must manually
open the isolation valve (103HD). This lets conditioned air from the cockpit into the cabin.

Cockpit and Cabin Flow Split Control

The cabin and cockpit flow split is controlled in open and closed loop.

Closed Loop Cabin and Cockpit Flow Split Control

In Normal and Backup modes, the AMSAC (103HN) controls the ratio of airflow between the cabin and the cockpit at
60%/40%. The AMSAC (103HN) calculates the total fresh airflow and the fresh airflow supplied to the cockpit from sensor
inputs. To keep the set ratio, the AMSAC (103HN) adjusts the cockpit cold air valve (303HD) and, if necessary, the
cockpit trim valve (501HF).

Open Loop Cabin and Cockpit Flow Split Control

Open loop control occurs when the flow split cannot be calculated, or when the cabin and cockpit temperature controls are
each set to manual. The position of the cockpit cold air valve (303HD) is scheduled against the cockpit trim valve (501HF).
In Crew Off, PAX Off and Emergency mode, there is no cabin/cockpit flow split control.

Fresh Air Flow Control

In Normal, Crew Off and PAX Off modes, the total fresh air flow in the cabin and cockpit is calculated by the AMSAC
(103HN). The AMSAC (103HN) adjusts the ECS pack cold flow regulation valve (2302HF) to keep the normal fresh air
schedule with a tolerance of 10 %.

In Backup mode, the ECS pack cold flow regulation valve (2302HF) is closed. The cold air is supplied by the cold air
emergency modulation valve (302HD) and the emergency heat exchanger (502HD). There is no closed loop flow control.

In Emergency mode, the ECS pack assembly (102HF) is isolated. The cold air is supplied by the cold air emergency
modulation valve (302HD) and the emergency heat exchanger (502HD). There is no closed loop flow control.
Figure 37
ECS Flow Schedule

21-34
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Legend
331J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR
326J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR
271J/P LH/RH CUT-OFF CONNECTOR
78J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR
4401FY GENERIC I/O 4 MODULE
5000PM OVERHEAD PANEL
103HN AMSAC CHASSIS
801HN AMSEC
601HN FORWARD DUCT TEMPERATURE SENSOR
401HN COCKPIT ZONE TEMPERATURE SENSOR AND FAN
501HF COCKPIT TRIM VALVE
1103HD COCKPIT HOT LINE DIFFERENTIAL PRESSURE SESOR
1003HD COCKPIT COLD LINE FLOW SENSOR
703HD HOT AIR DISTRIBUTION VALVE
303HD COCKPIT COLD AIR VALVE
Figure 38
Conditioning – Cockpit
 TEMPERATURE CONTROL (CONTINUED)
Operation (Continued) Control of the Crew Hot Air Distribution
Cockpit Auto and Manual Zone Temperature Control The AMSAC (103HN) controls the distribution of hot air to the crew in Normal, Backup, Crew Off and PAX Off modes. The
AMSAC (103HN) adjusts the hot air distribution valve (703HD) to a position set by the crew using the CREW "RATIO"
In Automatic mode, the AMSAC (103HN) adjusts the cockpit trim valve (501HF), in relation to a sensor input, to keep the
potentiometer (R9610PM).
set temperature.

If the hot air distribution valve (703HD) is defective, the AMSAC (103HN) sends ARINC data for maintenance message
If the cockpit zone temperature sensor and fan (401HN) is defective, the "COND: CREW TEMP MODE FAULT" CAS
generation.
message is seen.

CAS Messages
In Manual mode, the AMSAC (103HN) adjusts the cockpit trim valve (501HF) to a position set by the crew.

Cruise

Land
Park

Taxi

TO
Control of the Crew Hot Air Distribution MESSAGE DESCRIPTION
The AMSAC (103HN) controls the distribution of hot air to the crew in Normal, Backup, Crew Off and PAX Off modes. The
AMSAC (103HN) adjusts the hot air distribution valve (703HD) to a position set by the crew using the CREW "RATIO"
potentiometer (R9610PM). If the hot air distribution valve (703HD) is defective, the AMSAC (103HN) sends ARINC data Caution (Amber) CAS Messages
for maintenance message generation.
Crew circuit overheat, defective cold air or hot air
COND: CREW SUPPLY FAIL A A A - -
valves.
Cockpit Trim Supply Temperature Control and Overheat Monitoring
COND: CREW TEMP MODE Temperature sensor or controller defective.
Cockpit trim supply temperature control and overheat monitoring is done by the AMSAC (103HN) in Normal and PAX Off A A A - -
FAULT
modes with the APU or ground cart bleed supply only. In Crew Off mode, only cockpit trim supply temperature overheat
monitoring is done. The cockpit trim valve (501HF) and the ECS pack hot air temperature limiting valve (1702HF) are
closed in Backup mode on the ground. The ECS pack hot air temperature limiting valve (1702HF) is closed with engine "COND: CREW SUPPLY FAIL" Comes on if there is a cockpit overheat condition or a defective valve.
bleed supply.
"COND: CREW TEMP MODE Comes on if the CREW "TEMP" potentiometer (R9600PM) cannot be set to AUTO
The AMSAC (103HN) adjusts the ECS pack hot air temperature limiting valve (1702HF) to limit the crew trim supply FAULT" or MAN. The message also comes on if there is a defective valve or controller.
temperature to 170 °C (338 °F). The cockpit trim temperature sensor (203HN) is used to monitor the temperature. With
the ECS pack hot air temperature limiting valve (1702HF) open, cooler air from downstream of the primary heat
exchanger, goes into the system.

If the trim supply temperature is more than 200 °C (392 °F), the AMSAC (103HN) closes the cockpit trim valve (501HF)
and the "COND: CREW SUPPLY FAIL" CAS message is generated.

If the cockpit trim temperature sensor (203HN) is defective, the "COND: CREW SUPPLY FAIL" CAS message is seen. In
this condition, the crew must select the Crew Off mode.

Cockpit Distribution Ducting Overheat Monitoring

The forward duct temperature sensor (601HN) is used to monitor the temperature in the cockpit distribution ducting. One
bead is used by the AMSAC (103HN) for control and monitoring. One bead is used by the AMSEC (101HN) for over
temperature monitoring.

In Normal, PAX Off and Backup modes, the AMSAC (103HN) adjusts the cockpit trim valve (501HF) to keep the duct
temperature to 75 °C (167 °F) maximum.

In all modes of operation, the "COND: CREW SUPPLY FAIL" CAS message is generated if the cockpit duct temperature
is more than 85 °C (185 °F).

If the forward duct temperature sensor (601HN) is defective, the amber "COND: CREW SUPPLY FAIL" CAS message is
seen. In this condition, the crew must set the Crew Off mode.

21-35
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

TEMPERATURE CONTROL COMPONENT CHART

102HD Cabin Trim Valve 101HN AMSEC 203HN Cockpit Trim Temperature Sensor
Location: ENGINE 2 S-DUCT FAIRINGS (353) Location: F41-44, SERVICING COMP, LH (311) Location: F33-40, BAGGAGE COMP, RH (272)
Access: S-Duct Lateral Fairing (353AR) Access: Servicing Compartment Door (MSD) Access: Front Under-Pylon Fairing (174AR)
References: References: References:
Description: SDS 21-64-00 Description: Not Applicable Description: SDS 21-63-00
Wiring Diagram: WD 21-61-10 Wiring Diagram: WD 21-61-00 Wiring Diagram: WD 21-61-20
Removal/Installation: TASK 21-64-01-900-801 Removal/Installation: TASK 21-61-09-900-801 Removal/Installation: TASK 21-63-05-900-801
109HD Baggage Compartment Ventilation Fan 103HN AMSAC Chassis R209HN Overheat Control Board
Location: F33-40, BAGGAGE COMP, LH (271) Location: F33-40, BAGGAGE COMP, LH (271) Location: F41-44, SERVICING COMP, RH (312)
Access: Baggage Compartment Door (BAG) Access: FR. 36 - FR. 39 Oblique Lining (272KZ) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 21-65-00 Description: SDS 21-61-00 Description: SDS 21-65-00
Wiring Diagram: WD 21-29-00 Wiring Diagram: WD 30-12-00 Wiring Diagram: WD 21-29-00
Removal/Installation: TASK 21-65-17-900-801 Removal/Installation: TASK 21-61-01-900-801 Removal/Installation: Not documented
119HD "BAG COMP FAN" Circuit Breaker L109HN LH FCS Zone Temperature Sensor 302HN Dual Bead Temperature Sensor
Location: RH PPDB (6000PC) Location: F40-41, ELEC & FBW BAY, LH (273) Location: F33-40, BAGGAGE COMP, RH (272)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Middle Lining (271OZ) Access: FR. 36 - FR. 39 Oblique Lining (272KZ)
References: References: References:
Description: It prevents damage to the power-supply line of Description: SDS 21-65-00 Description: SDS 21-62-00
the Baggage Compartment Ventilation Fan (109HD). Wiring Diagram: WD 21-29-00 Wiring Diagram: WD 21-61-30
Wiring Diagram: WD 21-29-00 Removal/Installation: TASK 21-65-05-900-801 Removal/Installation: TASK 21-62-01-900-801
Removal/Installation: TASK 24-61-21-900-801.
M109HN FCS Duct Temperature Sensor 303HN AMSAC Module 1
202HD Filter Supply Valve Location: F33-40, BAGGAGE COMP, RH (272) Location: F33-40, BAGGAGE COMP, RH (272)
Location: ENGINE 2 S-DUCT FAIRINGS (353) Access: FR. 33 - FR. 36 Lining (272CZ) Access: FR. 36 - FR. 39 Oblique Lining (272KZ)
Access: Emergency Cooling System Access Door (353BR) References: References:
References: Description: SDS 21-65-00 Description: SDS 21-61-00
Description: SDS 21-73-00 Wiring Diagram: WD 21-29-00 Wiring Diagram: None
Wiring Diagram: None Removal/Installation: TASK 21-65-09-900-801 Removal/Installation: TASK 21-61-01-900-801
Removal/Installation: TASK 21-73-01-900-801 R109HN RH FCS Zone Temperature Sensor
401HN Cockpit Zone Temperature Sensor And Fan
Location: F40-41, ELEC & FBW BAY, RH (274)
R219HD "BAG COMP FAN CTRL" Circuit Breaker Location: F1-8, OVER COCKPIT FLOOR, LH (221)
Access: Frame 40 Middle Lining (272PZ)
Location: RH PPDB (6000PC) Access: Passenger Door (PAX)
References:
Access: Frame 40 Center Lining (271RZ) References:
Description: SDS 21-65-00
References: Description: SDS 21-63-00
Wiring Diagram: WD 21-29-00
Description: It prevents damage to the power-supply line of Wiring Diagram: WD 21-61-00
Removal/Installation: TASK 21-65-05-900-801
the Overheat Control Board (R209HN). Removal/Installation: TASK 21-63-09-900-801
Wiring Diagram: WD 21-29-00 L113HN "AMSAC LH" Circuit Breaker
402HN Cabin Front Zone Temperature Sensor And Fan
Removal/Installation: TASK 24-61-21-900-801. Location: LH Rear SPDB (L2000PM)
Location: F12-30, OVER CABIN FLOOR, LH (251)
501HF Cockpit Trim Valve Access: Frame 40 Middle Lining (271OZ)
Access: Passenger Door (PAX)
Location: F33-41, ECS PACK BAY, RH (172) References:
References:
Access: Front Under-Pylon Fairing (173AL) Description: SDS 21-00-00
Description: SDS 21-64-00
References: Wiring Diagram: WD 21-61-20
Wiring Diagram: WD 21-61-10
Description: SDS 21-63-00 Removal/Installation: TASK 24-62-21-900-801
Removal/Installation: TASK 21-64-09-900-801
Wiring Diagram: None R113HN "AMSAC RH" SSPC
Removal/Installation: TASK 21-63-01-900-801 403HN AMSAC Module 2
Location: RH Rear SPDB (R2000PM)
Location: F33-40, BAGGAGE COMP, RH (272)
000HN VIP 1 Potentiometer Access: Frame 40 Center Lining (271RZ)
Access: FR. 36 - FR. 39 Oblique Lining (272KZ)
F12-30, OVER CABIN FLOOR, LH (251)/ References:
Location: References:
F12-30, OVER CABIN FLOOR, RH (252) Description: SDS 21-00-00
Description: SDS 21-61-00
Access: Passenger Door (PAX) Wiring Diagram: WD 21-61-20
Wiring Diagram: None
References: Removal/Installation: TASK 24-62-13-900-801
Removal/Installation: TASK 21-61-01-900-801
Description: Refer to the Supplemental Maintenance Manual
(SMM).
Wiring Diagram: Refer to the Supplemental Wiring Diagram
Manual (SWDM).
Removal/Installation: Refer to the Supplemental
Maintenance Manual (SMM).
412HN "TEMP PROBE FAN" Circuit Breaker 802HN Emergency Outlet Dual Bead Temperature Sensor 7091HN Thermostat
Location: LH Front SPDB (L1000PM) Location: F33-40, BAGGAGE COMP, RH (272) Location: F33-40, BAGGAGE COMP, RH (272)
Access: Cockpit Lateral Lining No.5 (221XZ) Access: FR. 36 - FR. 39 Oblique Lining (272KZ) Access: Equipment Box Lining (272BZ)
References: References: References:
Description: SDS 21-00-00 Description: SDS 21-66-00 Description: SDS 21-61-00
Wiring Diagram: WD 21-61-10 Wiring Diagram: WD 21-61-20 Wiring Diagram: WD 21-31-01 (Refer to the SWDM)
Removal/Installation: TASK 24-62-21-900-801 Removal/Installation: TASK 21-62-05-900-801 Removal/Installation: TASK 23-15-19-900-801
502HN Cabin Rear Zone Temperature Sensor And Fan R811HN "AMSEC BALD" Circuit Breaker 7391HN "AFT RACK COOLING" Circuit Breaker
Location: F12-30, OVER CABIN FLOOR, LH (251) Location: RH Rear SPDB (R2000PM) Location: RH Cabin Option Distribution Box (R710PM)
Access: Passenger Door (PAX) Access: Frame 40 Upper Lining (272OZ) Access: Distribution Box Lining (272JZ)
References: References: References:
Description: SDS 21-64-00 Description: SDS 21-00-00 Description: SDS 21-60-00
Wiring Diagram: WD 21-61-10 Wiring Diagram: WD 21-61-30 Wiring Diagram: None
Removal/Installation: TASK 21-64-09-900-801 Removal/Installation: TASK 24-62-21-900-801 Removal/Installation: TASK 24-64-05-900-801
503HN AMSAC Module 3 999HN VIP 2 Potentiometer L9500HN LH PPDB Temperature Sensor
Location: F33-40, BAGGAGE COMP, RH (272) F12-30, OVER CABIN FLOOR, LH (251)/F12-30, Location: LH PPDB (5000PC)
Location:
Access: FR. 36 - FR. 39 Oblique Lining (272KZ) OVER CABIN FLOOR, RH (252) Access: Frame 40 Center Lining (271RZ)
References: Access: Passenger Door (PAX) References:
Description: SDS 21-61-00 References: Description: SDS 21-65-00
Wiring Diagram: None Description: Refer to the Supplemental Maintenance Manual Wiring Diagram: WD 21-29-00
Removal/Installation: TASK 21-61-01-900-801 (SMM). Removal/Installation: None
Wiring Diagram: Refer to the Supplemental Wiring Diagram
601HN Forward Duct Temperature Sensor R9500HN RH PPDB Temperature Sensor
Manual (SWDM).
Location: F8-12, UNDER CABIN FLOOR, RH (122) Location: RH PPDB (6000PC)
Removal/Installation: Refer to the Supplemental
Access: Cabin Floor (132AZ) Access: Frame 40 Center Lining (271RZ)
Maintenance Manual (SMM).
References: References:
Description: SDS 21-66-00 1003HN AMSAC Description: SDS 21-65-00
Wiring Diagram: WD 21-61-00 Location: F33-40, BAGGAGE COMP, LH (271) Wiring Diagram: WD 21-29-00
Removal/Installation: TASK 21-66-01-900-801 Access: FR. 36 - FR. 39 Oblique Lining (272KZ) Removal/Installation: None
References:
602HN LH Cabin Duct Temperature Sensor 205WG Baggage Compartment Smoke Detector
Description: SDS 21-61-00
Location: F30-33, AFT TOILET, LH (261) Location: F33-40, BAGGAGE COMP, LH (271)
Wiring Diagram: WD 21-61-10
Access: Passenger Door (PAX) Access: Baggage Compartment Door (BAG)
Removal/Installation: TASK 21-61-01-900-801
References: References:
Description: SDS 21-66-00 1811HN "AMSEC RH" Circuit Breaker Description: SDS 21-65-00
Wiring Diagram: WD 21-61-10 Location: RH Rear SPDB (R2000PM) Wiring Diagram: WD 26-13-00
Removal/Installation: TASK 21-66-05-900-801 Access: Frame 40 Upper Lining (272OZ) Removal/Installation: TASK 26-10-21-900-801
References:
702HN RH Cabin Duct Temperature Sensor
Description: SDS 21-00-00
Location: F30-33, AFT TOILET, RH (262)
Wiring Diagram: WD 21-61-30
Access: Passenger Door (PAX)
Removal/Installation: TASK 24-62-21-900-801
References:
Description: SDS 21-66-00 2811HN "AMSEC LH CTRL" SSPC
Wiring Diagram: WD 21-61-10 Location: LH Rear SPDB (L2000PM)
Removal/Installation: TASK 21-66-05-900-801 Access: Frame 40 Middle Lining (271OZ)
References:
801HN AMSEC Controller
Description: SDS 21-00-00
Location: AMSEC (101HN)
Wiring Diagram: WD 21-61-30
Access: Servicing Compartment Door (MSD)
Removal/Installation: TASK 24-62-21-900-801
References:
Description: SDS 21-61-00 3811HN "AMSEC LH" Circuit Breaker
Wiring Diagram: WD 21-61-00 Location: LH Rear SPDB (L2000PM)
Removal/Installation: TASK 21-61-05-900-801 Access: Frame 40 Middle Lining (271OZ)
References:
Description: SDS 21-00-00
Wiring Diagram: WD 21-61-30
Removal/Installation: TASK 24-62-21-900-801

21-36
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
M109HN R209HN
418FT
6000PC + R R
1 9 ECS F40 / F41 TEMP 1 +
0 13
R2501PM B B
2 30 ECS F40 / F41 TEMP 1 -
-
BTC 1 OPEN R2501PM - A1 FCS DUCT
SD 24 - 36 - 00 SD 24 - 34- 20 TEMP SENSOR
109HD + R R
BTC 3 OPEN 3 11 ECS F40 / F41 TEMP 2 +
SD 24 - 36 - 00 0 87
ELECTRONICS B B
BTC 2 CLOSED RH ESS ISOL MODULE 4 24 ECS F40 / F41 TEMP 2 -
SD 24 - 34 - 20 8 / 18 -
R3910PM 2.8 W F T1
X1 Bus D 9 / 22 / 22
CTRL E 15 FAN ON CMD
X2 +28V FAN M GND = ON
2.5A 11
NO C 16 FAN FAULT
FAULT 12 / 18
PWR D
BAG COMP FAN
1001FW 119HD 3
Bus FO
9541FW K
+28V
2B ELEC 10A
1 / 22 RH ESS SP205WG - C 97
1 SPARE 336 BAG COMP FAN CTRL 5 FIRE DETECT - 2
2B 5 GND WHEN FIRE
R219HD 40 FIRE DETECT - 1
2 / 22 7 / 22 50 / 22 1 26 - 13 - 00
164JN 3 2 33 11
Bus FO 70 15 / 22
A18 1 28V SUPPLY
+28V
1B 1B 2.5A 72 / 22
46 / 22 372JN 20 OV SUPPLY
35 / 22 2
163JN 2 4 A18
A18 380JN 73 / 22 19 LOGIC OV
4 / 22 47 / 22 R201PC 2
ISOL 34 R401PM A18
+ 23 R R
4 RH PPDB TEMP 1 +
SD 31 - 53 - 00 GCU TEMP 14
1122
2 0° C - 25 B B RH PPDB TEMP 1 -
25
9531FW RH ESS ISOL
99
116 1 STATUS
4201FY 303PC
BAG
FAN 117 2 R R
+ 21 2 RH PPDB TEMP 2 +
74 / 22 2 APU TEMP 90
5 SPARE
121 GCU 0° C B B 32
BAG COMP TEMP 4 9 - 19 RH PPDB TEMP 2 -
77 / 22 3 80
163JN 1 12 FAN SW 1 CMD
A18 MAU1 4410JE
360J 360P
2B 2B A A
4101FY
3 / 22 16 / 22 17 / 22
164JN 4 5 330 1 30 31
A18
3 20 53 107 18
ON 39 33 32 BAG . COMP TEMP
19 52 106 ECS OVERHEAT
ECS OVER HEAT 37 30 50 49 17
SD 31 - 53 - 00
PPDB OVER TEMP 1 21 40 54 108
17 16 21 PPDB OVER TEMP
R R 37 R R
18 51
B B B B
Legend 38 R109HN
36
1137J MAU 2 MAINTENANCE CONNECTOR +
1
R R 6 RH FBW TEMP . +
RH ZONE 22
1122J MAU 1 MAINTENANCE CONNECTOR 4401FY TEMP. SENSOR 0
B B
81 339 2 372 26 RH FBW TEMP . -
372J / P RH / LH WIRING CUT - OFF CONNECTOR -
4
363P LH BASIC ELEC / BATTERY CUT - OFF CONNECTOR R R
128 97 417FT
R
*A
R R
127 R R 98 R *B 7 ARINC TX +
363J LH BASIC ELEC / BATTERY CUT - OFF CONNECTOR 29 30 31 59
360P RH BASIC ELEC / BATTERY CUT - OFF CONNECTOR B B 126 B B B B B B 28
99 *C ARINC TX -
219JE 71 / 20KZ
T2
360J RH BASIC ELEC / BATTERY CUT - OFF CONNECTOR BAG FAN FAILED 13 24 124 27 66 33
Y
61
E S
109
23 BAG FAN FAILED
339J / P LH FR33 BASIC ELEC CUT - OFF CONNECTOR 25 123 28
67 34 Z
62 13 DISCRETE SPARE 1
95 94 93 92 14
336J / P RH FR33 BASIC ELEC CUT - OFF CONNECTOR 121 28 S DISCRETE SPARE 2
MAU2
335J / P LH FR33 BASIC ELEC CUT - OFF CONNECTOR 1137

330J / P RH FR33 BASIC ELEC CUT - OFF CONNECTOR 125 2

81J / P LH FR1 BASIC ELEC CUT - OFF CONNECTOR 11 JN 129 / 22 13
219JE POLARIZATION DIODE 4301FY A18 126 12
218JE POLARIZATION DIODE 1 218JE
23 26 32 60 110
4410JE COMPONENT PCB PPDB OVER HEAT 37 125 60 X E S 22 PPDB OVER HEAT
L109HN
3310JE RELAY PCB
1001FW EMERGENCY SWITCH BOX + R R
*D
R R
1 *E 8 LH FBW TEMP . +
4401FY GENERIC I / O 4 MODULE LH ZONE
0
36 58
TEMP. SENSOR B B B B
4301FY GENERIC I / O 3 MODULE -
2
363J 363P
*F 29 LH FBW TEMP . -
335
4201FY GENERIC I / O 2 MODULE A A
T3 100 / 20
38
37 / 22 38 / 22 39 / 22
4101FY GENERIC I / O 1 MODULE K 2 *Q 42
3310JE T4 101 / 20 46
6000PC RH PPDB 50
5000PC LH PPDB 40 / 22 41 / 22 1 45 / 22 13 12 42 / 22 78 / 22 34 FAN SW 2 CMD
J *P
R209HN OVERHEAT CONTROL BOARD
5000PC
M109HN FCS DUCT TEMPERATURE SENSOR
R109HN RH FCS ZONE TEMPERATURE SENSOR 5500PC
2
L109HN LH FCS ZONE TEMPERATURE SENSOR +28V LH MAIN GCU 1 + 21 R R T R R 3 LH PPDB TEMP 2 +
TEMP 88 89
109HD BAGGAGE COMPARTMENT VENTILATION FAN FAN SPEED
0° C - B B B B
S I GEN 1 > 350 A 19 U 33 LH PPDB TEMP 2 -
Q TD
1201PM R I GEN 1 < 350 A
5mn
FAN
6500PC

GCU 3 + 23 R R R R 10 LH PPDB TEMP 1 +

*H
FAN SPEED TEMP 44 57
0° C - B B *I B B 31
S I GEN 3 > 350 A 25 LH PPDB TEMP 1 -
Q TD 70 / 20KZ
R I GEN 3 < 350 A T1
5mn FAN CONTROL PCB

Figure 39 WD212900AA4008

Temperature Limit - FCS and PPDB 21-37A

 FRAME 40 – FRAME 41 ZONE OVERHEAT MONITORING
Overview
The Frame 40 – Frame 41 zone overheat monitoring system permits:
− Detection of overheat through temperature sensors
− Ventilation of the rear FCS racks and PPDB’s through a ventilation fan

The air coming from the cabin area flows through the baggage compartment and then warms up and pressurizes the zone
between frames 40 and 41. The air is channeled between the frames 40 and 41 so as to cool the rear FCS racks
(2003CZ) and (2004CZ) and the PPDB’s (5000PC) and (6000PC). Four temperature sensors measure the temperature
near the FCS racks and inside the PPDB’s:
− LH FCS Zone Temperature Sensor (L109HN) located above the LH Rear FCS Rack (2003CZ)
− RH FCS Zone Temperature Sensor (R109HN) located above the RH Rear FCS Rack (2004CZ)
− LH PPDB Temperature Sensor (L9500HN) located inside the LH PPDB (5000PC)
− RH PPDB Temperature Sensor (R9500HN) located inside the RH PPDB (6000PC)

The FCS duct temperature sensor (M109HN) is installed at the ECS pack outlet to detect overheat of the cold air supply
from the main ECS pack to the FCS racks. If the temperature near these equipment items or in the FCS duct becomes too
high, a ventilation fan (109HD) is automatically switched on so as to increase the ventilation in the zone between frames
40 and 41.

In case of smoke in the baggage compartment, the smoke is sensed by the baggage compartment smoke detector
(205WG). Then, the smoke detector (205WG) sends a signal to the overheat control board (R209HN) to switch off the
baggage compartment ventilation fan (109HD). The overheat control board (R209HN) controls the ventilation fan (109HD)
through the five temperature sensors and the baggage compartment smoke detector (205WG).

In case of failure, the pilot can manually force the activation of the ventilation fan (109HD) by pressing the "BAG FAN"
switch/light (9531FW) on the emergency switch box (1001FW).

Figure 40 Figure 41
Baggage Compartment Ventilation Frame 40 – Frame 41 Zone Overheat Monitoring

21-37
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 42
Overheat Control Board (R209HN)

Frame 40 – Frame 41 Zone Overheat Monitoring Components

(R9500HN) (L9500HN)
(109HD)

(R109HN) (L109HN)

Figure 43
FCS Duct Temperature Sensor (M109HN)
 FRAME 40 – FRAME 41 ZONE OVERHEAT MONITORING (CONTINUED)
Components If the "COND: BAG FAN FAULT" CAS message. The pilot has to activate the "BAG FAN" switch/light (9531FW).
LH and RH FCS Zone Temperature Sensors (L109HN) and (R109HN)
The FCS Zone Temperature Sensor (L109HN) and (R109HN) consist of a thermistor element, partially embedded in a If the temperature in one of the FCS zones reaches 60 °C during more than 30 seconds and the ventilation fan (109HD)
composite housing. These sensors are capable of measuring temperature from - 40 °C to 90 °C. does not start, the overheat control board (R209HN) sends a failure signal to the EASy system for activation of the
"COND: BAG FAN FAULT" CAS message. The pilot has to activate the "BAG FAN" switch/light (9531FW).
− LH FCS Zone Temperature Sensor (L109HN) is installed on the LH side of the baggage compartment, behind the
frame 40 middle lining (271OZ), between frames 40 and 41.
− RH FCS Zone Temperature Sensor (R109HN) is installed on the RH side of the baggage compartment, behind the If the temperature in one of the FCS zones is detected as higher than 70 °C during more than 30 seconds, the overheat
frame 40 middle lining (272PZ), between frames 40 and 41. control board (R209HN) sends a failure signal to the EASy system for activation of the "COND: BAG COMP HI TEMP"
CAS message. This CAS message disappears if the temperature drops below 60°C during more than 1 minute.
LH and RH PPDB Temperature Sensors (L9500HN) and (R9500HN)
The LH and RH PPDB temperature sensors (L9500HN) and (R9500HN) are built-in temperature transducers that produce When the temperature inside one of the PPDB’s (5000PC) or (6000PC) reaches 70 °C during more than 30 seconds, the
an output current proportional to the absolute temperature. This sensor is capable of measuring temperature from - 55 °C overheat control board (R209HN) energizes the ventilation fan (109HD) and sends a failure signal to the EASy system for
to 150 °C. activation of the "ELEC: AFT DIST BOX HI TEMP" CAS message.
− LH PPDB Temperature Sensor (L9500HN) is installed inside the LH PPDB (5000PC).
− RH PPDB Temperature Sensor (R9500HN) is installed inside the RH PPDB (6000PC). When the temperature inside one of the PPDB’s (5000PC) or (6000PC) is detected as higher than 105 °C, the overheat
control board (R209HN) sends a failure signal to the EASy system for activation of the "26 ELEC: AFT DIST BOX OVHT"
FCS Duct Temperature Sensor (M109HN) CAS message.
The FCS Duct Temperature Sensor (M109HN) consists of two thermistor elements, partially embedded in a composite
housing. This sensor is capable of measuring temperature from - 40 °C to 90 °C in the ECS. In case of smoke being detected in the baggage compartment, the overheat control board (R209HN) inhibits the
− FCS Duct Temperature Sensor (M109HN) is installed on the duct which supplies cold air to the rear FCS racks ventilation fan (109HD).
(2003CZ) and (2004CZ), on the RH side of the baggage compartment, behind the FR. 33 - FR. 36 lining (272CZ).
When the temperature reaches 70 °C at the ECS pack outlet, the overheat control board (R209HN) sends a failure signal
Baggage Compartment Ventilation Fan (109HD) to the EASy system for activation of the "15 COND: AFT FCS BOX OVHT" CAS message.
The baggage compartment ventilation fan (109HD) provides increased ventilation between the frames 40 and 41 in the
cases that follow: The overheat control board (R209HN) is located in the rear PCB box (8600PM), in the rear servicing compartment
− If temperature becomes too high near the rear FCS racks (2003CZ) and (2004CZ) or in the PPDB’s (5000PC) and between both main batteries.
(6000PC),
− Or if the temperature of the ECS pack cold air supply to the rear FCS racks (2003CZ) and (2004CZ) is too high. "BAG FAN" Switch / Light (9531FW)
The "BAG FAN" switch / light (9531FW) allows the pilot to manually force the activation of the baggage compartment
The ventilation fan (109HD) is controlled automatically by the overheat control board (R209HN) or manually by the pilots ventilation fan (109HD) when the "COND: BAG COMP HI TEMP" or "COND: BAG FAN FAULT" CAS message
by pressing the "BAG FAN" switch/light (9531FW) in the cockpit. illuminates. It has two positions:
− Ventilation fan (109HD) is installed in the baggage compartment, at the LH upper part of the frame 40 lining. − A rest position (normal position)
− An “ON” position used to control the baggage compartment ventilation fan (109HD). In that case, the associated “ON”
Baggage Compartment Smoke Detector (205WG) indicator light is illuminated
When the baggage compartment smoke detector (205WG) detects smoke in the baggage compartment, it sends a signal
to the overheat control board (R209HN) to stop the baggage compartment ventilation fan (109HD). The "BAG FAN" switch/light (9531FW) is located on the emergency switch box (1001FW) in the cockpit.
− Baggage compartment smoke detector (205WG) is installed on the LH side of the baggage compartment ceiling,
between frames 33 and 40.

Overheat Control Board (R209HN)

The overheat control board (R209HN) processes the signals sent by the five temperature sensors, sends the results to
the Enhanced Avionic System (EASy) and automatically drives the ventilation fan (109HD). The ventilation fan (109HD) is
permanently monitored during flight, and on ground at power-up.

If the ventilation fan (109HD) is detected as failed, the overheat control board (R209HN) sends a failure signal to the
EASy system for activation of the "COND: BAG FAN FAULT" CAS message.

When the temperature in one of the FCS zones reaches 60 °C during more than 30 seconds, the overheat control board
(R209HN) energizes the ventilation fan (109HD), and de-energizes it when the zone temperature drops below 55 °C
during more than 1 minute.

21-38
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 44 Figure 45
Ozone Concentration Control System Air Filtration System
 MOISTURE / AIR CONTAMINANT CONTROL AIR FILTRATION SYSTEM
Overview Overview
The Moisture / Air Contaminant Control function is to change the composition of the air supply of the crew and The aim of the air filtration system is to filter the cabin recirculating air during stabilized cruise. Air treatment consists in
passengers. It controls the Ozone, the bacteria, particle and the moisture rates. particulate and bacteria High Efficiency Particulate Arrestor (HEPA) filtration, and activated carbon odor filtration. The
HEPA media is impregnated with an anti microbial solution inhibiting possible micro-organism activity on the media. The
The Moisture / Air Contaminant Control include the systems that follow: air filtration system allows the purification of the recirculating air coming from the passenger cabin. It prevents dust, odor
or bacteria from entering the cabin.
− Ozone Concentration Control System
• The Ozone Concentration Control System decreases the Ozone rate in the air supply
The air filtration system includes the following main components:
− (With M-OPT46). Air Filtration System
− LH Filtration Device (106HD) located on the left hand side of the aft cabin which includes a filter cartridge
• The Air Filtration System decreases the odor and the bacteria and particle rates in the air supply
− RH Filtration Device (206HD) located on the right hand side of the aft cabin which includes a filter cartridge
− Humidifier System
− Cabin Hot Air Valve (202HD)
• Controls the moisture rate in the air supply
− Filter Non Return Valves (NRV) (1501HD) / (1601HD)
− Filter Calibrated Bypass (NRV) (1701HD) / (1801HD)

OZONE CONCENTRATION CONTROL SYSTEM

NOTES:
Overview
The air filtration system decreases the Ozone concentration in the air that is supplied to the passengers and the crew.
There are two primary components:
− LH Ozone Converter (2201HU)
− RH Ozone Converter (2301HU)

The two ozone converters are the same.

Components
Ozone Converter
The ozone converters decrease the level of Ozone in the bleed flow that is extracted for use in the ECS system. The
ozone converters operate in all ECS modes. The ozone converters are installed in the left hand and right hand bleed
supply ducts, in an unpressurized area, below Frame 41.

Operation
Hot bleed air from the pneumatic system goes through two ducts before it is cooled in the ECS pack assembly (102HF).
The quantity of harmful Ozone is decreased by the catalytic reactor core in the two ozone converters, before the bleed air
goes into the pack.

21-39
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

RH Filtration Device (206HD)

Figure 46
LH/RH Filtration Device (106HD)/(206HD) and Cabin Hot Air Valve (202HD)
 AIR FILTRATION SYSTEM (CONTINUED)
Components
LH/RH Filtration Device (106HD)/(206HD)
The LH/RH filtration devices (106HD)/(206HD) ensure anti-dust, anti-bacteria and anti-odor functions. The maintenance of
the LH filtration device (106HD) is done thanks to dedicated openings in the trim panels. The maintenance of the RH
filtration device (206HD) requires the removal of trim panels and of the RH filtration device (206HD) itself. Each filtration
device is installed respectively on the left and right hand side of the aft cabin, in the aft lavatory compartment.

The particulate and bacterial filtration is ensured thanks to a High Efficiency Particulate Arrestor (HEPA) filter impregnated
with anti-microbial solution which inhibits the micro-organisms activity in the filtration devices. The anti-odor function is
ensured by an activated carbon media in the filter.

Cabin Hot Air Valve (202HD)

The cabin hot air valve (202HD) allows to increase the pressure and to decrease the temperature air supply into the jet
pumps. The function of the cabin hot air valve (202HD) is to operate as an auxiliary cabin trim valve (102HD). The cabin
hot air valve is driven by the AMSAC (1003HN) (Air Management System Auto Controller), which modulates the valve,
when the cabin trim valve is full open, according to the selected cabin temperature (auto temperature control). In cabin
manual temperature control, and also when the cabin trim valve is regulating and not full open, the cabin hot air valve is
driven full closed. In ECS emergency mode, the AMSEC (801HN) (Air Management System Emergency Controller)
controls the cabin hot air valve.

The cabin hot air valve (202HD) is installed in an un-pressurized bay below the S-duct. The cabin hot air valve (202HD) is
attached to the duct by two clamps. The valve includes a valve body and rotary actuator. A circular butterfly plate is
installed in the valve body. The butterfly plate turns in the radial axis of the tube. The rotary actuator contains a DC
electric motor. The AMSAC (1003HN) supplies the electrical power to operate the electric motor.

Filter NRV’s (1501HD)/(1601HD)

The NRV's (1501HD) and (1601HD) allow cold air to be supplied to the cabin without flowing through the recirculation
filters (106HD) and (206HD). When the downstream pressure is more than the upstream pressure, the valve closes to
prevent reverse flow through the valve. When the valve is closed, the recirculation air cannot by-pass the recirculation
filters. The filter non-return valve (1501HD)/(1601HD) is installed in the aft cabin lavatory behind the completion panels.

The valve is pneumatically actuated and closed. Two semicircular flappers are hinged on a pin that is perpendicular to the
airflow. When the flappers are in the fully open position, they rest against a stop that prevents the flappers from fluttering.
The valve assembly is inserted between two duct flanges and is retained by the duct clamp. When installed, the check
valve is not visible from outside the duct.

Filter Calibrated Bypass NRV’s (1701HD)/(1801HD)

The NRV’s (1701HD)/(1801HD) allow the recirculation air to flow through the recirculation filters (106HD)/(206HD). In
normal operation, the NRV (1701HD)/(1801HD) is closed and the recirculation air crosses the recirculation filters. When
maximum cabin heating is necessary, the cabin jet pumps (L9500HD)/(R9500HD) cause sufficient differential pressure to
open the valve. A spring makes sure that the valve cannot open if the differential pressure is less than 13 hPa (0.19 psi).
When the valve is open, the recirculation air can by-pass the recirculation filters.

The filter calibrated bypass non return valves also open when the filtration devices are clogged. The filter calibrated
bypass non return valves (1701HD)/(1801HD) is installed in the aft cabin lavatory behind the completion panels.

The valve is pneumatically actuated and closed. Two semicircular flappers are hinged on a pin that is perpendicular to the
airflow. The springs are calibrated to permit the flappers to open at a specified differential pressure. When the flappers are
in the fully open position, they rest against a stop. The valve assembly is inserted between two duct flanges and is
retained by the duct clamp. When installed, the valve is not visible from outside the duct.
Figure 47
Cabin Hot Air Valve (202HD)

21-40
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 48 Figure 49
Cruise Operation Cooling Phase
 AIR FILTRATION SYSTEM (CONTINUED)
Operation
Cruise Operation
In stabilized conditioning phase:
− Cabin cold air valve (1001HD) and the cabin hot air valve (102HD) are open
− Additional cabin hot air valve (202HD) is closed

The cabin hot air valve (102HD) supplies the corresponding pax jet pump injector, inducing cabin air recirculation by
venturi effect. Recirculating cabin air passes through filtration device before being mixed with cold air and then hot air in
pax jet pump. The NRV’s (1501HD)/(1601HD) are closed to prevent bypassing filtration device.

Cooling Phase
In cooling phase:
− Cabin cold air valve (1001HD) is open
− Cabin hot air valve (102HD) and the additional cabin hot air valve (202HD) are closed

As there is no hot air supplied to the pax jet pump injectors, there is no cabin air recirculation. The cold air is blown in
cabin from top Passenger Service Unit (PSU) pipes and side ledge bottom pipes. The air entering cabin by top PSU pipes
flows through the filter non return valves (1501HD) / (1601HD). These NRV’s included in filtration devices prevent cold air
from flowing through the filter and thus prevent dust from being blown back in cabin. They also prevent the filter from
getting wet water due to water droplets which may be present in air at conditioning pack outlet.

Heating Phase
When more heating power is needed for transient heating phases:
− Cabin cold air valve (1001HD) is closed
− Cabin hot air valve (102HD) and the additional cabin hot air valve (202HD) are open

The cabin hot air valve (102HD) and the additional cabin hot air valve (202HD) supply both pax jet pump injectors, thus
creating an increased hot air supply. The differential pressure created by the additional hot airflow opens the filter
calibrated bypass non return valves (1701HD) / (1801HD). This increases the cabin recirculating airflow.

Figure 50
Heating Phase

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21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
Developed for Training Purposes Falcon 7X

Figure 51
Humidifier System
 HUMIDIFIER SYSTEM
Overview
The humidifier provides additional humidity to the aircraft passenger cabin during long duration cruise at high altitude and
thus provides improved comfort for the passengers. The humidifier uses hot air and water to generate steam by means of
a boiler (7152HX). The hot air is bleed air taken from the cabin hot air supply line. The water is taken from the aircraft
potable water system. The steam and the hot air are mixed and then injected back in the cabin hot air supply line to
humidify the air in the passenger cabin.

The humidifier is drained through the aft heated drain mast (102MV), in flight or on ground. The water is boiled before
being injected into the cabin air distribution system, thus:
• generating high-quality sterile and mineral-free steam (bringing the water to a temperature above 60°C (140°F) is a
Humidifier Water Boiler Location in Baggage Compartment
perfect protection against bacteria),
• preventing condensation in the cabin hot air distribution lines.

The humidifier system consists of the following components:

− Humidifier Assembly (7102HX), which includes:
• Humidifier Water Boiler (7152HX), which contains a Humidifier Tube Bundle (7112HX)
• Humidifier Water High-Level Sensor (7122HX)
• Humidifier Boiler Temperature Sensor (7132HX)
• Humidifier Water Level Sensor (7142HX)
• Humidifier Pressure Switch (7162HX)
• Humidifier Water Check Valve (7172HX)
− Humidifier Control Unit (HCU) (7702HX)
− Humidifier Water Shut-Off Valve (7202HX)
− Humidifier Water Feed Valve (7302HX)
− Humidifier Water Drain Valve (7402HX)
− Humidifier Air Feed Valve (7502HX)
− Humidifier Air Check Valve (7602HX)
− Humidifier Cabin Humidity Sensor 1 (7802HX)
− Humidifier Cabin Humidity Sensor 2 (7902HX)
− Humidifier Water Sensor (8002HX)

The system is monitored for air leaks by the Bleed Air Leak Detection (BALD) system.

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 Developed for Training Purposes Falcon 7X

Humidifier Water Boiler Location in Baggage Compartment Humidifier Components

 HUMIDIFIER SYSTEM (CONTINUED)
Components Humidifier Water Check Valve (7172HX)
Humidifier Water Boiler (7152HX) The humidifier water check valve (7172HX) is located at the inlet of the boiler and prevents air and water from flowing
back into the potable water tank. The humidifier water check valve (7172HX) is a flapper-type non-return valve. It opens
The humidifier water boiler (7152HX) ensures heat transfer between the hot air supplied by the cabin trim air system and
for a pressure lower than 100 hPa (1.45 PSI) gauge.
the water supplied by the aircraft potable water supply system, and it generates the steam required to obtain the adequate
cabin relative humidity level. The humidifier water boiler (7152HX) includes:
− A humidifier tube bundle (7112HX), which is an air-to-water heat exchanger Humidifier Control Unit (HCU) (7702HX)
− An inlet header, ensuring the adequate air supply and distribution to the heat exchanger The HCU (7702HX) contains the hardware necessary to control the cabin humidity level and to detect the failure modes of
the components. The HCU (7702HX) receives electrical signals from:
− An outlet header, ensuring the air and steam mixture distribution
− Humidifier Cabin Humidity Sensor 1 (7802HX) and the Humidifier Cabin Humidity Sensor 2 (7902HX)
− A side reservoir connected to the heat exchanger water path, providing for water level sensing
− Humidifier Pressure Switch (7162HX)
− Humidifier Boiler Temperature Sensor (7132HX)
The humidifier water level sensor (7142HX) and the humidifier water high-level sensor (7122HX) are fitted to the side
reservoir. The humidifier water boiler (7152HX) is filled with the water supplied by the potable water system. The hot air is − Humidifier Water High-Level Sensor (7122HX)
supplied to the heat exchanger by the cabin trim air supply lines, through the humidifier air feed valve (7502HX), and − Humidifier Water Level Sensor (7142HX)
ensures the vaporization of water. The steam generated is then mixed with the hot air in the heat exchanger air outlet − MAU, via an ARINC link.
header.
It sends appropriate control signals to :
Humidifier Water High-level Sensor (7122HX) − Humidifier Air Feed Valve (7502HX)
The humidifier water high-level sensor (7122HX) detects an abnormally high water level inside the boiler, in the event of a − Humidifier Water Shut-Off Valve (7202HX)
failure of the humidifier water level sensor (7142HX). It then sends a discrete signal to a 28-V relay which causes the
humidifier water shut-off valve (7202HX) to close and the humidifier water drain valve (7402HX) to open. − Humidifier Water Feed Valve (7302HX)
− Humidifier Water Drain Valve (7402HX)
Humidifier Boiler Temperature Sensor (7132HX)
The humidifier boiler temperature sensor (7132HX) detects the temperature of the air and steam mixture at the outlet of It also transmits information to the MAU and to the CMC, via a dedicated ARINC link. For safety purposes, the HCU
the boiler, and sends an electrical signal based on the measured temperature to the HCU (7702HX). The temperature (7702HX) control signals to the humidifier air feed valve (7502HX), the humidifier water drain valve (7402HX), the
sensor is an immersion-type element consisting of an integrated-circuit temperature transducer potted in a tubular humidifier water feed valve (7302HX) and the humidifier water shut-off valve (7202HX) are routed via the humidifier relay
housing. (7032HX) and the humidifier outflow relay (7042HX).

Humidifier Water Level Sensor (7142HX) Humidifier Water Shut-Off Valve (7202HX)
The humidifier water level sensor (7142HX) detects the water level in the humidifier assembly (7102HX). It sends a The humidifier water shut-off valve (7202HX) allows water feeding or isolation of the humidifier system. It is redundant
variable-frequency electrical signal proportional to the water level in the boiler to the HCU (7702HX). Four levels are with the humidifier water feed valve (7302HX) so as to ensure maximum reliability and to provide a back-up shut-off
provided for control purposes: function on the boiler water supply line.
− Low Level
− Intermediate Level The humidifier water shut-off valve (7202HX) is a 1.5-mm (0.06 in) equivalent diameter ON/OFF valve located between
the aircraft water tank and the humidifier water inlet. It is spring-loaded to the closed position, and electrically-actuated
− High Level through a solenoid to the open position. The humidifier water shut-off valve is connected to the water line by means of
− Overflow Level standard SWAGELOK fittings (inlet: Dash 4 diameter, outlet: Dash 5 diameter).

The humidifier water level sensor (7142HX) is a capacitive sensor with a tubular probe, fitted to the bottom of the side The humidifier water shut-off valve (7202HX) is controlled by the HCU (7702HX), and fed with water from the aircraft
reservoir of the water boiler. An electronic module converts the water level signal transmitted by the probe into a variable- potable water supply system. It is spring-loaded to the closed position, and energized to the open position by the HCU
frequency signal proportional to the measured water level. The tubular probe is immersed in the water boiler. It is coated (7702HX).
to prevent mineral deposits during operation.
The valve operation can be summarized as follows:
Humidifier Pressure Switch (7162HX) − Open when a manual draining is performed
The humidifier pressure switch (7162HX) detects an excessively high pressure in the boiler and sends an electrical signal − Open during the filling phase of the automatic draining
based on the measured pressure to the HCU. The humidifier pressure switch (7162HX) has two parts:
− Open during the test sequence at switch-on
− A hydraulic/mechanical part, which moves the tappet according to the pressure level
− Open when the humidifier system is switched on (except during the test sequence at switch-on, or if the humidifier
− An electrical part, which transmits an electrical logic state according to the tappet position water feed valve (7302HX) is failed in the open position)
− Otherwise, closed

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 Developed for Training Purposes Falcon 7X

Humidifier Air Valve (HAV) (7502HX)

Humidifier Water Shut Off Valve (HWSOV) (7202HX) and

Humidifier Water Feed Valve (HWFV) (7302HX)

Cabin Temperature Sensor (402HN) and Cabin Humidity Sensor (7802HX)

 HUMIDIFIER SYSTEM (CONTINUED)
Components (Continued) Humidifier Air Check Valve (7602HX)
Humidifier Water Feed Valve (7302HX) The humidifier air check valve (7602HX) prevents the air supplied by the cabin trim air line from flowing back into the
humidifier water boiler (7152HX).
The humidifier water feed valve (7302HX) opens and closes to ensure the filling of the humidifier boiler. Except for its
inner diameter, the humidifier water feed valve (7302HX) is identical to the humidifier water shut-off valve (7202HX). The
humidifier water feed valve (7302HX) is a 5-mm (0.2 in) equivalent diameter ON/OFF valve located between the aircraft The humidifier air check valve (7602HX) is a 38.1-mm (1.5 in) diameter insert-type check valve, made of aluminum alloy,
water tank and the humidifier water inlet. It is spring-loaded to the closed position, and electrically-actuated through a and with dual flaps spring-loaded to the closed position. The two semi-circular flaps are mounted on a hinge pin normal to
solenoid to the open position. The humidifier water feed valve is connected to the water line by means of standard the direction of flow. A differential pressure across the valve in the flow direction overcomes the closing spring and opens
SWAGELOK fittings (inlet: Dash 5 diameter, outlet: Dash 6 diameter). the flaps, thus allowing air to flow through the check valve. When the differential pressure reverses (i.e., air attempts to
flow in the opposite direction), the pressure assists the spring to close the flaps, thus stopping the air flow.
The humidifier water feed valve (7302HX) is controlled by the HCU (7702HX) and fed with water from the aircraft potable
water supply. It is spring-loaded to the closed position and energized to the open position by the HCU (7702HX). The When the flaps are open, they are held against stop pins by the force of the air flowing through the valve. The stops
valve operation can be summarized as follows: prevent the flaps from fluttering when open, which could cause premature wear.
− Open when a manual draining is performed
− Open during the filling phase of the automatic draining Humidifier Cabin Humidity Sensors (7802HX/7902HX)
− Open during the test sequence at switch-on The humidifier cabin humidity sensor 1 (7802HX) and the humidifier cabin humidity sensor 2 (7902HX) measure the
− Open during the refilling of the humidifier water boiler (7152HX), or during the test sequence at switch-on relative humidity and the temperature in the cabin, and send electrical signals based on the measured temperature to the
HCU (7702HX). The humidifier cabin humidity sensor 1 (7802HX) and the humidifier cabin humidity sensor 2 (7902HX)
− Otherwise, closed
consist each of a relative humidity sensor and of a temperature sensor.

Humidifier Water Drain Valve (7402HX)

Humidifier Water Sensor (8002HX)
The humidifier water drain valve (7402HX) is used to drain the water from the humidifier. The humidifier system is
The humidifier water sensor (8002HX) detects a water leakage under the humidifier system installation in the baggage
automatically drained at the end of each flight when the altitude becomes lower than 20,000 ft, to prevent ice built up
compartment. The water sensor contains two elements:
during parking in cold weather conditions or bacteria proliferation during parking in hot weather conditions. The humidifier
water drain valve (7402HX) is a 5-mm (0.2 in) equivalent diameter ON/OFF valve located on the humidifier draining line. It − A conductive sensor
is spring-loaded to the closed position, and electrically-actuated through a solenoid to the open position. The valve is − An electronic device
connected to the water line by means of standard SWAGELOK fittings (inlet: Dash 4 diameter, outlet: Dash 6 diameter).
The sensor consists of two electrodes separated by a thin film of air acting as an insulator. When the water level in the
The valve is provided with a manual control lever. structural reservoir located under the humidifier water boiler reaches the water sensor level, the two electrodes are
immersed in the water and electrical continuity is established by the water conductance.
The humidifier water drain valve (7402HX) is controlled by the HCU (7702HX). It is spring loaded to the closed position
and energized to the open position by the HCU (7702HX). It is located on the draining line below the boiler, at a low point
to allow draining by gravity. The valve operation can be summarized as follows:
− Open during the test sequence at switch-on
− Open during the manual draining or the automatic draining
− Open if a spillage is detected
− Otherwise, closed

Humidifier Air Feed Valve (7502HX)

The humidifier air feed valve (7502HX) controls the hot air flow through the water boiler to generate the steam required,
and thus modulate the humidity level in the passenger cabin. The humidifier air feed valve (7502HX) is a 38.1-mm (1.5 in)
diameter butterfly valve with an stainless steel body, driven by an electric actuator. The full closed and full open positions
are monitored through microswitches. The humidifier air feed valve (7502HX) is directly mounted on the hot air supply line
to the humidifier, upstream of the humidifier, in a pressurized area.

The valve is provided with a manual control lever.

The humidifier air feed valve (7502HX) is controlled by the HCU (7702HX) and fed with pressurized hot air. In normal
operation, the position of the butterfly is set by voltage pulses sent by the HCU (7702HX) to the valve electric actuator.
When the humidifier is not operating, the valve is maintained in the full closed position by the HCU (7702HX).

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 Developed for Training Purposes Falcon 7X

Cockpit Side Console

Figure 52
”ECS” Synoptic Page
 HUMIDIFIER SYSTEM (CONTINUED)
Components (Continued) "HUMIDIFIER: FAIL" This CAS message is displayed when one of the following failures occurs:
RH Side Console − The temperature of the boiler reaches 140°C (284°C) for more than 60 seconds,
The humidifier "HUMID/OFF" switch (7052HX) has two positions: − The humidifier air feed valve (7502HX) is not closed and the aircraft altitude is lower
− AUTO position: The humidifier system is in the AUTO mode. In this case, the associated “OFF” indicator light is off. than 15,000 ft,
− The humidifier air feed valve (7502HX) is not closed and the humidifier "HUMID/OFF"
− “OFF” position: The humidifier system is off. In this case, the associated “OFF” indicator light is on.
switch (7052HX) in the cockpit is on “OFF” ,
− A failure is detected by the HCU (7702HX),
Drain Pushbutton and Drain Light
− An excessively high water level in the boiler is detected by the humidifier water high-
The drain pushbutton (7192MT) has two positions: level sensor (7122HX), and the humidifier assembly (7102HX) is automatically
− Pressing the pushbutton opens the water tank drain valve (201MV), thus starting a draining sequence switched off. Refer to associated Maintenance Message for troubleshooting.
− Pressing again the pushbutton closes the water tank drain valve (201MV), thus stopping the draining sequence "HUMID: FAULT" This CAS message is displayed when one of the following failures occurs:
− A loss of redundancy in the humidifier system,
The drain light (7292MT) comes on when the water tank drain valve (201MV) is fully open. − A loss of incoming information to the humidifier system,
− An inconsistency of the incoming information. Refer to associated Maintenance
”ECS” Synoptic Page Message for troubleshooting.
The “ECS” synoptic page displays the current status of the humidifier system. The following indications are used to show "HUMID: WATER LEAK" This CAS message is displayed when the humidifier water sensor (8002HX) located under
the current status of the humidifier system: the humidifier installation in the baggage compartment detects water. Refer to associated
− ”AUTO“ When the humidifier system is in AUTO mode, Maintenance Message for troubleshooting.
− ”OFF“ When the humidifier system is off,
− ”- -“ When the state of the humidifier system is invalid. Fault Messages
The Monitoring Warning Function (MWF) displays the following fault messages for the humidifier system under the
CAS Messages "FAULT" tab of the "STAT" page on the MDUs
The Monitoring Warning Function (MWF) displays the following CAS messages for the humidifier system in the CAS
window on the PDUs. FAULT MESSAGE DESCRIPTION LATCHED
This fault message shows on detection of a loss of redundancy, or a Yes

Cruise
"HUMID: FAULT failure during the Built-In Test (BIT) at powerup or during the test

Land
Park

Taxi

TO
MESSAGE DESCRIPTION sequence at switch-on, or if the boiler is not empty.
"HUMID: LEAK MONIT This fault message shows on detection of a failure of the humidifier Yes
Caution (Amber) CAS Messages FAIL" BALD sensor or of the BALD card.

This CAS message shows on detection of a humidifier This fault message shows on detection of a water leakage in the Yes
"HUMID: WATER LEAK"
HUMIDIFIER: FAIL failure. The pilot must then switch the system OFF, A A A - - baggage compartment.
following the automatic shutdown.
This CAS message shows on detection of a water Integrated Maintenance
HUMID: WATER LEAK A A A - -
leakage in the humidifier system. CMC Maintenance Screens
Advisory (White) CAS Messages The statuses of the parameters of the humidifier system are displayed on the following maintenance screen:
− 21-72 "HUMIDIFIER SYSTEM STATUS"
This CAS message shows on detection of a loss of
redundancy in the humidifier system, or a loss of
HUMID: FAULT W W W W W
incoming information to the humidifier system, or an
inconsistency of the incoming information.

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Developed for Training Purposes Falcon 7X

Figure 53
Humidifier System
 HUMIDIFIER SYSTEM (CONTINUED)
Operations Humidifier Water Level Control
Humidifier Hot Air Supply The water valves are normally closed; they open only when they are energized by the HCU (7702HX) or the electrical
relays. When the humidifier system is operating, both the humidifier water shut-off valve (7202HX) and the humidifier
The humidifier system is supplied with hot air taken from the cabin hot air supply line, downstream of the cabin trim valve
water feed valve (7302HX) are driven open by the HCU (7702HX) until a high water level is detected by the humidifier
(102HD). The pressure and the temperature inside the humidifier line are dictated by the pressure and the temperature in
water level sensor (7142HX); this ensures the initial filling of the boiler. Then the water filling is controlled through on/off
the cabin hot air supply line, downstream of the Bleed Air System manifold. The hot air vaporizes water in the humidifier
cycles of the humidifier water feed valve (7302HX). This ensures the periodical refilling of the boiler.
water boiler (7152HX) and is mixed with the steam. The hot air and steam mixture is then injected back into the cabin hot
air supply line, upstream of the cabin jet pumps.
Test Sequence at Switch-On
Humidifier ON/OFF Switching When the humidifier system is switched on, a test sequence is run to check that the humidifier water high level sensor
(7122HX), the humidifier water level sensor (7142HX), the humidifier water drain valve (7402HX), the humidifier water
The humidifier system is automatically switched on when all the following conditions are met:
shut-off valve (7202HX) and the humidifier water feed valve (7302HX) operate correctly. This test sequence is performed
− The system has been set to the AUTO mode by the pilot only once during a flight. The test sequence at switch on is run as follows:
− The aircraft altitude is above 30,000 ft − Filling of the boiler up to intermediate level
− The cabin humidity level is lower than the required level (equivalent to a 0°C (32°F) dew point) for more than 15 − Closing of the humidifier water shut-off valve (7202HX) and opening of the humidifier water feed valve (7302HX);
seconds check for stability of the water level
− Opening of the humidifier water shut-off valve (7202HX) and closing of the humidifier water feed valve (7302HX);
The humidifier system is automatically switched off when at least one of the following conditions is met: check for stability of the water level
− The humidifier has been set to OFF by the pilot (the humidifier water shut-off valve (7202HX), the humidifier air feed − Filling of the boiler until the humidifier water high-level sensor (7122HX) or the humidifier water level sensor (7142HX)
valve (7502HX) and the humidifier water drain valve (7402HX) are closed) detects a water high level
− The aircraft altitude is below 29,000 ft − Closing of the humidifier water feed valve (7302HX) and opening of the humidifier water drain valve (7402HX) until the
− The time to destination is less than 45 minutes intermediate level is reached
− The cabin trim valve (102HD) is fully closed or its position is unknown − Closing of the humidifier water drain valve (7402HX)
− A high temperature (> 140°C (> 284°F)) is detected in the boiler (by the humidifier boiler temperature sensor
(7132HX)) Humidifier Water Draining
− A manual draining is selected by the pilot Automatic Draining During Flight
− The ECS is not in the normal mode When the humidifier system is in the AUTO mode, an automatic draining of the humidifier occurs as soon as the aircraft
− The anti-ice system is ON altitude is below 20,000 ft (-0/+1000 ft hysteresis), if the boiler has been filled during the flight (and if the WSCU drain
− The water tank level is below 5 liters heating system is not failed and if the humidifier air feed valve (7502HX) is closed). The automatic draining is performed in
the following sequence:
− The water tank pressure level is below 1.60 bar (23.2 psi)
− Filling of the boiler with water until the intermediate level is detected (by the humidifier water level sensor (7142HX))
− A high pressure is detected in the boiler (by the humidifier pressure switch (7162HX))
or for 90 seconds after the start of filling
− A high water level is detected in the boiler (by the humidifier water high-level sensor (7122HX) or by the humidifier
− Closing of both the humidifier water shut-off valve (7202HX) and the humidifier water feed valve (7302HX)
water level sensor (7142HX))
− Opening of the humidifier water drain valve (7402HX)
− The baggage compartment is de-pressurized
− Closing of the drain valve when the boiler is empty
− The drain heating system of the Water System Control Unit (WSCU) is failed
− A humidifier system failure is detected
Manual Draining
When the crew switches on the drain pushbutton (7192MT), the water system drain valve opens, thus causing the
As soon as the Aircraft altitude is lower than 20,000 ft (-0/+1000 ft hysteresis), and if the boiler has been filled once, an
opening of the humidifier water shut-off valve (7202HX), of the humidifier water feed valve (7302HX) and of the humidifier
automatic draining is performed to prevent water from being dumped on the tarmac, except if the WSCU drain heating
water drain valve (7402HX), via the humidifier purge relay (7062HX). When the DRAIN button in the galley is set to OFF,
system is failed or if the humidifier air feed valve (7502HX) is failed in the open position.
a time-delay controlled by the HCU (7702HX) allows the draining of the upper sections of the humidifier water lines, using
the pressurization of the water tank. There is no time-delay:
Humidity Control − If the time between the start and the end of the manual draining is less than 30 seconds, or
The humidity control system is a closed control loop based on the measurement of the cabin dew point and on the − If the aircraft water tank is not empty
appropriate opening of the humidifier air feed valve (7502HX). By modulating the opening of the humidifier air feed valve
(7502HX), the system controls the evaporation rate of the water, and thus adapts the humidity production to the cabin
demand. The manual draining is performed in the following sequence:
− Opening of the humidifier water shut-off valve (7202HX), of the humidifier water feed valve (7302HX) and of the
humidifier water drain valve (7402HX)
The cabin relative humidity is controlled so that the dew point in the cabin remains constant. The selected
configuration corresponds to a temperature lower than 0°C (32°F) dew point, which is equivalent to 20% relative − Closing of the humidifier water shut-off valve (7202HX), of the humidifier water feed valve (7302HX) and of the
humidity at a cabin temperature of 24°C (75.2°F); the aim is a relative humidity between 0 and 20%. The humidifier water drain valve (7402HX), 4 minutes after the end of the draining
humidifier cabin humidity sensor 1 (7802HX) and the humidifier cabin humidity sensor 2 (7902HX) measure and
transmit the cabin relative humidify and cabin temperature to the HCU (7702HX).

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 Developed for Training Purposes Falcon 7X

AIR CONTAMINANT CONTROL COMPONENT CHART

(A/C With Bacteria Air Filter (M-OPT46)). (A/C With Bacteria Air Filter (M-OPT46)).
106HD LH Filtration Device 1601HD RH Filter NRV
Location: F30-33, AFT TOILET, LH (261) Location: F30-33, AFT TOILET, RH (262)
Access: Passenger Door (PAX) Access: Passenger Door (PAX)
References: References:
Description: SDS 21-73-00 Description: SDS 21-73-00
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: Not documented Removal/Installation: TASK 21-73-05-900-801

(A/C With Bacteria Air Filter (M-OPT46)). (A/C With Bacteria Air Filter (M-OPT46)).
202HD Filter Supply Valve 1701HD LH Filter Calibrated Bypass NRV
Location: ENGINE 2 S-DUCT FAIRINGS (353) Location: F30-33, AFT TOILET, LH (261)
Emergency Cooling System Access Door Access: Passenger Door (PAX)
Access:
(353BR) References:
References: Description: SDS 21-73-00
Description: SDS 21-73-00 Wiring Diagram: None
Wiring Diagram: None Removal/Installation: TASK 21-73-05-900-801
Test after installation: TASK 21-73-01-710-801
(A/C With Bacteria Air Filter (M-OPT46)).
(A/C With Bacteria Air Filter (M-OPT46)). 1801HD RH Filter Calibrated Bypass NRV
206HD RH Filtration Device Location: F30-33, AFT TOILET, RH (262)
Location: F30-33, AFT TOILET, RH (262) Access: Passenger Door (PAX)
Access: Passenger Door (PAX) References:
References: Description: SDS 21-73-00
Description: SDS 21-73-00 Wiring Diagram: None
Wiring Diagram: None Removal/Installation: TASK 21-73-05-900-801
Removal/Installation: Not documented
2201HU LH Ozone Converter
503HD Front Cabin Cold Air NRV Location: F33-41, ECS PACK BAY, LH (171)
Location: F9-12, OVER CABIN FLOOR, RH (242) Air Conditioning Pack Main Access Panel
Access:
Access: Passenger Door (PAX) (171BL)
References: References:
Description: SDS 21-73-00 Description: SDS 21-71-00
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 21-23-09-900-801 Removal/Installation: TASK 21-71-01-900-801

(A/C With Bacteria Air Filter (M-OPT46)). 2301HU RH Ozone Converter

1501HD LH Filter NRV Location: F33-41, ECS PACK BAY, RH (172)
Location: F30-33, AFT TOILET, LH (261) Air Conditioning Pack Main Access Panel
Access:
Access: Passenger Door (PAX) (171BL)
References: References:
Description: SDS 21-73-00 Description: SDS 21-71-00
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 21-73-05-900-801 Removal/Installation: TASK 21-71-01-900-801
 NOTES: NOTES:

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 Developed for Training Purposes Falcon 7X

CODDE1_ATA21-I1.41p60

Figure 54 Figure 55
Pressurized Areas Pressurization System Operation Schematic
 PRESSURIZATION SYSTEM
Overview Nose Cone Pressurization System
The pressurization system keeps the pressure in the aircraft at a level that is comfortable for the passengers and crew The nose cone pressurization system:
and safe for the airframe. The pressurization system operates in automatic and manual mode and includes safety − Keeps the pressure in the nose cone at a safe level
functions. − Keeps the avionics equipment cool
NOTES:
The pressurization system includes the sub-systems that follow:
− Cabin / Baggage Pressurization System
− Nose Cone Pressurization System

Cabin / Baggage Pressurization System

The cabin/baggage pressurization system:
− Permits automatic or manual control of the pressurization in the cabin and baggage compartments
− Depressurizes the fuselage on the ground
− Pressurizes the fuselage during taxi
− Controls the cabin altitude rate of change
− Controls the differential pressure between the cabin and the atmosphere
− Supplies the primary airflow for the recirculation jet pump (901HF)
− Controls cabin altitude limiting and prevents cabin decompression
− Controls the exhaust paths for the air conditioning
− Supplies high airfield operation indications
− Supplies sensing, indication and warning inputs
− Controls positive pressure relief
− Controls negative pressure relief
− Controls the dump (emergency decompression) function

Automatic and manual control of the cabin/baggage pressurization system is done by the cabin IPCS valve (1001HP) and
the baggage IPCS valve (602HP). On the ground, the ground mode vent and negative PRV (402HP) is also used. The
cabin/baggage pressurization system also includes safety functions. Two positive pressure relief valves, (1201HP) and
(202HP), give protection from too much cabin-to-atmosphere differential pressure. A negative PRV (201HP) gives
protection from too much atmosphere-to-cabin differential pressure. More protection from atmosphere-to-cabin differential
pressure is given by the ground mode vent and negative PRV (402HP). The RH baggage isolation valve (901HP) and the
LH baggage isolation valve (801HP) are used, together with the cabin IPCS valve (1001HP), to control the cabin altitude
and prevent decompression.

The primary components of the cabin/baggage pressurization system are:

− Cabin IPCS Valve (1001HP)
− Baggage IPCS Valve (602HP)
− Cabin Positive PRV (1201HP)
− Baggage Positive PRV (202HP)
− Negative PRV (201HP)
− Ground Mode Vent and Negative PRV (402HP)
− RH Baggage Isolation Valve (901HP)
− LH Baggage Isolation Valve (801HP)

Normal automatic control of the CPCS requires no dedicated flight crew interaction (although landing field elevation and
barometric correction are entered by the flight crew for other systems), as all inputs are received from the integrated
avionics control system.

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Cabin IPCS Valve (1001HP) Baggage IPCS Valve (602HP)

Cabin Positive Pressure Relief Valve (1201HP) ECU’s (1002HP/1202HP)

 CABIN/BAGGAGE PRESSURIZATION SYSTEM
Components Positive Pressure Relief Valves
Cabin IPCS Valve (1001HP) The two valves, cabin positive PRV (1201HP) and baggage positive PRV (202HP), are the same. The valves have the
system functions that follow:
The cabin IPCS valve (1001HP) controls the release of cabin air from the pressurized fuselage. Cabin pressure is
controlled in automatic and manual mode. The cabin IPCS valve (1001HP) includes a dual channel Electronic Control Unit − To monitor the positive pressure differential across the fuselage
(ECU). The ECU contains cabin pressure sensing, electronic interfaces, mode logic and valve control law logic. Each of − To prevent over pressurization of the fuselage caused by an increase in cabin pressure or a decrease in ambient
the two ECU channels operates a motor in the rotary actuator of the valve. Each of the two motors is connected, through pressure
gears, to the valve butterfly plate that is moved to the set opening position. − To help give negative pressure relief

The ECU transmits data to, and receives data from, the integrated avionics system in automatic mode. The ECU also has The cabin positive PRV (1201HP) is attached to the cabin pressure bulkhead at Frame 33 by a V-band clamp. The
an interface with the overhead panel (5000PM) and uses discrete input and output signals in manual mode. baggage positive PRV (202HP) is attached to the ground mode vent and negative PRV (402HP) by a V-band clamp. The
valves release air to ambient when the differential pressure is more than 71.7 kPa and 73.0 kPa (10.4 psi to 10.6 psi). If
The valve control law logic in the cabin IPCS valve (1001HP) is used to control the position of the: the atmosphere pressure is more than the cabin pressure, the atmosphere pressure opens the valve and lets the higher
− Baggage Compartment IPCS Valve (602HP) pressure into the cabin.
− Cabin IPCS Valve (1001HP)
− LH Baggage Compartment Isolation Valve (801HP)
− RH Baggage Compartment Isolation Valve (901HP)
− Ground Mode Vent And Negative PRV (402HP)
Ground Mode Vent and Negative PRV (402HP)
The cabin IPCS valve (1001HP) automatically controls the cabin pressure and gives the system functions that follow:
− Depressurization of the fuselage on the ground Positive Pressure Relief Valve
− Pre-pressurization of the fuselage during taxiing and take-off
− Control of the cabin altitude and rate of change during flight

Baggage Compartment IPCS Valve (1002HP)

The baggage IPCS valve (1002HP), together with the cabin IPCS valve (1001HP), controls the release of cabin air from
the pressurized fuselage. The baggage IPCS valve (1002HP) includes two dual channel ECUs. The two ECUs are the
same. The ECUs are not assembled to the valve body or the actuator assembly; they are attached to adjacent parts of the
aircraft bulkhead.

Electronic Control Units (ECU’s) (1002HP/1202HP)

Each of the two ECUs contains electronic interfaces, mode logic and valve control law logic but does not contain cabin
pressure sensing. Each of the two ECU channels operates a motor in the rotary actuator of the valve. Each of the two
motors is connected, through gears, to the valve butterfly plate that is moved to the set opening position. Each of the two
ECUs transmits data to, and receives data from, the integrated avionics system in automatic mode. The ECUs also have
an interface with the overhead panel (5000PM) and use discrete input and output signals in manual mode.

Ground Mode Vent and Negative PRV (402HP)

The ground mode vent and negative PRV (402HP) has the system functions that follow:
− To keep the differential pressure across the fuselage to a minimum
− To help give negative pressure relief
− To prevent overpressurization of the fuselage caused by an increase in cabin pressure or a decrease in ambient
pressure

The components that follow are attached to the ground mode vent and negative PRV (402HP) body:
− Negative PRV
− Baggage Positive PRV (202HP)

The ground mode vent and negative PRV (402HP) includes a rotary actuator with two motors. One of the motors receives
input signals from the cabin IPCS valve (1001HP). One of the motors receives input signals from the crew during manual
operation. Each of the two motors is connected through gears to the drive shaft of the butterfly plate that is moved to the
set opening position. The negative pressure relief valve that is attached to the valve body is a hinged flap valve.

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Negative Pressure Relief Valve (201HP) (Nose Wheel Well Side)

Baggage Isolation Valve (901HP/801HP) Location

Negative Pressure Relief Valve (201HP) (Under Pilot’s Floor Side)

 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Components (Continued) The signals from the two channels of the Cabin IPCS valve (1001HP), as well as the flight deck control panel switch, are
Cockpit Negative Pressure Relief Valve (PRV) (201HP) “or’d” together so that the baggage isolation valves (801HP/901HP) close as a result of a command from either source.
The function of the cockpit negative PRV (201HP) is to prevent too much negative differential pressure. The cockpit
negative PRV (201HP) keeps the atmosphere-to-cabin differential pressure to less than 2.7 kPa (0.4 psi). During usual
operation, the cockpit negative PRV (201HP) is held closed by the pressure in the cabin. If the atmosphere pressure
increases to more than the pressure in the cabin, the valve opens. This lets the higher pressure into the cabin.

Baggage Isolation Valves (901HP/801HP)

There are two baggage isolation valves; the RH baggage isolation valve (901HP) and the LH baggage isolation valve
(801HP). The two valves are the same. The function of the valves is to isolate the baggage compartment if there is a fire
or a hole in the compartment that causes decompression. The valves include a rotary actuator and a motor. The motor is
connected, through gears, to the valve butterfly plate that is moved to the fully open or fully closed position. An indicator
on the end of the actuator shows the position of the butterfly plate. The two valves are automatically controlled by the
cabin IPCS valve (1001HP) or manually controlled by the crew. The valves transmit discrete signals to show their
positions.

When the cabin IPCS valve (1001HP) senses cabin decompression, it automatically closes. When the cabin IPCS valve Negative Pressure Relief Valve
(1001HP) closes it sends a 28 volt DC 'close' command to the baggage isolation valves. The motor in the rotary actuator
turns the drive shaft of the butterfly plate and closes the baggage isolation valve. The baggage isolation valve stays
closed until a 28 volt DC 'open' command is received.

The baggage isolation valves have an interface with the overhead panel. The controls on the overhead panel let the crew
manually operate the valves.

Cabin IPCS valve (1001HP) contains two channels, with each channel containing an analog and a digital pressure sensor.
The analog sensor is conditioned and read into software via analog-to-digital (A/D) converter, for scaling and use as cabin
pressure. This sensor is used as a backup to the digital sensor for software calculation of cabin decompression/baggage
isolation. This sensor is “or’d” with the digital sensor to determine the warning/deploy output, although the analog sensor
tolerances are considered.

The analog sensor signal is also used in circuitry (in comparator circuits) to compute the cabin decompression/baggage
isolation command setpoints. These setpoints are fixed by circuitry so that high airfield logic is not compromised.

The Cabin IPCS valve (1001HP) will detect main cabin or baggage compartment decompression as given in the following
table:
Decompression / Isolation Valve 8,300 / 14,200 ± 100 feet
command setpoint- digital sensor 200 feet max hystersis
Decompression / Isolation Valve 8,900 / 15,000 ± 500 feet
command setpoint- analog sensor 200 feet max hystersis

For the baggage isolation, each ICPC valve channel outputs a discrete, low-side driver signal which is wire or’d at the
input command of the baggage isolation valve control relay (110JE). Also, the flight deck control panel switch provides an
input to the baggage isolation valve control relay, which is or’d to the same inputs signals as from the IPCS valves.

Any “28 VDC” signal as an input to the baggage isolation valves will command the valves closed for the duration of the
command. If the “closed” command signal is removed from the baggage isolation valves (801HP/901HP), then both
valves will remain in its last commanded position.

The digital sensor’s computed cabin pressure is used within the cabin decompression/baggage isolation command logic
as the primary input along with the analog sensor. The software computed cabin decompression/baggage isolation
command signals are converted internally into discrete outputs from the auto control CPU and “or’d” with the analog
sensor created discrete signal to create a discrete output command to the baggage isolation valves (801HP/901HP).

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TO ACTIVATE TO ACTIVATE
CONTROL FUNCTION SYNOPTIC CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE TO DEACTIVATE

Normal No Synoptic Push off:

- Allows the selection of automatic mode
automatic / MAN mode of
the pressurization system
- In MAN mode, use the
BAG VENT pushbutton: cycling manual pressurization
through ON, OFF, AUTO position control knob Push in:
allows to open, close or set to ON No Synoptic
normal the Baggage Ventilation MAN mode
Valve

Guarded:
OFF No Synoptic No Synoptic
Automatic Mode
DUMP guarded
pushbutton, allows a rapid
depressurization by forcing
the Cabin Ventilation Valve
to fully open
Raise the guard
Normal No Synoptic and push on:
DUMP mode
BAG ISOL pushbutton: when
pressed closes the baggage
isolation valve and the baggage
ventilation valve

ON No Synoptic Rotating Cabin altitude rate

clockwise increase
CLIMB / DESCENT spring
loaded knob: increase or
decrease rate of climb in
manual mode
Rotating counter Cabin altitude rate
Normal No Synoptic
clockwise decrease

GND VENT pushbutton: when

pressed closes the ground and
recirculation valves.

OFF No Synoptic
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Components (Continued)
Overhead Panel
“PRESSU MAN” Pushbutton
The "PRESSU" pushbutton (R9800PM) is pushed to set manual control of the cabin IPCS valve (1001HP) and baggage
IPCS valve (1002HP). In this condition, the “ON” indicator comes on.

“CLIMB/DESCENT” Selector
The "CLIMB / DESCENT" selector (R9790PM) is used when the cabin IPCS valve (1001HP) is set to manual control.
When set to the “CLIMB” or the “DESCENT” position, the cabin IPCS valve (1001HP) is momentarily set to open or close.
The "CLIMB / DESCENT" selector (R9790PM) is spring loaded to the center position. The command to the cabin IPCS
valve (1001HP) stops when the switch is released.

“BAG VENT” Pushbutton

The "BAG VENT" pushbutton (R9780PM) is pushed in to manually control the baggage compartment IPCS valve
(602HP).
− When power is applied, the baggage compartment IPCS valve (602HP) operates in the automatic mode.
− The first push of the pushbutton opens the baggage compartment IPCS valve (602HP). In this condition the “ON”
indicator comes on,
− The second push of the pushbutton closes the baggage compartment IPCS valve (602HP). In this condition the “OFF”
indicator comes on.
− The third push of the pushbutton puts the baggage compartment IPCS valve (602HP) back into the automatic mode.

“DUMP” Pushbutton
The "DUMP" pushbutton (R9770PM) is pushed in to control the cabin IPCS valve (1001HP) for emergency
depressurization. In this condition the “DUMP” indicator comes on.

NOTE: To operate the "DUMP" pushbutton (R9770PM) you must lift a spring loaded guard.

“BAG/ISOL” Pushbutton
The "BAG ISOL" pushbutton (R9640PM) is pushed in to set the RH baggage compartment isolation valve (901HP), LH
baggage compartment isolation valve (801HP) and the cabin IPCS valve (1001HP) to the closed position. In this condition
the “ON” indicator comes on.

“GND VENT” Pushbutton

GND VENT Pushbutton (R9560HD) provides the crew the ability to manually close the recirculation valve and the ground-
actuated valve.

With the GND VENT pushbutton in the AUTO position, the ECS Mode Selector in the NORMAL, PAX OFF, CREW OFF
or BACKUP position, the AMSAC commands the recirculation valve based on the control logic, and the ECS mode
selector in the EMERGENCY position, the valve remains in the last commanded position.

With the GND VENT pushbutton in the OFF position, the recirculation valve is driven to the close position. On power–up,
the GND VENT pushbutton defaults to the AUTO position. On power-up and with no bleed available the AMSAC
commands the recirculation valve based on the control logic.

Figure 56
Overhead Panel

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Developed for Training Purposes Falcon 7X

Figure 57
Cabin Pressurization Synoptic
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Components (Continued) The cabin rate limit indications are shown in amber and display +2500 sea level feet per minute (slf/min) and -1500
slf/min.
System Synoptic Page
AUTO/MANUAL/DUMP Indication
Cabin Rate of Change Normal Limit
The AUTO/MANUAL/DUMP indication is shown in amber with the following logic:
The cabin rate of change normal limit bar is shown in green with the following logic:
− If cabin vent mode is AUTO, then AUTO is displayed
− If cabin vent channel 1 is active then:
− DUMP is displayed when:
• The upper/lower limit of the green bar will be +300/-300 or +500/-450 slf/min.
• Cabin vent mode is MANUAL AND
− If cabin vent channel 2 is active then:
• Cabin DUMP is true
• The upper/lower limit of the green bar will be +300/-300 or +500/-450 slf/min.
− Otherwise MANUAL is displayed
− If neither channel is active then:
− If not in AUTO or MANUAL mode, then FAULT is displayed
• The upper/lower limit of the green bar will be +500/-450 slf/min.
Actual Cabin Altitude
Actual Cabin to Atmosphere Differential Pressure
The actual cabin altitude indicator bar is displayed in grey with magnified digits in red with the following logic:
The actual cabin to atmospheric differential pressure indication of the green bar is displayed as follows:
− If both cabin vent channels are NOT normal and cabin vent channel 1 is valid, then a valid cabin altitude will be
computed from cabin vent channel 1 and displayed − In AUTO cabin vent mode, the inactive channel is used for display if the data is normal
− If both cabin vent channels are NOT normal and cabin vent channel 2 is valid, then a valid cabin altitude will be − Otherwise active channel is used for display
computed from cabin vent channel 2 and displayed
− Otherwise actual cabin altitude digits will be displayed as invalid The logic for computing and indicating the cabin Delta P is as follows:
− If both cabin vent channels are normal and cabin vent channel 1 is active, then a valid cabin altitude will be displayed − If Air Data Systems 1, 2, or 3 are valid then the ambient pressure will be the same, otherwise the ambient pressure
from cabin vent channel 2, otherwise from channel 1 will be invalid
− If cabin vent channel 1 is normal, cabin altitude will be displayed from cabin vent channel 1 − If both cabin vent channels are not normal and/or ambient pressure is invalid then actual cabin atmospheric
− If cabin vent channel 2 is normal, cabin altitude will be displayed from cabin vent channel 2 differential pressure will be invalid
− If both cabin vent channels are normal and the ambient pressure is invalid then actual cabin atmospheric differential
pressure will be invalid
The altitude scale bar colors are displayed with the following logic:
− If the ambient pressure is valid and either of the cabin vent channels is valid then a valid Delta P is calculated and
The bar is shown in red from 14200 ft to the maximum of the scale if:
displayed by the indicator
− "PRESS: HIGH AIRFIELD OPS" CAS message is active
− When both cabin vent channels are normal, the inactive channel data is used to calculate a valid Delta P for display
− Otherwise the bar is shown in red from 8300 ft to the maximum of the scale by the indicator

The altitude scale digit colors are displayed with the following logic: The actual cabin to atmosphere differential pressure colors are displayed as follows:
− If the actual cabin altitude is in the red zone, the actual cabin altitude is shown in red − The left hand bar on the Delta P indication is displayed in green from -0.8 to 10.40 psi and amber from 10.40 psi to
− Otherwise the digits are shown in white 11.3 psi

Actual Cabin Rate of Change The digits of the actual Delta P selected for display are shown as follows:
The actual cabin rate of change indicator is displayed as an amber/grey bar with the following logic: − If Delta P is in the amber zone, then display Delta P and its pointer in amber
− In AUTO cabin vent mode, the inactive channel is used for display if the data is normal − Otherwise display Delta P and its pointer in green
− Otherwise the active channel is used for display
Selected Landing Field Elevation
The logic for indicating the actual cabin rate of change is as follows: The selected landing field elevation is displayed with the following logic:
− If both cabin vent channels are not normal, then actual cabin rate of change display will be invalid − In AUTO cabin vent mode, the inactive channel is used for display if the data is normal, otherwise the active channel
− If cabin vent mode is AUTO and cabin vent channel 1 is active and cabin vent channel 2 is normal, then the cabin rate is used
of change will be displayed from cabin vent channel 2 − If both cabin vent channels are not normal then selected landing field elevation is invalid
− Otherwise from cabin vent channel 1
− If cabin vent mode is AUTO and cabin vent channel 2 is active and cabin vent channel 1 is normal, then the cabin rate The selected landing field elevation indication colors are displayed as follows:
of change will be displayed from cabin vent channel 1 − If the "PRESS: LAND ELEV UNKNOWN" CAS message is true then display the selected landing field elevation in
− Otherwise from cabin vent channel 2 amber
− If not in AUTO mode and cabin vent channel 1 is normal then the cabin rate of change will be displayed from the − Otherwise display in green
cabin vent channel 1
− Otherwise from cabin vent channel 2

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Developed for Training Purposes Falcon 7X

Figure 58
Cabin Pressurization Synoptic
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Components (Continued) Manual Mode Target Bug Indication
Flight Level Mode Selected and Normal Mode Selected The manual mode target bug indication is displayed as follows:
The Normal/Flight check box display is based only on flight crew input. The color of the check box changes from − When the cabin vent is in MANUAL mode, a magenta colored pointer is added to the left hand side of the cabin
white/green to amber if the selected mode and the mode reported by the CPCS are different. altitude scale
− As a function of the airplane altitude, the magenta colored pointer indicates the cabin altitude on the cabin altitude
scale (data is read from a table and linear interpolation is performed between the points)
The Normal/Flight check box colors are displayed with the following logic:
With channel 1 as the active channel:
NOTES:
− If FL mode check box is selected and cabin vent channel 1 is set then the FL check box will be displayed in green and
the NORM check box in white after one second delay
− If NORM mode check box is selected and cabin vent channel 1 is not set then the FL check box will be displayed in
white and the NORM check box in green after one second delay
− If FL mode check box is selected and cabin vent channel 1 is not set then the FL check box will be displayed in amber
and the NORM check box in white after two seconds delay
− If NORM mode check box is selected and cabin vent channel 1 is set then the FL check box will be displayed in white
and the NORM check box in amber after two second delay

With channel 2 as the active channel:

− If FL mode check box is selected and cabin vent channel 2 is set then the FL check box will be displayed in green and
the NORM check box in white after one second delay
− If NORM mode check box is selected and cabin vent channel 2 is not set then the FL check box will be displayed in
white and the NORM check box in green after one second delay
− If FL mode check box is selected and cabin vent channel 2 is not set then the FL check box will be displayed in amber
and the NORM check box in white after two seconds delay
− If NORM mode check box is selected and cabin vent channel 2 is set then the FL check box will be displayed in white
and the NORM check box in amber after two second delay

If neither cabin vent channels are active then both the FL and NORM check boxes are displayed in amber after a two
second delay.

Low Rate Selection

The low rate check box display is based only on flight crew input. The color of the check box changes from green/white to
amber if the selected mode and the mode reported by the CPCS are different.

The low rate check box colors are displayed with the following logic:
With channel 1 as the active channel:
− If low rate check box is selected and cabin vent channel 1 is set then the low rate check box is displayed in green
after one second delay
− If low rate check box is not selected and cabin vent channel 1 is not set, then the low rate check box is displayed in
white after one second delay
− Otherwise the low rate check button is displayed in amber after a two second delay

With channel 2 as the active channel:

− If low rate check box is selected and cabin vent channel 2 is set then the low rate check box is displayed in green
after one second delay
− If low rate check box is not selected and cabin vent channel 2 is not set, then the low rate check box is displayed in
white after one second delay
− Otherwise the low rate check button is displayed in amber after a two second delay

If neither cabin vent channels are active then the low rate check box is displayed in amber after a two second delay.

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Figure 59
Pressurization Equipment
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Operation
Cabin IPCS Valve (1001HP)
On the cabin IPCS valve (1001HP), only one control channel is used at a time to control the valve position. If there is a
fault on that channel, control is changed automatically to the remaining channel.

On the ground, when not in take-off or landing mode, the cabin IPCS valve (1001HP) and the baggage compartment
IPCS valve (602HP) are open. The RH baggage compartment isolation valve (901HP) and the LH baggage compartment
isolation valve (801HP) are commanded open. The cabin IPCS valve (1001HP) also commands the ground mode vent
and negative PRV (402HP) to open. On the ground, including take-off and landing modes, the ECU of the cabin IPCS
valve (1001HP) controls the position and the speed of the baggage compartment IPCS valve (602HP).

During aircraft climb, cruise and descent, when there is sufficient airflow, the baggage compartment IPCS valve (602HP)
stays fully open. During this time, the cabin IPCS valve (1001HP) provides the primary sensing and control laws, only
controlling itself to perform cabin pressure control. During aircraft climb, cruise and descent, when there is not sufficient
inflow for the baggage compartment IPCS valve (602HP) to stay fully open, the cabin IPCS valve (1001HP) stays closed.
In this condition, 100 % of the cabin exhaust air goes through the baggage compartment IPCS valve (602HP). During this
time, the cabin IPCS valve (1001HP) provides the primary sensing and control laws, sending valve speed commands to
automatically position the baggage compartment IPCS valve (602HP). Just before the cabin IPCS valve (1001HP) is fully
closed, the baggage compartment IPCS valve (602HP) begins to modulate closed so that there is an overlap in control of
the two valves.

To perform automatic control, there is a time when the two IPCS valves modulate at the same time. To do this the two
valves communicate with each other through the ARINC 429 communications bus.

Baggage Isolation Valves (801HP/901HP)

When the cabin IPCS valve (1001HP) senses cabin decompression, it automatically closes. When the cabin IPCS valve
(1001HP) closes it sends a 28 volt DC 'close' command to the baggage isolation valves. The motor in the rotary actuator
turns the drive shaft of the butterfly plate and closes the baggage isolation valves. The baggage isolation valves stay
closed until a 28 volt DC 'open' command is received.

The baggage isolation valves have an interface with the overhead panel. The controls on the overhead panel let the
aircrew manually operate the valves.

Figure 60 Figure 61
Baggage Isolation Valve Cabin IPCS Valve (1001HP)

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Figure 62
Baggage IPCS Valve (1002HP)
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Operation (Continued)
Baggage Compartment IPCS Valve (602HD)
On the baggage IPCS valve (1002HP), only one control channel is used at a time to control the valve position. If there is a
fault on that channel, control is changed automatically to the remaining channel. During operation, only one ECU is used
at a time. If there is a fault on that ECU, control is changed automatically to the remaining ECU.

The baggage IPCS valve (1002HP) receives valve speed commands from the cabin IPCS valve (1001HP). The control
law logic in the ECU drives the valve open or closed at the command speed.

Ground Mode Vent and Negative PRV (402HP)

On the ground, the ground mode vent and negative PRV (402HP) receives an open command from the cabin IPCS valve
(1001HP). The valve opens and keeps the differential pressure across the fuselage to a minimum. The negative pressure
relief valve is used, together with the negative PRV (201HP), to give negative pressure relief. The valve is held closed
when the cabin pressure is more than the atmosphere pressure. If the atmosphere pressure becomes more than the
cabin pressure, the flap valve is pushed open by the differential pressure. The baggage positive PRV (202HP) is used,
together with the cabin positive PRV (1201HP) to prevent over pressurization of the fuselage.

Figure 63 Figure 64
Ground Actuated Negative PRV Overhead Panel

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Figure 65 Figure 66
Climb and Descent Modes Cabin Pressure Schedule Auto Control
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Operation (Continued) Takeoff Mode
Modes of Operation During Takeoff mode, the ground mode ventilation valve (402HP) is immediately closed and the cabin altitude is rated to a
Automatic Operation predetermined differential pressure of 300 slf (~ +0.159 psid) below takeoff field elevation sensed just prior to entering
takeoff mode. This is accomplished by commanding cabin IPCS valve (1001HP) and baggage ventilation valve (602HP) if
In usual operation, the pressurization system is automatic. The pressurization schedule, pressure relief and altitude limits
there is not adequate airflow) to a more closed position and then modulating its position to control the cabin pressure rate
are controlled by the system valves and the valve Electronic Control Units (ECU’s).
of change.
During flight, automatic control is done by the cabin IPCS valve (1001HP) and the baggage compartment IPCS valve
(602HP). On the ground, a ground mode vent and negative PRV (402HP) is also used. Climb Mode
During flight, the cabin air exhaust is controlled to match the cabin altitude schedule. During Climb mode, the cabin altitude is rated according to logic that attempts to reduce cabin altitude rates of change. If
the flight management system is available and a valid “top of climb” input is available, then the cabin pressure control
system controls the cabin altitude to a pressure that corresponds with that airplane input. If valid FMS data is not
The airflow downstream of the cabin and baggage valves supplies the primary airflow for the recirculation jet pump available, or if the airplane climbs to an altitude that is higher than the “top of climb” input, then a cabin pressure schedule
(901HF). The jet pump supplies the cold air flow for the ECS pack heat exchangers. During automatic control, the is followed, this is a function of airplane pressure altitude.
baggage compartment IPCS valve (602HP) and the cabin IPCS valve (1001HP) are held open continuously until there is
not sufficient flow to control the cabin pressure. When this occurs, the cabin IPCS valve (1001HP) is closed and the cabin
pressure is controlled through only the baggage compartment IPCS valve (602HP). Flight Abort Mode
In Climb mode, the cabin altitude is scheduled to achieve 6000 feet when the airplane reaches 51,000 feet. If the airplane
descends within 10 minutes after takeoff, the cabin is commanded towards the takeoff field pressure to ensure emergency
Inputs From Avionics
egress is permitted. This is flight abort mode.
The CPCS requires the following inputs:
− Landing field elevation (ft)
Airfield Greater Than 8000 feet
− Airplane top-of-climb altitude (ft)
If a takeoff occurs at an airfield altitude greater than 8000 feet, then just after takeoff the cabin is commanded to below
− Cabin schedule override – normal/”FL” mode
8000 feet at a fast rate, so that the cabin altitude is below 8000 feet prior to the airplane exceeding 25,000 feet. Warning
− Cabin altitude rate of change override – normal/slow rate mode set points are adjusted for this event.
− Aircraft altitude (ft)
− Barometric correction (in mmHg) If the airplane remains at a constant level of flight altitude during Climb mode, the commanded cabin pressure is held to a
− Weight-on-wheels (discrete) constant value for maximum stability. At airplane cruise conditions; the cabin altitude is allowed to descend towards the
− Takeoff power (discrete) landing field elevation to ensure reduced cabin altitude rates of change during the actual airplane descent.
− Doors closed (discrete)
− Built- in test initiation command Descent and Landing Mode
− Time to destination During Descent mode, the cabin altitude is commanded towards the landing field elevation, limited by the differential
pressure. If the landing field elevation exceeds 8000 feet, the cabin altitude is limited to 8000 feet until the airplane
Auto Cabin Pressure Control descends through 25,000 feet. Warning set points are adjusted for this event.
The FMS transmits the landing field elevation to the integrated avionics system, and this information is forwarded to the
CPCS. In the event of a loss of FMS, the flight crew may manually enter the destination landing field elevation. The FMS Landing is performed with a slight differential pressure to reduce cabin pressure transients just before and during
transmits the aircraft planned top of climb to the integrated avionics system, and this information is forwarded to the touchdown. Landing mode serves to depressurize the fuselage fully as the airplane is taxiing and readying to open main
CPCS. In the event of a loss of FMS, the CPCS will revert to a “scheduled” cabin altitude that is determined as a function cabin doors for passenger disembarking. This is performed by slowly modulating both IPCS valves (602HP/1001HP) to
of the actual airplane altitude. the open position. When both IPCS valves (602HP/1001HP) are fully open, ground mode ventilation valve (402HP) is
commanded open.
In the event that the flight crew wishes to override the normal cabin altitude rate of change, the flight crew may use the
CCD to select the “low” cabin altitude rate of change. The CPCS also receives air data computer inputs via the integrated Jet Pump Primary Flow and Air Flow Dividing Between Main Cabin and Baggage Compartment
avionics system (aircraft altitude and barometric correction). The barometric correction is entered by the flight crew for the During normal operation in Climb, Cruise, and Descent, the CPCS will operate both IPCS valves (602HP/1001HP) to
air data system and this same information is forwarded to the CPCS. The integrated avionics computer also consolidates ensure the heat exchanger jet pump primary flow is provided by a full-open baggage ventilation valve (402HP), unless the
information from the landing gear system, the throttle quadrant, and the doors system to provide the CPCS with weight-on cabin air in flow is inadequate. In such a case, the cabin IPCS valve (1001HP) is modulated to the full closed position and
wheels, takeoff power, and doors closed indications. baggage ventilation valve (602HP) is modulated closed to a point at which cabin pressure control is possible.

Ground Mode
During Ground mode, both integrated IPCS valves (602HP/1001HP) and the ground mode ventilation valve (402HP) are
controlled to full open. Ground mode built- in-test is employed to ensure the system is ready to perform control for the next
flight. Built- in-tests are to validate the cabin pressure sensor function and to verify the proper function of the motor control
system.

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 Developed for Training Purposes Falcon 7X

Figure 67
Manual Control Baggage ICPCS Valve
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Operation (Continued) When the IPCS valve (1001HP) is in manual operation, it sends the MCP_MAN_LAMP output to the avionics system. This
signal can be used to determine the response of the valve’s channel to manual control. During manual operation with no
Manual Operation
CLIMB or DESCENT command, the MCP_MAN_LAMP is held to a “ground” state. When the CLIMB or DESCENT
If automatic operation is unsatisfactory, the crew can override the controls. The system valves and ECU’s supply cabin commands are true, the IPCS valve (1001HP) cycles the MCP_MAN_LAMP signal in proportion to the commanded motor
pressurization parameters and synoptic data through an interface with the aircraft avionics. The data is continuously speed.
shown on the MDU’s (M101FD) and (201FD). The controls on the overhead panel are used for manual control of the
system valves. These switches are used to fully override automatic control or to control an individual valve.
Baggage Ventilation Valve (1002HP)
A manual control panel is also used to select from AUTO control to MANUAL control, and to allow flight crew closing, Upon receipt of the PRESSU-MAN input signal, the baggage IPCS valve (1002HP) enters manual control. This signal can
opening, or positioning of either of the IPCS valves (1002HP/1001HP) independently. In the event of an auto control be received either by the DUMP (9500HP) or PRESSU-MAN (9530HP) or BAG/VENT (9510HP) or CLOSED selection on
channel failure of IPCS valve (1002HP) (baggage), that IPCS valve can be closed by the flight crew, using the manual the manual control panel.
control panel, to allow automatic control by the remaining IPCS valve (1001HP) (cab vent).
This discrete signal is received by the automatic control CPU which disables the CPU from attempting to process any
When the PRESSU MAN pushbutton (9530HP) is set to manual (ON) operation, main cabin ventilation valve (1001HP) Cabin IPCS valve (1001HP) motor speed inputs for retransmission as motor speed commands to the motor driver
and baggage ventilation valve (1002HP) both go to manual operation. In manual operation, the CLIMB/DESCENT switch assembly. This same input signal is also received by the motor monitor PLD which disables transmission of the motor
(9520HP) is now able to control the main cabin ventilation valve (1001HP). Flight crew selection of the CLIMB position speed commands from the CPU to the DSP. Finally, the same MANUAL discrete input is also received by the motor
opens the valve for the duration of the switch setting, and selection of DESCENT closes the valve for the duration of the controller DSP, which stops receiving motor speed command inputs from the CPU.
switch setting. While the CLIMB or DESCENT selection is true, the main cabin ventilation valve (1001HP) simultaneously
commands both its motors in the commanded direction. When the BAG/VENT switch (9510HP) is selected to OPEN or CLOSED, the open or closed signal is received by the
baggage IPCS valve (1002HP). These signals are received directly by the motor monitor PLD and the motor driver DSP.
Thus, if there is a motor or motor driver failure for one channel, the other channel’s motor can still operate. The first 9.9 The motor monitor DSP utilizes these signals to determine the commanded motor direction to perform motor direction
seconds of the switch setting results in a valve rotary speed of 500 rpm, enabling fine manual control resolution. After 9.9 miscompare shutdown if necessary. The DSP utilizes this signal to command the motor at a predetermined speed in the
seconds of continuous switch setting, the valve rotates at a rotary speed of 2300 rpm, enabling the valve to open or close desired direction.
much faster.

Selection of MAN or DUMP puts the baggage ventilation valve (1002HP) into manual control.

Baggage ventilation valve (1002HP) is disabled from automatic control and waits input from the BAG/VENT ON or OFF
switch (9510HP) setting. When BAG/VENT ON or OFF are selected, the baggage ventilation valve (1002HP) closes or
opens for the duration of the switch setting. If the BAG/VENT ON or OFF switch (9510HP) is left in either position, the
baggage ventilation valve (1002HP) travels to its full closed or opened position and shuts itself off due to end-of-travel
limit switches.

Main Cabin Ventilation Valve (1001HP)

Upon receipt of the PRESSU-MAN input signal, the IPCS valve (1001HP) enters manual control.

This discrete signal is received by the automatic control CPU, which disables the CPU from attempting to calculate and
transmit motor speed commands to the motor driver assembly and to the IPCS valve (1002HP)(baggage). This same
input signal is also received by the motor monitor Programmable Logic Device (PLD), which disables transmission of the
motor speed commands from the CPU to the Digital Signal Processor (DSP). Finally, the same discrete input is also
received by the motor controller DSP, which stops receiving motor speed command inputs from the CPU.

When the CLIMB/DESCENT switch (9520HP) is activated, the open or closed signal is received by the IPCS valve
(1001HP). These signals are received directly by the motor monitor PLD and the motor driver DSP. The motor monitor
DSP utilizes these signals to determine the commanded motor direction to perform motor direction miscompare shutdown
if necessary. The DSP utilizes this signal to command the motor at a predetermined speed in the desired direction.

When DUMP is selected, the same open and closed signals are received to IPCS valve (1001HP) via the DUMP switch
(9500HP).

Figure 68
Pressurization Panel

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Developed for Training Purposes Falcon 7X

Figure 69
Equipment Location of Aircraft
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Operation (Continued) The PPRV’s are a pneumatic poppet-type control valve. The valve’s main poppet is positioned in response to control
pressures within the reference “head” chamber of the valve. The poppet is spring-loaded closed with the poppet valve
Safety Functions
return spring to ensure valve closure under failure conditions. The poppet restricts cabin air exhaust by seating against
Positive Differential Pressure Relief the base assembly.
The fuselage positive differential pressure relief function causes cabin air exhaust from the pressurized fuselage to
prevent the cabin-to-atmosphere differential pressure from exceeding a given limit. The cabin positive differential pressure
The poppet actuation forces are reduced since the main poppet moves independently of the baffle plate so that the
relief function is performed for the main cabin by two pressure relief valves (PPRV’s) cabin positive PRV (1201HP) and
atmosphere pressure acts only on the poppet edge and balance diaphragm.
baggage positive PRV (202HP), and by the cabin IPCS valve (1001HP), which also controls baggage ventilation valve
(602HP).
The PPRV’s include a single positive pressure relief metering section, which contains a metering diaphragm, spring, and
metering pin. The metering section provides valve poppet control that limits the cabin-to-atmosphere differential pressure
The PPRV’s (1201HP/202HP) require a true atmosphere pressure sense tubing to measure the difference between the
below the structural limits of the fuselage. Flow through the metering section controls the pressure in the head chamber of
atmosphere pressure and the cabin pressure. The cabin IPCS valve (1001HP) has its own cabin pressure sensors and
the valve. The PPRV regulates the positive differential pressure for as long as the overpressure situation exists.
receives atmosphere pressure information from the air data system via the integrated avionics system.

The PPRV metering section is adjustable to any desired differential pressure set point. The PPRV’s are sized to prevent
There are two different means to limit positive differential pressure: electronic overpressure relief and pneumatic
overpressure to occur with the maximum rated air inflow at the maximum airplane climb rate.
overpressure relief.

Electronic Overpressure Relief – Cabin IPCS Valve (1001HP)

A positive differential pressure limit is included in the software of each automatic cabin pressure controller. If the cabin
rate of climb is unable to keep up with the aircraft rate of climb so that the differential pressure exceeds 703 mb (10.20
psid), the cabin rate is gradually boosted in such a way that the designed positive differential pressure for the fuselage is
not exceeded. This rate boost is added onto the climb rate limit. The cabin pressure rate of change boost is approx. 703
mb or 10.20 psid). The rate boost increases linearly to a maximum of approx.717 mb or 10.40 psid).

The electronic limit is only active when the system is operated in automatic control, since manual and altitude limit control
overrides the auto controller. During airplane descent, the target cabin altitude is limited to within the operating differential
pressure (always less than 701 mb or 10.17 psid).

For the cabin IPCS valve (1001HP), the automatic positive pressure relief function is only available in AUTO mode.
Therefore, as the “second” pressure relief valve (along with the PPRV’s (1201HP/202HP) it is assumed that MANUAL
mode is after a dual failure of the IPCS valve (1001HP) and is considered “abnormal” operation.

Pneumatic Overpressure Relief – Positive Pressure Relief Valves (1201HP/202HP)

One PPRV is located in the main cabin (1201HP), exhausting to ambient. The other PPRV is located in the baggage
compartment (202HP), exhausting to ambient. A pneumatic limit is included on each PPRV. The PPRV contains a positive
pressure relief metering section, which senses differential pressure between cabin and atmosphere. When the differential
pressure exceeds a calibrated set point, the metering section opens to modulate the control reference chamber pressure.
This serves to modulate the poppet valve open enough to regulate the cabin to atmosphere differential pressure below the
maximum value.

The pneumatic differential pressure relief set point is 715 to 731 mb (10.4 to 10.6 psid).

Positive Pressure Relief Valve

The valves release air to ambient when the differential pressure is more than 71.71 kPa and 73.08 kPa (10.4 psi to 10.6
psi). If the atmosphere pressure is more than the cabin pressure, the atmosphere pressure opens the valve and lets the
higher pressure into the cabin.

The positive pressure relief valves (PPRV’s) (1201HP/202HP) are located on the aircraft pressure bulkhead to allow cabin
air to exhaust from the fuselage. The true atmosphere pressure sense port receives true atmosphere pressure from a
tube routed to the pressure bulkhead. The PPRV’s are pneumatically actuated and completely independent of the outflow
valves (602HP/1001HP) and the ECU.
Figure 70
Positive Pressure Relief Valve, Principle Schematic

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 Developed for Training Purposes Falcon 7X

Negative Pressure Relief Valve (201HP) (Under Pilots Floor Side) Ground Actuated Negative PRV (402HP)
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
NOTES:
Operation (Continued)
Negative Differential Relief
The fuselage negative differential pressure relief function causes atmosphere air to enter the unpressurized (relative to
atmosphere pressure) fuselage to prevent the atmosphere-to-cabin differential pressure from exceeding a given limit. The
main cabin and baggage negative differential pressure relief function is performed by negative pressure relief valve
integral to the Ground Actuated Negative PRV (402HP) and the main cabin negative pressure relief valve (201HP).

NPRV (402HP) is located on frame 41 and NPRV (201HP) is located on the bulkhead interface between cockpit and nose
wheel-well. Both valves are located on pressure bulkheads separating the pressurized cabin from ambient pressure,
above the critical water line for ditching to allow atmosphere air to enter the fuselage in the event of a negative pressure
situation.

Manufactured from various aluminum alloys, NPRV (402HP) is a single flapper check valve and NPRV (201HP) is a dual
flapper check valve. During usual operation, the negative PRV (201HP) is held closed by the pressure in the cabin. If the
atmosphere pressure increases to more than the pressure in the cabin, the valve opens. This lets the higher pressure into
the cabin.

The cockpit negative PRV (201HP) keeps the atmosphere-to-cabin differential pressure to less than 2.7 kPa (0.4 psi).

Figure 71
Negative Pressure Relief Valve

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Developed for Training Purposes Falcon 7X

Figure 72
Equipment Location on Aircraft
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Operation (Continued) When activated, the altitude-limit logic of the IPCS valve disables the normal automatic control of the CPCS and causes
both brushless dc motors to be simultaneously operated to close the valve. If the cabin altitude has decreased to below
Cabin Altitude Limiting
14,500 feet again, the automatic system retakes control unless the flight crew selects manual control.
Cabin altitude limiting for the CPCS is accomplished by ensuring all fuselage air exhaust apertures are closed to prevent
decompression of the fuselage beyond a given limit. The CPCS system can only perform altitude limiting within the
Baggage Integrated CPCS Valve (1002HP)
boundaries of the CPCS (it cannot provide altitude limiting in the event of a window, door seal, fuselage or other
The baggage IPCS valve receives its closing command from the Cabin IPCS (1001HP) valve. Upon receiving this
nonbaggage compartment leak). One of the means for cabin altitude limiting is to properly seal each closed CPCS valve
command, the baggage IPCS valve (1002HP) closes.
to prevent cabin decompression. This is the “passive” cabin altitude limiting means.

Baggage Isolation Valves (801HP/901HP)

The “active” cabin altitude limiting function closes the baggage IPCS (outflow) valves (1002HP/1202HP) prior to the cabin
The baggage isolation valves receive closing commands from the Cabin IPCS valve (1001HP). The Cabin IPCS valve
altitude exceeding the given limit. The cabin IPCS valve (1001HP) detects cabin decompression using its own sensors
(1001HP) electronics detect a high cabin altitude warning situation and provides the warning. When this condition is true
and closes itself automatically. Whenever the cabin IPCS valve (1001HP) detects a cabin decompression it closes the
the baggage isolation valves (801HP/901HP) are commanded closed. This condition is output via a discrete to close the
baggage isolation valves (801HP/901HP). Except for power inputs and the inputs noted above, there is no other airplane
baggage isolation valves (801HP/901HP). The baggage isolation valves and its inputs are described more completely in
interfacing required to perform the automated altitude limit function.
“Baggage Isolation and Underfloor Ventilation”.

There is no dedicated control for the cabin altitude limiting function because it happens automatically. An indication is
Operation
available for the altitude limiting function on the CAS or synoptic displays to provide flight crew feedback that this function
is employed. During cabin altitude limit operation, each IPCS valve (1002HP/1001HP) channel transmits a “cabin altitude Cabin IPCS valve (1001HP) contains four pressure sensors. Each pressure sensor, either by analog generated discrete
limit function in operation” indication bit on the ARINC 429 data communications bus. The CAS and synoptic displays signal, or software generated discrete signal, is made available to both channels of the IPCS valve. These are altitude
PRESS: CABIN ALT TOO HI. limit signals. On the motor driver circuit card assembly (CCA) of the IPCS valve, the motor monitor programmable logic
device (PLD) receives all four signals from the pressure sensors. If the motor monitor PLD receives two “true” altitude limit
signals from any of the four sensors, it will send a command to the motor driver digital signal processor (DSP) to close the
In addition, for the “high cabin altitude warning” condition, this message is indicated to the flight crew while the baggage valve.
isolation valves (801HP/901HP) are commanded closed. Finally, if the baggage isolation valves (801HP/901HP) failed to
close “baggage isolation valve failed to close” CAS message would be reported to the flight crew.
The DSP will command the motor to close the valve until the motor monitor PLD received valve position feedback from
the electro- mechanical rotary actuator that indicates it is closed. In the event that the DSP cannot control the motor to
The two automatic control channels of the cabin IPCS valve (1001HP) include electronic altitude- limit logic, which is close the valve, the motor monitor PLD will assume control of the motor and command it closed with a more simple motor
active upon cabin depressurization above 14,500 feet. Altitude- limit control overrides the automatic or manual/dump control method.
control states.

To prevent the motor control PLD from erroneously commanding the DSP to close the valve as an altitude limit event (and
There are two hazard levels of cabin altitude limiting for the CPCS. The first “major” level of cabin altitude limiting must to prevent the PLD from controlling the motors in the event of a failed DSP), the F/D PLD on the auto control CCA also
limit the cabin altitude to 15,000 ft under any reasonably probable failure. The second “catastrophic” level of cabin altitude receives all four altitude limit signals and monitors them. If the F/D PLD “disagrees” with the motor monitor PLD that the
limiting must limit the cabin altitude to more than 25,000 ft for two minutes, or limit the cabin altitude to less than 40,000 ft altitude limit event is true, then the F/D PLD can shut off the motor driver circuitry to prevent erroneous valve closure.
regardless of the time.

For automated baggage isolation in the event of a rotor burst or other baggage compartment leak, the baggage isolation Logic: Any two sensors can cause Channel 1 Channel 2
valves (801HP/901HP) are commanded closed. The baggage isolation valves (801HP/901HP) can be commanded closed altitude limit to go active when the
cabin altitude is sensed to be above Digital Sensor: Analog Sensor: Digital Sensor: Analog Sensor:
automatically from either channel of the cabin IPCS valve (1001HP), when the IPCS valve detects cabin decompression
the set point Hcab ≥ 14,500 ft Hcab ≥ 15,000 ft Hcab ≥ 14,500 ft Hcab ≥ 15,000 ft
beyond the high cabin altitude warning threshold. The baggage compartment isolation valves (801HP/901HP) can also be
closed manually by the flight crew. Channel 1 Digital Sensor: Active at 15,000 Active at 14,500 Active at 15,000
Hcab ≥ 14,500 ft feet feet feet
Hazard Levels
Analog Sensor: Active at 15,000 Active at 15,000 Active at 15,000
The CPCS considers both hazard levels of altitude limiting in the architecture of the cabin IPCS valve (1001HP). The feet feet feet
Hcab ≥ 15,000 ft
major hazard level of cabin altitude limiting (15,000 feet) relies on both digital sensors to be operable in the IPCS valve.
The digital sensors are highly accurate and can be set to below the 15,000 ft setpoint and still allow high airfield Channel 2 Digital Sensor: Active at 14,500 Active at 15,000 Active at 15,000
operations. The setpoint is 14,500 ft. Hcab ≥ 14,500 ft feet feet feet
Analog Sensor: Active at 15,000 Active at 15,000 Active at 15,000
The catastrophic hazard level of cabin altitude limiting (above 25,000 feet for less than 2 minutes, and never above feet feet feet
Hcab ≥ 15,000 ft
40,000 feet) relies on any two of the four sensors (two digital and two analog) to be operable in the IPCS valve. However,
if one or both digital sensors are faulted, due to the accuracy tolerance of the analog sensors it may be possible for the
altitude limit setpoint to be up to 15,000 ft before the altitude limiting function is employed. NOTE: Tolerance of the analog sensor set point is ± 500 feet.

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 Developed for Training Purposes Falcon 7X

Figure 73
Manual Control Baggage ICPCS Valve
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Operation (Continued)
Dump (Emergency Depressurization)
The dump function opens the cabin IPCS valve (1001HP) to exhaust fuselage air to atmosphere. The dump function
requires that the cabin IPCS valve (1001HP) and the manual control panel interface.

In dump operation, the cabin IPCS valve (1001HP) is commanded open. The DUMP switch (9500HP) is a guarded,
alternate-position pushbutton switch. The switch may either be set out for normal operation or in to the DUMP position.
The valve speed is constant for a given period of time, and then the valve speed increases to ensure that the fuselage can
be completely depressurized in 30 seconds. The cabin altitude limitation overrides the dump command when the cabin
exceeds the altitude limit threshold.

In order to enable the flight crew to dump the cabin via the outflow valve, two methods are provided on the CPCS control
panel. One method is to actuate the DUMP pushbutton switch (9500HP). The other method is to select the PRESSU
switch (9530HP) to MAN and continuously actuate the CLIMB/DESCENT switch (9520HP) to the CLIMB position until the
fuselage has depressurized the desired amount.

Pressing in the DUMP pushbutton (9500HP) causes both motors of the cabin IPCS valve (1001HP) to simultaneously
operate the valve in the open direction, causing the cabin to depressurize. The brushless dc motors are driven at a
constant speed for the first 9.86 seconds. After the first 9.86 seconds of the switch being pressed in, the motors are driven
at a higher constant speed. If the switch actuation is interrupted (e.g., by pressing the switch out and then in again), the
9.86-second timer is restarted.

Pressing in the DUMP pushbutton (9500HP) also causes the baggage IPCS valve (1002HP) to enter into manual control,
but the valve will not be operated open. Another method to dump the cabin is to use the manual CLIMB/DESCENT switch
(9520HP). While the system is in manual mode, pressing the spring- loaded switch continuously to the CLIMB position
opens the valve as described above. However, using the manual switch allows a finer cabin pressure rate control to be
obtained by limiting the duration that the switch is held in the CLIMB position.

In either case, it should be noted that the cabin altitude limitation overrides the dump signal, regardless of whether it is
given by the DUMP pushbutton (9500HP) or by the manual CLIMB/ DESCENT switch (9520HP).

Figure 74
Pressurization Part of Overhead Panel

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 Developed for Training Purposes Falcon 7X
1110JE
L1000PM
L1000PM

BAG I SOL

BAG I SOL
GND BAG VENT 602HP

R1

R4
R5
412HP 333
25 1 5-10
Bus A1 32622030 1210JE-44 64
21 14 34 MCP MAN LMP
32-62-20
+28V 1001 HP
2.5A

13
45
29

46

28
12
14
15

35
18
19

34

27
43
26

42
9
CAB VENT LH 5-1
1 CHO

215
45 CHAN I IDENT RTN

96
L1011HP 1 79
1 28VDC 44 CHAN I IDENT DIN
Bus E1 1 310 291 JN 40 2 201/20
3 28VDC RTN T1 28 CHASSIS GND
15 146

74 155
+28V A18 33 MCP FAULT LMP
5A MCP MAN DIN 35 16 11
199/20 35 MCP MAN DIN
45

A18
135 T1 28 CHASSIS GND 6 17 37 MCP ASCENT EMER DIN CH1
R1000PM 29 46
BAG 38 MCP MAN DSCENT DIN
CAB VENT RH 201 JN

167
ISOLATION
R1011HP 7 MCP MANDESCENT DIN 38
Bus F1 12 154 MCP ASCENT EMER DIN 37
270 31
+28V
5A GND VENT
93 *C 104 MCP FAULT LMP 33
94 *B 105 OPENING XCHAN ALT LIM B DIN 9
39
5000PM 126 XCHAN ALT LIM A OUT 30 8
3D 127 XCHAN ALT LIM A DIN 20 7
4201 FY XCHAN ALT LIM B OUT 6 CH1
+28V CAB. VENT. RH 3 206 25
4 XCHAN ACTIVE OUT 5

175

176
23

214

210
+28V CAB. VENT. LH

211
118 XCHAN COMB GND OUT 4
CH1 MCP MAN LMP BAG 10 29
XCHAN ACTIVE DIN 3
2D 34 MCP MAN LMP 21
3 XCHAN COMB GNDIN 22 2
6 CR
R R 28W
61 223/24 8 ANALOG PC OUT M
B B PROCESSING
62 9 ANALOG PC RTN

751

1001
12

13
R9790PM

C1
D1

C2

D2
VALVE GEAR BOX

A1

A2
B1

E1

B2
F1
1 68 1
CLIMB PROCESSING 1 +28VDC N ESS BUS
R9770PM R9800PM 10 139 M 63

BAG ISOL
CABIN MCP FAULT LMP 27 23 XCHAN ACTIVE OUT
2 XCHAN COMB GND OUT 29 62
+PWR. A A ON +PWR. A A ON 1D 28 29 XCHAN COMB GND OUT
XCHAN ACTIVE OUT 23 61

CMD
205 1 28VDC 29 21 XCHAN ACTIVE DIN
1 4301 FY 41 XCHAN COMB GND IN 22 60
78 290 JN 3 28VDC RTN 30 22 XCHAN COMB GND IN
PRESSU 8 3 XCHAN ACTIVE DIN 21 99
DUMP A18 31 361JN 3 28VDC RTN
MAN 140 123 XCHAN ALT LIM B DIN 39
CABIN MCP FAULT LMP 10 90 34 MCP MAN LMP 32 A18
17 61 R 218/24 R R 219/24 R 8 XCHAN ALT LIM A OUT 30
115 ANALOG PC OUT 156 PROCESSING
62 B B 116 B B XCHAN ALT LIM A DIN 20 28W
DESCENT 9 ANALOG PC RTN 157 M
119 XCHAN ALT LIM B OUT 25
CR 53
MCP FAULT LMP 33
151 GEAR BOX VALVE
31
136
HIGHT CAB ALT WARN 2 GND VENT 6 2
5 112 M
4101 FY OPENING MCP MAN DIN 35 PROCESSING
13 69
MCP MAN DSCENT DIN 38 4110JE
1 68 202/20
200/20 28 MCP ASCENT EMER DIN 37
10 16 T2 CHASSIS GND 52 T2 28 CHASSIS GND
CH1 CABIN MCP MAN LMP HIGH CAB ALT WARN 1 5
DUMP MAN BAG 34 97
2 44 361JN 3 28VDC RTN
ISOLATION 19 1
10 160 45 A18
BAGGAGE MCP FAULT LMP CH 1 29 XCHAN COMB GND OUT
23 XCHAN ACTIVE OUT
SD77-32-20 3
22 XCHAN COMB GND IN
2 36

RECIRCULATION VALVE NC
21 XCHAN ACTIVE DIN
148
2D 33 MCP FAULT LMP
R9640PM 8
18
+PWR. A A ON 5B R1 Legend
35
6 166
GND VENT 1138J MAU2 MAINTENANCE CONNECTOR

SD 21-61-20
BAG MANUAL
I SOL
3D 1125J MAU1 MAINTENANCE CONNECTOR

21612244
107 CLOSING
4
9 111 751J BASIC/OPTION CUT - OFF CONNECTOR
14
087 1001J/P LH/RH ICPCS VALVE CUT - OFF CONNECTOR
1D 11 340J/P RH/LH WIRING CUT - OFF CONNECTOR
12
108 10 44
CH2 338J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR
43 326P-47 337J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR
R4 21612242 21612245
I SOL 100
26 GND WHEN CLOSE CMD 333J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR
16 21-61-20
7 54 326J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR
3D
338 340 SD 21-61-20 270J/P LH/RH WIRING CUT - OFF CONNECTOR
12 207 56 135J/P LH/RH WIRING CUT - OFF CONNECTOR
9610FP 9620FP 18 26 17 35 MCP MAN DIN
110 208 57
8 37
R9780PM 13 13
27 209 16 58
MCP ASCENT EMER DIN CH2 81J/P LH FRI BASIC ELEC CUT - OFF CONNECTOR
28 15 38 MCP MAN DSCENT DIN CH2
+PWR. A A ON 4201FY
3
78J/P RH FRI BASIC ELEC CUT - OFF CONNECTOR
420FT 418FT
CH1 HIGH CAB. ALT WARNING 10
76J/P RH FRI BASIC ELEC CUT - OFF CONNECTOR
BAG
VENT +PWR. A +PWR. A CABIN ISOL VALV LEFT OPEN 52 128 4110JE RELAY PCB
1125
4301FY 228
1110JE RELAY PCB
A OFF 7 337
MAN OPEN 1
81 4401FY GENERIC I/O 4 MODULE

193
55 59
10 103 24 4301FY GENERIC I/O 3 MODULE

+28VWHEN WOW
CH2 MCP MAN LMP BAG 65 34 MCP MAN LMP
340
4201FY GENERIC I/O 2 MODULE

32622037 32-62-20

360JN

362JN

360JN
76 326

334P-14
72 162
43 1
102
143 149 26 + 28VDC N ESS BUS 4101FY GENERIC I/O 1 MODULE
19 38
91 5000PM OVERHEAD PANEL
3 100 20

A18

A18

A18
43 92 39
GND ACT VALVE CLOSED 52 101 21 SD 77-32-20
L2000PM R2000PM RH REAR SPDB
78

292JN

290JN
L2000PM LH REAR SPDB

186
187

196
197
BAG VENT LH

20
50

1
4 92 L612HP
CAB ISOL VLV RIGHT CLOSED 10
37
93 51 17 R1000PM RH FRONT SPDB
S Bus A2 L1000PM LH FRONT SPDB

10
11
A18

A18
1138 A18 B

5
4

3
2

7
8
182
293JN 2.5A +28V
4401FY 227 10 183 49 A18 602HP BAGGAGE COMPARTMENT IPCS ECU

184
185
1

65
291JN 402HP GROUND MODE VENT AND NEGATIVE PRV

OREN
10 122
CH2 HIGH CAB ALT WARNING R2000PM
52 42 1001HP CABIN IPCS VAVLE
GND ACT VALVE OPEN

2
5
6

1
3

4
7

6
1
BAG VENT RH
901HP RH BAGGAGE COMPARTMENT ISOLATION VALVE

402HP
2
R612HP

CLOSED

CLOSED
CLOSED
36 23

CLOSED
CLOSED

CLOSED

OPEN
OPEN
801PM LH BAGGAGE COMPARTMENT ISOLATION VALVE

OPEN
CAB ISOL VLV RIGHT CLOSED 10

OPEN

CLOSED
NOT
OPEN
CLOSED

OPEN
S Bus A2

NOT

801HP
901HP

NOT

NOT
NOT
Z

NOT

NOT
5A +28V
4101FY 2
52 44 M
CAB ISOL VLV LEFT CLOSED M M M

5-5

5-5
19.6W 19.6W 5-3
Figure 75 19.6W

Cabin Pressure - Control System

21-62A
 CABIN/BAGGAGE PRESSURIZATION SYSTEM (CONTINUED)
Operation (Continued) "90 PRESS: CABIN ALT TOO HI" Comes on when the cabin altitude is more than 2499 m or 4328 m (8300 ft or
14200 ft) when high airfield operations are on.
CAS Messages

NOTE: While the CAS message "90 PRESS: CABIN ALT TOO HI" is displayed, a

Cruise

Land
Park

Taxi
continuous voice message “Cabin” is played into the cockpit. The voice message

TO
MESSAGE DESCRIPTION
stops when the signal is inhibited.
"COND: GROUND VENT FAULT" Comes on when the ground mode vent and negative PRV (402HP) is open when
Warning (Red) CAS Messages the aircraft is in the air.

Cabin altitude more than 2499 m or 4328 m (8300 ft or "COND: BAG ISOL FAULT" Comes on when:
90 PRESS: CABIN ALT TOO HI - - R - R
14200 ft) when high airfield operations are on. − 15 seconds have passed since the CAS message "PRESS: DIFF PRESS HI"
Caution (Amber) CAS Messages came on AND
− LH baggage compartment isolation valve (801HP) OR the RH baggage
The LH baggage compartment isolation valve (801HP) compartment isolation valve (901HP) is automatically commanded closed and
COND: BAG ISOL FAULT or the RH baggage compartment isolation valve A A A - - is open
(901HP) is commanded closed and is not closed
The ground mode vent and negative PRV (402HP) is "PRESS: ALTITUDE LIMIT" Comes on when the altitude sensed in the cabin is more than 4572 m (15000 ft).
COND: GROUND VENT FAULT - - A - A
open when the aircraft is in the air.
"PRESS: AUTO MODE FAIL" Comes on when there is a dual auto channel failure in the cabin IPCS valve
COND: NOSE CONE HI TEMP The temperature in the nose cone is more than 70 °C. A A A - - (1001HP).
A dual auto channel failure has occurred in the cabin "PRESS: BAG VENT HI" Comes on when the baggage compartment IPCS valve (602HP) is in manual
PRESS: AUTO MODE FAIL A - A - A
IPCS valve (1001HP). mode. The CPCS tells the crew to close the baggage vent.
The baggage compartment IPCS valve (602HP) is in
PRESS: BAG VENT HI manual mode. The CPCS tells the crew to close the - A A - - "PRESS: BAG VENT LO" Comes on when the baggage compartment IPCS valve (602HP) is in manual
baggage vent. mode. The CPCS tells the crew to open the baggage vent.
The baggage compartment IPCS valve (602HP) is in "PRESS: CABIN ALT Comes on when the system has fully closed the cabin IPCS valve (1001HP) and
PRESS: BAG VENT LO manual mode. The CPCS tells the crew to open the - A A - - ABNORMAL" baggage compartment IPCS valve (602HP), but cannot keep the cabin
baggage vent. pressurized.
The system has fully closed the cabin IPCS valve
PRESS: CABIN ALT "PRESS: DIFF PRESS HI" Comes on when the cabin to atmosphere differential pressure is more than 717
(1001HP) and baggage compartment IPCS valve - - A - -
ABNORMAL hPa (10.4 psi).
(602HP), but cannot keep the cabin pressurized.
The cabin to atmosphere differential pressure is too "PRESS: HIGH AIRFIELD OPS" Comes on when the aircraft is on the ground at an elevation of more than 2423 m
PRESS: DIFF PRESS HI - - A - A
high. (7950 ft) or when takeoff/landing occurs at an elevation of more than 2423 m (7950
The set landing field elevation is not received through ft).
PRESS: LAND ELEV UNKNOWN A A A -
Arinc 429.
"PRESS: LAND ELEV UNKNOWN" Comes on when the set landing field elevation is not received through ARINC 429.
Advisory (White) CAS Messages

PRESS: ALTITUDE LIMIT Cabin altitude sensed at more than 4572 m (15000 ft). - - W - W
This message is sent when the aircraft is on the ground Fault Messages
at an elevation of more than 2423 m (7950 ft) or when
PRESS: HIGH AIRFIELD OPS W W W - - The "PRESS: BAG VENT FAULT" fault message is shown when a single auto
the aircraft is in flight and the landing field is at an “PRESS: BAG VENT FAULT”
elevation of more than 2423 m (7950 ft). channel on the baggage compartment IPCS valve (602HP) is defective.
The "PRESS: CAB VENT FAULT" fault message is shown when a single auto
“PRESS: CAB VENT FAULT”
channel on the cabin IPCS valve (1001HP) is defective.
The "PRESS: DIFF PRESS HI" fault message is shown when the cabin to
“PRESS: DIFF PRESS HI”
atmosphere differential pressure is more than 717 hPa (10.4 psi).

21-62
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 76 Figure 77
Nose Cone Pressurization Test Ports (Seen from the Nosewheel Well)
 NOSE CONE PRESSURIZATION
Overview Nose Cone Temperature Switch (204HD)
The function of the nose cone pressurization system is to ventilate and maintain a certain pressure interval in the nose The nose cone temperature switch (204HD) triggers when the temperature is equal to or greater than 70 °C (158 °F). This
cone. This provides adequate operating conditions for the equipment, regardless of the flight conditions. The nose cone ensures detection of an overheat condition in the nose cone.
compartment is:
− Ventilated by a nose cone ventilation fan on ground Test Ports
− Ventilated by cabin air in flight at low cabin differential pressure The pressurization system includes two test ports to do nose cone leak tightness tests on the ground:
− Ventilated and pressurized between 30 and 50 hPa (0.44 and 0.73 psi) in flight when the differential pressure − A nose cone pressure measurement connector and a nose cone pressure supply connector located at frame 1 in the
between the cabin and the nose cone increases nose wheel well.

A pressure relief system prevents the nose cone pressure from exceeding 110 hPa (1.59 psi). An overheating system
alerts the crew when the temperature in the nose cone is above 70 °C (158 °F). The nose cone can be pressurized on Nose Cone Temperature Switch (204HD)
ground during maintenance, thanks to test ports located in the nosewheel well.

Components
Nose Cone Ventilation Fan (104HD)
The nose cone ventilation fan ventilates the nose cone compartment when the aircraft is on the ground or in flight at low
altitude, as long as the proximity sensor installed on the driven check valve detects the fully open position. The nose cone
ventilation fan is supplied with the non-essential 28 V DC power.

Nose Cone Free Valve Flapper

The nose cone free valve flapper is hinged on the end-piece continuing the nose cone ventilation fan (104HD). It is raised
by the air flow entering the compartment when the nose cone ventilation fan operates. It is closed by its own weight when
the nose cone ventilation fan is stopped, thus blocking off the fan duct and acting as a check valve.

Diaphragm
The cabin air inlet consists of a 8–mm (0.315 in) calibrated hole. The diaphragm limits the cabin airflow rate supplied to
the nose cone.

Driven Check Valve

The driven check valve controls the air conditioning outlet duct of the nose cone. It is a 80–mm (3.15 in) butterfly valve
which is driven by the nose cone pneumatic actuator (304HD). The driven check valve is open when the differential
pressure between the cabin and nose cone is low and closed when the differential pressure between the cabin and nose
cone is high. In the closed position, the driven check valve is not leak tight. It has one calibrated adjustable hole with a
diameter of 8 mm (0.315 in).

Nose Cone Pneumatic Actuator (304HD)

The nose cone pneumatic actuator is connected through a hose to the cabin pressure. This pressure is applied to one
side of the piston, and the other side of the piston is subjected to the pressure of a spring and the pressure inside the
nose cone.

In the absence of a cabin differential pressure, the piston is at rest and the driven check valve is wide open. The piston
starts moving when the cabin differential pressure reaches a pressure comprised between 120 and 170 hPa (1.74 and
2.46 psi), which causes the driven check valve to start closing. The maximum displacement of the piston is obtained for a
cabin differential pressure of 210 to 260 hPa (3.04 to 3.77 psi), which sets the driven check valve to the fully closed
position.

Nose Cone PRV (404HD)

In the event of an overpressure in the nose cone, when the differential pressure between the cabin and the nose cone
reaches 95 to 115 hPa (1.38 to 1.66 psi), the nose cone PRV opens and the air is vented into the nosewheel well.

21-63
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Legend
1137J MAU2 MAINTENANCE CONNECTOR
81J/P LH FR1 BASIC ELEC CUT-OFF CONNECTOR
79J/P LH FR1 BASIC ELEC CUT-OFF CONNECTOR
2100JM NOSE CONE PROXIMITY SENSOR SPLICE
4401FY GENERIC I/O 4 MODULE
L1000PM LH FRONT SPDB
504HD NOSE CONE PROXIMITY SENSOR
204HD NOSE CONE TEMPERATURE SWITCH
104HD NOSE CONE VENTILATION FAN

Figure 78
Nose Cone Fan
 NOSE CONE PRESSURIZATION (CONTINUED)
Components (Continued)
CAS Messages

Cruise

Land
Park

Taxi

TO
MESSAGE DESCRIPTION

Caution (Amber) CAS Messages

COND: NOSE CONE HI TEMP The temperature in the nose cone is more than 70 °C. A A A - -

"COND: NOSE CONE HI TEMP" Comes on when the temperature in the nose cone is more than 70 °C.

Operation
On Ground or In Flight at Low Altitude
On ground or in flight at low altitude, the nose cone is ventilated thanks to the nose cone ventilation fan (104HD) which
blows air from the landing gear bay to the nose cone. The air is then evacuated to the landing gear bay through the driven
check valve (3) which is fully open.

In flight when the differential pressure between the cabin and the outside pressure is low:
− Driven check valve (3) closes progressively thanks to the nose cone pneumatic actuator (304HD) which reacts to the
differential pressure between the cabin and the nose cone,
− Nose cone ventilation fan stops as soon as the driven check valve is no longer fully open,
− Nose cone is ventilated by cabin air coming through a diaphragm (2). The air is evacuated to the landing gear bay
through the driven check valve (3).

In Flight at High Altitude

When the differential pressure between the cabin and the nose cone increases:
− Driven check valve (3) is fully closed
− Nose cone ventilation fan (104HD) remains stopped
− Nose cone is ventilated and pressurized between 30 and 50 hPa (0.44 and 0.73 psi) above the outside pressure by
cabin air coming through a diaphragm (2). The air is evacuated through a calibrated hole in the driven check valve (3).

Figure 79
Nose Cone Pressurization

21-64
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

PRESSURIZATION COMPONENT CHART

104HD Nose Cone Ventilation Fan 202HP Baggage Compartment Positive PRV 901HP RH Baggage Compartment Isolation Valve
Location: NOSE CONE, LH (211) Location: F33-40, BAGGAGE COMP, RH (272) Location: F33-40, BAGGAGE COMP, RH (272)
Access: Nose Cone (210) Access: Frame 40 Upper Lining (272OZ) Access: Frame 33 Lining (272AZ)
References: References: References:
Description: SDS 21-31-00 Description: SDS 21-32-00 Description: SDS 21-32-00
Wiring Diagram: WD 21-22-00 Wiring Diagram: None Wiring Diagram: None
Removal/Installation: Not documented Removal/Installation: TASK 21-32-17-900-801 Removal/Installation: TASK 21-32-33-900-801
204HD Nose Cone Temperature Switch 402HP Ground Mode Vent And Negative PRV 1001HP Cabin IPCS Valve
Location: NOSE CONE, LH (211) Location: F33-40, BAGGAGE COMP, RH (272) Location: F33-40, BAGGAGE COMP, LH (271)
Access: Nose Cone (210) Access: Frame 40 Upper Lining (272OZ) Access: Frame 40 Center Lining (271RZ)
References: References: References:
Description: SDS 21-31-00 Description: SDS 21-32-00 Description: SDS 21-32-00
Wiring Diagram: WD 21-22-00 Wiring Diagram: WD 21-31-00 Wiring Diagram: WD 21-31-00
Test after installation: TASK 21-31-01-720-801 Removal/Installation: TASK 21-32-29-900-801 Removal/Installation: TASK 21-32-01-900-801
304HD Nose Cone Pneumatic Actuator 412HP "GND BAG VENT" Circuit Breaker 1002HP Baggage Compartment IPCS ECU (Channel 1)
Location: NOSE CONE, LH (211) Location: LH Front SPDB (L1000PM) Location: F33-40, BAGGAGE COMP, LH (271)
Access: Nose Cone (210) Access: Cockpit Lateral Lining No.5 (221XZ) Access: FR. 36 - FR. 39 Lining (271HZ)
References: References: References:
Description: SDS 21-31-00 Description: It prevents damage to the power supply line Description: SDS 21-32-00
Wiring Diagram: None of the Baggage Compartment Ventilation Fan (109HD). Wiring Diagram: None
Test after installation: TASK 21-31-00-720-801 Wiring Diagram: None Removal/Installation: TASK 21-32-09-900-801
Removal/Installation: TASK 24-62-21-900-801
404HD Nose Cone PRV L1011HP "CAB VENT LH" Circuit Breaker
Location: NOSE CONE, LH (211) 602HP Baggage Compartment IPCS Valve Location: LH Front SPDB (L1000PM)
Access: Nose Cone (210) Location: F33-40, BAGGAGE COMP, RH (272) Access: Cockpit Lateral Lining No.5 (221XZ)
References: Access: Frame 40 Middle Lining (272PZ) References:
Description: SDS 21-31-00 References: Description: It prevents damage to the first power supply
Wiring Diagram: None Description: SDS 21-32-00 line of the Cabin IPCS Valve (1001HP).
Test after installation: TASK 21-31-00-720-801 Wiring Diagram: None Wiring Diagram: WD 21-31-00
Removal/Installation: TASK 21-32-05-900-801 Removal/Installation: TASK 24-62-21-900-801
521HD "NOSE FAN" Circuit Breaker
Location: LH Front SPDB (L1000PM) L612HP "BAG VENT LH" SSPC R1011HP "CAB VENT RH" Circuit Breaker
Access: Cockpit Lateral Lining No.5 (221XZ) Location: LH Rear SPDB (L2000PM) Location: RH Front SPDB (R1000PM)
References: Access: Frame 40 Middle Lining (271OZ) Access: Cockpit Lateral Lining No.5 (222XZ)
Description: It prevents damage to the power supply line of References: References:
the nose cone ventilation fan (104HD). Description: It prevents damage to the first power supply Description: It prevents damage to the second power
Wiring Diagram: WD 21-22-00 line of the Baggage Compartment IPCS Valve (602HP). supply line of the Cabin IPCS Valve (1001HP).
Removal/Installation: TASK 24-62-21-900-801 Wiring Diagram: WD 21-31-00 Wiring Diagram: WD 21-31-00
Removal/Installation: TASK 24-62-13-900-801 Removal/Installation: TASK 24-62-21-900-801
901HF Recirculation Jet Pump
Location: F33-41, ECS PACK BAY, LH (171) R612HP "BAG VENT RH" SSPC 1201HP Cabin Positive PRV
Air Conditioning Pack Main Access Panel Location: RH Rear SPDB (R2000PM) Location: F33-40, BAGGAGE COMP, LH (271)
Access:
(171BL) Access: Frame 40 Upper Lining (272OZ) Access: FR. 36 - FR. 39 Lining (271HZ)
References: References: References:
Description: SDS 21-30-00 Description: It prevents damage to the second power Description: SDS 21-32-00
Wiring Diagram: None supply line of the Baggage Compartment IPCS Valve Wiring Diagram: None
Removal/Installation: Not documented (602HP). Removal/Installation: TASK 21-32-13-900-801
Wiring Diagram: WD 21-31-00
201HP Cockpit Negative PRV 1202HP Baggage Compartment IPCS ECU (Channel 2)
Removal/Installation: TASK 24-62-13-900-801
Location: F1-8, UNDER COCKPIT FLOOR, LH (113) Location: F33-40, BAGGAGE COMP, LH (271)
Access: Cockpit Floor (113BZ) 801HP LH Baggage Compartment Isolation Valve Access: FR. 36 - FR. 39 Lining (271HZ)
References: Location: F33-40, BAGGAGE COMP, LH (271) References:
Description: SDS 21-32-00 Access: Frame 33 Lining (271AZ) Description: SDS 21-32-00
Wiring Diagram: None References: Wiring Diagram: None
Removal/Installation: TASK 21-32-25-900-801 Description: SDS 21-32-00 Removal/Installation: TASK 21-32-09-900-801
Wiring Diagram: None
Removal/Installation: TASK 21-32-33-900-801
1402HP PRV NOTES:
Location: F33-40, BAGGAGE COMP, RH (272)
Access: Frame 40 Upper Lining (272OZ)
References:
Description: SDS 21-32-00
Wiring Diagram: None
Removal/Installation: TASK 21-32-17-900-801

NOTES:

21-65
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
Developed for Training Purposes Falcon 7X

Figure 80
Air Conditioning System
21-66A
 MAINTENANCE CONSIDERATIONS – AIR CONDITIONING SYSTEM
AMSAC (1003HN) Tests AMSAC (1003HN)
Power-Up Built-in Tests
When electrical power is applied to the AMSAC (1003HN), it automatically does tests on itself and the components
connected it. The fault isolation data and the built-in test (BIT) fault codes are transmitted to the Central Maintenance
Computer (CMC) (2505TC). The power-up BIT tests include:
− Power Supply Checks
− Program Memory Checksum
− Volatile Memory Test
− Watchdog Test
− Read/Write Memory Test
− Non-Volatile Memory Test (Nvram)
− ARINC 429 Test
− Module Identification Check (Parity)

Continuous Built-in Tests

The AMSAC (1003HN) does continuous BIT tests during operation. The continuous BIT tests include:
− Analogue To Digital Converter Checks
− Inter-Processor Communication Check
− Sensor Open/Short Circuit Or Out Of Range
− Driver Over-Current And Open/Short Circuit
− Interlock Signal Test
− Safe driver power isolation check

AMSEC (801HN) Tests

The AMSEC (801HN) does continuous BIT during operation. The continuous BIT tests include:
− Emergency cold air supply temperature sensor open/short circuit
− ECS mode switch invalid state

Troubleshooting Tips
The simplest way to troubleshoot the 3 AMM cards is to swap the card positions within the AMSAC. The AMM card
positions are labeled on the inside of the AMSAC AMM access panel. The AMM cards are accessed via this panel using a
flat bladed screwdriver and a 2.5mm Allen key.

DO NOT USE EXCESS FORCE TO REMOVE THE AMM CARDS !!!

Always adhere to ESD protection procedures.

Swapping the AMM card positions will identify if an AMM card is faulty, using the knowledge of AMM positions and
functions as previously mentioned the following scenario could be used for an engine 1 bleed issue:

Power down the AMSAC, Swap AMM 1 with AMM 2, power up the AMSAC. If the problem is now declared by AMM 2
then there is a strong possibility that the AMM card is faulty. If however the AMM 1 continues to declare the fault then
there is a strong possibility that the bleed system LRU as declared faulty by the AMM card is causing the problem.

The AMSAC motherboard solely distributes electrical power to the AMM cards and informs the cards of their respective
responsibilities.

The AMSAC motherboard does not perform any AMM calculations.

Always ensure the OCP ECS selector is selected to the position as squawked by the pilot.

Always remember to use the EASy avionics synoptic pages and the CMC parameter monitoring pages to help when Figure 81
troubleshooting as this shows the system settings rather than a specific mode. AMM Card Functions

21-66
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
Developed for Training Purposes Falcon 7X

Figure 82
Integrated Maintenance
 MAINTENANCE CONSIDERATIONS – AIR CONDITIONING SYSTEM (CONTINUED)
Integrated Maintenance ECS Discrete Inputs
The CPCS in conjunction with the CMC provides the capability identify, log and isolate faults within the CPCS while
Interface AMM 1 AMM 2 AMM 3 Emerg MAU
installed on the aircraft. Integrated maintenance is achieved though regular pre- flight built- in-tests (BIT) and periodic
scheduled maintenance tasks supported by initiated BIT. ECS
Cold Flow Reg Valve P S
Controls and Indications Anti-Ice Valve P S
During CMC initiated BIT testing of the CPCS baggage isolation valves (801HP/901HP) will be closed, it will be necessary TCV P S
for the maintenance personnel to manually open the valves during this test using the baggage isolation switch on the
CPCS manual control panel. Altitude Valve P S
Cabin Trim Valve P S
Detailed Description Filter Valve P
During pre- flight and all flight phases the CPCS will continuously output fault isolation and detailed BIT fault code Cockpit Trim Valve P S
information via ARINC 429. Fault isolation will indicate which subassembly of the applicable CPCS valve is suspected to
have a fault. The verify test may be initiated by the maintenance crew using the central maintenance computer (CMC). Emergency Cold Air Valve P CLOSE
The verify test uses ARINC 429 command and response logic as defined by the CMC system. Interlocks exist with the Crew Hot Air Temp Limit Valve P S
IPCS valves (602HP/1001HP) to prevent initiated verify test occurring during flight. Verify tests can only occur if the IPCS
Recirculation Valve P S
valves (602HP/1001HP) are in AUTO mode, on the ground with the doors open.
Lounge Valve P S OPEN
During verify tests the CPCS will perform the following verify tests using both channels of the main cabin IPCS valve Lounge Valve P S OPEN
(1001HP) and for the baggage ventilation IPCS valve (602HP): Cabin Cold Air Valve P S
− Each channel will completely close and then open the two IPCS valves (602HP/1001HP) to ensure motor drive timing
Crew Cold Air Valve P S
and potentiometer/ limit switch calibration
− Each channel will actively verify functionality of backup altitude- limit motor driver of the main cabin IPCS valve RADA P
(1001HP) ESC Cross Feed Valve CLOSE CLOSE
− Each channel will actively verify misdirection BIT function for both IPCS valves (602HP/1001HP) OP
− Each channel of the IPCS cabin ventilation valve (1001HP) shall completely close the baggage isolation valves OP ESC Mode Selector P P P P
(801HP/901HP) to ensure motor drive timing and end of travel switch operation
− Upon completion of the verify tests the CPCS system will return to normal automatic control mode OP ECS XFEED Pushbutton P P P
OP Crew Temp Selector P
The AMSAC (103HN) performs BIT on itself, and on all of the AMS LRU’s connected to it. The AMSAC (103HN) provides OP Crew Pos Selector P
real-time status information on the health of the AMS LRU’s to the Central Maintenance Computer (CMC) via ARINC 429
and the MAU I/O module. The CMC provides a display for maintenance messages and reference into the Aircraft OP Crew Auto / Manual P P P
Maintenance Manuals. OP PAX F Temp Selector P
OP PAX F Pos Selector P
Inputs / Outputs Information
OP PAX F Pos Selector P
AMSAC (103HN) and EMM I/O information are provided in the following tables.
OP PAX F Auto / Manual P P P
OP PAX A Temp Selector P
OP Crew Floor Selector P
Other Systems
Aircraft Door Lift P P P
AMSEC-Emerg Drive Interlock P P P S
WOW L & R P P P P
MAU-Maintenance Reset (3 off) P P P
Pedestal Take Off (3) P(1) P(1) P(1)

NOTE: P = Primary Function (Auto Mode) & S = Secondary Function (Manual Mode)

21-67
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 Developed for Training Purposes Falcon 7X

Figure 83
Sensing Indications and Warning Inputs
 MAINTENANCE CONSIDERATIONS – AIR CONDITIONING SYSTEM (CONTINUED)
ECS Discrete and Analog Outputs ECS Analog Inputs
Interface AMM 1 AMM 2 AMM 3 Emerg TO MAU Interface AMM 1 AMM 2 AMM 3 Emerg TO MAU
DISCRETES Bleed Temperature Sensor (3 off, dual) P(1) P(1) P(1) P Note 2
AMSEC-Emerg Drive Interlock X Yes Differential Pressure Sensor P P
EMM Fault X Yes Pressure Sensor P P
EMM TEMP SENS FAIL X Yes Compressor Outlet Temp Sensor (dual) S P
EMM VALVE DRIVE FAIL X Yes Comp Out Press Sensor P
EMER OUT OVHEAT X Yes Water Extractor Temp Sensor (dual) S P
AMM 1 Fault 1 X Yes Cold Air Temperature Sensor (dual S P
AMM 2 Fault 1 X Yes Cockpit Trim Temp Sensor (dual) S P
AMM 3 Fault 1 X Yes Gasper Delta Pressure Sensor P
ANALOG CPIT Duct Temp Sensor (dual) P P
CPIT Duct Tamp X Yes STBD Duct Temp Sensor (dual) P P
STBD Duct Temp X Yes PORT Duct Temp Sensor (dual) P P
PORT Duct Temp X Yes Cockpit Zone Temp Sensor P
Cabin PAX F Zone Temp Sensor P
NOTE: The Emergency Drive Interlock discrete from the AMSEC informs the AMSAC that the AMSEC is
Cabin PAX A Zone Temp Sensor P
controlling and thus, in the case of failure, prevents both controllers configuring the system (for example
the ECS mode selector switch failing) CPIT Cold Flow Sensor P
The EMM reads the cabin and cockpit distribution duct temperature sensors and converts the resistance CPIT Jet Diff Press Sensor P
measurements into 0 to 8 Vdc analog outputs that are read by the MAUs Valve Potentiometer (2 off) P P
Valve Potentiometer P
ECS Valve Drives Valve Potentiometer (2 off) P(2)
Interface AMM 1 AMM 2 AMM 3 Emerg TO MAU Valve Potentiometer P
COLD FLOW REG VALVE S P Valve Potentiometer P
ANTI ICE VALVE S P Cabin Selection
TCV S P VIP Selector 1 P
ALTITUDFE VALVE S P VIP Selector 1 P
CABIN TRIM VALVE S P MOD (Man)
NOTE: P = Primary Function (Auto Mode) & S = Secondary Function (Manual Mode)
FILTER VAVLE P
The Bleed and duct temperature sensor signals are buffered by the emergency controller and fed to the
COCKPIT TRIM VALVE S P MAU.
EMERGENCY COLD AIR VALVE ON/OFF
CREW HOT AIR TEMP LIMIT VALVE S P
RECIRCULATION VALVE S (M) P (M)
LOUNGE VALVE P OPEN
LOUNGE VAVLE P OPEN
CABIN COLD AIR VALVE S P
CREW COLD AIR VALVE S P
RADA MOD
CREW LH/RH DISTRIBUTION VALVE P (Man)
ECS CROSS FEED VALVE S (M) P (M) CLOSE

NOTE: P = Primary Function (Auto Mode), S = Secondary Function (Manual Mode), M = Manual Override from
OP, Man = Manual Control from the OP

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 Developed for Training Purposes Falcon 7X

MAINTENANCE CONSIDERATIONS – AIR CONDITIONING SYSTEM (CONTINUED)

System Performance Parameter Setpoint or Tolerance The ECS and CDS valve positions in the different ECS modes of operation are: (Continued)

Actual Cabin Altitude Accuracy ECS Modes

Cabin Pressure Control Range 1100 to 508 mb (-2300 to 17,900 feet) Valves Normal Backup Emergency PAX OFF CREW OFF
Sensor accuracy within cabin pressure control range ± 1.8 mb (±50 slf) Lounge valve Mod (A) Mod (A) Open (E) Open (A) Open (A)
High altitude control range 508 to 68 mb (17,900 to 61,100 feet) Temperature control valve Closed (A) Last selected Mod (A) Mod (A)
Altitude valve Open or Last selected Last selected Open or Open or closed
Sensor accuracy within high altitude control range ± 4.3 mb (±120 slf)
ECS cross-feed valve closed (A) Open or Closed (E) closed (A) (A)
Actual Cabin Altitude Rate of Change Accuracy closed (A)
Rate of Change Accuracy ± 2.7 mb (±75 slf) Recirculation valve Closed (A) Last selected
Actual Cabin-to- Atmosphere Delta P Accuracy Mod – indicates that the valve is modulated by one of the controllers in auto or manual operation
Differential Pressure Accuracy ± 1.72 mb (±0.025 psid) 2
(A) – valve drive is provided by the AMSAC; (E) – valve drive is provided by the AMSEC
3
Warnings and Oxygen Drop Set Points Last selected – valve remains in the last selected position from the previous mode
High Altitude warning set point-digital sensor 8,300 ± 100 feet
14,200 ± 100 feet
1

200 feet max hysteresis

Adjusted for high airfield operations Summary of the Cabin and Cockpit Auto / Manual Functions
High Altitude warning set point-digital sensor 9,100 ± 500 feet Cabin Cockpit Valve Control Functions
15,167 ± 100 feet Mode Mode
207 feet max hysteresis Crew Cold Air Valve Cabin Cold Air Cabin Trim Cockpit Trim
(303HD) Valve (1001HD) Valve (102HD) Valve (501HF)
Adjusted for high airfield operations
Auto Auto Controls cabin/cockpit Controls gasper Controls cabin Controls cockpit
flow split pressure temperature temperature
Interfacing System Information Input/ Output (signal type)
Auto Auto Valve position Controls gasper Controls to Controls cockpit
Avionics Display Triple Gage Data Output (A429) (sensors not (sensors not scheduled against pressure selected position temperature
Crew Alert and Warning High Cabin Altitude Output (A429 = discrete) working) working) cockpit trim valve
System CPCS Faults Output (A429 = discrete) Manual Auto Controls cabin/cockpit Controls gasper Controls to Controls cockpit
(sensors flow split pressure selected position temperature
The ECS and CDS valve positions in the different ECS modes of operation are: working)
ECS Modes Manual Auto Valve position Controls gasper Controls to Controls cockpit
Valves Normal Backup Emergency PAX OFF CREW OFF (sensors not scheduled against pressure selected position temperature
working) cockpit trim valve
Emergency cold air valve Closed (E) Open (E) in Open (E) in Closed (E) Closed (E)
flight flight Auto Manual Controls cabin/cockpit Controls gasper Controls cabin Controls to
Closed (E) on Closed (E) on (sensors flow split pressure temperature selected position
ground ground working)
RADA Mod (E) in Mod (E) in flight Auto Manual Valve position Controls gasper Controls cabin Controls to
flight Closed (E) on (sensors not scheduled against pressure temperature selected position
Closed (E) on ground working) cockpit trim valve
ground
Man Man Valve position Controls gasper Controls cabin Controls to
Anti-ice valve Mod (A) Closed (A) Last selected Mod (A) Mod (A) scheduled against pressure temperature selected position
Cabin cold air valve Mod (A) Closed (E) Closed (A) Closed (E) cockpit trim valve
Cabin Trim valve Last selected Mod (A)
Cockpit trim valve Mod (E) Mod (A) Closed (A)
Cold flow regulation valve Closed (A) Last selected Mod (A)
Crew cold air valve Mod (A) Closed (A)
Crew LH/RH distribution valve Mod (A)
Crew temperature limit valve Closed (A) Last selected Mod (A) Closed (A)
 NOTES: NOTES:

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 TABLE OF CONTENTS

Electrical Power........................................................................................................24-1
DC Generation System ............................................................................................24-2
DC Generation Component Chart............................................................................24-21
External Power .........................................................................................................24-22
External Power Component Chart ...........................................................................24-23
Ram Air Turbine (RAT) System ...............................................................................24-24
Ram Air Turbine (RAT) Component Chart ...............................................................24-34
DC Load Distribution ................................................................................................24-35
Primary Power Distribution System..........................................................................24-36
Secondary Power Distribution System.....................................................................24-39

ATA 24
DC Load Distribution System ...................................................................................24-42
DC Load Distribution Component Chart...................................................................24-56
Cabin Option Distribution System ............................................................................24-59

ELECTRICAL POWER
AC Generation System.............................................................................................24-60
AC Generation Component Chart ............................................................................24-62
Maintenance Considerations....................................................................................24-63

Wiring Diagrams
Generator 1 Control – DC Power .............................................................................24-7
Battery 1 ...................................................................................................................24-9
Battery 2 ...................................................................................................................24-10
APU Starter / Generator ...........................................................................................24-14
Power Supply Flyby Wire .........................................................................................24-15
Ground Power ..........................................................................................................24-23
RAT Generator Control ............................................................................................24-32
Feeders – DC Generation ........................................................................................24-47
Bus Tied DC Power..................................................................................................24-48
Ground Service Bus (GSB) Operation .....................................................................24-49
Cabin Accommodations Provisions..........................................................................24-52

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 Developed for Training Purposes Falcon 7X

Figure 1 Figure 2
Electrical Power Generation and Management System (EPGMS) Equipment Location
 ELECTRICAL POWER
Overview The components are contained in the Primary Power Distribution Boxes (PPDBs):
The electrical power generation and management system (EPGMS) supplies, controls and distributes the electrical power − LH PPDB (5000PC)
to the aircraft systems and equipment. The main functions of the EPGMS are: − RH PPDB (6000PC)
− To supply DC electrical power to the systems in the aircraft
− To make sure that the supply system does not become too hot during fault conditions Secondary Power Distribution System
− To make sure that systems continue to operate during failure of power sources The Secondary Power Distribution System controls and monitors the distribution of electrical power to the user equipment
− To let the aircrew manually override some of the system functions and systems. The system has:
− Remote switching of power by other aircraft systems − Four essential (ESS) buses ( BUS E1, E2, F1 and F2)
− To charge the aircraft main batteries − Four Main buses (BUS A1, A2, B1 and B2)
− To supply energy for starting the auxiliary power unit (APU) − Various electronic cards for control and protection functions
− To let an external DC ground power unit (GPU) be connected to the electrical system − Standard mechanical Circuit Breakers and Solid State Power Controllers (SSPCs) to protect the user equipment

The EPGMS subsystems are: The components are contained in the Secondary Power Distribution Boxes (SPDBs):
− LH Front SPDB (L1000PM)
DC Generation − RH Front SPDB (R1000PM)
The DC generation system supplies the DC electrical power to the aircraft. The DC electrical power is supplied by these − LH Rear SPDB (L2000PM)
components:
− RH Rear SPDB (R2000PM)
− Three main generators (L7000PC), (M7000PC) and (R7000PC) installed on the accessory gearbox of the three
engines
NOTES:
− Two 25 ampere-hour Sealed Lead Acid (SLA) batteries (L1000PC) and (R1000PC) with a nominal 24 V DC output
− A starter-generator (8000PC) installed on the auxiliary power unit (APU)
− Two permanent magnetic alternators (PMAs) (L2000PC) and (M2000PC) installed on the accessory gearbox of
engine 1 and engine 2

External Power
External power is connected to the aircraft on the ground through the electrical ground power receptacle (3000PC). The
functions of the system are:
− Connection of external power to the aircraft LH Essential Bus (BUS E)
− Supply of external power to all aircraft equipment when the buses are connected to the LH ESS Bus (BUS E)
− Protection from overvoltage, overcurrent, undervoltage and reverse polarity
− Supply of external power to start the APU
− Supply of external power to the batteries

Ram Air Turbine (RAT)

The RAT (4000PN) supplies emergency electrical power during flight, if the three main generator contactors are all open
at the same time. Thus there is no power supplied to the buses. The RAT can also be deployed by hand.

DC Load Distribution
The DC load distribution system is divided into two subsystems.

Primary Power Distribution System

The Primary Power Distribution System controls and monitors the distribution of electrical power to, between and from the
aircraft bus bars. The system has:
− Two battery buses (BUS C and D)
− Two essential (ESS) buses ( BUS E and F)
− A LH Main bus (BUS A)
− A RH Main bus (BUS B)
− Power Distribution Control Unit (PDCUs) electronic cards
− Contactors controlled by the PDCUs to connect and disconnect the buses and power supplies

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 Developed for Training Purposes Falcon 7X

Figure 3
DC Generation Principal Diagram
 DC GENERATION SYSTEM
Overview The two batteries are in the servicing compartment. Each battery is a sealed lead-acid battery with a 25 ampere-hour
capacity at a nominal 24 VDC.
The DC power generation system supplies DC electrical power to the aircraft. It includes these sub-subsystems:
− The LH Battery (Battery 1) is connected directly to the LH Battery Bus (BUS C)
− The RH Battery (Battery 2) is connected directly to the RH Battery Bus (BUS D)
Primary DC Generation System
− The Battery Line Contactor 1 (BC1) connects the BUS C to the LH Essential Bus (BUS E)
There is a generator on each engine accessory gearbox. Each generator has an output of 28.5 V DC at 400 A. The
primary DC generation system supplies all the electrical power to the aircraft when the engines are operational. A Main − The Battery Line Contactor 2 (BC2) connects the BUS D to the RH Essential Bus (BUS F)
Generator is installed on the accessory gearbox of each engine.
The battery system is monitored and controlled by the PDCU A cards. They are part of the Primary Power Distribution
The system supplies a nominal voltage of 28.5 V DC. The total normal capacity from all three generators in operation System (Refer to SDS 24-61-00). Each battery has an internal heater and temperature sensors to keep the batteries at a
together is 1200 A. The generators can operate separately or together (in parallel). Each generator has a 50% overload satisfactory operating temperature. In flight, the primary function of the main batteries is to supply back-up power when all
capacity. or part of the main generation system fails. They can supply 200 A for 7 minutes.

The system is controlled and monitored by the Generator Control Units (referred to below as the GCU). Generators 1 and On the ground, the primary function of the Battery 1 is to supply power to start the APU. The primary function of the
3 supply to the Left Main Bus (BUS A). Generator 2 supplies to the Right Main Bus (BUS B). The primary components of Battery 2 is to supply power to the avionics equipment and the Ground Service Bus. The battery will automatically charge
the system are: when its battery contactor is closed and another source supplies power to the buses.
− Engine 1 Generator (L7000PC)
− Engine 2 Generator (M7000PC) Auxiliary Power Unit (APU) Starter-Generator
− Engine 3 Generator (R7000PC) The Starter-Generator starts the APU, then operates as a generator to supply 28.5 V DC at 400 A. The Auxiliary Power
Unit (APU) (1000KB) operates only when the aircraft is on the ground. Its operation is described in Chapter 49.
− Engine 1 Generator Control Unit (Engine 1 GCU) (5500PC)
− Engine 2 Generator Control Unit (Engine 2 GCU) (R201PC)
The APU starter-generator (8000PC) system is part of the electrical power generation system. It has two functions:
− Engine 3 Generator Control Unit (Engine 3 GCU) (6500PC)
− It starts the APU using power from the Battery 1 (LH Battery), together with the external ground power source if it is
− Generator 1 Line Contactor (L301PC)
connected.
− Generator 2 Line Contactor (R301PC)
− It supplies electrical power to the aircraft electrical systems when the APU is in operation. It supplies the power to the
− Generator 3 Line Contactor (L401PC) LH ESSENTIAL BUS (BUS E), through the BAT 1 BUS (BUS C).

The three generators are the same and interchangeable with each other. The three GCUs are the same and The system supplies 28.5 VDC at 400 Amps at the APU nominal speed of 12000 RPM.
interchangeable with each other and with the APU-GCU. The three contactors are the same and interchangeable with
− It starts to supply when the speed increases above 10700 RPM.
each other.
− It stops supply when the speed increases above 12600 RPM or decreases below 10100 RPM.
Batteries
The system is controlled and monitored by the APU Generator Control Unit (303PC) (referred to below as the GCU). The
The two lead-acid batteries are in the servicing bay of the aircraft. Each battery has a nominal 24 V DC at 25 Ah output.
APU-GCU is interchangeable with any Main Generator GCU. The primary components of the system are:
The batteries supply backup DC power to the aircraft electrical system. Battery 1 (LH Battery) supplies power to start the
APU. The primary components are: − The APU Starter-Generator (8000PC) on the APU (1000KB)
− Battery 1 (L1000PC) − The APU Generator Control Unit (303PC) in the RH Primary Power Distribution Box (RH PPDB) (6000PC)
− Battery 2 (R1000PC) − The APU Starter-Generator Line Contactor (L403PC) (referred to as APU-GLC) in the LH PPDB (5000PC)
− Battery 1 Line Contactor (BC1) (L202PC) − The APU Starter-Generator Fuseboard (503PC) in the LH PPDB (5000PC)
− Battery 2 Line Contactor (BC2) (R202PC)
− "BAT 1" Magnetic Switch (BAT 1 Switch) (L9720PM) Flight Control System (FCS) DC Generation
− "BAT 2" Magnetic Switch (BAT 2 Switch) (L9730PM) A permanent magnet alternator (PMA) is installed on engines number 1 and 2. The PMAs independently supply electrical
power to the Fly-By-Wire, Flight-Control System. The flight control system DC generation system supplies electrical power
− Battery 1 Heater Relay (L1401PM)
to the Fly-By-Wire (FBW) system. The primary components of the system are:
− Battery 2 Heater Relay (R1401PM)
− Engine 1 Flight Control System (FCS) Permanent Magnet Alternator (PMA) (L2000PC)
− Engine 2 FCS PMA (M2000PC)
The system is controlled by the Power Distribution Control Unit electronic cards:
− LH PDCU A (L301PM)
The two FCS PMAs are the same. The engine 1 FCS PMA (L2000PC) is attached to the engine 1 Engine Electronic
− RH PDCU A (R301PM) Control (EEC) Permanent Magnet Alternator (PMA) (L9600EF), which is installed on the engine 1 auxiliary drive pad. The
engine 2 FCS PMA (M2000PC) is attached to the engine 2 EEC Permanent Magnet Alternator (PMA) (M9600EF), which
is installed on the engine 2 auxiliary drive pad.

Each PMA is rated for 450 W continuous power output at speeds between 10689 rev/min. and 19885 rev/min.

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 Developed for Training Purposes Falcon 7X

Generator
 DC GENERATION SYSTEM (CONTINUED)
Components
Main Generators (L7000PC/R7000PC/M7000PC)
Only one generator is described. The description is the same for all three generators. Each generator supplies a nominal
output of 28.5 V DC, 400 A, when turning at a speed between 8400 rev/min and 17000 rev/min. It can supply up to 500 A
continuously, and up to 600 A for short periods (approx. 5 minutes) during over-load conditions.

The generator is a brushless alternator with a rectified output. It is cooled by an internal fan that takes air through a duct
from the engine. The generator is attached to the engine accessory gearbox by a Quick Attach/Detach (QAD), V-band
clamp.

The drive shaft of the Generator has a “shear-neck” between the drive splines and the rotor. There is a limit to the torque
permitted to be transmitted to the accessory gear box. If the torque is more than the limit, the shear-neck breaks. This
disconnects the Generator from the drive shaft of the accessory gear box.

The generator has a clutch dampener on the drive shaft, to absorb vibration or mechanical shock from the gearbox. It also
has sensors on the two main bearings to give a warning of bearing failure.

Operation
Only one generator is described. The description is the same for all three generators. The generator is a three-stage
electro-magnetic machine. All three stages are on one rotor.

Stage 1 Permanent magnets turn inside the PMG stator coils. The AC electrical output from the coils is
Permanent Magnet rectified to DC in the generator. This DC voltage is supplied to the Generator Control Unit
Generator (PMG) (GCU). The GCU uses it to supply a control voltage from its Field Regulator (Field +/-) to the
Main Exciter generator.
Stage 2 The GCU supplies a Pulse-Width Modulated (PWM) control voltage to the ME stator coils to
Main Exciter (ME) cause a controlled electro-magnetic field. The ME rotor turns in the field and generates an
Generator alternating current that is rectified on the rotor.
Stage 3 The rectified output from the ME generator supplies the rotor coils of the Main Generator. This
Main Generator causes an Electro-magnetic field that turns inside the main stator coils. The alternating current
from the main stator coils is rectified and supplied to the main terminal block of the generator.

Figure 4
DC Generator Principal Diagram

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 Developed for Training Purposes Falcon 7X

GCU Locations

Figure 5
Generator Control Unit
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued) Soft Start
Generator Control Units (5500PC/R2660PC/303PC/6500PC) The soft start function slowly increases the reference voltage for the regulator PWM during initial generator excitation.
Only one GCU is described. The description is the same for all three GCUs. Each GCU monitors and controls its own This is to reduce voltage overshoot (voltage build-up).
generator to make sure it gives the necessary output and to protect it from faults. They also communicate with each other,
with the APU-GCU and the Power Distribution Control Units (PDCUs) to operate as a system. Load Sharing (paralleling)
All three Main Generators and the APU Starter-Generator can operate at the same time (in parallel). This function
The engine 1 GCU (5500PC) (referred to as GCU 1) and engine 3 GCU (6500PC) (referred to as GCU 3) are installed in balances the generator output current with other generators that supply to the same load bus. The function adjusts the
the LH PPDB (5000PC). difference in current between the generator and the other generators. It adjusts the duty-cycle of the PWM control of the
ME stator current. It sends analog signals (EQ+/-) to the GCUs of other generators.
The engine 2 GCU (R201PC) (referred to as GCU 2) is installed in the RH PPDB (6000PC).
− GCU 1 receives power from the LH Essential Bus (BUS E), GEN1 POR and the GEN1 PMG Line-Contactor Control
− GCU 3 receives power from the LH Essential Bus (BUS E), GEN3 POR and the GEN3 PMG The Line Contactor Control function controls the Generator Line Contactor (GLC). The function closes the generator line
− GCU 2 receives power from the RH Essential Bus (BUS F), GEN2 POR and the GEN2 PMG contactor if the quality of power is satisfactory. It opens the generator line contactor because of unsatisfactory conditions
of the protection functions, the fire switch or the generator control switch.
The GCU is an electronic card installed in a slot, in a compartment of the PPDB, separated from the contactor areas. The
Main Generator GCU and APU-GCU cards are interchangeable. Programming pins in each slot let the card know which The contactor is energized closed initially by the higher power “GLC Pick-Up” (GLC PU) signal, then held closed by the
slot it is in. It can then use the on-card control logic applicable to the Main Generator or the Starter-Generator. lower power “GLC Hold” signal.

The GCU has Built-in Test functions (BIT) to monitor the GCU for internal faults and to send fault signals to the aircraft Speed Sensing
avionics. It has ARINC 429 for communication with other control systems and the aircraft avionics. The speed function of the GCU calculates the generator speed from frequency. The speed signal comes from one phase
of the PMG. The calculation is 0.0833Hz/rpm.
Primary Control Functions
Voltage Control
The voltage regulator monitors the Point of Regulation (POR) voltage. It supplies an analog reference voltage signal for
the Pulse-Width Modulator (PWM). The Field Regulator transistors send the PWM voltage to the ME stator coils in the
generator to control the output voltage.

Field Drive Control

The Field Regulator transistors send the PWM voltage to the ME stator coils of the Generator. This changes the electro-
magnetic field in the ME stator coils, which increases or decreases the output voltage from the Generator.

Pulse-Width Modulation (PWM)

PWM is the same as Pulse-Duration Modulation. The GCU uses an analog reference DC voltage to change (modulate)
the time-duration of pulses from a pulse generator. This gives a square-wave pulse, with a pulse duration (duty-cycle) that
is related to the reference voltage. The highest reference voltage gives 0% duty-cycle (no pulse, field regulator transistors
always off). The lowest reference voltage gives a maximum duty-cycle (field regulator transistors approximately 95% on).

Four functions give reference voltages for the Generator PWM:

− Point of Regulation (POR) Voltage
− Load Sharing (Paralleling) Function
− Current Limit
− Soft Start

The highest voltage from those functions is used as the reference voltage.

Current Limit
The current limit function senses the generator output current from the generator’s external shunt. If the current is high,
the current limit function reduces the duty-cycle of the PWM control of the ME stator current. This reduces the generator’s
output voltage, which reduces the current for the same electrical load. If the current stays too high, the GCU provides
over-current protection.

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Developed for Training Purposes Falcon 7X

Figure 6
Generator Control Unit
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued) Ground Fault
Generator Control Units (5500PC/R2660PC/303PC/6500PC) (Continued) This protects the generator and the feeder cables from a short circuit on the generator feeder-to-ground cable. The GCU
compares the load current against the generator current. If the difference is higher than specified, the GCU opens the
Primary Protection Functions
GLC. If the difference stays high with the GLC open, the Field Regulator de-energizes the generator.
Driver Overload
This function protects against overload of the output (driver) transistors of the Field Regulator and GLC Control functions.
Open Ground
Analog hardware prevents the transistor current increasing above a specified limit. If the transistor stays at the current
limit for a specified time, the function shuts-down the driver. If a ground connection to the GCU becomes open circuit, it can cause uncontrolled generator output voltage. This function
senses an open circuit in the ground wiring used for control and protection. It de-energizes the generator and GCU.
Over-voltage
Reverse Current
This function de-energizes the generator and GLC if the Point of Regulation (POR) voltage becomes unsatisfactorily high.
This function is divided into two parts: Reverse Current protection prevents discharge of the batteries through the generator. Reverse Current protection in the
GCU is for the APU Starter-Generator only. For the Main Generators the output diodes in the generator itself prevent
Delayed Trip: This function protects against regulator failure modes such as reference drift where equipment will not reverse current flow.
be damaged by a slow response. The time delay changes in relation to the size of the fault.
Quick Trip: This operates immediately when the Field Regulator drive is permanently on and the over-voltage Open Voltage Sense
condition continues to increase. This senses an open circuit in the POR monitoring circuit. If the POR monitor is open circuit, the Voltage Regulator will
increase the generator output voltage above the specified limits. The function senses the difference between the
Under-voltage generator output voltage and the POR. If the POR voltage is very low, it de-energizes the Field Regulator output.
This function de-energizes the generator if the Bridge Sense voltage becomes unsatisfactorily low. If the voltage stays
unsatisfactorily low for more than a specified time, it will open the GLC. Under-speed Protection
If the generator speed is below a specified limit, the GCU opens the GLC.
Bearing Fault
This function monitors the generator bearing-sensors. It sends a failure signal to the aircraft avionics, through ARINC 429, NOTES:
if the sensor resistance is not in specified limits.

Field Driver Failure

This function monitors the high-side (Field+) driver transistor in the Field Regulator. If it does not switch off during each
PWM cycle, and there is no other fault, it opens the GLC.

Over Excitation: (During paralleling)

This is part of the Over-voltage Protection function.

When generators operate in parallel, the GCUs try to balance the load between all operating generators. Each GCU
sends an equalizer signal (EQ+/-) to the other GCUs. It monitors equalizer signals from the other GCUs. A fault in one
generator that causes an over-voltage can cause an over-voltage to be sensed by all the GCUs. Over-excitation
protection de-energizes the faulty generator channel.

The function uses the Bridge Sense voltage. This voltage from the output diode bridge of the Main Generators is the true
voltage of the generator. If the voltage is too high, the GCU opens the Generator Line Contactor.

High Ripple Detection

This function senses a failure of an output diode or a phase in the main generator. It will sense a variation in the output
voltage during each revolution (voltage ripple). It sends a “High Voltage Ripple” signal to the aircraft avionics, through
ARINC 429.

Over-Current
This function protects the generator and related wiring from high current. If the generator output current is too high, the
GCU sends a signal to the PDCU to remove some electrical loads (load-shedding). If the current does not decrease to a
satisfactory value, the GCU opens the GLC and de-energizes the generator. This protects the generator and its bus.

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 Developed for Training Purposes Falcon 7X

Figure 7
Discrete, Analogue, RS422 and ARINC429 Connection
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued
Generator Control Units (5500PC/R2660PC/303PC/6500PC) (Continued)
Over-Temperature Protection of the LH PPDB (Control of the Cooling Fan)
The LH PPDB can overheat when the generators 1 and 3 transmit a high current (for example if Gen 2 is not in operation).
A cooling fan is installed in the LH PPDB, and is controlled and monitored by GCU 1 and 3. If the current in generator 1 or
3 is 350 amps or more, the GCU operates the cooling fan. When the current decreases to less than 350 amps, the fan
continues to operate for 5 minutes before it stops.

The positive supply to the fan is directly from the main bus through a 3.5 amp fuse on the GCU. The negative supply is
controlled by the GCU. The GCU will stop the fan if it senses a fan over-current, or the rotor does not move freely.

The fan and its control circuits are tested by the GCU Built-in Tests:
− P-BIT tests the over-current sensing circuits.
− C-BIT continuously tests the fan control circuits. Also once per flight when the GLC closes, the fan is switched on and
off to test for correct operation.

Built-in Test (BIT) Functions

Power-up Built-In Test (P-BIT)
The P-BIT tests the functions that only operate when a fault occurs. It operates when: initial power is supplied to the GCU,
the generator is stopped and the aircraft is on the ground. All P-BIT functions are completed in less than 400 milliseconds
after initial power-up of the GCU.

P-BIT sends a false signal to each protection function. It then waits for a signal from each function in a specified time. If it
receives no signal, or an incorrect signal, the function sends a GCU failure signal. The failure signals are sent through
ARINC 429 communication to other systems and the aircraft avionics.

Continuous Built-In Test (C-BIT)

After P-BIT is completed, C-BIT operates continuously while power is supplied to the GCU. C-BIT monitors the inputs and
outputs of the GCU. It sends a GCU failure signal when the result does not agree with the specified result. The failure
signals are sent through ARINC 429 communication to other systems and the aircraft avionics.

Communication Functions
ARINC 429 RX Data
The GCU receives high-speed ARINC 429 data from the PDCU 'A' and 'B' cards in the same PPDB. The data transmitted
by the PDCU cards includes: contactor status, detailed PDCU status data, voltage, current, battery temperature, circuit
breaker and fuse status data.

ARINC 429 TX Data

The GCU transmits low speed ARINC 429 data to other systems and the aircraft avionics. The data includes detailed data
about the GCU status and analog measurements as well as ARINC 429 data received from the same side PDCU 'A' and
'B' cards.

Discrete Outputs
The GCU also sends some discrete signals (Gen O/Current, Gen Off and Start Mode) to other parts of the electrical
power system.

Figure 8
LPPDB Cooling Fan Control and Monitor Architecture

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 Developed for Training Purposes Falcon 7X
5000PC L100PB : ENGINE 1 ELECTRICAL HARNESS

L301 PC
381FT 43JB
L501 PM GLC1
R9650PC
LH ESSENTIAL BUS LH MAIN BUS 106 47/000 L9501PM

103HN 2 1
BTC2 342 1
J1 - 51 6 4
27 28 N2 SPEED CHA ENGINE 1
SD 24-60-00 *G 58
BLEEC ENABLED
1
L401 PM L301 PM
2 3
PDCU . B

STATUS

STATUS
PDCU . A 21 N2 SPEED CHB ENGINE 1

GL C1

GL C1
30
3 BLEEC ENABLED
4

GEN 1 - OC
AMSAC 357FT 507

A429 TX

A429 TX
8 20 ENG. 1
E *H 45
+V EEC
N2 ABOVE CHANNEL B
IDLE
355FT 501

24
(READY TO LOAD B)

86

29
31

87
87
60
L100EF
D 19 45 ENG. 1
+V EEC
N2 ABOVE CHANNEL A
IDLE
5500PC (GCUI) (READY TO LOAD A)
4 32 38 50 7 11 5 1 21
A18
53 34
303JN L 28V RTN POR EQUALIZER HOLD

A18
54 88 REDUNDANT
363JN M A
OVERVOLTAGE PICK - UP
+PWR
+
L7000PC
331 CURRENT
5000PM LIMIT
CONTROL & PROTECTION FPGA 503
1C 355FT
4 7 57 POR MON
+ PWR A A OFF 4 77 G 10KΩ
OFF GEN MON 19 13 GEN - MON
U 22 B
L9710PM BRIDGE SENSE 29
P 17 BRIDGE SENSE
READY TO LOAD 7 D
GEN 1
D Q
3 6 51 15A
A 15 76 F UPOR > 25V PWM
+PWR CURRENT 16/24 E
Q SPEED>8400RPM SPARE N 20 SPARE
R ANALOG LIMIT
UBRIDGE > 25, 5V POR VOLTAGE
REGULATOR ROTOR
200WZ 76 R R
X 8 L
29/20 POWER
950WZ EXCITER
S A RECTIFIER
82 B B
FIRE 15A Y 9 G
1 CURRENT
2B CURRENT LIMIT LIMIT N
19 2 5 39 AND PROTECTION
75 S
S
CLOSED
SD 26-21-00 PMG

+PWR CLEAR.FAULT
R
(OVERVOLTAGE) OR (OPEN GROUND) REGULATION
FAULT OR (GROUND FAULT) TRIM PMG 62 R R PMG ( + )
+PWR DC / DC W 21 C
J1-56 41 OR (FILED DRIVE FAULT)
GEN POR 30/16
SD 24-60-00 OR (OPEN POR) OR (UNDERVOLTAGE) 115 PMG RECTIFIER
PWM
OVERCURRENT OR (REVERSE CURRENT) OPP. SAME SIDE 97 B B PMG ( - )
G ESS R Z 23 M
+ PWR OR (OVERCURRENT) GEN GEN
CR4

LOAD CURRENT 55
BIT & COMM. FPGA
52
+ PWR DATA SPEED SENSE 30 B B SPEED SENSING
4101FY A 37 J
BUS 48 10KΩ
1 FAULT 104 R R GEN SIGNAL GND
S H 38 K
GCUI ARINC 429 IN HI 45 R R R R
10 79 9 B 93 BEARING FAULT
B B B B A429 TX 100KΩ
GCUI ARINC 429 IN LO 46 80 C 95
1 BEARING SENSE 75 15/24 BEARING SENSE
81 CR A429 RX A429 RX R 19 F
( PDCU.A ) ( PDCU.B ) 8, 25KΩ

14 GEN PWR GND

H
Legend 72
69
NOT USED T 39

521J / P ENGINE 1 CUT - OFF CONNECTOR 28

507J ENGINE 1 CUT - OFF CONNECTOR 26
503J ENGINE 1 CUT - OFF CONNECTOR

L9551PM
501J ENGINE 1 CUT - OFF CONNECTOR 6500PC-31 31
SAME SIDE
342J / P LH/RH BASIC ELEC CUT - OFF CONNECTOR 6500PC-15 15
EQUALIZER
331J / P LH FR33 BASIC ELEC CUT - OFF CONNECTOR EXT EQUALIZING 18
OPP. SIDE
BUS 24
43JB GEN. 1 FIRE - WALL TERMINAL 421FT 521
4101FY GENERIC 1/0 1 MODULE
R R R R E1
200WZ FIRE PANEL GEN. CURRENT 92 J
B
56
B
1
B
59
B L7010PC
94 K 2
5000PM OVERHEAD PANEL 59
CR 1 1
S1
L7010PC GENERATOR 1 SHUNT MEASUREMENT
5000PC LH PPDB WD243100AA4007
103HN AMSAC CHASSIS
Figure 9
Generator 1 Control – DC Power
24-7A
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued)
Generator Control Units (5500PC/R2660PC/303PC/6500PC) (Continued)
Operation
The GCUs control their related engine generator and give protection from faults. The GCUs also communicate with each
other to control the parallel operation of the generators.

Built-in Tests
When the GCU receives power, it does a power-up built-in test (P-BIT) in the first 400 milliseconds. After that, continuous
built-in test (C-BIT) operates all the time the GCU receives power.

Pulse-Width Modulation (PWM) Control

The control of the Generator is by Pulse-Width Modulated (PWM) voltage. The PWM voltage is sent to the Main Exciter
Stator through the field transistors of the Field Regulator.

The Voltage Regulator compares the Point of Regulation (POR) voltage with a Set-Point Reference voltage from the GCU
control logic. If they are different, the Voltage Regulator modifies the duty-cycle of the PWM voltage.

During parallel operation of the generators, the GCU monitors the Equalizer (EQ) Signals from the other GCUs. The EQ
Monitor modifies the Set-Point Reference voltage to the Voltage Regulator, so that all generators supply equal currents.

The Control and Protection circuits can directly modify the PWM duty cycle. The Control and Protection functions monitor
the operation of the Field Regulator transistors. If it senses a fault, it can de-energize the output from the Field Regulator.

Generator Control
When the engine is at normal operating speed, the Full Authority Digital Engine Control (engine FADEC) sends a “Ready
to Load A” signal to the GCU. (It sends a “Ready to Load B” signal if the engine start is in-flight.) The GCU monitors the
Generator and the signals from other parts of the Electrical Power Generating System and aircraft avionics. If the
generator operating conditions are satisfactory, it closes the Generator Line Contactor (GLC).

The GCU will not close the GLC if there is no “Ready to Load” signal, even if all the generator parameters are in limits. If
the ground power is connected, the Ground Power Contactor GPC1 will open to disconnect the Ground Power. Ground
power can not operate in parallel with a Main Generator. The Generator has priority. The EXT PWR switch legend flashes
to show that Ground Power is available but not connected.

The GCU card controls the Generator, and gives protection against faults. The GCU monitors the output voltage and
adjusts it by pulse-width modulation (PWM) of the excitation voltage to the ME stator coils.

Operation in Parallel with other Generators

All three Main Generators and the APU Starter-Generator can operate in parallel with all the other generators. Each GCU
controls its own generator in parallel to the other generators. The GCUs use the Paralleling Function to try to balance the
load between all operating generators. The paralleling function uses the load current sensors to sense the generator’s
output current. This gives a signal that is proportional to the generator’s output current. The GCU sends a discrete
equalizer signal (EQ+/-) to the other GCUs and monitors equalizer signals from the other GCUs.

The paralleling function controls the PWM Field +/- signal either higher or lower so the generators supply equal currents.
Over-excitation protection operates when generators operate in parallel. A fault in one generator that causes an over-
voltage can cause all the GCUs to sense an over-voltage. Over-excitation protection opens the generator line contactor of
the faulty generator channel. Under-excitation protection operates in the same way for an under-voltage fault

The APU Starter-Generator does not have Under/Over-excitation protection. It is protected differently. Figure 10
Pulse – Width Modulation Control

24-7
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 11
Primary Power Distribution Boxes – Generator Line Contactor Locations
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued)
Generator Line Contactor (GLC)
When the operating conditions are satisfactory:
− Generator 1 Line Contactor (L301PC) connects the Generator 1 to the Left Main Bus (BUS A)
− Generator 2 Line Contactor (R301PC) connects the Generator 2 to the Right Main Bus (BUS B)
− Generator 3 Line Contactor (L401PC) connects the Generator 3 to the Left Main Bus (BUS A)

The GLC has three sets of contacts:

− The main contacts connect the Starter-Generator to the bus
− One set of auxiliary contacts send contactor status data to the GCU and the Power Distribution Control Units in the
PPDBs
− One set of auxiliary contacts send contactor status data to the RAT Control System. When all three GLCs are open,
and there is no Weight-on-Wheels, it will deploy the RAT.

The GLC has two energization coils:

− The “Pick-Up” coil used for initial energization to close the contacts
− The” Hold” coil used to hold the contacts closed until de-energization

Operation
The GCU controls the opening and closing of the GLC. The GCU monitors the quality of the electrical power from the
Generator. It monitors the protection functions and the data from other control systems. If the results are satisfactory, it
energizes the coils in the GLC to close the contacts. Energization is a two stage process. Initially the GCU sends a higher-
current pulse (GLC PU) to the Pick-Up coil of the GLC. This closes the GLC quickly. Then the GCU sends a lower-current
signal (GLC HOLD) to the Hold coil. This holds the contacts closed until the coil is de-energized.

Generator Contactor Locations

Figure 12
Generator Control Unit

24-8
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
1010TP
125 336
1
1
U BAT 1 1027/22
310TP - 3 1030/22
3 M 23
SD 24 - 34 - 20

410FT

1029/22
365

H
1028/22
5000PC

419FT
5000PM
335
5A 363J 363P 1
A A
1 1
1021/22 1026/22 /22 1023/22
2 B 6 38

BAT 1 PWR
L1000PC
L202PC

L1110PC
( BC1 ) 399FT

5A
LH . ESS BUS A1 A2 BAT . 1 BUS L9640PC 112 1001/01HT

2.5A

15A
L1210PC
BAT 1 MONITOR

BAT 1 HEATER
L1010PC
6 4

1
1003/01HT
T1
2
3

L1401PM 3
417FT
1032 1002/16
A2 A1 Z L
BC1 STATUS 300W
J1 - 9 B2 B1 T2 1004/16
M
SD 24 - 60 - 00 X2
L301PM X1

107

106
84
57
+28V RH. ESS PDCU. A HEATING
J1 - 10
L9720PM SD 24 - 60 - 00 BC1
STATUS
OFF
116
1 +PWR HOLD
1011 / 22 1012 / 22 1025/22
1 F 8 60 118

+28V GPU
SD 24 - 40 - 00 PICK . UP

33
>18V
36 +18°C +18°C
32
CONTROL & PROTECTION FPGA
1
82
+7°C +7°C
MONITORING 22
APU_START 1005
88 28 F +56°C
WOW_PDCU
FAULT 1033 1006
50 E
S Q +43°C
1 BAT 1 L401PM

POWER R
UP +PWR
2V<U<19, 5V 49 BC1 STATUS
TD 10s EXCESSIVE
REVERSE 82 BAT 1 OVERCURRENT
CURRENT OVERCURRENT

2V<U<8V PWM 19

14 25 R R A
Legend 1
BAT1 TEMP 1013
1016/22 1017/22 1024/22 > 80° B B
3 D 7 59 45 24 B
365J/P LH / RH BATTERY HARNESS CUT - OFF CONNECTOR TRIP COIL
16
363J/P LH BASIC ELEC/BATTERY CUT - OFF CONNECTOR AUTO
TO OFF
336J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR 3
335J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR BAT . 1
24310037/12
125J/P BATTERY / R.A.T. CUT - OFF CONNECTOR T2 A 109 TEMP
1010TP MAINTENANCE PANEL
5000PM OVERHEAD PANEL
5000PC LH PPDB WD243410AA4006
L1000PC BATTERY 1
Figure 13
Battery 1
24-9A
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued) The two low temperature thermostats and the high temperature thermostat are connected in series to control the heater.
The thermostats energize the Battery Heater Relay:
Main Batteries
− When the battery's internal temperature is below 4.4°C±2.8 (40°F±5) AND
Battery 1 and Battery 2 are the same and are interchangeable. The primary function of the main batteries is to supply
back-up power, in flight, when all or part of the main generation system fails. They work with the Ram Air Turbine (RAT) to − The related Essential Bus has power.
supply emergency power to the essential buses. When the RAT works at its full speed, it charges the batteries. When the
airspeed is low, just before landing, the RAT does not supply sufficient power. The batteries then provide the power to the The Battery Heater Relay connects the Heater to the related Essential Bus.
buses.
At 15.6°C±2.8 (60°F±5) the two low temperature thermostats open to de-energize the heater. If one low temperature
The battery is connected directly to the battery bus. Some “critical” equipment (know as “hot loads”) are connected thermostat becomes unserviceable, the other thermostat will open. If both low temperature thermostats become
permanently to the battery buses. This makes sure they always have power when the batteries are installed and unserviceable, the high temperature thermostat will open when the battery temperature is more than 54.4°C±2.8
connected in the aircraft. (130°F±5).

The Battery is two 12 VDC sealed monoblocs connected in series and contained in an aluminum outer casing. An internal The PDCU A card monitors the battery's internal temperature sensor (a thermistor). It transmits the battery temperature
heater and temperature sensors keep the battery at a satisfactory operating temperature. on ARINC 429, through the GCU’s, to the avionics for fault isolation and status indication. Status data is shown to the
flight crew on the “ELEC” synoptic page.
It has two thermostats for low temperature control of the internal heater:
− Opens above 15.6°C± 2.8 (60°F ± 5)
− Closes below 4.4°C± 2.8 (40°F ± 5) Main Batteries (L1000PC/R1000PC)

It has one thermostat for high temperature control of the internal heater (overheat protection):
− Opens above 54.4°C ± 2.8 (130°F ± 5)
− Closes below 43.3°C ± 2.8 (110°F ± 5)

The two low temperature thermostats and the high temperature thermostat are connected in series. It has a thermostat to
control an external cooling fan. This is not connected on the aircraft. It has a thermistor to send temperature data to the
PDCU A card.

The date of manufacture for the battery is shown in the serial number of each battery, for example:
− Serial Number 8 035 W 0011 where 8 is the last digit of the year (2008), 035 is the day of the year (4th Febuary), and
0011 is the battery number in the production batch (11th battery in the batch).

Operation
The Battery Master Switches (BAT 1 and BAT 2) are on the overhead panel in the cockpit. When they are in the AUTO
(up) position, they send a signal to the LH and RH PDCU A cards. If there are no faults, the PDCU A closes the Battery
Line Contactor (BC 1 and BC2). The PDCU A will open the Battery Line Contactor if it senses these conditions:
− In ALL flight phases:
• Excessive charge current
• Short term under-voltage (< 8V for 1 second)
− On the Ground only:
• Long term under-voltage (< 19.5V for 10 seconds)
• APU start
• Battery over-temperature (80°C).

The Battery Line Contactor 1 (BC1) connects the BAT 1 BUS (BUS C) to the LH Essential Bus (BUS E).

The Battery Line Contactor 2 (BC2) connects the BAT 2 BUS (BUS D) to the RH Essential Bus (BUS F).

24-9
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Legend
360P RH BASIC ELEC / BATTERY CUT-OFF CONNECTOR
360J RH BASIC ELEC / BATTERY CUT-OFF CONNECTOR
336J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR
125J/P BATTERY / R.A.T. CUT-OFF CONNEECTOR
1010TP MAINTENANCE PANEL
5000PM OVERHEAD PANEL
6000PC RH PPDB
R1000PC BATTERY 2

Figure 14
Battery 2
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued) Battery Voltage Indicator (210TP)
Battery Line Contactors (BC1 and BC2) The maintenance panel (1010TP) includes:
When the operating conditions are satisfactory: − The battery voltage indicator (210TP) which is used when testing the voltage capacity of battery 1 (L1000PC) or
battery 2 (R1000PC)
− Battery 1 Line Contactor (L202PC) connects the BAT 1 BUS (BUS C) to the LH Essential Bus (BUS E)
− Battery 2 Line Contactor (R202PC) connects the BAT 2 BUS (BUS D) to the RH Essential Bus (BUS F)
Four sets of two LEDs indicate the voltage capacity as follows, from the left to the right:
− A set of two red LEDs, which illuminate for any battery voltage
The contactor has two energization coils:
− A set of two green LEDs, which illuminate for battery voltage > 20 ±0.2 VDC
− The “Pick-Up” coil used for initial energization to close the contacts
− A set of two green LEDs, which illuminate for battery voltage > 22 ±0.2 VDC
− The” Hold” coil used to hold the contacts closed until de-energization
− A set of two green LEDs, which illuminate for battery voltage > 23 ±0.2 VDC
− The "BATT 1/BATT 2" switch (310TP) which is used to select the voltage capacity indication for battery 1 (L1000PC)
Each contactor has three sets of contacts. On the BC1, in the LH PPDB:
or battery 2 (R1000PC)
− The main contacts connect the BAT 1 BUS (BUS C) to the LH ESS BUS (BUS E)
− One set of auxiliary contacts send contactor status data to the PDCU in the LH PPDB
The voltage capacity indication for the selected battery is shown on the battery voltage indicator (210TP).
− One set of auxiliary contacts send contactor status data to the Ground Service Bus Relay. The GSB only operates
when BC1 and BC2 are open.
Maintenance Panel (1010TP)
On the BC2, in the RH PPDB:
− The main contacts connect the BAT 2 BUS (BUS D) to the RH ESS BUS (BUS F)
− One set of auxiliary contacts send contactor status data to the PDCU in the RH PPDB and to the Ground Service Bus
Relay. The GSB only operates when BC1 and BC2 are open.
− One set of auxiliary contacts is used by the emergency isolator relay (R2501PM). When the flight crew selects
Emergency Isol, it energizes both the Pick-up and the Hold coils. The Auxiliary contact de-energizes the Pick-up coil
when BC1 closes.

Operation
The Battery Master switches on the Overhead Panel send an OFF or an AUTO signal to the PDCU. The PDCU controls
the opening and closing of the Battery Contactor. The PDCU monitors the quality of the electrical power from the Battery.
It monitors the protection functions and the data from other control systems. If the results are satisfactory, it energizes the
coils in the Battery Contactor to close the contacts.

Energization is a two stage process. Initially the PDCU sends a higher-current pulse (BC PU) to the Pick-Up coil of the
Battery Contactor. This closes the Battery Contactor quickly. Then the PDCU sends a lower-current signal (BC HOLD) to
the Hold coil. This holds the contacts closed until the coil is de-energized.

Battery Master Switches

On the overhead Panel in the cockpit, there are two Battery Master Switches:
− "BAT 1" Magnetic Switch (BAT 1 Switch) (L9720PM)
− "BAT 2" Magnetic Switch (BAT 2 Switch) (L9730PM)

When the switch is in the down (OFF) position, the Battery Contactor is open. The Battery is not connected to the
Essential Bus.

When the switch is in the up (AUTO) position, it sends a signal to the PDCU. The control and protection functions of the
PDCU automatically open and close the Battery Contactor. The switches are magnetically held when set to the up
(AUTO) position. The PDCU energizes the trip-coil in the switch when it senses a fault and opens the Battery Contactor.
This forces the switch to the down (OFF) position.

24-10
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

APU Starter/Generator (8000PC)

 DC GENERATION SYSTEM (CONTINUED)
Components (Continued)
APU Starter-Generator (Starter-Generator)
The Starter-Generator operates first as a starter motor to start the APU. When the APU is at operating speed, it sends a
“Ready to Load” signal to the GCU. The Starter-Generator then operates as a generator to supply electrical power to the
aircraft electrical systems.

It is cooled by an internal fan that takes air through a duct from outside the aircraft. It is installed on the APU auxiliary
gearbox by a quick attach/detach (QAD) V-band clamp.

The drive shaft of the Starter-Generator has a “shear-neck” between the drive splines and the rotor. There is a limit to the
torque permitted to be transmitted to the APU gear box. If the torque is more than the limit, the shear-neck breaks. This
disconnects the Starter-Generator from the APU drive shaft.

Operation
The APU starter-generator (8000PC) has two operation modes:
− Starter Mode
− Generator Mode

Monitoring and control of these modes is described in the operation of the GCU.

Starter Mode
Battery 1 (LH Battery) applies its voltage to the main terminals (B+ and E-) of the Starter-Generator. This supplies
electrical power to stator windings and the armature, through the brushes and the commutator. The Ground Power Unit, if
it is connected, can help the Battery 1 (LH Battery). The GCU applies a voltage (FIELD +/-) to the Shunt Field Windings.
The Starter-Generator operates as a starter motor to turn the APU.

As the Starter-Generator speed increases, it causes a voltage opposite to the input voltage (a back-EMF). The back-EMF
reduces the torque of the Starter-Generator at higher speeds. The GCU reduces the voltage to the Shunt Field Windings.
This reduces the back-EMF and so increases the torque available to start the APU.

When the APU can operate by itself (self-sustaining speed), the APU Engine Control Unit (APU-ECU) removes the “Start”
signal from the GCU. The Starter-Generator stops operating as a starter motor. The GCU opens the APU-GLC and waits
for an “APU Ready” signal from the APU-ECU.

Generator Mode
The GCU monitors the Starter-Generator and the signals from other parts of the Electrical Power Generating System and
aircraft avionics. If the generator operating conditions are satisfactory when it receives the “APU Ready” signal, it closes
the APU-GLC. The Starter-Generator then operates as a generator.

In Generator Mode, the APU turns the Starter-Generator. The Starter-Generator supplies 28.5 V DC through the APU-
GLC to the BAT 1 BUS (BUS C). The BAT 1 BUS (BUS C) supplies the LH ESS BUS (BUS E) through the Battery
Contactor, BC1. The RH ESS BUS (BUS F) supplies power to the GCU. The GCU monitors the output voltage of the
Starter-Generator and controls it by adjusting the current in the Shunt Field Windings of the Starter-Generator.

Figure 15
APU Starter / Generator

24-11
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

APU GCU Location

Figure 16
APU Generator Control
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued) Load Sharing (Paralleling)
APU Generator Control Unit (APU-GCU) All three Main Generators and the APU Starter-Generator can operate at the same time (in parallel). This function
balances the generator output current with other generators that supply the same load bus. The function adjusts the
The GCU controls the Starter-Generator in its two operating modes, and monitors the Starter-Generator and itself for
difference in current between the generator and the other generators. It adjusts the duty-cycle of the PWM control of the
faults. It receives power from two sources:
generator shunt field current. It also sends analogue signals (EQ+/-) to the GCUs of other generators.
− RH MAIN BUS (BUS B)
− RH ESS BUS (BUS F)
Line-Contactor Control
The Line Contactor Control function controls the Starter-Generator Line Contactor (APU-GLC).
The GCU is an electronic card installed in a slot, in a compartment of the RH PPDB, separated from the contactor areas.
The Main Generator GCU and APU-GCU cards are interchangeable. Programming pins in each slot let the card know
which slot it is in. It can then use the on-card control logic applicable to the Main Generator or the Starter-Generator. During generator mode, the function closes the generator line contactor if the quality of power is satisfactory. It opens the
generator line contactor because of unsatisfactory conditions of the protection functions, the fire switch or the generator
control switch.
The GCU has Built-in Test functions (BIT) to monitor the GCU for internal faults and to send fault signals to the aircraft
avionics. It has ARINC 429 for communication with other control systems and the aircraft avionics.
During starter mode, the function closes the generator line contactor if all the conditions for the start are satisfactory. The
contactor is energized closed initially by the higher power “GLC Pick-Up” (GLC PU) signal, then held closed by the lower
Primary Control Functions power “GLC Hold” signal.
Voltage Control
The voltage regulator monitors the Point of Regulation (POR) voltage. It supplies an analog reference voltage signal for Speed Sensing
the Pulse-Width Modulator (PWM). The Field Regulator transistors send the PWM voltage to the Shunt Field Windings in
The speed function of the GCU calculates the generator speed from frequency. The speed signal comes from a 42-pulse
the generator to control the output voltage. The Field Regulator also supplies the PWM control voltage to control torque
magnetic pickup. The calculation is 0.7Hz/rpm.
during the Starter-Generator start mode (refer to Field Weakening).

NOTES:
Field Drive Control
The Field Regulator transistors send the PWM voltage to the Shunt Field Windings of the Starter-Generator. This changes
the electro-magnetic field in the Shunt Field Windings, which increases or decreases the output voltage from the
armature.

Pulse-Width Modulation (PWM)

PWM is the same as Pulse-Duration Modulation. The GCU uses an analog reference DC voltage to change (modulate)
the time-duration of pulses from a pulse generator. This gives a square-wave pulse, with a pulse duration (duty-cycle) that
is related to the reference voltage. The highest reference voltage gives 0% duty-cycle (no pulse, field regulator transistors
always off). The lowest reference voltage gives a maximum duty-cycle (field regulator transistors approximately 95% on).

Four functions give reference voltages for the Starter-Generator PWM:

− Point of Regulation (POR) Voltage
− Load Sharing (Paralleling) Function
− Acceleration Limit (Starter Mode)
− Field Weakening (Starter Mode)

The highest voltage from those functions is used as the reference voltage.

Field Weakening
This function is used only during the start mode. As the Starter-Generator speed increases, it causes a voltage opposite
to the input voltage (a back-EMF). The back-EMF reduces the torque of the Starter-Generator at higher speeds. The Field
Regulator reduces the PWM voltage to the Shunt Field Windings. This causes an electro-magnetic field that weakens the
back-EMF and so increases the torque available to start the APU.

Acceleration Limit
This function is used only during the start mode. It operates during the first six seconds of starting, before Field
Weakening operates. The Field Regulator reduces the PWM voltage to the Shunt Field Windings to limit the acceleration
rate of the Starter Generator.

24-12
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 Developed for Training Purposes Falcon 7X

Figure 17
Discrete, Analogue, RS422 and ARINC429 Connection
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued) Built-in Test (BIT) Functions
APU Generator Control Unit (APU-GCU) (Continued) Power-up Built-In Test (P-BIT)
Primary Protection Functions The P-BIT tests the functions that only operate when a fault occurs. It operates when: initial power is supplied to the GCU,
the generator is stopped and the aircraft is on the ground. All P-BIT functions are completed in less than 400 milliseconds
Driver Overload
after initial power-up of the GCU.
This function protects against overload of the output (driver) transistors of the Field Regulator and GLC Control functions.
Analog hardware prevents the transistor current increasing above a specified limit. If the transistor stays at the current
limit for a specified time, the function shuts-down the driver. P-BIT sends a false signal to each protection function. It then waits for a signal from each function in a specified time. If it
receives no signal, or an incorrect signal, the function sends a GCU failure signal. The failure signals are sent through
ARINC 429 communication to other systems and the aircraft avionics.
Over-voltage
This function de-energizes the generator and APU-GLC if the Point of Regulation (POR) voltage becomes unsatisfactorily
high. This function is divided into two parts: Continuous Built-In Test (C-BIT)
Delayed Trip: This function protects against regulator failure modes such as reference drift where equipment will After P-BIT is completed, C-BIT operates continuously while power is supplied to the GCU. C-BIT monitors the inputs and
not be damaged by a slow response. The time delay changes in relation to the size of the fault. outputs of the GCU. It sends a GCU failure signal when the result does not agree with the specified result. The failure
signals are sent through ARINC 429 communication to other systems and the aircraft avionics.
Quick Trip: This operates immediately when the Field Regulator drive is permanently on and the over-voltage
condition continues to increase.
Communication Functions
Under-voltage ARINC 429 RX Data
This function de-energizes the generator if the POR voltage becomes unsatisfactorily low. If the voltage stays The GCU receives high-speed ARINC 429 data from the PDCU 'A' and 'B' cards in the same PPDB. The data transmitted
unsatisfactorily low more than a specified time, it will open the APU-GLC. by the PDCU cards includes: contactor status, detailed PDCU status data, voltage, current, battery temperature, circuit
breaker and fuse status data.
Over-Current
This function protects the generator and related wiring from high current. If the generator output current is too high, the ARINC 429 TX Data
GCU sends a signal to the PDCU to remove some electrical loads (load-shedding). If the current does not decrease to a The GCU transmits low speed ARINC 429 data to other systems and the aircraft avionics. The data includes detailed data
satisfactory value, the GCU opens the APU-GLC and de-energizes the generator. This protects the generator and its bus. about the GCU status and analog measurements as well as ARINC 429 data received from the same side PDCU 'A' and
'B' cards.
Ground Fault
This protects the generator and the feeder cables from a short circuit on the generator feeder-to-ground cable. The GCU Discrete Outputs
compares the load current against the generator current. If the difference is higher than specified, the GCU opens the The GCU also sends some discrete signals (Gen O/Current, Gen Off and Start Mode) to other parts of the electrical
APU-GLC. If the difference stays high with the APU-GLC open, the Field Regulator de-energizes the generator. power system.

Open Ground
If a ground connection to the GCU becomes open circuit, it can cause uncontrolled generator output voltage. This function
senses an open circuit in the ground wiring used for control and protection. It de-energizes the generator and GCU.

Reverse Current
This prevents discharge of the Battery. If the Starter-Generator loses the excitation current, or is below the minimum
speed for regulation, the output voltage will be less than the bus voltage. The function opens the APU-GLC.

Open Voltage Sense

This senses an open circuit in the POR monitoring circuit. If the POR monitor is open circuit, the Voltage Regulator will
increase the generator output voltage above the specified limits. The function senses the difference between the
generator output voltage and the POR. If the POR voltage is very low, it de-energizes the Field Regulator output.

Under-speed Protection
If the generator speed is below a specified limit, the GCU opens the APU-GLC.

Differential Voltage
This monitors the voltage difference across the APU-GLC. If the bus voltage is higher than the generator voltage, it will
not permit the APU-GLC to close. Or it will open the APU-GLC if it is closed.

24-13
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

5000PC
DETEMPEL
L403PC LH F44 399FT
L9680PC
BAT 1 BUS 113 1/00HT

8 J3 3 342
GCU APU POR
5 7 U 100/16 101/16
8110PC AA
9 S
6000PC
4 6
15A
1 R401PM R301PM
2 8000PC
PDCU. B PDCU. A +

STATUS
STATUS
3

APUC
APUC
3
549

A429 TX

A429 TX
L301PM APUC

APU O/C
SPARE L 418FT
PDCU. A R601PM 30/16
R DD G
RH ESSENTIAL BUS RH MAIN BUS
APUC 93 BTC3

73

29

31

93
86

81
87
STATUS 371
1 417FT 418FT 1
M R R
24600016/24 24600038/24 EE L
503PC 63 79 65 9/16
R FIELD
20 B B
B P FF C
43
Y Y Y CR
L401PM 1 19 75 303PC (APU GCU)
B 24600012/24 B B 24600034/24 14 21 50 7 115 62 59 97
7 2 43 74 1
PDCU. B 6 R R 73 R
3 18 R R A
R R R POR. MON *R
9 4 20 24600011/24 71 24600033/24 5/22
8 5 B B 72 B P R
21 B B
APUC CONTROL & PROTECTION FPGA S B
STATUS 81

ULOAD
OVERVOLTAGE OR OPENGROUND
75 24600015/24 78 24600037/22
R

PMG
OR GROUND FAULT OR FIELD R

POR

ESS
24600013/24 24600035/22 DRIVE FAULT OR OPEN POR OR 18 EXT 22 6/22 *S J SPEED (+)
64 76 B

STATUS
OPP. SIDE EQUALIZING B
24600014/24 24600036/22 45 T K SPEED (-)

APUC
(REVERSE CURRENT AND NO
74 77 BUS
START) OR OVERCURRENT OR FAULT 24
(UNDERVOLTAGE AND NO START) EQUALIZER 76 98/22
OR (UPOR<8V AND START) 48 *T E

CURRENT LIMIT
& PROTECTION
DC/DC
BIT & COMM. FPGA
72 R +PWR
A429 RX CLEAR

APUC

POR-MON
+PWR S Q G 15A

UPOR>ULOAD - 0, 5V
(PDCU A) CURRENT _
69 2/00HT

ULOAD - UPOR>10V
LIMIT

+PWR
DATA
4101FY 28 BUS 8010PC
A429 RX

OPP. SIDE GEN / /

APUC
334 PWM
(PDCU B)

E
3
26 A429 TX R E1
R R R FAULT ANALOG CR

SPEED>8600 RPM
SPEED>9400 RPM
GCU APU A429 IN HI 49 12/24 71 119/24 R 93 VOLTAGE R
B B B 1 REGULATOR 23 130/24
GCU APU A429 IN LO 50 72 B B
2 29 46

+PWR
73 95 B S1
CR S R
J1-62 41 S R 101KP
R Q
SD 24-60-00

WOW
GND WHEN 68 82
GPU AVAILABLE Ud 15A 1B
REGULATION
J1-61 APU. GEN CURRENT 80/24
418FT PWM TRIM
LIMIT 27 3B
Y 77 OVERCURRENT
63 +V
B 55
21 LOAD START SIGNAL

TO LOAD
R FIELD 79/24

READY
44 CURRENT WEAKENING 26 1B
58

SIGNAL
START.
+ +V
5 POR EQUALIZER ACCEL. LIMIT
64 60s 4210JE READY TO LOAD
BC1 R
REDUNDANT GPC1 54 GND WHEN STARTMODE
OVERVOLTAGE J1-79 FIRE PANEL APU SHUT OFF 380JN
1 SD 24-60-00 109

CURRENT
APU. GEN
75 + VALVE CONTROL 9 27
CURRENT LIMIT 30
SD 26-22-00 A18
SPEED 110/22 FUEL SOV CONTROL
26 10C
+PWR 99

200WZ 11 S 104 111/22

74 OPEN 43 10D FUEL SOV RETURN
332
2D 39 92 94 48 45
94/22 99/22
+APU FIRE 18 R 49
DETECTED

+APU 50V CLOSE

COMMANDED BY ECU APU SOV CLOSE
5000PM SD 26-22-00
R2000PM
101KS
APU IGNITION
+PWR. B G ON 111KS 418FT
22 8
R9500PM G
Bus F2 S JJ 65/16
B + IGNIT
T1 58/16 A
+28V - UNIT
MASTER 15A +28V
135 328
2D 21
21
Legend 12 127/24
18
103/24
64
61/24
37
APU COMPUTER 20 78/24 2B IGNITION
+V

0N
8010PC STARTER GENERATOR SHUNT MEASUREMENT 22
111KP
G
549J APU HARNESS CUT - OFF CONNECTOR DD
S Bus F2
371J / P RH/LH WIRING CUT - OFF CONNECTOR 10A
+28V
342J / P LH/RH BASIC ELEC CUT - OFF CONNECTOR 5C
334J / P RH FR33 BASIC ELEC CUT - OFF CONNECTOR 7
10/24
19
104/24
63
62/24
2A MASTER LAMP
332J / P RH FR 33 BASIC ELEC CUT - OFF CONNECTOR 12/24 105/24 63/24 APU STARTING
+PWR. B G RUN 12 20 62 1A
328J / P RH FR33 BASIC ELEC CUT - OFF CONNECTOR
APU RUNNING
135J / P LH/RH WIRING CUT - OFF CONNECTOR R9510PM
START STOP
4210JE RELAY PCB START
2D
64/24 106/24 86/24
101KP APU ECU STOP 11 21 61 4A
START STOP SEQUENCE
101KS APU IGNITION UNIT +28V APU
1C
4101FY GENERIC I/O 1 MODULE START STOP
SD 24-61-10 83/16 82/14
1 APU MASTER ECU +28V
200WZ FIRE PANEL
5000PM OVERHEAD PANEL 85/16 81/14
T1 3 28V RTN
R2000PM RH REAR SPDB
8000PC APU STARTER/GENERATOR
WD491100AA4008
6000PC RH PPDB
5000PC LH PPDB

Figure 18
APU Starter / Generator
24-14A
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued) Operation in Parallel with other Generators
APU Generator Control Unit (APU-GCU) (Continued) The APU Generator can operate in parallel with all the other generators. Each generator GCU can control its generator in
parallel to the other generators. The paralleling function uses the load current sensors to sense the generator’s output
Operation
current. This gives a signal that is proportional to the generator’s output current. The GCU sends an equalizer signal
Built-in Tests (EQ+/-) to the other GCUs and monitors equalizer signals from the other GCUs.
When the GCU receives power, it does a power-up built-in test (P-BIT) in the first 400 milliseconds. After that, continuous
built-in test (C-BIT) operates all the time the GCU receives power.
The paralleling function modifies the Set Point reference signal to the Voltage Regulator so that all the generators supply
equal currents.
Pulse-Width Modulation (PWM) Control
The control system is the same for both Starter Mode an Generator Mode. The control of the Starter-Generator is by When the generators operate in parallel, the GCUs try to balance the load between all operating generators. A fault in one
Pulse-Width Modulated (PWM) voltage. The PWM voltage is sent to the Shunt Field Windings through the field transistors generator that causes an over-voltage can cause an over-voltage to be sensed by all the GCUs. The Over-Excitation
of the Field Regulator. The Voltage Regulator compares the Point of Regulation (POR) voltage with a Set-Point Reference Protection in the Main Generators uses the Bridge Sense voltage to find the true voltage of the generator. It de-energizes
voltage from the GCU control logic. If they are different, the Voltage Regulator modifies the duty-cycle of the PWM the faulty generator channel. Under-excitation protection operates in the same way for an under-voltage fault.
voltage.

The APU Starter-Generator does not have a diode bridge, so it is protected differently. If a Main Generator has an over-
During parallel operation of the generators, the GCU monitors the Equalizer Signals from the other GCUs. The EQ voltage fault, then the APU-GLC will have a Reverse Current fault. The bus voltage will be higher than the Starter-
Monitor modifies the Set-Point Reference voltage to the Voltage Regulator, so that all generators supply equal currents. Generator voltage. The GCU will open the APU-GLC. The Differential Protection function will hold the APU-GLC open.
The Over-Excitation Protection in the Main Generator GCUs will de-energize the faulty main generator. The voltage
The Control and Protection circuits can directly modify the PWM duty cycle. The Control and Protection functions monitor difference across the APU-GLC will become normal again and the Starter-Generator will connect to the Bus again.
the operation of the Field Regulator transistors. If it senses a fault, it can de-energize the output from the Field Regulator.
If the Starter-Generator has an over-voltage fault, the over-voltage protection will open the APU-GLC. The other
Starter Mode generators will stay on-line because the data from their Bridge Sense will be satisfactory.
The GCU controls the Starter-Generator and the APU-GLC while the Starter-Generator starts the APU. The APU
START/STOP switch, on the overhead panel sends a signal to the APU Engine Control Unit (APU-ECU). The APU-ECU Starter-Generator Line Contactor (APU-GLC)
sends a “Start” signal to the GCU. The GCU closes the APU-GLC. Power from the LH Battery Bus (BUS C) is applied to The Starter-Generator Line Contactor (APU-GLC) (L403PC) is in the LH PPDB (5000PC). It connects the Starter-
the Starter-Generator main terminals. The GCU sends a STARTMODE discrete signal to the LH PDCU ‘A’ card. The LH Generator to the BAT 1 BUS (BUS C) when the operating conditions are satisfactory.
PDCU 'A' card opens the BC1 contactor to disconnect the LH Battery from the LH Essential Bus (BUS E). All the Battery 1
The APU-GLC has three sets of contacts:
(LH Battery) power is thus available for the Starter-Generator.
− The main contacts connect the Starter-Generator to the bus.
− One set of auxiliary contacts send contactor status data to the APU-GCU and the two Power Distribution Control Units
If ground power is connected and the LH PDCU 'A' card receives the STARTMODE signal from the GCU:
in the RH PPDB.
− The LH PDCU 'A' card will open the GPC1 contactor and
− One set of auxiliary contacts send contactor status data to the two Power Distribution Control Units in the LH PPDB.
− Close the GPC2 contactor

The APU-GLC has two energization coils:

This lets the ground power help the Battery 1 (LH Battery) to start the APU. The GCU controls acceleration limits and field
− the “Pick-Up” coil used for initial energization to close the contacts
weakening by pulse-width modulation of the voltage applied to the Shunt Field Windings. The APU-ECU senses the
speed of the APU. When the APU can operate by itself (self-sustaining speed), the APU-ECU removes the “Start” signal − the” Hold” coil used to hold the contacts closed until de-energization
from the GCU. The GCU opens the APU-GLC. The LH PDCU 'A' card closes the BC1 contactor. If ground power is
connected, it also opens the GPC2 and closes GPC1 contactors. Operation
The GCU controls the opening and closing of the APU-GLC. The GCU monitors the quality of the electrical power from
Generator Mode the Starter-Generator. It monitors the protection functions and the data from other control systems. If the results are
When the APU is at normal operating speed, the APU-ECU sends a “Ready to Load” signal to the GCU. The GCU satisfactory, it energizes the coils in the APU-GLC to close the contacts.
monitors the Starter-Generator and the signals from other parts of the Electrical Power Generating System and aircraft
avionics. If the generator operating conditions are satisfactory, it closes the APU-GLC. The GCU will not close the APU- Energization is a two stage process. Initially the GCU sends a higher-current pulse (GLC PU) to the Pick-Up coil of the
GLC if there is no “Ready to Load” signal, even if all the generator parameters are in limits. APU-GLC. This closes the APU-GLC quickly. Then the GCU sends a lower-current signal (GLC HOLD) to the Hold coil.
This holds the contacts closed until the coil is de-energized.
If the ground power is connected, the GCU can not close the APU-GLC. Ground power and APU power can not operate in
parallel. Ground power has priority. The APU-GLC automatically closes when ground power is switched off or Starter-Generator Fuseboard
disconnected (GPC1 opens). The starter-generator fuseboard (503PC) is in the LH PPDB (5000PC). It is a replaceable board that holds the fuses that
protect the current sensing inputs to the GCU. The fuses on the board protect the GCU. They disconnect the input signal
In Generator Mode, the APU turns the Starter-Generator. The Starter-Generator operates as a generator. The GCU card if the current is higher than a specified value.
controls the Starter-Generator, and gives protection against faults. The GCU monitors the output voltage and adjusts it by
pulse-width modulation of the excitation voltage to the Shunt Field Windings.

24-14
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
R2000PM

R1000PM FBW TEST E1

373 414FT 212CZ
19
FBW LF E4
1196/14 G B2 Bus
8 314CZ 1 D
1 S +28V
F1 Bus 1 3
B 15A
+28V
5A 2004CZ
FBW RR E4 SOL
412 414CZ
FBW RF E4 ACTUATOR CONTROL 4 1012/14 F2 Bus
B C
214CZ PWR +28V
F1 Bus
1 2 15A
1061/14
A D T1
+28V FBW RR E4
2.5A 2
614CZ
SELMON 4 1060/18 F2 Bus
A B
SFC RF E4 ACTUATOR CONTROL 4 +28V
1 1 10A
114CZ 1062/18
C T2
F1 Bus
C 2 R107CZ
3 +28V 412FT
2.5A 101 2
F1 L2000PC
SELMON 1 1110/18 OUT 1
A C DC
ACTUATOR CONTROL 1 1 1111/18
T4 1
C PMA1
2 OUT 2
2002CZ ACTUATOR CONTROL 1 1108/14 509
R PHASE A
B G AC 1
PWR 1 1109/14 1
402 RHF D T5 2 CURRENT
R R R
1174 2 3 LIMIT A 1
B SFCI 4 PWR 4101FY T1 B 1202/16 B B B PHASE B
1 151 1003/14 B 2 2
2 2 PWR GROUND Y Y Y
T3 1185/20 C 1 3
D 1222/24 1223/24 1 GND IF PMA OK
2 PMAC 10K 18 15 B
CR
6 2 N
332FT S
1008 SFCC 3 Y PHASE C
221JN 1195/14 3
1
A FDC 5 1245 1
SFCI 4 3 NEUTRAL
T4 1041/18 4201FY A18 4 4
C 332FT 412FT
2
4
1238/24 1157/24 1148/14 GND IF PHASE LOSS Eng. 1
PHASE LOSS PMAC1 50 6 C
312 SFCC 2
2 1125 3 3 1
1011/20 MAIC 3 1165/24
A E3 28V SWITCH STATE 59 151 2
1 FDC 3 13 F4
6 1239/24 AHRS1 1053 OUT 4 P&W HARNESS
43/18 SFCI 3 5 9 E
T1 C 111 SD 34 - 22 - 80
2 SFCC 1 CR 3 2 F3
1072/20 OUT 3 TEST
MAIC 1 A A
FDC 1 146 1
1236/20 3
B SFCI 3 PWR C T5 1167/24
1 1166/24
1 57 A
1187/20 D 5 5 1010TP 2
T2 T2
2
R511CZ 1229/20
146 D GND
1
5 1
4 1122 1118
6
37 54 E
5 5 2
FBW TEST 1
1127/20
36 T1
32
L511CZ L107CZ
152 331FT 371FT 373FT 411FT
5 3
2001CZ 4
33
1210
6 1119 E
LHF 6
CR 3 3 2
402 145 FBW TEST 2
MFCC 3
1009/18 2 F4
A MAIC 4 IRS3 1183 OUT 4
1
FDC 4 201 SD 34 - 40 - 00
4 E
36/18 MFCC 1 8 2 F3
T1 C 1184/20 OUT 3
2 MAIC 2 A A
FDC 2 1
C 1237/20 T3 1138 413FT 374
3
1 A18
312 1242 13
1113/14
1 1209/14 1
10JN 1241/24 12 1
A MFCC 2
1 3
CR 145 331FT 371FT 373FT 411FT T1 1091/14 2 PWR GROUND
T2 1037/20 C 1
Legend 1 4301FY 19
1160/24
A
76 8 8 T2 2
4 1194/20 GND
1138J MAU2 MAINTENANCE CONNECTOR /24 1146/24 1161/24 1150/24
D GND IF PHASE LOSS
PHASE LOSS PMAC2 50 28 15 C
1125J MAU1 MAINTENENACE CONNECTOR 59 2 1147/24 29 1
TEST
M2000PC
E4 28V SWITCH STATE GND IF PMA OK
509J ENGINE 1 CUT - OFF CONNECTOR PMA C20K 18 1216/24 30
1218/24
16
1219/24
B DC
PMA2
374J/P FBW E2/E3 ELEC CUT - OFF CONNECTOR 5 31 3 3 2003CZ 2
L1000PM 152 R PHASE A
373J/P FBW E1/E4 ELEC CUT - OFF CONNECTOR 211 2
OUT 2 AC 1
1
ACTUATOR CONTROL 2 1114/14
152J/P FBW E2/RH BASIC ELEC ELEC CUT - OFF CONNECTOR FBW LF E3
PWR
B G A
R
113CZ 1 2 1203/16 PHASE B
151J/P FBW E1/LH BASIC ELEC ELEC CUT - OFF CONNECTOR 2
E1 Bus D 1115/14 T3 CURRENT B
B
Y
B
2
1010 C
146J/P FBW E1/RH BASIC ELEC ELEC CUT - OFF CONNECTOR +28V 2
LIMIT C 1
2.5A
145J/P FBW E2/LH BASIC ELEC ELEC CUT - OFF CONNECTOR SELMON 2 1116/18 OUT 1
F1
N
A C F44
76J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR SFC LF E3
ACTUATOR CONTROL 2
1 1 Y PHASE C S
1117/18 3
1010TP MAINTENANCE PANEL 213CZ C T4
CR
4301FY GENERIC I/O 3 MODULE 1186 E1 Bus 2 L2000PM NEUTRAL
A 4
+28V
4201FY GENERIC I/O 2 MODULE 2.5A
FBW LR E3 SOL Eng. 2
4101FY GENERIC I/O 1 MODULE 301 13
313CZ
FBW RF E3
R107CZ RH FCS PMA CONVERTER 613CZ
ACTUATOR CONTROL 3
B
1044/14
C
G E2 Bus
PWR 1 S +28V
L107CZ LH FCS PMA CONVERTER B E1 Bus
1040/14
2
15A
2004CZ RH REAR FCS RACK +28V D T1
3 5A 2
FBW LR E3
2003CZ LH REAR FCS RACK 413CZ
2002CZ RH FRONT FCS RACK SELMON 3 1014/18 G E2 Bus
A A
2001CZ LH FRONT FCS RACK ACTUATOR CONTROL 3 1 S +28V
R2000PM RH REAR SPDB 1039/18 10A
C T2
2
L2000PM LH REAR SPDB FBW TEST E2
411CZ
R1000PM RH FRONT SPDB
G A2 Bus
L1000PM LH FRONTSPDB D
S +28V
1
M2000PC ENGINE 2 FCS PMA 15A
L2000PC ENGINE 1 FCS PMA Figure 19 WD270010AA4007

Power Supply Fly by Wire 24-15A

 DC GENERATION SYSTEM (CONTINUED)
Components (Continued)
Flight Control System (FCS) Permanent Magnet Alternators (PMA) (L2000PC and M2000PC)
The function of the PMA is to change mechanical energy into AC electrical energy. The electrical power is supplied to the
FBW system E1 and E2 channels.

The PMA has a permanently magnetic rotor that is installed on the same shaft as the EEC-PMA. The housing assembly
includes the stator coil windings combined as a non-repairable unit. The housing is installed over the rotor and attaches to
the EEC-PMA housing with three bolts. The housing and rotor must be replaced as a matched assembly. The three phase
output from the stator coils is supplied through a receptacle to the FBW system.

FCS PMA 1 (L2000PC) FCS PMA 2 (M2000PC)

24-15
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

FBW AC/DC Converters (R107CZ/L107CZ)

Maintenance Panel
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued) In order to be sure that this maintenance mode will not trigger during flight, the maintenance power supply transfer switch
"K1" is secured by a WOW signal. This function is possible on the ground only and it is activated by the mechanics by
FCS PMA Converter 1 (R107CZ and FCS PMA Converter 2 (L107CZ)
using the "FBW TEST E1 / E2" switches, located in the cockpit.
Each PMA voltage is fed to a dedicated PMA converter (PMAC), the FCS PMA converter 2 (L107CZ) or the FCS PMA
converter 1 (R107CZ). These PMACs produce a 28 V DC regulated voltage, which is distributed on five separate outputs.
The DC voltage is produced from the variable amplitude and wild frequency 3–phase voltage provided by the PMA. Maintenance Panel (1010TP)
The PMAC principle is based on a 2–stage conversion: The "TEST E2" switch (L511CZ) which is used to energize the Fly-By-Wire (FBW) system on the ground via the Ground
Power Unit (GPU) when engine 2 is shut down
− A 3–phase diode rectifier generates a variable DC voltage (Ubus) from the PMA voltage
− A DC/DC converter with a high-frequency transformer provides:
The "TEST E1" switch (R511CZ)(R511CZ) which is used to energize the Fly-By-Wire (FBW) system on the ground via the
• Galvanic isolation between the PMA input and the 28 V DC voltage
GPU when engine 1 is shut down
• Regulated 28 V DC generation
• Output current limitation

PMAC Protections:
The PMAC has different protection devices (located in DC/DC converter and before PMAC OUT):
The Converter is turned off if the tension from the 3 phases rectifier diode bridge is below 52 V (this
Input Low
value is obtained if the rotation speed of the PMA is below 7000 rpm). The converter is turned on
Tension
again if the tension from the 3 phases rectifier diode bridge is above 67 V (this value is obtained if
Protection
the rotation speed of the PMA is above 9942 rpm)
The Converter is turned off if the converter's temperature becomes higher than 103°C, this defect
Over-Heat
is not latched, and the converter is turned on again if the converter's temperature becomes lower
Protection
than 93°C.
Output
The Converter is turned off if the output tension becomes higher than 33.6 V, this defect is latched
Over Tension
and it is necessary to stop the PMA and restart it to reset the defect status.
Protection
Output
Outputs 1, 3, 4 and 5 of the Converter are fitted with fuses and Output 2 of the Converter is fitted
Over Current
with a current breaker. This protects PFCS computers against over currents.
Protection
Phase Loss
If one phase from the PMA is lost, the converter is turned off to avoid an overheat of the PMA.
Protection

Status of PMAC Sent to Avionics System

Three different status of the Converter are sent to the avionics system:
− "PHASE LOSS PMAC" to inform that one of the three phases from the PMA is lost
− "28V PMAC OK" to inform if the output tension of the converter is correct or not
− "E3/4 SWITCH STATE" to inform if the power is taken from the LH / RH (E3 / E4) essential busses or from the PMA

Associated Maintenance and CAS Messages

− "PHASE LOSS PMAC" status generates a maintenance message dedicated to trouble shooting only (it allows to know
that the PMAC turned off because of the PMA and not because of a PMAC failure). It is not used by the crew during
the performance of its normal duties.
− "28V PMAC OK" is sent to Primary Flight Control System, which generates a CAS message in case of failure.
− "E3/4 SWITCH STATE" when PMAC is fed by the essential bus instead of the PMA, an amber CAS message informs
that the PFCS is in maintenance mode.

Ground Test of Primary Flight Control System for Maintenance Reasons

For maintenance reasons it may be necessary to test the PFCS on the ground with engines not running. For that purpose
the converter are equipped with a switch "K1" which will take the power from the LH / RH essential buses rather than from
the PMA’s.
Figure 20
PMA Converter Principal Diagram

24-16
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

DC Supply Panel
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued)
Overhead Panel
"GEN 1" Pushbutton (L9710PM)
The "GEN 1" pushbutton has two states:
− AUTO: It lets the generator 1 line contactor (L301PC) (GLC1) open and close automatically, controlled by the
Engine 1 Generator Control Unit (engine 1 GCU) (5500PC).
− OFF: It lets the pilot over-ride the automatic control, and open by hand the GLC1

“AUTO” is the initial state during energization of the electrical systems. When the GLC1 closes, it connects the engine 1
generator (L7000PC) to the LH Main Bus (BUS A).

"GEN 2" Pushbutton (L9760PM)

The "GEN 2" pushbutton has two states:
− AUTO: It lets the generator 2 line contactor (R301PC) (GLC2) open and close automatically, controlled by the
engine 2 Generator Control Unit (engine 2 GCU) (R201PC).
− OFF: It lets the pilot over-ride the automatic control, and open by hand the GLC2

“AUTO” is the initial state during energization of the electrical systems. When the GLC2 closes, it connects the engine 2
generator (M7000PC) to the RH Main Bus (BUS B).

"GEN 3" Pushbutton (L9770PM)

The "GEN 3" pushbutton has two states:
− AUTO: It lets the generator 3 line contactor (L401PC) (GLC3) open and close automatically, controlled by the
engine 3 Generator Control Unit (engine 3 GCU) (6500PC).
− OFF: It lets the pilot over-ride the automatic control, and open by hand, the GLC3

“AUTO” is the initial state during energization of the electrical systems. When the GLC2 closes, it connects the engine 3
generator (R7000PC) to the LH Main Bus (BUS A).

"BAT 1" Magnetic Switch (L9720PM)

The "BAT 1" magnetic switch has two states:
− AUTO (up position): It lets the BC1 contactor open and close automatically controlled by the PDCU
− OFF (down position): It lets the pilot over-ride the automatic control, and open by hand, the BC1 contactor

The initial state is OFF. The switch is magnetically latched and can be forced to the off position by a signal from the
PDCU. BC1 connects the BAT 1 BUS (BUS C) to the LH ESS BUS (BUS E). The battery is permanently connected to the
BAT 1 BUS.

"BAT 2" Magnetic Switch (L9730PM)

The "BAT 2" magnetic switch (L9730PM) has two states:
− AUTO: It lets the BC2 contactor open and close automatically controlled by the PDCU
− OFF: It lets the pilot over-ride the automatic control, and open by hand, the BC2 contactor

The initial state is OFF. The switch is magnetically latched and can be forced to the off position by a signal from the
PDCU. BC2 connects the BAT 2 BUS (BUS D) to the RH ESS BUS (BUS F). The battery is permanently connected to the
BAT 2 BUS. Selecting the "ELEC RH ESS" switch/light (9541FW) overrides the "BAT 2" magnetic switch (L9730PM).

Figure 21
Overhead Panel (5000PM)

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 Developed for Training Purposes Falcon 7X

Figure 22
Synoptic Indications – Supply Current
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued)
“ELEC” Synoptic Page
Current Flow
− Engine 1 Generator (L7000PC) If the load is less than 500 A, the display is green.
(180-Figure 23): If the load is more than 500 A, the display is amber.
− Engine 2 Generator (M7000PC) If the load is less than 500 A, the display is green.
(115--Figure 23): If the load is more than 500 A, the display is amber.
− Engine 3 Generator (R7000PC) If the load is less than 500 A, the display is green.
(110-Figure 23): If the load is more than 500 A, the display is amber.
− Battery 1 (L1000PC) If the load is less than 120 A, the display is green.
(170-Figure 23): If the load is more than 120 A, the display is amber.
− Battery 2 (R1000PC) If the load is less than 120 A, the display is green.
(135--Figure 23): If the load is more than 120 A, the display is amber.
− APU Starter-Generator (8000PC) If the load is less than 400 A, the display is green.
(175-Figure 23): If the load is more than 400 A, the display is amber.

Battery Temperature
− Battery 1 (L1000PC) (155 and 165-Figure 23)
− Battery 2 (R1000PC) (145 and 140- Figure 23)
• If the temperature is less than +56°C, the pointer and digital display are green.
• If the temperature is between +56°C and +71°C, the pointer and digital display are amber.
• If the temperature is more than +80°C, the pointer and digital display are red.

Status of the batteries and their contactors

− Battery 1 (L1000PC) (30 and 35- Figure 23)
− Battery 2 (R1000PC) (55 and 45- Figure 23)

Status of the generators and their contactors

− Engine 1 Generator (L7000PC) (185- Figure 23) and GLC 1(190- Figure 23)
− Engine 2 Generator (M7000PC) (100- Figure 23) and GLC 1(85- Figure 23)
− Engine 3 Generator (R7000PC) (105- Figure 23) and GLC 1(95- Figure 23)
− APU Starter-Generator (8000PC) (20- Figure 23) and APUC (15 Figure 23)

The word 'OFF' adjacent to the grey contactor symbol shows that the generator is not in AUTO control. It has been set to
OFF by the pilot or there is a GEN Fire Cmd or GEN Off Cmd or a LH main bus failure.

The synoptic page shows the START MODE status of the APU starter-generator (8000PC).

Figure 23
MDU – “ELEC” Synoptic Page

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Developed for Training Purposes Falcon 7X

Figure 24
Synoptic Symbols
 DC GENERATION SYSTEM (CONTINUED)
Components (Continued)
Windows on PDUs and MDUs

The MDU - “STATUS” page displays the:

− Voltage on the LH Essential Bus
− Voltage on the RH Essential Bus
− Battery 1 Current
− Battery 2 Current
− Engine 1 Generator Current
− Engine 2 Generator Current
− Engine 3 Generator Current

The C/B and SSPC page includes soft keys that access the C/B and SSPC status pages of the aircraft systems.

Circuit Breakers Status Page

Circuit breakers status page can be accessed through the C/B STATUS soft key on the ELEC synoptic page. Circuit
breakers status is filtered and displayed by airplane systems (e.g. AIR CONDITIONING, as figured below), in the case of
AVIONICS is the selected system; breakers can be also filtered by bus (LH / RH AVION MASTER, LH / RH INIT LOAD).

Breaker status can be:

− IN: Circuit Closed
− OUT: Circuit Open
− LOCK: Circuit manually forced opened and locked (on ground only, for maintenance purpose) Figure 25
MDU – Status Page

Figure 26
MDU – C/B and SSPC Page

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 Developed for Training Purposes Falcon 7X

Cruise

Land
Park

Taxi

TO
MESSAGE DESCRIPTION

Warning (Red) CAS Messages

30 ELEC: BAT 1 OVHT The temperature of the battery is more than 80 °C. R R R R R

31 ELEC: BAT 2 OVHT The temperature of the battery is more than 80 °C. R R R R R
The temperatures of battery 1 and battery 2 are more
32 ELEC: BAT 1+2 OVHT R R R R R
than 80 °C.
38 ELEC: GEN 1+2+3 FAULT Generator channels 1, 2 and 3 have failed. - R R R R
Caution (Amber) CAS Messages

ELEC: APU GEN FAULT APU generator channel has failed. A A - - -

ELEC: BAT 1 HI TEMP Battery temperature is high. A A - - -

ELEC: BAT 2 HI TEMP Battery temperature is high. A A A - -

ELEC: BAT 1+2 HI TEMP Battery 1 and battery 2 temperature is high. A A A - -

ELEC: BAT 1 OFF Contactor BC1 is open. - A A A A

ELEC: BAT 2 OFF Contactor BC2 is open. - A A A A

ELEC: BAT 1+2 OFF Contactors BC1 and BC2 are open. - A A A A
The thermistor in battery 1has failed or is
"ELEC: BAT 1 TEMP IND INOP A A - - -
disconnected.
The thermistor in battery 1has failed or is
ELEC: BAT 2 TEMP IND INOP A A - - -
disconnected.
The thermistors in battery 1 and battery 2 have failed
ELEC BAT 1+2 TEMP IND INOP A A - - -
or are disconnected.
ELEC: GEN 1+2 FAULT Generator channels 1 and 2 have failed. A A A A A

ELEC: GEN 1+3 FAULT Generator channels 1 and 3 have failed. A A A A A

ELEC: GEN 2+3 FAULT Generator channels 2 and 3 have failed. A A A A A

 DC GENERATION SYSTEM (CONTINUED)
Components (Continued) ELEC: GEN 1+3 FAULT Shows when "ELEC: GEN 1 FAULT" and "ELEC: GEN 3 FAULT" occur together
CAS Messages ELEC: GEN 2+3 FAULT Shows when "ELEC: GEN 2 FAULT" and "ELEC: GEN 3 FAULT" occur together
30 ELEC: BAT 1 OVHT For a NiCad battery, it shows that Battery 1 temperature is more than 80°C. A time
delay at the temperature limit prevents cyclic operation of the message. For a lead-
FAULT Messages
acid battery, the CAS message is inhibited. For both types of battery: on the ground,
the battery contactor BC1 opens and the Battery Magnetic Switch goes to the off ELEC: BAT 1 TEMP IND INOP Shows when indicated battery 1 temperature monitoring is inoperative
position
ELEC: BAT 2 TEMP IND INOP Shows when indicated battery 2 temperature monitoring is inoperative
31 ELEC: BAT 2 OVHT For a NiCad battery, it shows that Battery 2 temperature is more than 80°C. A time ELEC: BATTERIES FAULT Shows when the APU generator is disconnected
delay at the temperature limit prevents cyclic operation of the message. For a lead-
acid battery, the CAS message is inhibited. For both types of battery: on the ground, ELEC: APU GEN FAULT
the battery contactor BC1 opens and the Battery Magnetic Switch goes to the off
ELEC: GEN 1 FAULT Shows when the generator 1 is disconnected
position
ELEC: GEN 2 FAULT Shows when the generator 2 is disconnected
32 ELEC: BAT 1+2 OVHT Shows when BAT 1 OVHT and BAT 2 OVHT occur together
ELEC: GEN 3 FAULT Shows when the generator 3 is disconnected
38 ELEC: GEN 1+2+3 FAULT Shows that either:
− "ELEC: GEN 1 FAULT", "ELEC: GEN 2 FAULT" and "ELEC: GEN 3 FAULT" ELEC: GENERATION FAULT Shows when two of the three generators are disconnected
FAULT messages are active, or
− "ELEC: GEN 1+2 FAULT" and “ENG 3 OUT” are active, or
− "ELEC: GEN 1+3 FAULT" and “ENG 2 OUT” are active, or
− "ELEC: GEN 2+3 FAULT" and “ENG 3 OUT” are active, or
− "ELEC: GEN 1 FAULT" FAULT message and “ENG 2+3 OUT” CAS message
are active, or
− "ELEC: GEN 2 FAULT" FAULT message and “ENG 1+3 OUT” CAS message
are active, or
− "ELEC: GEN 3 FAULT" FAULT message and “ENG 1+2 OUT” CAS message
are active
ELEC: APU GEN FAULT Shows that either the APU Starter Generator Line Contactor has failed or the APU
Starter-Generator has failed or the APU starter GCU (303PC) has failed
ELEC: BAT 1 HI TEMP For a lead-acid battery (“Battery Monitoring” is OFF) this CAS message indicates
that the temperature of battery 1 is more than 75°C. For a NiCad battery (“Battery
Monitoring” is ON) this CAS message indicates that the temperature of battery 1 is
more than 56°C
ELEC: BAT 2 HI TEMP For a lead-acid battery (“Battery Monitoring” is OFF) this CAS message indicates
that the temperature of battery 2 is more than 75°C. For a NiCad battery (“Battery
Monitoring” is ON) this CAS message indicates that the temperature of battery 2 is
more than 56°C
ELEC: BAT 1+2 HI TEMP Shows when ELEC: BAT 1 HI TEMP and ELEC: BAT 2 HI TEMP occur together
ELEC: BAT 1 TEMP IND INOP The thermistor in battery 1 has failed or is disconnected
ELEC: BAT 2 TEMP IND INOP The thermistor in battery 2 has failed or is disconnected
ELEC BAT 1+2 TEMP IND INOP The thermistors in battery 1 and battery 2 have failed or are disconnected
ELEC: BAT 1 OFF Shows that the battery 1 line contactor is open, the battery temperature is in limits
and there is no fault on the LH ESS BUS
ELEC: BAT 2 OFF Shows that the battery 2 line contactor is open, the battery temperature is in limits
and there is no fault on the RH ESS BUS
ELEC: BAT 1+2 OFF Shows when both ELEC: BAT 1 OFF and ELEC: BAT2 OFF occurs together
ELEC: GEN 1+2 FAULT Shows when "ELEC: GEN 1 FAULT" and "ELEC: GEN 2 FAULT" occur together

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 Developed for Training Purposes Falcon 7X

DC GENERATION COMPONENT CHART

R201PC Engine 2 GCU L401PC Generator 3 Line Contactor R1010PC "BAT 2 HEATER" Circuit Breaker
Location: RH PPDB (6000PC) Location: LH PPDB (5000PC) Location: RH PPDB (6000PC)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Upper Lining (272OZ)
References: References: References:
Description: SDS 24-31-00 Description: SDS 24-31-00 Description: SDS 24-32-00
Wiring Diagram: WD 24-32-00 Wiring Diagram: WD 24-33-00 Wiring Diagram: WD 24-34-20
Removal/Installation: TASK 24-31-09-900-801 Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: TASK 24-61-21-900-801

L202PC Battery 1 Line Contactor L403PC Starter-Generator Line Contactor L1110PC "BAT 1 PWR" Circuit Breaker
Location: LH PPDB (5000PC) Location: LH PPDB (5000PC) Location: LH PPDB (5000PC)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ)
References: References: References:
Description: SDS 24-32-00 Description: SDS 24-33-00 Description: SDS 24-32-00
Wiring Diagram: WD 24-34-10 Wiring Diagram: WD 49-11-00 Wiring Diagram: WD 24-34-10
Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: TASK 24-61-21-900-801
R202PC Battery 2 Line Contactor 503PC Starter-Generator Fuseboard
R1110PC "BAT 2 PWR" Circuit Breaker
Location: RH PPDB (6000PC) Location: LH PPDB (5000PC)
Location: RH PPDB (6000PC)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ)
Access: Frame 40 Center Lining (271RZ)
References: References:
References:
Description: SDS 24-32-00 Description: SDS 24-33-00
Description: SDS 24-32-00
Wiring Diagram: WD 24-34-20 Wiring Diagram: WD 49-11-00
Wiring Diagram: WD 24-34-20
Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: TASK 24-61-25-900-801
Removal/Installation: TASK 24-61-21-900-801
L301PC Generator 1 Line Contactor L1000PC Battery 1
Location: LH PPDB (5000PC) Location: F41-44, SERVICING COMP, LH (311) L1210PC "BAT 1 MONITOR" Circuit Breaker
Access: Frame 40 Center Lining (271RZ) Access: Servicing Compartment Door (MSD) Location: LH PPDB (5000PC)
References: References: Access: Frame 40 Center Lining (271RZ)
Description: SDS 24-31-00 Description: SDS 24-32-00 References:
Wiring Diagram: WD 24-31-00 Wiring Diagram: WD 24-34-10 Description: SDS 24-32-00
Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: TASK 24-32-01-900-801 Wiring Diagram: WD 24-34-10
Removal/Installation: TASK 24-61-21-900-801
R301PC Generator 2 Line Contactor R1000PC Battery 2
Location: RH PPDB (6000PC) Location: F41-44, SERVICING COMP, RH (312) R1210PC "BAT 2 MONITOR" Circuit Breaker
Access: Frame 40 Center Lining (271RZ) Access: Servicing Compartment Door (MSD) Location: RH PPDB (6000PC)
References: References: Access: Frame 40 Center Lining (271RZ)
Description: SDS 24-31-00 Description: SDS 24-32-00 References:
Wiring Diagram: WD 24-32-00 Wiring Diagram: WD 24-34-20 Description: SDS 24-32-00
Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: TASK 24-32-01-900-801 Wiring Diagram: WD 24-34-20
Removal/Installation: TASK 24-61-21-900-801
303PC APU Starter GCU L1010PC "BAT 1 HEATER" Circuit Breaker
Location: RH PPDB (6000PC) Location: LH PPDB (5000PC) 9720PC FCS PMA Harness
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Middle Lining (271OZ) Location: Engine 1 (L950EZ)
References: References: Access: Engine 1 Lower Cowling (413AB)
Description: SDS 24-33-00 Description: SDS 24-32-00 References:
Wiring Diagram: WD 49-11-00 Wiring Diagram: WD 24-34-10 Description: SDS 24-34-00
Removal/Installation: TASK 24-31-09-900-801 Removal/Installation: TASK 24-61-21-900-801 Wiring Diagram: Refer to P & WC EMM 73–00–00
Removal/Installation: TASK 24-34-05-900-801
L1401PM Battery 1 Heater Relay 6500PC Engine 3 GCU L9720PM "BAT 1" Magnetic Switch
Location: LH PPDB (5000PC) Location: LH PPDB (5000PC) Location: Overhead Panel (5000PM)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Middle Lining (271OZ) Access: Passenger Door (PAX)
References: References: References:
Description: SDS 24-32-00 Description: SDS 24-31-00 Description: SDS 24-32-00
Wiring Diagram: WD 24-34-10 Wiring Diagram: WD 24-33-00 Wiring Diagram: WD 24-34-10
Removal/Installation: TASK 24-61-17-900-801 Removal/Installation: TASK 24-31-09-900- Removal/Installation: TASK 31-11-25-900-801
R1401PM Battery 2 Heater Relay 801 L9730PM "BAT 2" Magnetic Switch
Location: RH PPDB (6000PC) M7000PC Engine 2 Generator Location: Overhead Panel (5000PM)
Access: Frame 40 Center Lining (271RZ) Location: Engine 2 (M950EZ) Access: Passenger Door (PAX)
References: Access: Engine 2 LH Cowling (455AL) References:
Description: SDS 24-32-00 References: Description: SDS 24-32-00
Wiring Diagram: WD 24-34-20 Description: SDS 24-31-00 Wiring Diagram: WD 24-34-20
Removal/Installation: TASK 24-61-17-900-801 Wiring Diagram: WD 24-32-00 Removal/Installation: TASK 31-11-25-900-801
L2000PC Engine 1 FCS PMA Removal/Installation: TASK 24-31-01-900- L9760PM "GEN 2" Pushbutton
801 Location: Overhead Panel (5000PM)
Location: Engine 1 (L950EZ)
R7000PC Engine 3 Generator Access: Passenger Door (PAX)
Access: Engine 1 Lower Cowling (413AB)
Location: Engine 3 (R950EZ) References:
References:
Access: Engine 3 Lower Cowling (423AB) Description: SDS 24-31-00
Description: SDS 24-34-00
References: Wiring Diagram: WD 24-32-00
Wiring Diagram: WD 27-00-10
Description: SDS 24-31-00 Removal/Installation: TASK 31-11-09-900-801
Removal/Installation: TASK 24-34-01-900-801
Wiring Diagram: WD 24-33-00
M2000PC Engine 2 FCS PMA Removal/Installation: TASK 24-31-01-900-801 L9770PM "GEN 3" Pushbutton
Location: Engine 2 (M950EZ) Location: Overhead Panel (5000PM)
8000PC APU Starter-Generator Access: Passenger Door (PAX)
Access: Engine 2 LH Cowling (455AL)
Location: APU (1000KB) References:
References:
Median Lower APU Case (361DZ), Starter Description: SDS 24-31-00
Description: SDS 24-34-00
Generator Access Door (363AL), APU Wiring Diagram: WD 24-33-00
Wiring Diagram: WD 27-00-10 Access:
Compartment Floor (363AZ), Engine 2 RH Cowli Removal/Installation: TASK 31-11-09-900-801
Removal/Installation: TASK 24-34-01-900-801
(454AR), Engine 2 LH Cowling (455AL)
5500PC Engine 1 GCU References:
Location: LH PPDB (5000PC) Description: SDS 24-33-00
Access: Frame 40 Center Lining (271RZ) Wiring Diagram: WD 49-11-00
References: Removal/Installation: TASK 24-33-01-900-801
Description: SDS 24-31-00
8010PC "GCU APU POR" Circuit Breaker
Wiring Diagram: WD 24-31-00
Location: RH PPDB (6000PC)
Removal/Installation: TASK 24-31-09-900-801
Access: Frame 40 Upper Lining (272OZ)
6500PC Engine 3 GCU References:
Location: LH PPDB (5000PC) Description: SDS 24-33-00
Access: Frame 40 Middle Lining (271OZ) Wiring Diagram: WD 49-11-00
References: Removal/Installation: TASK 24-61-21-900-801
Description: SDS 24-31-00
Wiring Diagram: WD 24-33-00 L9710PM "GEN 1" Pushbutton
Removal/Installation: TASK 24-31-09-900-801 Location: Overhead Panel (5000PM)
Access: Passenger Door (PAX)
L7000PC E i 1G t References:
Description: SDS 24-31-00
Wiring Diagram: WD 24-31-00
Removal/Installation: TASK 31-11-25-900-801

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 Developed for Training Purposes Falcon 7X

External Power Receptacle (3000PC)

DC Supply Panel
 EXTERNAL POWER
Overview
The external power system lets you connect a 28 VDC Ground Power Unit (GPU) to supply the aircraft electrical systems.
The functions of the external power system are to:
− Connect external power to the aircraft LH Essential Bus bar
− Supply external power to start the Auxiliary Power Unit (APU)
− Supply external power to charge the batteries
− Give protection from overvoltage, undervoltage, overcurrent and reverse polarity

The components of the external power system are:

− The electrical ground power receptacle (3000PC)
− The electrical ground power switch (3500PC)
− The ground power contactors 1 and 2 (GPC1 and 2) in the Left Primary-Power Distribution-Box (LH PPDB) (5000PC)
− The "EXT POWER" switch/light (L9700PM) on the overhead panel (5000PM)
− Control circuits on the LH PDCU-A (L301PM)

Components
Electrical Ground Power Switch (3500PC)
The electrical ground power switch is on the Electrical Ground Power Panel (3500PC). It is a switched circuit breaker with
two positions:
ON: “Ground Power available.”
Connects 28 VDC power from the GPU to the input side of GPC1, GPC2 and the PDCU-A in the LH PPDB.
OFF: “Ground Power not available.”
The GPU power is not connected to the GPC1, GPC2 or the PDCU-A

If the supply from the GPU is not in limits, the PDCU-A energizes the trip-coil in the ground power switch to force it to the
OFF position.

"EXT POWER" Switch/Light (L9700PM)

The "EXT POWER" switch/light is a momentary push-button switch on the overhead panel (5000PM) (L9700PM). It
sends a signal to request for energization of the electrical systems from the ground power unit (GPU). When ground
power is available through the Ground Power Switch, the light in the "EXT POWER" switch/light shows three states:
Green: The external power is connected to the buses

Flashing Green: External power is available but

− Is not requested from the "EXT POWER" switch / light
− Or, it is requested but another power source (Main Generator) has priority
No Light: The external power is not connected to the buses, or there is no power to the overhead panel
through the electrical ground power switch (3500PC).

System Synoptic Page

The ELEC synoptic page shows the status of the external power:
− Black = External Power quality bad or Data Invalid
− Grey = Not connected
− Green = Connected
− Amber = Reverse Current fault, or Over-current fault

Figure 27
Synoptic Symbols

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 Developed for Training Purposes Falcon 7X
R1000PM

RL20
+28VDC Bus F A3
RH INIT RH CCD CH. B
A1 A2
MAU 2 CH. A
+28VDC Bus F B3
B1 B2 BSCU #2 6000PC
X1
X2
R3001PM GSB TO RFSPDB 1
GND 10
SERVICING 324 2710PM
3
ON B3
15 / 12 27 / 12 Bus D
E 25 Y B1 B2
+28V
25A
5000PC

RL5 GSB TO RFSPDB 2

2810PM
+28VDC Bus B L401PM
A3 A3
RH AV HS 26 / 12 Bus D
A1 A2 MAU 1 CH. B 30 D A1 A2 PDCU.B
25A +28V
+28VDC Bus B B3

STATUS

GPU CLOSED
STATUS

GPC 1
GPC 2
B1 B2 TIRE PRESSURE

ON SHORT
LOWER MDU 334
X1 1 1

GPU O/C
WATER SERVICING 418FT 371 417FT L202PC
X2 22 28 1
16 X1
GND X2 24600102 / 24 69 24600101 / 24 8
11 76 76
SERVICING 7 1 5
ON GND R301PG
L 16 / 12 SERVICING
R301PM BC1 BAT 1 BUS

79

64

19

29
ON
SD 24 - 34 - 10
360J 360P 8
336 7 J1 - 2
A A 5 SD 24 - 60 - 00
111LS 48 R202PC
30 37 9
32 3 41 +28V DOOR LIGHTING
24600046 / 24 24600053 / 24 4 6
SD 52 - 11 - 00 9 6 59 6
4 6 1
R401PM BC2 2
SD 24 - 34 - 20 340
3
41 42
105 14 10
58 43 GPC 2
SPARE 12

3000PC L301PG
111 L9670PC LH ESSENTIAL BUS
47JB
1 / 00HT
+28VDC GROUND POWER
8
5 7 J1 - 5
2 / 00HT SD 24 - 60 - 00
POWER RETURN 3000PCT1 9
4 6
CL
4 1
+28V DC CTL
R2000PM 2
1010TP GSB POWER 3
125 23
1
18 GPC 1
1 36 L 20 G HYD PRESS HDCR1

31
101PG

OFF
L2000PM
342 L301PM

*U

104
+28V 117

110

114
111
GSB POWER

48

75

79
3 PDCU. A
17
1 2 18

GPU
19
F HYD PRESS

4301FY
24 GPC 1 GPC 2
78
3 STATUS STATUS
7
45 46 3500PC 21
5 6 17 52 16 GND_SERV_ON
Legend 2
20
4

UGPU
1GPU
+PWR
371J/P RH/LH WIRING CUT - OFF CONNECTOR OFF 417FT
4 30 1
360P RH BASIC ELEC/BATTERY CUT - OFF CONNECTOR 8
3 MN
1 3
360J RH BASIC ELEC/BATTERY CUT - OFF CONNRCTOR GND
8

342J/P LH/RH BASIC ELEC CUT - OFF CONNECTOR SERVICING CONTROL & PROTECTION FPGA
ON TIMER 2515TC
340J/P RH/LH WIRING CUT - OFF CONNECTOR SD 34 - 23 - 30 WOW
339J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR A18 D Q
7 GPC 1
336J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR 19 25
166 JN
3
12 197
TRIP COIL R Q BC 1
334J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR TO OFF
ON FR41 AT LEAST GND WHEN APU
331J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR ONE GEN STARTMODE
GPU O / C 26
5000PM
324J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR POWERING LH ESS
25
125J/P BATTERY / R.A.T. CUT - OFF CONNECTOR L9700PM
96

78J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR EXT 331 J1 - 45 BTC 1 85
2D 69 <13V BTC 2 FAULT
47JB GROUND PARK - LH PPDB FIREWALL TERMINAL
GND WHEN APU
POWER
STARTMODE GPU O / C
1010TP MAINTAINANCE PANEL +PWR A 2
9
44
11
102
14 GPC 1
4301FY GENERIC 1 / 0 3 MODULE G OVERVOLTAGE
5000PM OVERHEAD PANEL UNDERVOLTAGE >18V

J1 - 61
GND WHEN
GPU AVAILABLE
R2000PM RH REAR SPDB 2C INHIB
L2000PM LH REAR SPDB 10 8
R1000PM RH FRONT SPDB 3 43 40

6000PC RH PPDB 339 54 / 24

5000PC LH PPDB 136P - D 50 / 24 53
/ 24 53 / 24
32 - 62 -10
3500PC ELECTRICAL GROUND POWER SWITCH WD244000AA4008
3000PC ELECTRICAL GROUND POWER RECEPTACLE
Figure 28 24-23A
Ground Power
 EXTERNAL POWER (CONTINUED) EXTERNAL POWER COMPONENT CHART
Operation 3000PC Electrical Ground Power Receptacle
Connection of the GPU to the Aircraft Location: F33-41, UNDER LAT FAIRING, RH (174)
The GPU is connected to the electrical ground power receptacle. The GPU is set to supply 28.5 ± 0.5 V DC. When the Access: GPU door (174GR)
electrical ground power switch is set to ON, it supplies the GPU power to the input side of the GPC1, GPC2 and the References:
PDCU-A card in the LH PPDB. The LH PDCU-A monitors the quality of the power for: Description: SDS 24-40-00
− Overvoltage Wiring Diagram: WD 24-40-00
− Undervoltage Removal/Installation: TASK 24-40-01-900-801
− Overcurrent
3500PC Electrical Ground Power Switch
The system is protected from reverse polarity. If there is reverse polarity, there will not be +28 V DC at the positive side of Location: F33-41, UNDER LAT FAIRING, RH (174)
the GPC1 and GPC2 coils to energize them. If the quality of the supply is not good, the PDCU-A energizes the trip-coil in Access: GPU Door (174GR)
the ground power switch. This forces it to the OFF position and removes the supply from the GPCs and the PDCU-A. If References:
the quality of the supply is good, the PDCU-A waits for the request signal from the EXT POWER switch on the overhead
Description: SDS 24-40-00
panel.
Wiring Diagram: WD 24-40-00
Removal/Installation: TASK 24-40-05-900-801
Energization of the Electrical Systems
The EXT POWER switch is a momentary push-button switch that sends a request signal to the PDCU-A. If the GPU is L301PG Ground Power Line Contactor 1
connected and quality of the supply is correct, the PDCU-A energizes the GPC1. The GPC1 connects the supply to the Location: LH PPDB (5000PC)
LH ESSENTIAL BUS (BUS E). The power can then be connected to all the other busses through the BUS TIE and ISOL
switches. Access: Frame 40 Center Lining (271RZ)
References:
The GPC2 is only closed when starting the APU while external power is available. The PDCU-A receives a START MODE Description: SDS 24-40-00
command from the APU-GCU. It opens GPC1 and closes GPC2 to connect the GPU supply to BAT 1 BUS (C) help the Wiring Diagram: WD 24-10-00
Battery 1 start the APU. Removal/Installation: TASK 24-61-13-900-801

R301PG Ground Power Line Contactor 2

If a Main Generator starts to supply power, the PDCU-A will open the GPC1. Ground power is then available, but not
connected to the bus bars. The EXT POWER switch light will flash. Ground Power has priority over the APU Starter- Location: LH PPDB (5000PC)
Generator. If the Starter-Generator is ready to supply power, it will not connect while Ground Power is connected. When Access: Frame 40 Center Lining (271RZ)
the GPC1 opens, the SGLC will close automatically. References:
Description: SDS 24-40-00
If the quality of the supply does not stay in limits, the PDCU-A will: Wiring Diagram: WD 24-10-00
− Open the GPC1 Removal/Installation: TASK 24-61-13-900-801
− Energize the trip-coil in the ground power switch, to force it to the OFF position
L9700PM "EXT POWER" Switch/Light
When the EXT POWER switch is pushed a second time, it sends a de-energize signal to the PDCU-A. The PDCU-A Location: Overhead Panel (5000PM)
opens the GPC1 and the light in the EXT POWER switch flashes, or is not lit if there is no other power to the overhead Access: Passenger Door (PAX)
panel. The ground power switch stays in the ON position. You can push the EXT POWER switch again to connect the References:
ground power supply. The ground power will not connect if there is a Main Generator supply. Description: SDS 24-40-00
Wiring Diagram: WD 24-40-00
Removal/Installation: TASK 31-11-09-900-801

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 Developed for Training Purposes Falcon 7X

Ram Air Turbine (4000PN)

Figure 29
RAT Installation
 RAM AIR TURBINE (RAT) SYSTEM
Overview RAT Generator
The Ram Air Turbine (RAT) system provides a means of electrical power during flight in the event of: The generator is a three-phase, air-cooled, AC machine and is integral with the ram air turbine. In addition to the main
generator section, a small permanent magnet generator (PMG) is mounted on the main shaft. The PMG provides power
− Loss of all three engines (Automatic Deployment)
to the RAT GCU, (6000PN) which, in turn, provides the power to excite the main generator stator field and operate the DC
− Loss of all three main generators (Automatic Deployment) contactor relay. The PMG is used for frequency sensing by the GCU (6000PN). This same signal can also be used to
− Loss of generator 2 and short on LH essential (Manual Deployment) provide a speed signal for maintenance considerations. The generator is cooled via ram air, which passes through a
− Loss of generator 2 and LH ISOL contactor open (Manual Deployment) grating in the front cover and is directed through the various stages of the generator before exiting the rear of the
generator housing. The generator rated speed is 8,000 rpm nominal, clockwise when viewed from the input end.
Flight time with Ram Air Turbine deployed, during abnormal operations is time limited to 3 hours 45 minutes (A/C without
SB 20). RAT Generator Heater
The RAT has a heater integral to the generator assembly so that the generator gap area never goes below freezing. It is
The RAT (4000PN) provides DC power to the RH and LH essential buses maintaining all essential loads for continued bonded into a groove machined within the outside surface of the stator. It is held in place with Kapton® tape and trapped
safe flight and landing. During operation, since the RH and LH buses are tied and the batteries float on the buses, the once installed in the housing. The wires also run in a groove and are trapped in the generator lacing before being brought
RAT (4000PN) can also be used to charge the aircraft batteries and help maintain them in a high state of capacity. out of the generator with the main power wires, where they are attached to the appropriate electrical connector. The
heater is operational only when the aircraft is in flight and the RAT is in the stowed condition. It undergoes a pilot initiated
BIT test at aircraft prior to each flight.
When the aircraft speed is low, and assuming the RAT (4000PN) is loaded such that the turbine rotational speed reduces,
NOTES:
the RAT GCU (6000PN) decreases the generator output voltage allowing power sharing with the batteries. In this manner
both the RAT (4000PN) and batteries power all the required aircraft loads during this phase.

Components
The RAT system includes seven separate components, known as Line Replaceable Units (LRUs). These include:
− Ram Air Turbine / Generator (4000PN)
− Generator Control Unit (GCU) (6000PN)
− Transformer Rectifier Unit (TRU) (2000PN)
− Deployment Actuator (7000PN)
− Restow Pump, (3000PN)
− Uplock, (1000PN)
− Manual Release Handle (5000PN)

RAM Air Turbine / Generator

RAM Air Turbine
The RAT (4000PN) consists of a ram air turbine, which has two turbine blades mounted into a hub assembly. The outside
diameter of the turbine is 19 inches (483mm). Within the hub assembly is a mechanical speed governor that maintains the
rotating speed of the turbine within a range of 7200 to 8800 RPM depending upon airspeed and electrical load. The
turbine hub is mounted directly onto the generator shaft. The generator is mounted into aluminum alloy housing with an
integral mount strut. The RAT strut is connected via a pivot shaft to an aircraft supplied fixed mount within the aircraft
equipment bay.

The RAT has an uplock roller which enables it to stay in the locked retracted position with the use of the RAT uplock
assembly.

Within the hub assembly is a mechanical speed governor that uses springs and centrifugal forces to vary the pitch of the
blades to maintain the turbine rotational speed regardless of the aircraft speed, altitude, or electrical load within a range of
7200 to 8800 RPM.

The turbine hub is mounted directly onto the generator shaft and has a lock/release system which locks the hub in a
predetermined position when the RAT is being deployed or retracted and releases the hub when the RAT is in the
deployed position.

The generator is mounted into aluminum alloy housing with an integral mount strut.

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 Developed for Training Purposes Falcon 7X

RAT GCU
 RAM AIR TURBINE (RAT) SYSTEM (CONTINUED)
Components (Continued) The GCU is located in the cockpit floor at 114D2.
Generator Control Unit (GCU) (6000PN)
The generator control unit (GCU) (6000PN) is an electronic controller that monitors and controls the RAT generator Operation
function. When the aircraft speed is low, and assuming the RAT is loaded such that the turbine rotational speed reduces, the RAT
GCU decreases the generator output voltage allowing power sharing with the batteries. In this manner both the RAT and
batteries power all the required aircraft loads during this phase.
The GCU is powered by the RAT PMG and provides for the RAT generator, AC voltage regulation, contactor control, and
fault protection, under-frequency protection, and a control function for frequency-to-voltage drop off at low frequencies.
This function operates when the speed/frequency drops below a predetermined set point. The action is coordinated to
maintain the electrical load on the RAT system within the turbine’s power/speed capability and allow load sharing with the
batteries. The RAT system is then combined with electrical batteries, which compensate for the decrease of RAT
generator power under low airspeed conditions. This function therefore provides protection against turbine stall at low
airspeeds to ensure an uninterrupted supply of emergency power. Built-in self-test functions are also provided within the
GCU.

The RAT GCU (6000PN) also applies 28 VDC to the RAT Contactor Relay in a certain predetermined time sequence.
The RAT GCU (6000PN) closes and opens the RAT Line Contactor. The auxiliary contacts on the RAT Line Contactor are
monitored by the Avionics for BIT status. The RAT contactor successfully passes BIT if the auxiliary contacts close and
open per a predetermined time sequence.

If either of the GCU tests fail then a message “RAT GCU FAIL” is sent to the test page. Correction of the fault is required
before flight. At the same time as the GCU BIT check, 28 VDC is provided to the heater power input. The RAT GCU
(6000PN) measures the generator heater current and checks if the source current is within acceptable limits. If the source
current is within acceptable limits, the heater has successfully passed test. This signal is normally open, but is grounded if
the RAT heater successfully passes test. If the heater test fails then a message “RAT HEATER FAIL” is sent to the test
page. As a result of this message being displayed one additional flight is allowed before action is required to correct the
failure.

The following table provides a summary of the GCU features and functions
Function Description
Integral Control The GCU internal power for regulation and contactor control is provided by the PMG. The GCU
Power operates independent of aircraft power.
Overvoltage and undervoltage protection V/f drop off protection is initiated when the RAT
is provided to open contactor. Contactor speed drops below a predetermined set point.
automatically recloses when power is Underspeed / Underfrequency protection is initiated
within acceptable limits. Feeder fault when RAT speed drops below the minimum speed,
Protection
protection opens contactor and de- opening the line contactor relay. Reclosure occurs
excites the generator. The contactor is automatically when speed recovers to the normal
latched open, but can be reset from the operating range.
cockpit.
Contactor closure occurs when RAT Voltage regulation: Typically  1 percent steady
speed reaches min operating speed. The state
Control
GCU provides a nominal 28 (18 to 28)
VDC, 600 mA max coil current.
Initiated by 28 VDC aircraft supplied test signal; approximately 1 ADC (4 sec.) required depending
Bit
on contactor relay loading, 2 ADC maximum.
A discrete signal (failed GCU) is provided by GCU isolated switch contacts for monitoring by the
Avionics. Test OK is indicated by contact closure. The generator contactor is operated
Communication momentarily to verify functionality. A discrete signal (failed generator heater) is provided by the
(BIT) GCU for monitoring by the Avionics. The signal is normally open, but is grounded if the heater
successfully passes test.
Figure 30
RAT GCU (6000PN)

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 Developed for Training Purposes Falcon 7X

Figure 31
RAT Line Contactor (RLC) (R100PN)
 RAM AIR TURBINE (RAT) SYSTEM (CONTINUED)
Components (Continued)
Rat Line Contactor (R100PN)
The PPDB contains the RAT contactor relay and RAT contactor. The PPDB interfaces with the RAT GCU and Avionics for
control and monitoring of the RAT contactor, respectively. It also contains the logic for the RAT deployment and provides
the 28 VDC power to the RAT uplock solenoid.

The RAT system is connected to the DC essential bus through the RAT contactor. The auxiliary contact is normally open
when the contactor is not energized. The auxiliary contact is closed (grounded within the PPDB) when the contactor is
energized. Status of the auxiliary contact is monitored by the Avionics during RAT GCU BIT operation and during flight.

If the RAT line contactor does not close within 15 seconds (maximum) from the initiation of deployment, and the discrete
signal is not received by the Avionics then the Avionics sends a warning (Red) message to CAS as follows: “40 ELEC:
RAT GEN FAULT”. A RAT RESET switch is provided on the overhead panel.

If an over current fault should occur during RAT operation, the RAT GCU would trip the RAT contactor to the open state.
When the RAT line contactor is open, the Avionics senses this and provides a warning (Red) message to CAS: “40 ELEC:
RAT GEN FAULT”. Upon seeing the message, the pilot can attempt to reset the generator with a single RAT RESET
switch press provided on the overhead panel.

The RAT GCU controls the RAT contactor relay, which energizes the RAT contactor itself. The RAT contactor relay is an
electrically held relay. An auxiliary contact of the RAT contactor identifies contactor status.

The RAT line contactor is located in the RH PPDB (6000PC).

Operation
The generator is a three-phase, air-cooled, AC machine and is integral with the ram air turbine. In addition to the main
generator section, a small permanent magnet generator (PMG) is mounted on the main shaft. The PMG provides power
to the RAT GCU, which, in turn, provides the power to excite the main generator stator field and operate the DC contactor

Figure 32
RAT Line Contactor (RLC) (7000PN) in RH PPDB (6000PC)

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 Developed for Training Purposes Falcon 7X

RAT TRCU Location

Figure 33
Transformer Rectifier Unit
 RAM AIR TURBINE (RAT) SYSTEM (CONTINUED)
Components (Continued) Operation
Transformer Rectifier Unit (TRU) (2000PN) When the actuator is in the stowed position, the actuator applies a continuous force on the RAT to aid in deployment. The
actuator provides damping at the end of the deployment stroke to limit the end-of-stroke impact forces. When the RAT is
The TRU receives 3-phase, 115 V, 400 Hz regulated AC power from the RAT generator, (4000PN) then 3-phase, 115V
fully deployed an internal locking mechanism is engaged that prohibits the RAT from retracting. The locking mechanism is
AC power is reduced to low AC power by 3-phase AC transformer. The output from secondary windings is connected to
disengaged when the actuator is pressurized by the restow pump.
two full wave bridge rectifiers (diodes), which converts 3 phase, low voltage AC power into 12 pulse, 28 VDC output
power. The twelve- (12) pulse DC output is designed to minimize voltage distortion. The DC output from the star
connected bridge rectifier and delta connected two bridge rectifiers are is paralleled and connected to the inter-phase
transformer. The filtering is provided to ensure the electromagnetic compatibility of the TRU and the electrical
characteristics required at the output and input.

The AC input filter is designed to reduce the current Total Harmonic Distortion, and the DC output filter to reduce the
electromagnetic conducted emission due to diode switching effect. The typical DC output voltage ripple is 1.5 V peak to
mean, as required by the international standards.

A single integral fan, which is located at the front face of the TRU cools the unit. The cool air will enter the fan protective
guard and will flow through the diode module heat exchanger, through the transformer windings and exit through a duct in
the back wall of the TRU. The fan will provide the cooling air adequate for normal 9 kW operating load continuously. The RAT Actuator
fan will operate continuously as long as power is applied to the TRU.

The TRU is located in zone 262 at F30-33, RH Rear Toilet.

Operation
The TRU converts the 3-phase, 115V, 400 Hz regulated AC power provided from the RAT generator into filtered 28VDC
power for use on the aircraft LH and RH essential buses.

Deployment Actuator (7000PN)

The deployment actuator is a spring-loaded hydraulic cylinder, which provides the following primary functions:
− With the actuator in the stowed position, the springs provide the initial forces required to push the RAT bay door open
and deploy the RAT into the air-stream.
− Near the end of deployment travel, the actuator provides hydraulic damping to limit the snubbing and impact loads at
the end of deployment.
− The overall extended length of the actuator is controlled. The controlled length holds the in the proper position and
attitude when deployed.
− To retract the RAT, the restow pump (3000PN) pressurized the actuator do develop the force to stow the RAT.
− The actuator includes a self-contained downlock that holds the RAT in the deployed position.

The deployment actuator body is mounted at its upper end with a bowl joint to a stationary bracket on the aircraft. The
deployment actuator rod is mounted at the lower end of the actuator with a bowl joint to the RAT strut.

The actuator housing has a hydraulic fluid fitting, at either of its ends, which are connected with hydraulic hoses and
tubing to the hydraulic inlet and outlet of the restow pump forming a closed-loop hydraulic circuit.

The hydraulic circuit contains MIL-H-5606 red oil.

The deployment actuator (7000PN) is located in zone 116.

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 Developed for Training Purposes Falcon 7X

RAT Restow Pump

Figure 34
Actuator / Restow Pump Hydraulic Circuit
 RAM AIR TURBINE (RAT) SYSTEM (CONTINUED)
Components (Continued)
Restow Pump (3000PN)
The restow pump (3000PN) is a small, manually operated hydraulic pump, which is used to provide the hydraulic
pressurization of the deployment actuator (7000PN) to retract the RAT (4000PN) into the RAT bay. It incorporates a fail-
safe design philosophy to ensure deployment should a failure occur within the pump. The pump has a single acting,
pumping piston and a hydraulic fluid reservoir to compensate for any thermal expansion of the hydraulic fluid and to allow
additional fluid to be added to the retraction system.

The pump is mounted just in the nose landing gear bay adjacent to and above the deployment actuator, to which it is
connected via hydraulic hoses. Manual access to the restow pump (3000PN) is required in order to retract the RAT
(4000PN). The access must be independent of the RAT bay door so that the door can close while the restow
pump (3000PN) is being operated. A cover protects the restow pump (3000PN) from damage by any stone or other debris
during landing.

To begin retraction, the stow/deploy valve is manually turned by a 7/16 inch wrench to the stow position and held in place
until sufficient pressure builds via manual operation of the pump lever. As the RAT (4000PN) retracts, the spring force on
the actuator piston begins to increase, in addition to the RAT weight and door load on the piston rod. Hand operation of
the pump continues until the RAT (4000PN) has reached the uplock and is locked in place. A torsion spring on the
stow/deploy valve ensures that the valve is returned to the “arm” position when the pump pressure bleeds down upon
completion of the retraction sequence.

To prevent structural damage, the restow pump (3000PN) includes a high-pressure relief valve. If the pressure exceeds
the design limit of the retraction circuit, the relief valve opens allowing flow directly to the pump reservoir.

The restow pump circuit forms a closed-loop system with the actuator eliminating the need to interface with the aircraft
hydraulic system and will be configured to use MIL-H-5606 red oil.

RAT Turbine Lock Pin

Figure 35
Restow Pump

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 Developed for Training Purposes Falcon 7X

Figure 36
Cross Section of Uplock Mechanism
 RAM AIR TURBINE (RAT) SYSTEM (CONTINUED)
Components (Continued) Manual Deployment
Uplock (1000PN) The second method of RAT (4000PN) release is a pilot initiated deployment, comprising a manual release handle in the
cockpit. This is operated at the pilot’s discretion. The uplock manual release lever is attached to the same shaft as the
The uplock assembly holds the RAT in the stowed position until the release is commanded from either the manual release
locking arm and to the manual release handle via the release cable. The action of the pilot will cause this lever to move
handle or from the hard wired logic from the RH primary power distribution box (6000PC) when an in-flight emergency
approximately 21-mm and consequently rotate the locking arm, releasing the cam arm and allowing the hook to rotate and
situation is detected. The uplock has a hook that engages the uplock roller mounted to the RAT housing. With the RAT
the RAT (4000PN) to deploy. Following an automatic deploy the uplock must be reset by rotation of the reset shaft. If this
stowed, the uplock hook holds the RAT stowed against the load of the deployment actuator, the RAT weight, the RAT bay
is not done then the uplock will not latch at the completion of the restow and the RAT will deploy immediately indicating a
door preload, and any RAT bay aerodynamic door loads that might tend to pull against the RAT strut.
problem. Reset is not required following a manual deployment.

The unlock assembly can release the RAT to initiate a deployment of the RAT two ways.

The auto-deploy signal is initiated by the aircraft logic circuitry. The conditions for the logic are if the weight on wheels
sensor indicated the aircraft is airborne and you lose all engine driven electrical sources. Upon receipt of a 28 Vdc signal,
the hook releases the RAT. This along with the weight of the RAT and force of the actuator spring will allow the RAT to RAT Uplock
deploy. This method is automatic and is the first means of releasing the RAT unless there is a fault in the system that
would preclude deployment or the pilot pre-empts the automatic release by operating the manual release.

The second method to release the RAT is a pilot initiated deployment with a manual release handle in the cockpit.

The uplock manual release lever is attached to the manual release handle with a release cable. The action of the pilot will
cause the lever to move and release the uplock hook allowing the RAT to deploy. After an automatic deploy, the uplock
must be reset by the rotation of the reset shaft. If the reset is not done the uplock will not latch and the RAT will deploy
immediately, indicating a problem.

NOTE: Reset is not required following a manual deployment.

Operation
If the weight on wheels sensor indicated the aircraft is airborne and you lose all engine driven electrical sources, the
uplock deploy solenoid receives a 28vdc signal from the RH primary power distribution box (PPDB) (6000PC) which
releases the uplock hook to start the auto deployment of the RAT.
The uplock hook may be released, which causes the RAT to deploy, at any time with the manual release handle located in
the cockpit.
If the RAT has been automatically deployed, the uplock must be reset by rotating the reset shaft before the retraction of
the RAT.

Automatic Deployment
The uplock can release the RAT (4000PN) to initiate a deploy in either of two ways. Auto-deploy mechanism and solenoid
are integral to the uplock assembly.

Upon receipt of a 28VDC signal, the solenoid will push on the toggle linkage releasing the piston and spring to push down
on the lever of the locking arm. This action moves the locking roller on the opposite end of the locking arm away from the
cam and allows the spring on the cam to rotate the cam assembly. This along with the weight of the RAT (4000PN) and
force of the actuator spring will release the hook and allow the RAT (4000PN) to deploy. The auto-deploy signal is initiated
by the aircraft logic circuitry. This method is automatic and is the first means of releasing the RAT (4000PN) unless there
is a fault in the system that would preclude deployment or the pilot pre-empts the automatic release by operating the
manual release.

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 Developed for Training Purposes Falcon 7X

RAT Ground Lock Pin RAT Ground Lock Pin

 RAM AIR TURBINE (RAT) SYSTEM (CONTINUED)
Components (Continued)
Safety Lock Pin
The safety lock pin is a device used to preclude inadvertent deployment of the RAT. This is of significant importance
during times when there will be extensive maintenance action on the aircraft and specifically in the region of the RAT bay
door. There are two major concerns with an inadvertent deployment:
− Injury to maintenance personnel
− Damage to the RAT system if other service equipment was in the location of the RAT bay door when the RAT deploys

The uplock is rendered inoperable when the stow lock pin is inserted through the nose landing gear bulkhead into uplock
hook. The pin has a “Remove Pin Before Flight” flag to be sure it is visible from all points around the aircraft. It will hang
from the nose landing gear bay.
RAT Ground Lock Pin

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 Developed for Training Purposes Falcon 7X

TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE

RAT
RAT
GEN
GEN –
Resets RAT GEN in
case of disconnection No indication
Momentary due to over-current
pushbutton

RAT
GEN

Figure 37 Figure 38
Manual Release Handle DC Supply Overhead Panel
 RAM AIR TURBINE (RAT) SYSTEM (CONTINUED)
Components (Continued) RAT GEN Reset - Momentary Push-Button Switch
Manual Release Handle If an over current fault should occur during RAT operation, the RAT GCU would trip the RAT contactor to the open state.
When the RAT line contactor is open, the Avionics senses this and provides a warning (red) message to CAS: “40 ELEC:
The release handle, which can be used to manually deploy the RAT is located on the cockpit floor, to the left, and slightly
RAT GEN FAULT”. Upon seeing the message, the pilot can attempt to reset the generator with a single press of the RAT
rear of the copilot’s seat and forward of a third crew member’s seat. The third crewmember’s seat is typically positioned
GEN RESET switch.
transverse to the direction of flight however during take off and landing it is rotated such that it is in line with the direction
of flight.
RESET
The release handle is protected from inadvertent release by a cover, which is lifted to gain access to the red colored When the pilot presses the switch, the RAT GCU receives a signal that resets the RAT GCU fault detection circuits thus
handle. The letters are depressed into the cover and filled with luminescent, pigmented paint, which allows maximum enabling a reset of RAT electrical power supply if faults have cleared.
visibility during low light conditions. The lettering on the gloss red handle is same as the cover. The letters are depressed
into the handle and filled with gloss white paint. RAT AUTO Switch / Light (1010PN)
The "RAT AUTO" switch/light (1010PN) which has two positions:
− An AUTO position (Normal Position)
− An “INHIB” position used to inhibit during maintenance operation (A/C in Maintenance Mode):
• The RAT (4000PN) auto-deployment
RAT Manual Release Handle • The virtual pilot
▪ Automatic fuel boost pump activation during engine/APU start
▪ Automatic enabling of probe heat once two engines are running
▪ Automatic enabling of windshield heat once two engines are running
• The storage of fault data in the CMC Fault History Data Base (FHDB)

In that case, the associated “INHIB” indicator light is illuminated.

Figure 39
Aural Warning Inhibit Pushbuttons

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 Developed for Training Purposes Falcon 7X
4000PN 608 2000PN
G2248170 AA 1 G2248230 AA

G2248230 AA
3 G2248170 BB
1
25 / 10HT 58 / 10HT
PH A A A A 115V PH A
26 / 10HT 59 / 10HT
PH B B B B 115V PH B
27 / 10HT C 60 / 10HT
PH C C C 115V PH C
28 / 10HT 10 / 10HT T1 L1000PM 16 / 10
NEUT D D T2 D NEUTRAL
6000PN
RL 20 RAT HEATER
125 133
2 4 6010PN
133 141 48 / 18 A2 E1 Bus
HEATER POWER H E *B K A1
4 +28V 3
B X1 +28V Bus E1 10A
HEATER RTN 134 X2 21 GND WHEN FLIGHT
G T3
FLIGHT RL 19 SD 32 - 62 - 10
RAT GCU TEST
132 B2 B1
POWER RTN C T1 1 6011PN
6 99 / 22 98 / 22 E1 Bus
*C 8 A2 A1
5A +28V
45 / 22

4401FY 3
X1 +28V Bus E1
83 1 23 X2
G
Y 83 / 22 RAT TEST 15 / OHT
7 RAT TEST CMD T1
84 13 / OHT
2
H
1 610 135 142 84 / 22 T1
6 1 RAT HTR BIT STATUS D F A 47 RAT HTR BIT
G2248160 BB G2248200 AA
1 “ RTN 136
E T4 1
POR_PH A P R GAINE R2 AA R E R R P POR_PH A 4 137 143 B 85 / 22
B B B B RAT CGU BIT STATUS Z G 14 RAT GCU BIT
POR_PH B B 2 / HT F 6 / HT N POR_PH B
Y Y Y Y N
POR_PH C C 1 1 G 1 1 M POR_PH C 169 / 24 168 / 24
G G G G P U 11 A/C MAINTENANCE MODE
POR NEUT N H L POR NEUT 138
“ RTN Y T5
125 83
R R R R 2 4
HEATER POWER F 5 / HT J 9 / HT H HEATER POWER
B B B B 94 / 22 X 87 / 22
HEATER RTN E 3 3 K 3 3 G HEATER RTN 40 RLC AUX MAU2

4201FY
2
A
RAT_GCU TEST + A 139 D 97 / 22 5 RAT GCU TEST
RAT_GCU TEST - B 140 T2
6
4401FY
84
2
74 / 22 D 70 / 22 5 RAT DEPLOY MAU2
R R M R 7 / HT R Y
EXCITER FIELD + R 3 / HT EXITER FIELD +
S B B B B
EXCITER FIELD - N Z EXITER FIELD -
EXCITER FIELD SHIELD D 5000PM

+BAT. 5D L9740PM
RAT 366FT
OVER CURRENT RESET K R 154 / 22 R 7
B B 8 RESET
“ RTN L
R R R R A 3
PMG_PH A H R PMG A R1001DG
N B B B B 200J2
PMG_PH B T 4 / HT S 8 / HT B PMG B
Y Y Y Y 3
PMG_PH C K 2 2 T 2 2 C PMG C *E12
S G G G G 91 / 22
PMG NEUT M U D PMG NEUT 8 SET TO MAX MODE RLC AUX. 4101FY
PMG SHIELD A
2
75 / 22 5 RAT DEPLOY MAU1

6000PC
4201FY J5 - 12

72 / 22
1 TEST RAT
SD 45 - 32 - 00
Legend
15 RLC AUX MAU1 3801GP
134 331
417FT 610J/P RAM AIR TURBINE CUT - OFF CONNECTOR
10 KΩ R100PN
118 / 22 / 22 117 / 22 116 / 22 608J/P RAM AIR TURBINE CUT - OFF CONNECTOR
200J3 2 89 22 RAT DEPLOY 213 RH ESSENTIAL BUS
N12 L1001DG A1 A2 372J/P RH / LH WIRING CUT - OFF CONNECTOR
133
3 360P RH BASIC ELEC / BATTERY CUT - OFF CONNECTOR
90 / 22 / 22 92 / 22
*A 8 SET TO MAX MODE RLC AUX. R1110PC
9 360J RH BASIC ELEC / BATTERY CUT - OFF CONNECTOR
5 +28V
127 / 22 BAT2 POWER
6 4 RAT DEPLOY 339J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR
125 336 6000PC T5 6 8 6210PN 336J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR
7 5
89 / 22 J 69 / 22
24
67 / 22
2 3
Bus F0 331J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR
6000PC T6
128 / 22
3 2
5A +28V 136J/P LH / RH WIRING CUT - OFF CONNECTOR
1000PN R
+BAT.
R R R
9510PN
1 134J/P LH / RH WIRING CUT - OFF CONNECTOR
RLC COMD M 53 / 22 27 54 / 22 4
RLC CMD RTN N
B B
28
B B
5 RATC
133J/P LH / RH WIRING CUT - OFF CONNECTOR
HAMILTON SUNDSTRAND HARNESS 2 A1 A2
125 26 X1 125J/P BATTERY / R. A. T. CUT - OFF CONNECTOR
SD 45 - 32 - 00 12 X2 9520PN 84J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR
77 / 22 71 / 22 29 68 / 22
UPLOCK DEPLOY
K 8 RATC 83J/P LH FR1 BASIC ELEC CUT - OFF CONNECTOR
CMD 2D 2C 1001FW EMERGENCY SWITCH BOX
188 / 22 34 / 22 1B
RAT DEPLOY + A 31 1
1C 4401FY GENERIC 1 / 0 4 MODULE
C 417FT 372 418FT 360P 360J
B
11
T1 B B
L301PC 4201FY GENERIC 1 / 0 2 MODULE
158 157 156 / 22 3s AUTO
D 1 13 NOT USED 8 DEPLOY 4101FY GENERIC 1 / 0 1 MODULE
10 5 7
DEPLOY 360P 360J
GLC2
R1001DG RH WINDSHIELD DE - ICING POWER SUPPLY
164 / 22 163 / 22 A A
162 / 22 L1001DG LH WINDSHIELD DE - ICING POWER SUPPLY
E 11
5000PC
3801GP HSCB
5000PM OVERHEAD PANEL
1001FW L401PC L301PC L401PM
3 L1000PM LH FRONT SPDB
125 136 339 8 8
200J1 125 + BAT. 1010PN 2B + BAT. / 18
N 5 7 5 7 72 RAT_WOW
6000PN RAT GCU
2B RAT AUTO 191 / 22 192 / 22 160 / 24 / 22 161 / 22 / 18
A4
190 / 22 189 / 22
9 R C 49 M GLC3 GLC1 4000PN RAT
GND WHEN FLIGHT S 7 2000PN RAT TRU
A18
SD 32 - 62 - 10
164JN
31530125 / 24
6 8 171 / 24 1000PN RAT UPLOCK DEPLOY SOLENOID
WD245000AA40A1
INHIBIT 1 WIRE ROUTED SEPERATLY FROM MAIN BUNDLE 6000PC RH PPDB
5000PC LH PPDB
SD 31 -53 - 00
Figure 40
RAT Generator Control 24-32A
 RAM AIR TURBINE (RAT) SYSTEM (CONTINUED)
Operation
Ram Air Turbine (RAT) (4000PN)
In the event of an in-flight loss of engine driven electrical sources, the RAT (4000PN) is automatically deployed into the
air-stream surrounding the aircraft. The automatic deployment logic is located within the primary power distribution boxes,
(PPDB)(5000PC/6000PC). The logic to cause a RAT deployment is as follows:
− Weight on Wheels sensor indicates the aircraft is airborne
− Loss of all engine driven electrical sources

When both of these conditions are sensed within the LH and RH PPDB’s (5000PV/6000PC) then the PPDB sends a 28
VDC (RAT DEPLOY) to the uplock deploy solenoid (1000PN) to start auto deployment of the RAT (4000PN). Once the
PPDB (5000PC/6000PC) sends the 28 VDC (RAT DEPLOY) signal to the uplock deploy solenoid (1000PN) to initiate auto
deployment of the RAT (4000PN) and the RAT deploys and operates normally, then the RAT line contactor (RLC) closes
providing a discrete signal (RL AUX) to the Avionics.

If the RAT line contactor does not close within 15 seconds (maximum) from the initiation of deployment, and the discrete
signal is not received by the Avionics then the Avionics sends a warning (Red) message to CAS as follows: “40 ELEC:
RAT GEN FAULT”.

During operation, the RAT can also be used to charge the aircraft batteries and help keep them in a high state of capacity.
When the aircraft speed is low, the RAT GCU can decrease generator output voltage to allow both the RAT and the
batteries to power all the required aircraft loads during this time.

The RAT can also be deployed manually by a flight crewmember using a manual release handle located in the aircraft
cockpit therefore the pilot will respond to this CAS message by operating the handle.

At the pilot’s discretion, he may choose to manually deploy the RAT prior to all the conditions required for auto
deployment.

The RAT deploy movement is provided by a spring loaded actuator, upon deployment, the RAT, via a door link, also
opens the RAT bay door ahead of the RAT deployment maintaining adequate clearance between the housing and blades
of the RAT and aircraft structure during the complete deployment process.

Once deployed into the air stream, the kinetic energy of airflow across the turbine is converted to shaft power to drive an
integral three-phase AC generator to produce up to 15KVA continuous electrical power at 115/200 Volts and 360-440 Hz
frequency range. A Transformer Rectifier Unit (2000PN) converts this 115Vac, 3-phase power into 28VDC at a nominal
rating of 321.5A, 9kw DC for powering the aircraft LH and RH Essential DC buses and charging the batteries during an
emergency when no main sources are available.

Electric power availability from the RAT depends on the airspeed at the RAT. Full power is available when the aircraft
speed is above 162 KEAS.

NOTE: At lower aircraft speeds, the electrical power output will be lower in direct relation to the aircraft speed.

The SPDB provides 28 VDC electrical power for the RAT GCU BIT operation and RAT generator heater BIT operation,
which are preformed simultaneously. The SPDB also provides power for the RAT generator heater during flight.

24-32
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 41
RAT Test Softkey on the TEST Synoptic Page
 RAM AIR TURBINE (RAT) SYSTEM (CONTINUED)
Operation (Continued) CAS Messages
Integrated Maintenance

Cruise

Land
Park

Taxi
Tests

TO
MESSAGE DESCRIPTION
Power-Up Built-in Tests
The pilot initiated built-in test (BIT) is required before flight. This test will make sure there are no dormant (and/or passive)
failures present in any GCU protective function and discrete inputs or outputs. The RAT softkey on TEST synoptic page Warning (Red) CAS Messages
does a check of the RAT GCU, generator heater, and contactor. The BIT tests the undervoltage, overvoltage, feeder-fault RAT GCU has not closed contactor after 15 seconds
protection and the contactor relay driver circuitry. 40 ELEC: RAT GEN FAULT R R R R R
from being deployed
Caution (Amber) CAS Messages
The BIT is initiated by the aircraft-supplied 28 VDC power with about 1 to 2 Amperes direct-current (ADC) for a period of
no less than 6.0 seconds. The GCU conducts an end-to-end test within the first 0.5 seconds after initiation. The health of RAT GCU failure or failure of GCU to close contactor
ELEC: RAT GCU TEST FAIL A A A A A
the RAT GCU is reported to the avionics by the “RAT GCU BIT” status signal. The signal is normally open, but is detect during trigger test.
grounded if the RAT GCU successfully passes the test. The RAT GCU also supplies 28 VDC to the RAT contactor relay in ELEC: RAT HEATER TEST FAIL RAT heater failure detected during trigger test. A A A A A
a certain predetermined time sequence. The RAT GCU closes and opens the RAT line contactor. The auxiliary contacts
on the RAT line contactor are monitored by the Avionics for BIT status. The RAT contactor successfully passes BIT if the Advisory (White)CAS Messages
auxiliary contacts close and open per a predetermined time sequence.
ELEC: RAT AUTO INHIBIT Automatic deployment of the RAT is inhibited. W W W W W
At the same time as the GCU BIT check, the generator heater is BIT checked when 28 VDC is present at the heater ELEC: RAT TEST IN PROGRESS The RAT GCU BIT test is in progress W W W W W
power input. The RAT GCU measures the generator heater current and checks if the source current is within acceptable
limits. If the source current is within acceptable limits, the heater has successfully passed the BIT test. If the heater test
fails then a fail message is sent to the test page. As a result of this message being displayed, one additional flight is "40 ELEC: RAT GEN FAULT" If there is a failure during the RAT deployment, avionics will generate a red CAS
allowed before action is required to correct the failure. message for display in the cockpit.
"ELEC: RAT GCU TEST FAIL" If there is a failure during the GCU BIT check, the avionics will generate an amber
CAS message for display in the cockpit.
"ELEC: RAT HEATER TEST FAIL" If there is a failure during the GCU RAT heater BIT checks, avionics will generate
an amber CAS message for display in the cockpit.
"ELEC: RAT TEST IN PROGRESS" When the RAT GCU test signal is active (28 Vdc), there will be an white CAS
message supplied to the cockpit. If this message is not visible, then the test did
not operate correctly.
"ELEC: RAT AUTO INHIBIT" Shows that either:
− "RAT AUTO" switch/light (1010PN) is ON in flight, or
− Aircraft weight-on-wheels signal shows 'FLIGHT' and RAT WOW signal
shows 'GROUND.'

Fault Messages (A/C with M305 or SB 018)

"ELEC: RAT AUTO INHIBIT" shows that either:
− "RAT AUTO" switch/light (1010PN) is ON in flight, or
− Aircraft weight-on-wheels signal shows 'FLIGHT' and RAT WOW signal shows 'GROUND'.

"ELEC: RAT HEATER FAIL" shows when a previously undetected failure, not covered by the pre-flight test, is detected.

24-33
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

RAM AIR TURBINE (RAT) COMPONENT CHART

9501MF RAT Door 5000PN RAT Manual Release Cable 6110PN "RAT GCU TEST" Circuit Breaker
Location: F1-8, UNDER COCKPIT FLOOR, RH (114) RAM AIR TURBINE BAY, RH (116)/F1-8, UNDER
Location: Location: LH Front SPDB (L1000PM)
Access: Not Applicable COCKPIT FLOOR, RH (114)
References: RAM Air Turbine Door (116), Cockpit Floor Access: Cockpit Lateral Lining No.5 (221XZ)
Description: SDS 24-50-00 Access: (113HZ), Cockpit Floor (114DZ), Cockpit Floor References:
(114GZ) Function and Characteristics: It prevents damage to the RAT
Wiring Diagram: None
References: GCU TEST command of the RAT GCU (6000PN).
Removal/Installation: Not documented
Function and Characteristics: Refer to SDS 24-50-00. Wiring Diagram: Refer to WD 24–50–00.
1000PN RAT Uplock Deploy Solenoid Wiring Diagram: N/A. Removal/Installation: Refer to TASK 24-62-21-900-801
Location: RAM AIR TURBINE BAY, RH (116) Removal/Installation: Refer to TASK 24-50-21-900-801
and TASK 24-50-21-900-802.. 6210PN "RAT DEPLOY" Circuit Breaker
Access: RAM Air Turbine Door (116)
References: Location: RH PPDB (6000PC)
Function and Characteristics: Refer to SDS 24-50-00. 6000PN RAT GCU Access: Frame 40 Center Lining (271RZ)
Wiring Diagram: Refer to WD 24–50–00. Location: F1-8, UNDER COCKPIT FLOOR, RH (114)
References:
Removal/Installation: Refer to TASK 24-50-17-900-801. Access: Cockpit Floor (114DZ)
References: Function and Characteristics: It prevents damage to the
2000PN RAT TRU RAT Uplock Deploy Solenoid (1000PN).
Function and Characteristics: Refer to SDS 24-50-00.
Location: F30-33, AFT TOILET, RH (262) Wiring Diagram: Refer to WD 24–50–00.
Wiring Diagram: Refer to WD 24–50–00.
Access: Aft Toilet Servicing Door (167ER) Removal/Installation: Refer to TASK 24-61-21-900-801.
Removal/Installation: Refer to TASK 24-50-05-900-801.
References:
R100PN RAT Line Contactor
Function and Characteristics: Refer to SDS 24-50-00. 7000PN RAT Deployment Actuator
Location: RH PPDB (6000PC)
Wiring Diagram: Refer to WD 24–50–00. Location: RAM AIR TURBINE BAY, RH (116)
Access: Frame 40 Center Lining (271RZ)
Removal/Installation: Refer to TASK 24-50-01-900-801. Access: RAM Air Turbine Door (116)
References:
References:
3000PN RAT Restow Pump Function and Characteristics: Refer to SDS 24-50-00. Function and Characteristics: Refer to SDS 24-50-00.
Location: NOSE LANDING GEAR BAY, RH (112) Wiring Diagram: N/A Wiring Diagram: Refer to WD 24–50–00.
Access: NLG Main Door (712) Removal/Installation: Refer to TASK 24-50-09-900-801. Removal/Installation: Refer to TASK 24-61-13-900-801.
References:
1010PN "RAT AUTO" Switch/Light L9740PM "RAT RESET" Pushbutton
Function and Characteristics: SDS 24-50-00.
Location: EGPWS 1 Module (101FW) Location: Overhead Panel (5000PM)
Wiring Diagram: N/A.
Access: Passenger Door (PAX) Access: Passenger Door (PAX)
Removal/Installation: Refer to TASK 24-50-13-900-801.
References: References:
4000PN RAT Function and Characteristics: Refer to SDS 31-13-00. Function and Characteristics: Refer to SDS 31-11-00.
Location: RAM AIR TURBINE BAY, RH (116) Wiring Diagram: Refer to WD 24–50–00. Wiring Diagram: Refer to WD 24–50–00.
Access: RAM Air Turbine Door (116) Removal/Installation: Refer to TASK 31-13-01-900-801. Removal/Installation: Refer to TASK 31-11-09-900-801.
References:
Function and Characteristics: Refer to SDS 24-50-00. 6010PN "RAT HEATER" Circuit Breaker
Wiring Diagram: Refer to WD 24–50–00. Location: LH Front SPDB (L1000PM)
Removal/Installation: Refer to TASK 24-50-00-900-801. Access: Cockpit Lateral Lining No.5 (221XZ)
References:
Function and Characteristics: It prevents damage to the heating
system of the RAT (4000PN).
Wiring Diagram: Refer to WD 24–50–00.
Removal/Installation: Refer to TASK 24-62-21-900-801.
 NOTES: NOTES:

24-34
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 F103
200 A T103
500 A
LRSPDB MAIN (307)
LS-1 T104
LRSPDB MAIN (305)
F104

BUS
200 A

L_SHED
500 A
T100
R105
LH GALLEY BUS (345)
CURRENT
SENSE

LEFT MAIN BUS (A)

GLSC-1
35A
CB102 T101
F102 HF1 (51)
150 A
500 A T102
T106 WINDSHIELD LH (BU) (381)
R100

G1
500 A F109
CURRENT 200 A
T116

#000
AWG
SENSE
SPARE - L MAIN

GLC-1
Spare 1
(PRIMARY POWER)

500 A F105
500 A 200 A T105
T107 CLSC - 1 LH CABIN SHED BUS (389)
NON-ESSENTIAL (MAIN) SIDE

R101

G3
CURRENT
5A

#000
AWG
SENSE CB101 8

GLC-3
OP CHA PWR 3 (365)
J2
PRI I/O

T113
BTC-2
500 A

(394) R101

S/G
CURRENT
#00
AWG

SENSE
500 A

U 15A
APUC1

(419) S/G GEN (+) CB156 25A 11

CB155
L/R PDCU ESS PWR (421)
J1

G 10A CB152 500 A CB157 25A 50

J3
ALT I/O

(189) 28v BATT1 SUP FUEL SO BATT 1 STATUS PWR (425)

ALT LD I/O
H 10A CB153
(145) 28V BATT1 SUP DIS
BC-1

68 2.5A CB151
(62) CMC
J1
ALT I/O

38 5A CB154
(423) BATT1 PWR
CB158 25A R
T113 K153 BOOST PUMP ENG 2 (169)
R103
J3

CB159 25A B
LEFT "HOT" BATTERY BUS (H1)

STBY PUMP ENG 1 (165)

BATT 1

K154
ALT LD I/O

#1 AWG

CB160 25A P
K154 STBY PUMP ENG 3 (172)
LEFT ESS BUS (E)

500 A

GPC-2

CB161 15A z
500 A
T111 K152 BATT1 HEATER
R104
#00
AWG

GPU
GPC-1

F108 200 A T110

ESSENTIAL SIDE

WINDSHIELD LH (21)
F106 200 A T108
(ALTERNATE POWER)

LRSPDB ESSENTIAL (306)

F107 200 A T109
LFSPDB ESSENTIAL (304)
F111 200 A T117
SPARE - L ESS
15A

CB162 35A A
HSECU E3 & PSU (439)
J7
FBW

CB163 50A B
SRECU E3 PSU (132)
cd24-100-21
T114
#000 AWG
TO RPPDB

Figure 42
#000 AWG
TO LPPDB
Developed for Training Purposes

R204

SENSE
T214 CURRENT

Electrical Generation and Distribution System

500 A

BTC-1

F210
200 A T216
AWG
#0

SPARE R - ESS
RAT

T213
CURRENT
500 A SENSE
RATC

K251 R205 T211

ELECTRO-HYD PUMP (STBY) (198)
K257 5A
1
SHPC

F204
J5

(462) RAT DEPLOY

RAT

200 A T206
3-SEC
F205 RRSPDB ESSENTIAL (310)
TIME DELAY 200 A T207
R202 F207 RFSPDB ESSENTIAL (308)
200 A
BATT1
#1

CURRENT T209
AWG

SENSE F206 WINDSHIELD RH (32)

100 A T208
K256
U 7.5A CB252 SPECU +28V E4 & PUMP (302)
(171A) FUEL SYS EQUIP PWR F210 50A T215
N SPECU +28V E4 BU (139)
(171B) FUEL RELAY DOOR PANEL LATCH
F210 35A T218
H 10A CB528 HSECU +28V E4 (441)
(157) 28V BATT2 SUP DIS
F210 35A T219
G 10A CB253 HSEBU +28V E4 BU (440)
(378) ENG 2 APU &
FUEL & HYD SOV 4-SEC CB266 15A
500 A Z
TIME DELAY
K253 BATT 2 HEATER (323)
K260 CB251
A CB259 25A
TD RELAY LOAD B
BC-2
ESSENTIAL SIDE

K255 STBY PUMP ENG 2 (166)

V
J3
(ALTERNATE POWER)

TBD RELAY LD3 CB270 10A K

FEED

FAN LOAD ( )
ALT LD I/O

INTERNAL

F
TBD RELAY LD1
K259
J3 - ALT LD I/O

T
RIGHT ESS BUS (F)

INIT LIGHTING LOAD (B)

CB263 2.5A 50
25A CB265
D BATT 2 STATUS PWR (426)
(391) GSB TO RFSPDB (MAIN LDS) CB269 2.5A
70
C 10A CB261 FAN CTRL ( )
J1

(335) GSB TO RFSPDB (ESS LDS)

ALT I/O

5A CB257
17 CB254 2.5A 11
RIGHT "HOT" BATTERY BUS (A2)

GSB TO RFSPDB (CTRL) R/L PDCU ESS PWR (422)

K254
J1 - ALT I/O

K252
5A CB256
35
(348) INIT LIGHTING LOAD (A)
38 5A CB262
BTC-3

(424) BATT2 PWR)

36 2.5A CB268
EMER ISOL CB ST
2
COIL
EMER ISOL
K258
J2
PRI I/O

CB203 5A 8
OP CH B PWR 3 (368)
25A CB201 14
500 A K202 BOOST PUMP ENG 1 (170)
RIGHT MAIN BUS (B)

T204
R200
G2

25A
CB202 16
CURRENT
#000

SENSE K201 BOOST PUMP ENG 3 (177)

AWG
GLC-2

35A CB204 T210

HF2 (77)
F202
150 A T202
WINDSHIELD RH (BU) (382)
500 A F203
500 A 200 A T203
(PRIMARY POWER)

T205 CLSC-2 RH CABIN SHED BUS (344)

R201
G4

CURRENT F211
500 A
#000
AWG

SENSE
NON-ESSENTIAL (MAIN) SIDE

200 A
GLC-4

T217
SPARE - MAIN
F200
500 A 200 A T200
RRSPDB MAIN (311)
F201
LS-2 200 A T201
Falcon 7X

24-35A

RFSPDB (309)
R_SHED BUS

CD24-100-020
 DC LOAD DISTRIBUTION
Overview Automatic control of the contactors in the PPDBs is done by the PDCUs and Generator Control Units (GCUs).
The DC load distribution system is divided into two subsystems:
The PDCUs, GCUs and control cards in the SPDBs monitor and record fault data in normal operation. Fault codes are
Primary Power Distribution System sent to the Modular Avionics Units (MAUs). The Central Maintenance Computer (CMC) (2505TC) receives the fault codes
through an interface with the MAUs.
The Primary Power Distribution System controls and monitors the distribution of electrical power to, between and from the
aircraft bus bars. The system has:
− Two Battery Buses (BUS C and D) Failures sensed by the PDCUs and GCUs are sent to the MAUs and are used for CAS display or CMC logging.

NOTE: The fire panel (200WZ) permanently consumes power from the two batteries.

− Two Essential (ESS) Buses ( BUS E and F)

− LH Main Bus (BUS A)
− RH Main Bus (BUS B)
− Power Distribution Control Unit (PDCUs) electronic cards
− Contactors controlled by the PDCUs to connect and disconnect the buses and power supplies

The components are contained in the Primary Power Distribution Boxes (PPDBs):
− LH PPDB (5000PC)
− RH PPDB (6000PC)

The battery 1 (L1000PC), engine 1 generator (L7000PC), engine 3 generator (R7000PC), APU starter-generator
(8000PC) and the ground power are connected to the LH PPDB (5000PC). The battery 2 (R1000PC), engine 2 generator
(M7000PC) and the RAT (4000PN) are connected to the RH PPDB (6000PC).

Secondary Power Distribution System

The Secondary Power Distribution System controls and monitors the distribution of electrical power to the user equipment
and systems. The system has:
− Four Essential (ESS) Buses ( BUS E1, E2, F1 And F2)
− Four Main Buses (BUS A1, A2, B1 and B2)
− Various electronic cards for control and protection functions
− Standard mechanical Circuit Breakers and Solid State Power Controllers (SSPCs) to protect the user equipment

The components are contained in the Secondary Power Distribution Boxes (SPDBs):
− LH Front SPDB (L1000PM)
− RH Front SPDB (R1000PM)
− LH Rear SPDB (L2000PM)
− RH Rear SPDB (R2000PM)

Protection of the aircraft wiring during fault conditions is done by fuses and circuit breakers in the LH PPDB and the RH
PPDB. Protection of the aircraft wiring during fault conditions is done by circuit breakers and Solid State Power Controllers
(SSPC), in the front and rear SPDBs.

The SSPCs can be set to IN, OUT or LOCKED with the soft keys on the circuit breaker status synoptic page. Power
Distribution Control Units (PDCUs) in the PPDBs control the configuration of power sources if there is a power source
failure.

Manual control of the contactors in the PPDBs is done from the controls on the overhead panel (5000PM).

Figure 43
Electrical Power Distribution

24-35
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 44
DC Primary Power Distribution System
 PRIMARY POWER DISTRIBUTION SYSTEM
Overview Overload Isolation Function
The Primary Power Distribution System controls and monitors the supply of electrical power to, from and between the When there is an overload on the system, the components operate together in a sequence to isolate the fault.
aircraft essential, main and battery busbars. It keeps power supplied to important equipment during overloads, faults and The overload fault isolation sequence is:
failures of supplies. − Detect power source over current (GCUs, LH PDCUA)
− Shed galley if over current persists (LH PDCUB)
Primary Components − Shed cabin from left or right main bus bars if over current persists (LH & RH PDCUB)
The components are contained in two Primary Power Distribution Boxes at the rear of the Baggage Compartment. The − Open Bus Tie if over current persists (LH PDCUA)
primary components in the Left Hand (LH) Primary Power Distribution Box (PPDB) (5000PC) are: − Open LH or RH ISOL contactor if over current persists (LH or RH PDCUB)
− Left Hand (LH) Primary Distribution Control Unit (PDCU)A − Shed non-essential loads (LS1 and LS2) if over current persists (LH & RH PDCUB)
− Left Hand (LH) Primary Distribution Control Unit (PDCU)B − Disconnect power sources if over current persists (GCUs, LH PDCUA)
− Battery Contactor (BC)1
− Left Hand (LH) Isolation (ISOL) contactor Bus Fault Isolation Function
− Load Shed (LS) contactor 1 When there is a busbar fault, the components operate together in a sequence to isolate the fault.
− Galley Load Shed Contactor (GLSC) The bus fault isolation sequence is:
− Cabin Load Shed Contactor (CLSC) 1 − Detect low bus voltage and power source overload (GCUs, LH PDCUA)
− Open Bus Tie if over current persists (LH PDCUA)
The primary components in the Right Hand (RH) Primary Power Distribution Box (PPDB) (6000PC) are: − Open LH or RH ISOL contactor if over current persists (LH or RH PDCUB)
− Right Hand (RH) Primary Distribution Control Unit (PDCU)A
− Right Hand (RH) Primary Distribution Control Unit (PDCU)B
− Battery Contactor (BC)2
− Standby Hydraulic Pump Contactor (SHPC)
− Bus Tie Contactor (BTC
− Right Hand (RH) Isolation (ISOL) Contactor
− Load Shed (LS) Contactor 2
− Cabin Load Shed Contactor (CLSC)2
− RAT deploy relay
− Passenger Door Actuation Relay

Main Functions
The main functions of the Primary Power Distribution System are:
− To supply electrical power to the Secondary Power Distribution System
− To supply electrical power directly to some aircraft systems
− To monitor the supplies and bus bars for overloads, faults and supply failures
− To change the configuration of the connections of the bus bars and supplies during faults or failures
− To remove loads from the supplies during overload conditions
− To control the deployment of the Ram Air Turbine (RAT) if all three main generator contactors open at the same time
during flight
− Communication of faults and status to the avionics and the Central Maintenance Computer (CMC)
− Control of the passenger door actuator
− To let the Flight Crew control some power supplies by hand
− Self-test and self-protection of the electronic control cards
− Control of the Ground Service Bus
− Control of the Emergency Isolation (EMERG ISOL) function. This makes sure there is a power supply to the Standby
Hydraulic Pump when the RAT is deployed.

Figure 45
DC Primary Power Distribution System

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 Developed for Training Purposes Falcon 7X

LPPDB (5000PC) and RPPDB (6000PC)

 PRIMARY POWER DISTRIBUTION SYSTEM (CONTINUED)
Components
LH PPDB (5000PC)
The LH PPDB (5000PC) contains the LH essential, LH main and LH battery bus bars. It also contains contactors, bus tie
contactors, two cooling fans, current sensors and the circuit cards that follow:
− Engine 1 Generator Control Unit (GCU) (5500PC)
− Engine 3 GCU (6500PC)
− LH Power Distribution Control Units (PDCU) A and B

The LH PPDB (5000PC) also contains thermal fuses and circuit breakers. These give protection to the electrical cables to
the LH cabin bus, LH front SPDB (L1000PM) and the LH rear SPDB (L2000PM). They also give protection to the cables
to the battery 1 (L1000PC), the essential and main buses that have high power system loads.

A shunt gives protection to the feeder cable to the galley equipment from too much current. The PDCUs monitor the
current on the feeder cable. If there is too much current, the Galley Load Shed Contactor (GLSC) is opened.

RH PPDB (6000PC)
The RH PPDB (6000PC) contains the RH essential, RH main and RH battery bus bars. It also contains line contactors,
bus tie contactors, current sensors and the circuit cards that follow:
− Engine 2 GCU (R201PC)
− APU Starter GCU (303PC)
− RH PDCU A and B

The RH PPDB (6000PC) also contains thermal fuses and circuit breakers. These give protection to the electrical cables to
the RH cabin bus, RH front SPDB (R1000PM) and the RH rear SPDB (R2000PM). They also give protection to the cables
to the battery 2 (R1000PC), the essential and main buses.

Ground Service Bus

The RPPDB also provides power from the Battery Bus for ground service. Power from the RH battery is used to power a
number of loads in the RPPDB and RFSPDB without the need to power up the EPGMS.

Figure 46
LH PPDB (5000PC) and RH PPDB (6000PC))

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 Developed for Training Purposes Falcon 7X

PDCU Card and GCU Card Locations

PDCU Card

GCU’s

PDCU’s
 PRIMARY POWER DISTRIBUTION SYSTEM (COMTINUED)
Components (Continued)
Power Distribution Control Units (PDCU’s)
The PDCU in PPDB’s has the following functions:
− Allow connection of power sources to the Essential Bus
− Distribution of essential and main (shed) primary DC power
− Control and protection of large current loads
− Battery overcharging and fault protection
− BIT monitoring of unit functions
− Report PPDB Status to MAU through GCU

The PDCU in each PPDB comprises two cards an A and a B card.

The A card provides the following functions:
− Control, monitoring, reporting and protection of battery on the essential bus including thermal aspects.
− Control, monitoring, reporting and protection functions for SHPC contactor on the RPPDB to the essential bus in the
same box
− Control, monitoring, reporting and protection for connection of ground power on the LPPDB only
− The bus tie (connection between left and right essential bus bars) control and protection functions in a segregated
circuit
− Control of APU starting by operating battery and ground power contactors

The B card provides the following functions:

− Control, monitoring, reporting and protection of connection of the essential bus to the main bus.
− Control, monitoring, reporting and protection functions for load shed, galley and cabin contactors.
− Perform load shedding (main loads only) using generator load condition provided by the GCU.

The A & B cards also generate status information on the contactor positions, circuit breaker, and fuse status under the
cards control this is relayed together with other detailed information about the cards as serial data by a Hi speed ARINC
429 connection to both GCU’s in the same PPDB. This is transmitted to the Avionics system by both GCU’s using low
speed ARINC 429 serial data Busses. This partitioning of functions between the A and B card ensures segregation is
maintained between main and alternate supplies.

Figure 47
PDCU and GCU Data Routing Block Diagram

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 Developed for Training Purposes Falcon 7X

Left Front Secondary Power Distribution Box LFSPDB (L1000PM) Right Front Secondary Power Distribution Box RFSPDB (R1000PM)
 SECONDARY POWER DISTRIBUTION SYSTEM
Overview
The secondary-power distribution-system supplies power for the aircraft essential and non-essential loads.

The primary components of the system are:

− Left Hand (LH) front Secondary Power Distribution Box (SPDB) (L1000PM)
− LH Rear SPDB (L2000PM)
− Right Hand (RH) Front SPDB (R1000PM)
− RH Rear SPDB (R2000PM)

The functions of each of the four SPDB are almost the same:
− To distribute power from the main and essential aircraft buses to the cables that supply the aircraft equipment
− Protection of the aircraft cables from too much heat if there is too much current caused by a cable or equipment
malfunction
− To isolate supplies for essential and non-essential aircraft loads
− To monitor the condition of the supply to each item of equipment

Components
LH Front SPDB (L1000PM) and RH Front SPDB (R1000PM)
The two front SPDB are almost the same. Each front SPDB contains these components:
− A power supply
− Circuit breakers
− Relays
− A main bus
− An essential bus
− Communication Printed Circuit Boards (PCBs)

The two front SPDB are supplied through one main and one essential busbar. Each of the two inputs has protection from
a 150 A fuse.

The output from each front SPDB is 300 A minimum.

The two front SPDB transmit the data that follows to the integrated avionics system:
− Relay and circuit breaker status
− Switched output status
− SPDB built-in test (BIT) status

Figure 48
Front SPDB – Principal Diagram

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 Developed for Training Purposes Falcon 7X

LH and RH Rear Secondary Power Distribution Boxes (LRSPDB/RRSPDB) (L2000PM/R2000PM)

 SECONDARY POWER DISTRIBUTION SYSTEM (CONTINUED)
Components
LH Rear SPDB (L2000PM) and RH Rear SPDB (R2000PM)
The components in the two rear SPDB are almost the same. Each rear SPDB contains these components:
− Two power supply PCBs
− A microprocessor (CPU) PCB
− Three Solid-State Power-Controller (SSPC) PCBs, which each contain 16 solid-state power channels
− Circuit breakers
− A utilities controller interface (logic) PCB

The two rear SPDB are supplied through one main and one essential busbar. Each of the two inputs has protection from a
100 Amp fuse. The output from each front SPDB is 200 A minimum.

The two rear SPDB transmit the data that follows to the integrated avionics system:
− SSPC and circuit breaker status
− SPDB built-in test (BIT) status
− Fault diagnostic data

The two rear SPDB receive the data that follows from the integrated avionics system:
− Commands for maintenance operations (the SSPC are set to IN, OUT or LOCK through the Central Maintenance
Computer (CMC) (2505TC))
− Diagnostic requests

Rear SPDB Card Locations

PSU B

PSU A

SSPC Module 3

SSPC Module 2

SSPC Module 1

CPU

Logic Card

Figure 49
Rear SPDB – Principal Diagram

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 Developed for Training Purposes Falcon 7X

Figure 50 Figure 51
Left Front Secondary Power Distribution Box (L1000PM) C/B Layout Right Front Secondary Power Distribution Box (R1000PM) C/B Layout
 Figure 52 Figure 53
Left Rear Secondary Power Distribution Box (L2000PM) C/B Layout Right Rear Secondary Power Distribution Box (R2000PM) C/B Layout

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Developed for Training Purposes Falcon 7X

Figure 54
DC Supply Panel
 DC LOAD DISTRIBUTION SYSTEM
Components − VIDL-G Module 1 (103NR)
Overhead Panel (5000PM) − DME 1 Module (106NR)
"BUS TIE" Pushbutton (L9650PM) − HGS Overhead Unit (108NS)
The "BUS TIE" pushbutton (L9650PM) is a momentary pushbutton. The switch is used on the ground and in flight to tie up − HGS Computer (408NS)
(connect) the LH and RH essential busses: − Third Crew Member Audio Panel (1301FP)
− At power-up, the switch is in the open position − RH CCD (R201FP) (Channel A)
− When the switch is pushed, Bus Tie Contactor 1 (BTC1) closes − HGS Fan (1100NL)
− When the switch is pushed again, BTC1 opens − HGS Fan Sensor (1200NL)

"LH ISOL" Pushbutton (L9630PM) The switch lets the avionics equipment that follows, connected to the LH essential bus in the LH front SPDB (L1000PM),
The "LH ISOL" pushbutton (L9630PM) is a momentary pushbutton switch. The switch is used to isolate the LH main bus to be set ON and OFF:
from the LH essential bus: − Radar Altimeter receiver/transmitter 1 (101NP)
− At power-up, the switch is in the ISOL (BTC2 open) position
− When the switch is pushed, BTC2 closes "RH MASTER" Pushbutton (L9680PM)
− When the switch is pushed again, BTC2 opens The "RH MASTER" pushbutton (L9680PM) is a momentary pushbutton switch. The switch lets the avionics equipment
that follows, connected to the RH main bus in the RH front SPDB (R1000PM), to be set ON and OFF:
"RH ISOL" Pushbutton (L9670PM) − MAU 1 (Channel B)
The "RH ISOL" pushbutton (L9670PM) is a momentary pushbutton switch. The switch is used to isolate the RH main bus − RH MKB (R101FP)
from the RH essential bus: − Guidance Panel Controller (601FP) (RH Side)
− At power-up, the switch is in the ISOL (BTC3 open) position − ADF 2 Module (204NR)
− When the switch is pushed, BTC3 closes − DME 2 Module (206NR)
− When the switch is pushed again, BTC3 opens − ATC XPDR 2 Module (205NR)
− VIDL-G Module 2 (203NR)
"GALLEY MASTER" Pushbutton (L9610PM) − Radar Altimeter Receiver/Transmitter 2 (1101NP)
The "GALLEY MASTER" pushbutton (L9610PM) is a momentary pushbutton switch. The switch is used to isolate the − Lightning Sensor Processor (2103NP)
equipment in the galley from the electrical supply: − VDR 2 Module (202RC)
− A short push sets the Auto/OFF position. The OFF position opens the Galley Load Shed Contactor (GLSC). The Auto − VDR 3 Module (302RC)
position lets the PDCU open and close the GLSC automatically. − LH CCD (L201FP) (Channel B)
− If the switch is pushed and held for more than 2 seconds, the SHED condition is set. In this condition, the GLSC is − MRC 2 (201NZ)
closed and a decreased quantity of galley loads is connected.
"LH INIT" Pushbutton (L9640PM)
"CABIN MASTER" Pushbutton (L9690PM) The "LH INIT" pushbutton (L9640PM) is a momentary pushbutton switch. The switch lets the equipment that follows,
The "CABIN MASTER" pushbutton (L9690PM) is a momentary pushbutton switch. The switch is used to isolate optional connected to the LH main bus (or the LH essential bus) in the LH front SPDB (L1000PM), to be set ON and OFF:
equipment in the cabin from the electrical supply: − MAU 1 (Channel A)
− A short push sets the Auto/OFF position. The OFF position opens the Cabin Load Shed Contactors (CLSC). The Auto − LH CCD (L201FP) (Channel A)
position lets the PDCU open and close the CLSCs automatically.
− If the switch is pushed and held for more than 2 seconds, the SHED condition is set. In this condition, the CLSCs are
closed and a decreased quantity of cabin loads is connected. The switch lets the equipment that follows, connected to the LH essential bus in the LH front SPDB (L1000PM), to be set
ON and OFF:
− Guidance Panel Controller (601FP) (LH side)
NOTE: When the "CABIN MASTER" pushbutton (L9690PM) is set to OFF, the "GALLEY MASTER" pushbutton
(L9610PM) is automatically set to OFF.
NOTE: The "LH INIT" pushbutton (L9640PM) is in the OFF condition at power-up.
"LH MASTER" Pushbutton (L9620PM)
"RH INIT" Pushbutton (L9660PM)
The "LH MASTER" pushbutton (L9620PM) is a momentary pushbutton switch. The switch lets the avionics equipment that
follows, connected to the LH main bus in the LH front SPDB (L1000PM), to be set ON and OFF: The "RH INIT" pushbutton (L9660PM) is a momentary pushbutton switch. The switch lets the equipment that follows,
connected to the RH essential bus in the RH front SPDB (R1000PM), to be set ON and OFF:
− Mau 2 (Channel B)
− MAU 2 (Channel A)
− Data Loader
− RH CCD (R201FP) (Channel B)
− TCAS Transceiver (103NP)
− ADF1 Module (104NR)
NOTE: The "RH INIT" pushbutton (L9660PM) is in the OFF condition at power-up.
− ATC XPDR 1 Module (105NR)

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 Developed for Training Purposes Falcon 7X

Synthetic Tables
TO ACTIVATE TO ACTIVATE
CONTROL FUNCTION SYNOPTIC CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE TO DEACTIVATE
BUS TIED
Contactor LH
normally tied Push on MASTER
BUS TIE
(connected)
LH Supplies power to OFF
BUS TIED Abnormally untied MASTER LH MAIN and No specific indication on the
(BUS TIED on) LH ESS buses ELEC synoptic
BUS TIE
Ties up: avionics equipment LH
OFF MASTER
LH / RH ESS bus Push off
BUS TIED Contactor (shed)
normally untied OFF
BUS TIE

BUS TIED Abnormally RH

tied Push on MASTER
(connected)
RH Supplies power to OFF
Contactor MASTER No specific indication on the
LH LH RH MAIN
closed ELEC synoptic
ISOL ISOL bus equipment
OFF RH
Push off MASTER
ISOL ISOL Contactor (shed)
abnormally OFF
Isolates: Push On isolated
LH / RH MAIN buses from
respective LH / RH ESS buses ISOL LH INIT
RH Contactor
LH Push on LOAD
ISOL normally isolated
ISOL (connected)
LH INIT OFF
OFF ISOL Supplies power to
ISOL Contactor LOAD No specific indication on the
LH ESS
abnormally closed ELEC synoptic
bus equipment
Push Off OFF LH INIT
Push off LOAD
(shed)
OFF

RH INIT
Push on LOAD
(connected)
RH INIT OFF
Supplies power to
LOAD No specific indication on the
RH ESS
ELEC synoptic
bus equipment
OFF RH INIT
Push off LOAD
(shed)
OFF
 DC LOAD DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued) TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
Cockpit Indications TO DEACTIVATE
There are two methods of indication:
− Indication lights on the Overhead Panel SHED
− Status information which has been sent to the avionics system for processing and display
CABIN
Auto MASTER
The Avionics System EICAS synoptic displays will show the selected bus and generation configuration and enable the
flight crew to determine the status of health monitoring throughout the Electrical Power Generation and Management
System.
OFF

Indications are grouped and classified as follows: SHED SHED

− Master Caution/Warnings
CABIN Sheds cabin optional Push on CABIN No specific
− CAS Messages
MASTER equipment load from the (connected) MASTER indication on the
− DC supply status lights on OP LH / RH MAIN buses ELEC synoptic
− Electrical System Synoptic
OFF OFF
Main Bus voltage is displayed when an Isolation (ISOL) contactor is open. When the contactor is closed only one voltage
indication is displayed for both main and essential busses. If a power source is online the generator or battery symbol is
shown in green and current is displayed below the generator or battery symbol. SHED

Push off CABIN

The generator, external power, RAT and bus tie status lights on the OP indicate the status of the functions. In the event of (shed) MASTER
an abnormal condition (deviations from the selected configuration) or detected fault, the EICAS will automatically display
the CAS message; the pilot can then take action to view the related page and associated information.
OFF

This information includes:

− Contactor not in correct position SHED
− Protection Devices activated
− Battery Overheat detected GALLEY
Auto MASTER

OFF

SHED
SHED
GALLEY No specific
Sheds galley equipment Push on GALLEY
MASTER indication on the
load from the LH bus (connected) MASTER
ELEC synoptic
OFF
OFF

SHED

Push off GALLEY

(shed) MASTER

OFF

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 Developed for Training Purposes Falcon 7X

Figure 55 Figure 57
Electronic Synoptic Page RH Avionics Master Breakers Status Page

Figure 56 Figure 58
Status Synoptic Test Synoptic Page
 DC LOAD DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued)
System Synoptic Page
The ELEC synoptic page shows voltages on the main and essential busbars.
− LH Essential
− RH Essential
− LH Main
− RH Main

If the value is between 18 and 32 V, the display is green, if the value is not in those limits, the display is amber.

The ELEC synoptic page shows the status of the bus bars.
− LH Main
− LH Essential
− RH Main
− RH Essential

The ELEC synoptic page shows the status of the bus contactors.
− Bus Tie Contactor
− LH Isol Contactor
− RH Isol Contactor

Figure 59
Synoptic Indication - Bus Contactor Status

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Developed for Training Purposes Falcon 7X

Figure 60
SSPC Status Pages
 DC LOAD DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued) In the Electrical Load Status Window
Circuit Breakers Status Page − List of electrical loads classified in alphabetical order, and justified that are associated to the selected system.
The status of the SSPC and the circuit breakers is shown. The C/B STATUS soft switch (120-fig. 11) is used to select the − Associated CB or SSPC location / source: LPPDB, RPPDB, LRSPDB, RRSPDB, LFSPDB, RFSPDB.
circuit breaker synoptic page. The quantity of C/B and SSPC that have a tripped status are shown (125-fig. 11). If the − Associated CB or SSPC location / source status, IN (displayed green), OUT (displayed amber), LOCK (displayed
quantity is zero a green zero is shown. If the value is more than zero, the value is shown in reverse amber script. grey).
− A scroll bar is available to navigate within this sub-window.
Circuit breakers status is filtered and displayed by airplane systems, in the case of AVIONICS is the selected system; − In order to provide more space for the “Electrical Load Status” window, the avionics masters can be removed when
breakers can be also filtered by bus (LH / RH AVION MASTER, LH / RH INIT LOAD). the selected system is not the avionics system.

Breaker status can be: The display of CB and SSPC status will be available in flight and on the ground. In-flight all the CB and SSPC will be
− IN: circuit closed displayed in normal video. Also in-flight the ‘Change SSPC State’ area will not be displayed. Ground / flight status will be
− OUT: circuit open determined within the Avionics.
− LOCK: circuit manually forced opened and locked (on ground only, for maintenance purpose) NOTES:

Placing the CCD cursor on the respective soft key and keeping the <ENTER> button pressed triggers the respective test.

On the Circuit Breaker synoptic page:

“Selected System” is a soft key providing a means to access a lower level menu of available systems. If SSPC or CB is /
are tripped, the “selected system” is labeled amber. If not, labeled in green.

Each time the circuit breaker synoptic is accessed, the electrical load status window and selected system soft key
displays the system of which any CB or SSPC is / are tripped. If more than one system contains tripped CBs/SSPC’s,
then the selection is made alphabetically.

When system soft key is selected; a pop up window appears, to list selectable systems.

On the “List System”

Each system is displayed with a soft key, labeled with the name of the system and the associated ATA chapter. The soft
key associated to the selected system is displayed in green. The associated ATA number is displayed in amber reverse
video when any associated load is tripped; else it is displayed in green. Each subsystem is displayed in alphabetic order.

On the Circuit Breaker synoptic page:

“SSPC STATE CHANGE”
Three selectable soft keys are available to control SSPC status. These soft keys are actionable if [on the ground (based
on 4/6 WOW discrete signals) -and- park brake on -and- any CB or SSPC is selected in the “Electrical Load Status”
window]. These soft keys shall be removed in the aircraft if [not WOW or not Park Brake On]. At the top of the page, the
four avionics masters are displayed. They are displayed from left to right “LH MASTER”, “LH INIT”, “RH INIT” and “RH
MASTER”. They are soft keys, which are exclusively selectable only when avionics system is selected.

When avionics system is not selected, avionics masters are displayed inactive.

If the avionics system is selected:

− When one avionics master is selected, the associated avionics loads are displayed in “electrical loads status” area.
− When none of avionics masters are selected, all avionics loads are displayed.

If SSPC or CB is /are tripped, the associated avionics master is labeled amber. If not, labeled green.

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 Developed for Training Purposes Falcon 7X

Cruise

Land
Park

Taxi

TO
MESSAGE DESCRIPTION

Warning (Red) CAS Messages

26 ELEC: AFT DIST BOX OVHT Temperature inside the PPDB above 105°C.
R R R R R

36 ELEC: LH+RH ESS PWR LO In flight only, both essential busses are powered by
R R R R R
batteries only and so have a limited power supply.
Caution (Amber) CAS Messages
ELEC: AFT DIST BOX HI TEMP Temperature inside the PPDB between 70°C and
A A A - -
105°C.
ELEC: LH ESS NO PWR Shows when BTC1 and BTC2 are open and battery
A A A A A
1 is discharged or BC1 is open.
ELEC: LH ESS PWR LO In normal configuration BTC1 is open. If BTC3 is
- A A - -
open then, RH ESS BUS has a limited power supply.
ELEC: LH MAIN NO PWR - A A A A
ELEC: RH ESS NO PWR Shows when BTC1 and BTC3 are open and battery
A A A A A
2 is discharged or BC2 is open.
ELEC: RH ESS PWR LO In normal configuration BTC1 is open. If BTC2 is
- A A - -
open then, LH ESS BUS has a limited power supply.
" ELEC: RH MAIN NO PWR - A A A A
ELEC: LH ESS FAULT Overcurrent or short circuit sensed. A A A A A
ELEC: RH ESS FAULT Overcurrent or short circuit sensed. A A A A A
ELEC: LH MAIN FAULT Overcurrent or short circuit sensed. A A A A A
ELEC: RH MAIN FAULT Overcurrent or short circuit sensed. A A A A A
ELEC: LH AUTO SHED ACTIVE The LH automatic load shed function is active. A A A - -
ELEC: RH AUTO SHED ACTIVE The RH automatic load shed function is active. A A A - -
ELEC: BUS MISCONFIG TIED The bus tie contactor is in the incorrect (TIED)
- A A - -
condition.
Advisory (White) CAS Messages
ELEC: RH ESS ISOL Shows when emergency isolation is activated. W W W - -
ELEC: BUS MISCONFIG UNTIED The bus tie contactor is in the incorrect (UNTIED)
condition. It must be TIED to prevent discharge of W - - - -
the battery.
 DC LOAD DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued) FAULT Messages
CAS Messages ELEC: COM FAULT Shows when there is a communications fault from the GCUs or the PDCUs
26 ELEC: AFT DIST BOX OVHT Shows when the temperature inside the PPDB is above 105C ELEC: CONTACTOR DATA Shows that data from the contactors is inconsistent
36 ELEC: LH+RH ESS PWR LO Shows when both essential busses are powered by batteries only and so have FAULT
a limited power supply (in flight only) ELEC: LH CONF CHECK FAIL Shows when a check of the SPDB configuration is necessary
ELEC: AFT DIST BOX HI TEMP Shows when the temperature inside the PPDB is between 70C and 105C ELEC: LH CONF NOT CHECKED Shows when a check of the SPDB configuration is necessary
ELEC: LH ESS NO PWR Shows when BTC1 and BTC2 are open and battery 1 is discharged or BC1 is ELEC: RH CONF CHECK FAIL Shows when a check of the SPDB configuration is necessary
open
ELEC: RH CONF NOT CHECKED Shows when a check of the SPDB configuration is necessary
ELEC: LH ESS PWR LO Shows when BTC1 is open (in normal configuration). If BTC3 is open then, the
RH ESS BUS has a limited power supply ELEC: BUS TIE FAIL Shows when the contactor between LH and RH essential bus is failed

ELEC: RH ESS NO PWR Shows when BTC1 and BTC3 are open and battery 2 is discharged or BC2 is ELEC: LH FRONT ESS FAIL Shows when the front LH essential bus is failed
open ELEC: LH FRONT MAIN FAIL Shows when the feeder fuse supplying LF SPDB ESS is opened
ELEC: RH ESS PWR LO Shows when the BTC1 is open (in normal configuration). If the BTC2 is open ELEC: LH MAIN NO PWR Shows when LS1 has failed open or when there is a LH PDCUB failure
then, the LH ESS BUS has a limited power supply
ELEC: LH PPDB FAULT Shows when there is a LH PPDB fault that is not detailed in other CAS or Fault
ELEC: LH ESS FAULT Shows when an overcurrent or short circuit is sensed on the LH essential bus messages
ELEC: RH ESS FAULT Shows when an overcurrent or short circuit is sensed on the RH essential bus ELEC: LH REAR SPDB FAULT Shows when there is a LH Rear SPDB fault that is not detailed in other CAS or
ELEC: LH MAIN FAULT Shows when an overcurrent or short circuit is sensed on the LH main bus Fault messages

ELEC: RH MAIN FAULT Shows when an overcurrent or short circuit is sensed on the RH main bus ELEC: LH REAR ESS FAIL Shows when the rear LH essential bus is failed
ELEC: LH REAR MAIN FAIL Shows when the rear LH main bus is failed
ELEC: LH AUTO SHED ACTIVE Shows when automatic shedding of loads from the LH Main Bus has occurred.
The cause would be either overcurrent or a short circuit ELEC: RH FRONT ESS FAIL Shows when the front RH essential bus is failed
ELEC: RH AUTO SHED ACTIVE Shows when automatic shedding of loads from the RH Main Bus has occurred. ELEC: RH FRONT MAIN FAIL Shows when the front RH main bus is failed
The cause would be either overcurrent or a short circuit
ELEC: RH MAIN NO PWR Shows when LS2 has failed open or when there is a RH PDCUB failure
ELEC: BUS MISCONFIG TIED Shows when the bus tie contactor is in the TIED position when the system
expects it to be not TIED ELEC: RH PPDB FAULT Shows when there is a RH PPDB fault that is not detailed in other CAS or Fault
messages
ELEC: RH ESS ISOL Shows when emergency isolation is activated
ELEC: RH REAR ESS FAIL Shows when the rear RH essential bus is failed
ELEC: BUS MISCONFIG UNTIED Shows when the bus tie contactor is not TIED when the system expects it to be
in the TIED position. It must be TIED to prevent discharge of the battery ELEC: RH REAR MAIN FAIL Shows when the rear RH main bus is failed
ELEC: RH REAR SPDB FAULT Shows when there is a RH Rear SPDB fault that is not detailed in other CAS or
Fault messages
ELEC: OP FAIL Shows when there is a loss of one ESS power supply or a loss of one ARINC
transmission

24-46
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
6000PC
382FT R7000PC
R2000PM RRSPDB MAIN
R2110PM SEE DRAWING 243300 000
S8 3/OHT 200 GEN
BUS B2 R801PM
RRSPDB S7 4/OHT 100A 3

R1000PM 364FT RFSPDB MAIN

6201JM R1110PM LS2
S4 5/OAL 14/02HT 201 R301PC 396FT M7000PC
RFSPDB AL CU BUS B1 204 SEE DRAWING 243200 000
S3 150A
6/OAL GEN
GLC. 2 2
R710PM R701PM

RH MAIN BUS (BUS B0)

366FT RH CODB
6203JM R810PM 3000PC
RH B3 OAL SD 25 - 09 - 00 02HT 203
CODB AL CU BUS B3
200A CLSC2 SEE DRAWING 244000 00HT
SD 25 - 01 - 00
RH WSHIELD B/U 00HT GPU
364FT
6202JM R3011DG 3000PCT1
02HT 202
AL CU 150A

BTC3
R601PM
2000PN
01HT
RRSPDB ESS T1
R2010PM
206 R100PIN
366FT TRU RAT
BUS F2
100A 213 SEE DRAWING 245000 01HT
RFSPDB ESS
1002GP 6207JM R1010PM RAT. C

RH ESSENTIAL BUS (BUS F0)

15/02HT 207
01HT
398FT BUS F1
SHPC AL CU 150A
01HT SD 29 - 21 - 00 211

SHPC RH WSHIELD
R1001DG 366FT
6209JM 801PM R1011DG R1000PC
OAL SD 30 - 41 - 00 02HT 209

BAT2 BUS
RH

(BUS D)
AL CU 200A R202PC 01HT
WINDSHIELD OAL 398FT T1
SPOILER EBHA BATTERY 2
212 SEE DRAWING 243420 01HT
411CR
401CR 208
368FT BC2
100A
04HT SD 27 - 15 - 00
SPOILER

BTC1
R501PM

214

SHUNT
5000PC
114

LH ESSENTIAL BUS (BUS E0)

LH WSHIELD L403PC 399FT 8000PC
L1001DG 367FT
5110JM L1011DG 113 SEE DRAWING 491100 00HT
0AL SD 30 - 41 - 00 02HT 110
LH APU
00HT

BAT1 BUS
WINDSHIELD 0AL AL CU 200A APCU T1 GEN

(BUS A0)
T1
L1000PC
5109JM
LFSPDB ESS Legend
19/02HT L1010PM
109 112 SEE DRAWING 243410 01HT 6209JM RH PPDB/WINDSHIELD ESSENTIEL FEEDER SPLICE
L202PC
AL CU BUS E1 150A
01HT
BATTERY 1 6207JM RH PPDB/RH FRONT SPDB ESSENTIEL FEEDER SPLICE
T1 6203JM RH PPDB/CABIN FEEDER SPLICE
LRSPDB ESS
M1001DG L2010PM
BC 1 6203JM RH PPDB/WINDSHIELD SHED FEEDER SPLICE

GPC 2
0AL SD 30 - 41 - 00 108 R301PG 6202JM RH PPDB/RH FRONT SPDB SHED FEEDER SPLICE
BU BUS E2 L301PG
100A 6201JM LH PPDB/WINDSHIELD ESSENTIEL FEEDER SPLICE
WINDSHIELD 0AL T1 47JB
111 SHUNT 2
5110JM LH PPDB/LH FRONT SPDB ESSENTIEL FEEDER SPLICE
3001DG GPC 1 5104JM LH PPDB/WINDSHIELD SHED FEEDER SPLICE
5102JM GALLEY POWER FEEDER TERMINAL

BTC2
L501PM
B
C
7030JB GROUND PARK- LH PPDB FIREWALL TERMINAL
0AL 47JB WINDSHIELD DE-ICING 28 V DC DISPATCH CONTACTOR
D
365FT LH WSHIELD B/U
WINDSHIELD
5102JM L3011DG
3001DG BACK-UP WINDSHIELD DE - ICING POWER SUPPLY
DISPATCH 02HT
A
0AL SD 30 - 41 - 00 102 M1001DG RH WINDSHIELD DE - ICING POWER SUPPLY
AL CU 150A R1001DG LH WINDSHIELD DE - ICING POWER SUPPLY

LH MAIN BUS (BUS A0)

7030 JB L701PM L1001DG HYDRALIC STAND - BY PUMP
0AL SD 25 - 09 - 00 100 1002GP HYDRALIC STAND - BY PUMP
GALLEY
BUS A4
GLSC1
401CR SPECU
SD 25 - 01 - 00 R2000PM RH REAR SPDB
L710PM LH CODB L801PM L2000PM LH REAR SPDB
L810PM
LH A3 00HT SD 25 - 09 - 00 105 R1000PM RH FRONT SPDB
CODB L401PC
BUS A3
200A GLSC1
L1000PM LH FRONT SPDB
L1000PM 367FT 107 R710PM RH COMPLETION DISTRIBUTION BOX
S1 10/0AL
LFSPDB MAIN GLC3 L710PM LH COMPLETION DISTRIBUTION BOX
LFSPDB 5104JM L1110PM 2000PN RAT TRU
S2 9/0AL 18/02HT 104 L301PC
381FT L7000PC 8000PC APU STARTER / GENERATIOR
BUS A1 L601PM
L2000PM
AL CU 150A 106 SEE DRAWING 243100 000 6000PC RH PPDB
365FT GEN
S5 8/02HT LRSPDB MAIN 5000PC LH PPDB
GLC1 1
RLSPDB S6 7/02HT 103
L2110PM LS1 3000PC ELECTRICAL GROUND POWER RECEPTACLE
BUS A2 100A
R1000PC BATTERY 2
L1000PC BATTERY 1
Figure 61 WD241000AA4002

Feeders – DC Generation
24-47A
 DC LOAD DISTRIBUTION SYSTEM (CONTINUED)
Operation The aircrew has full authority to open and close the galley load shed contactor (L701PM). The contactor will open
automatically if there is an overcurrent condition or if load shedding occurs. The LH load shed contactor (L601PM) is fully
LH PPDB (5000PC)
automatic. The contactor is closed when there are sufficient power sources on line and opened if there is an overcurrent
The PDCUs in the LH PPDB (5000PC) use analog to digital conversion and a Field Programmable Gate Array (FPGA) for condition or if load shedding occurs.
control and protection functions. The PDCU uses analog control circuits for control and protection of the bus-tie contactor
BTC1. The battery 1 (L1000PC) is charged from the LH essential bus when power is available.
The aircrew has full authority to open and close the LH cabin load shed contactor (L801PM). The contactor is opened
automatically by the LH PDCU B (L401PM) if there is an overcurrent condition or if load shedding occurs. The contactor
The LH PPDB (5000PC) contains the contactors that follow: opens automatically when the galley load shed contactor (L701PM) is opened.
− Generator 1 Line Contactor (L301PC)
− Starter-Generator Line Contactor (L403PC) The cooling fan controls the temperature of the LH PPDB (5000PC) components when the total load is more than 720 A.
− Ground Power Line Contactor 1 (L301PG) The LH PPDB (5000PC) supplies the power to the LH front SPDB (L1000PM) and the LH rear SPDB (L2000PM).
− Ground Power Line Contactor 2 (R301PG)
− LH Isolator Contactor (L501PM) NOTES:
− LH Spare Main Contactor (L2901PM)
− Generator 3 Line Contactor (L401PC)
− Battery 1 Line Contactor (L202PC)
− LH Load Shed Contactor (L601PM)
− LH Cabin Load Shed Contactor (L801PM)
− Galley Load Shed Contactor (L701PM)

The contactors are monitored by the PDCUs and status data is sent to the integrated avionics system through the GCU
circuit cards.

The ground power line contactor 1 (L301PG) and the ground power line contactor 2 (R301PG) are used during ground
operation only. When the LH PDCU A (L301PM) sets external power to ON, the contactors will close depending on
ground power quality and APU start status.

The ground power line contactor 2 (R301PG) is only closed during APU starts when ground power is connected. The
ground power line contactor 1 (L301PG) is closed when the conditions that follow are met:
− Ground power is connected
− Ground power quality is acceptable (no undervoltage, overvoltage, overcurrent or reverse polarity)
− Electrical ground power switch (3500PC) set to ON
− "EXT POWER" switch/light (L9700PM) set to ON.

When ground power is set to OFF, the ground power line contactor 1 (L301PG) and the ground power line contactor 2
(R301PG) open regardless of the LH PDCU A (L301PM) commands. The aircrew have full authority to open and close the
battery 1 line contactor (L202PC) using the "BAT 1" magnetic switch (L9720PM) selections.

When battery 1 line contactor (L202PC) is closed for APU start-up and shut down, the LH PDCU A (L301PM)
automatically controls the contactor, the switch does not move. The battery 1 line contactor (L202PC) and the "BAT 1"
magnetic switch (L9720PM) are opened automatically during sustained over current, under voltage and battery over
temperature conditions, regardless of the switch position.

The aircrew have full authority to open and close the LH isolator contactor (L501PM) using the "LH ISOL" pushbutton
(L9630PM). The LH PDCU B (L401PM) opens the contactor during fault conditions, the switch changes state and the
ISOL indicator will go off. The aircrew can close the contactor, but the LH PDCU B (L401PM) will open it again if the fault
condition remains.

24-47
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
6000PC

RFSPDB R801PM R601PM R501PM

371 RH MAIN BUS RH.ESSENTIAL BUS 214
MAIN
418FT SD 24-10-00
RRSPDB
9
BTC3 24600048 MAIN 9
57 6 4 4 6
STATUS 8 R2501PM 4 6

+28V LH ESS
1 5 7 8

SD 24-60-00
1 D3
5000PM 2 5 7
334 2 D2 D1
3B 1

J1 - 10
3 C3 1
3
C2 C1 2
2 24 24600104 LS2 BTC 3
+PWR. B W 8 105 4 RH.ESS 3
ISOL
R401PM SD 21-29-00 BTC 1

108

107
118
119

116
L9670PM

42

13

4
PDCU.B
RH R301PM
ISOL

1
111 PDCU. A

STATUS
10 25 BTC. 3 BTC. 3
39

LS2
18 106 21 60
S Q STATUS STATUS 5

BTC. 1 2 D
39 9
STATUS
+PWR. B A ISOL +PWR 4 S Q
5D 360J 360P
336 3 106 6
1 1 A A
CONTROL & PROTECTION FPGA
44 45 27 76/20
5 37 2 W
GLC1
GLC3 NO GEN’S IN FLIGHT
4D BTC2
338 BTC3 2V<U RH.ESS BUS<19.5V
61 BTC1
46 47 58/18 18 STATUS 81
BTC1
+PWR. B A TIED 20 13 X GLC2
GPC1

FAULT
BTC1 +28V RH.ESS
APUC
SHPC U<20.3V S
BC1 Q BAT2. O/C TD Q
S SD29-21-00
L9650PM GEN2 O/C 750ms U<25V R
418FT GPC2 R
12
BUS APU START GEN.2 CLOSED TD
1
TIE WOW-PDCU ON SHORT 100ms I<-550A 11
TD
GLC2 OR
8 5s
RH.ESS.ISOL I>-550A 15
GEN1.O/C
GEN3.O/C AT LEAST ONE TD
TD PWR SOURCE O/C 0.5s
GEN2.O/C
1S

GLC1
GLC2
GLC3
BTC3
U.RH.MAIN <13V RH.ESS.ISOL
5D
+PWR. B W
24611087/22 24611082/20
6 T5

24600109/22
59
5000PC

5810PC
LFSPDB L601PM L501PM

371

104
BTC1 PS LH

5A
56
MAIN LH MAIN BUS LH.ESSENTIAL BUS 114 01
SD 24-10-00
417FT LRSPDB
1 J1 MAIN 5 7
86 6 4
24600106/22
1 4 6

+28V RH.ESS
57 1

SD 24-60-00
55
2
3

J1-10
LS1 BTC 2

L401PM

108

107
118
119

116

111
42

13

4
PDCU.B

+PWR. B W L301PM
PDCU.A

STATUS
L9630PM 2 D

LS1
BTC.2 BTC.2
LH 10 90
S Q STATUS STATUS
ISOL
39 BTC1
339
2B STATUS
BTC.1
+PWR 81
STATUS
5 8 39
15 84 106

CONTROL & PROTECTION FPGA

6 9 24600105
GLC1
GLC3 NO GEN’S IN FLIGHT
Legend
+PWR. A A ISOL 13 85 3
GPC1
APUC 2V<U LH.ESS BUS<19.5V
371J/P RH/LH WIRING CUT-OFF CONNECTOR
BC1
BC1
360P RH BASIC ELEC/BATTERY CUT-OFF CONNECTOR
371 360J RH BASIC ELEC/BATTERY CUT-OFF CONNECTOR

FAULT
BTC2 GPC1
417FT
BTC2
BTC3
Q NO GEN’S 339J/P LH FR33 BASIC ELECT CUT-OFF CONNECTOR
24600100 GPC2 S
STATUS 70 APU-START R
ONLINE 338J/P RH FR33 BASIC ELECT CUT-OFF CONNECTOR
GEN1.O/C
WOW-PDCU
GEN3.O/C 336J/P RH FR33 BASIC ELECT CUT-OFF CONNECTOR
GLC2 TD
GEN2.O/C
APU. O/C
750ms 334J/P RH FR33 BASIC ELECT CUT-OFF CONNECTOR
GEN1.O/C TD
GPU. O/C
BAT1. O/C
5000PM OVERHEAD PANEL
GEN3.O/C 1s
TD
6000PC RH PPDB
GEN1 OR GEN3 OR APU

GLC1
GLC3
BTC2
U.LH.MAIN <13V CLOSED ON SHORT 100ms 5000PC LH PPDB

WD243600AA4006

Figure 62
Bus Tied – DC Power
24-48A
 DC LOAD DISTRIBUTION SYSTEM (CONTINUED)
Operation Emergency Switch Operation
RH PPDB (6000PC) When selected this switch opens BTC1 and BTC3 and closing BC2 using hard wired (relay) logic. As a consequence the
alternate RH ESS bus bar is fully isolated from the remaining bus bars. The activation of the switch will be operated when
The PDCUs in the RH PPDB (6000PC) use analog to digital conversion and a Field Programmable Gate Array (FPGA) for
a CAS message is posted indicating an over temperature in the PPDB zone of the baggage compartment. It will be in
control and protection functions.
association with a manual RAT deploy. The activation of this switch is reversible and the distribution system will revert to
normal operation. The status of the emergency isolation circuit breaker is transmitted to the avionics system via the
The PDCU uses analog control circuits for control and protection of the bus-tie contactor BTC1. When BTC1 in the RH ARINC 429 serial data bus of both GCU’s in the RPPDB.
PPDB (6000PC) is closed, the essential bus in the LH PPDB (5000PC) is connected to the essential bus in the RH PPDB
(6000PC).

The battery 2 (R1000PC) is charged from the LRH essential bus when power is available.

The RH PPDB (6000PC) contains the contactors that follow:

− Generator 2 Line Contactor (R301PC)
− Bus Tie Contactor (R501PM)
− RH Spare Main Contactor (R2901PM)
− Battery 2 Line Contactor (R202PC)
− RH Isolator Contactor (R601PM)
− RH Load Shed Contactor (R801PM)
− RH Cabin Load Shed Contactor (R701PM)
− RAT Line Contactor (R100PN)
− Hydraulic Backup Pump Contactor (801PM)

The contactors are monitored by the PDCUs and status data is sent to the integrated avionics system through the GCU
circuit cards. The aircrew have full authority to open and close the bus tie contactor (R501PM) using the "BUS TIE"
pushbutton (L9650PM). The RH PDCU A (R301PM) opens the contactor during fault conditions, the switch changes state
and the TIED indicator will go off. The aircrew can close the contactor, but the RH PDCU A (R301PM) will open it again if
the fault condition remains.

The aircrew have full authority to open and close the battery 2 line contactor (R202PC) using the "BAT 2" magnetic switch
(L9730PM) selections.

When battery 2 line contactor (R202PC) is closed for APU start-up and shut down, the RH PDCU A (R301PM)
automatically controls the contactor, the switch does not move. The battery 2 line contactor (R202PC) and the "BAT 2"
magnetic switch (L9730PM) are opened automatically during sustained over current, under voltage and battery over
temperature conditions, regardless of the switch position.

Operation of the battery 2 line contactor (R202PC) is overridden by operation of the "ELEC RH ESS" switch/light
(9541FW) on the emergency switch box (1001FW).

The aircrew have full authority to open and close the RH isolator contactor (R601PM) using the "RH ISOL" pushbutton
(L9670PM). The RH PDCU B (R401PM) opens the contactor during fault conditions, the switch changes state and the
ISOL indicator will go off. The aircrew can close the contactor, but the RH PDCU B (R401PM) will open it again if the fault
condition remains. The RH load shed contactor (R801PM) is fully automatic. The contactor is closed when there are
sufficient power sources on line and opened if there is an overcurrent condition or if load shedding occurs.

The aircrew has full authority to open and close the RH cabin load shed contactor (R701PM). The contactor is opened
automatically by the RH PDCU B (R401PM) if there is an overcurrent condition or if load shedding occurs. The contactor
opens automatically when the galley load shed contactor (L701PM) is opened. The RH PPDB (6000PC) supplies the
power to the RH front SPDB (R1000PM) and the RH rear SPDB (R2000PM).
Figure 63
ELEC RH ESS ISOL Switch

24-48
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
R1000PM

RL20
+28VDC Bus F A3
RH INIT RH CCD CH. B
A1 A2
MAU 2 CH. A
+28VDC Bus F B3
B1 B2 BSCU #2 6000PC
X1
X2
R3001PM GSB TO RFSPDB 1
GND 10
SERVICING 324 2710PM
3
ON B3
15 / 12 27 / 12 Bus D
E 25 Y B1 B2
+28V
25A
5000PC

RL5 GSB TO RFSPDB 2

2810PM
+28VDC Bus B L401PM
A3 A3
RH AV HS 26 / 12 Bus D
A1 A2 MAU 1 CH. B 30 D A1 A2 PDCU.B
25A +28V
+28VDC Bus B B3

STATUS

GPU CLOSED
STATUS

GPC 1
GPC 2
B1 B2 TIRE PRESSURE

ON SHORT
LOWER MDU 334
X1 1 1

GPU O/C
WATER SERVICING 418FT 371 417FT L202PC
X2 22 28 1
16 X1
GND X2 24600102 / 24 69 24600101 / 24 8
11 76 76
SERVICING 7 1 5
ON GND R301PG
L 16 / 12 SERVICING
R301PM BC1 BAT 1 BUS

79

64

19

29
ON
SD 24 - 34 - 10
360J 360P 8
336 7 J1 - 2
A A 5 SD 24 - 60 - 00
111LS 48 R202PC
30 37 9
32 3 41 +28V DOOR LIGHTING
24600046 / 24 24600053 / 24 4 6
SD 52 - 11 - 00 9 6 59 6
4 6 1
R401PM BC2 2
SD 24 - 34 - 20 340
3
41 42
105 14 10
58 43 GPC 2
SPARE 12

3000PC L301PG
111 L9670PC LH ESSENTIAL BUS
47JB
1 / 00HT
+28VDC GROUND POWER
8
5 7 J1 - 5
2 / 00HT SD 24 - 60 - 00
POWER RETURN 3000PCT1 9
4 6
CL
4 1
+28V DC CTL
R2000PM 2
1010TP GSB POWER 3
125 23
1
18 GPC 1
1 36 L 20 G HYD PRESS HDCR1

31
101PG

OFF
L2000PM
342 L301PM

*U

104
+28V 117

110

114
111
GSB POWER

48

75

79
3 PDCU. A
17
1 2 18

GPU
19
F HYD PRESS

4301FY
24 GPC 1 GPC 2
78
3 STATUS STATUS
7
45 46 3500PC 21
5 6 17 52 16 GND_SERV_ON
Legend 2
20
4

UGPU
1GPU
+PWR
371J/P RH/LH WIRING CUT - OFF CONNECTOR OFF 417FT
4 30 1
360P RH BASIC ELEC/BATTERY CUT - OFF CONNECTOR 8
3 MN
1 3
360J RH BASIC ELEC/BATTERY CUT - OFF CONNRCTOR GND
8

342J/P LH/RH BASIC ELEC CUT - OFF CONNECTOR SERVICING CONTROL & PROTECTION FPGA
ON TIMER 2515TC
340J/P RH/LH WIRING CUT - OFF CONNECTOR SD 34 - 23 - 30 WOW
339J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR A18 D Q
7 GPC 1
336J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR 19 25
166 JN
3
12 197
TRIP COIL R Q BC 1
334J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR TO OFF
ON FR41 AT LEAST GND WHEN APU
331J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR ONE GEN STARTMODE
GPU O / C 26
5000PM
324J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR POWERING LH ESS
25
125J/P BATTERY / R.A.T. CUT - OFF CONNECTOR L9700PM
96

78J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR EXT 331 J1 - 45 BTC 1 85
2D 69 <13V BTC 2 FAULT
47JB GROUND PARK - LH PPDB FIREWALL TERMINAL
GND WHEN APU
POWER
STARTMODE GPU O / C
1010TP MAINTAINANCE PANEL +PWR A 2
9
44
11
102
14 GPC 1
4301FY GENERIC 1 / 0 3 MODULE G OVERVOLTAGE
5000PM OVERHEAD PANEL UNDERVOLTAGE >18V

J1 - 61
GND WHEN
GPU AVAILABLE
R2000PM RH REAR SPDB 2C INHIB
L2000PM LH REAR SPDB 10 8
R1000PM RH FRONT SPDB 3 43 40

6000PC RH PPDB 339 54 / 24

5000PC LH PPDB 136P - D 50 / 24 53
/ 24 53 / 24
32 - 62 -10
3500PC ELECTRICAL GROUND POWER SWITCH WD244000AA4008
3000PC ELECTRICAL GROUND POWER RECEPTACLE
Figure 64
Ground Service Bus (GSB) Operation
24-49A
 DC LOAD DISTRIBUTION SYSTEM (CONTINUED)
Operation (Continued)
Ground Service Bus (GSB) Operation
A magnetically latched switch, located on the maintenance panel in the cockpit, permits the ground service contactor in
the RH PPDB (6000PC) to be energized if the "BAT 1" magnetic switch (L9720PM) and the "BAT 2" magnetic switch
(L9730PM) are in the off position.

When one of the two battery magnetic switches, (L9720PM) or (L9730PM) is set to on, GSB operation stops. The
electrical distribution system is now powered by the battery connected to the essential bus.

When the ground service contactor is closed, power is supplied to ground service relays located in the RH front SPDB
(R1000PM) and to relays in the RH PPDB (6000PC). This permits the battery 2 (R1000PC) to supply, via circuit breakers,
loads essential to ground service operation.

The ground service contactor and the relays are de-energized after 3 minutes by a timer circuit connected to the trip coil
of the ground service bus switch or by setting the switch to the off position. The timer circuit makes sure that battery
discharge is controlled by limiting the time that loads are applied to the battery. The loads supplied during GSB operation
are:
− RH Checklist Controller (501FP) (Channel B) − Lower MDU (201FD)
− MAU2 (Channel A) − FQMC (208QJ) (Channel 2)
− BCU (201GC) (Channel 2) − Door Latch Panel
− MAU1 (Chanel B) − Fueling Relay (9520QS)
− Potable Water System − Compartment Lights
− TPMU (205GC)

CAUTION: The GSB can be used 4 consecutive times. If you use the GSB one more time, battery 2 may not be
serviceable for flight use until you charge it again.

Ground Service Bus Switch (101PG)

Figure 65
Ground Service Bus

24-49
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 66 Figure 67
Rear SPDB Power Management Using SSPCs
 DC LOAD DISTRIBUTION SYSTEM (CONTINUED)
Operation (Continued) NOTE: It is not possible to change from LOCK to IN or IN to LOCK.
Secondary Power Distribution Boxes SPDB’s (L1000PM/R1000PM)(L2000PM/R2000PM)
NOTE: For clarity, operation data for the front and rear SPDBs is combined. CMC Function
The SPDBs set the Sign Status Matrix (SSM) of their transmitted messages to 'Failure Warning' if there are internal faults.
Protection The Central Maintenance Computer (2505TC) uses the message to log a maintenance action for the applicable SPDB.
The secondary-power distribution-system uses SSPCs or relays with circuit breakers for protection of loads that are NOTES:
switched. When solid-state switches are used, fuses are included as a back-up. Redundant hardware is used for
communication between the CPU and SSPC PCBs and the power supplies.

Logic PCBs
The logic PCBs in the rear SPDBs control the input signals from external switches and route these to the applicable
SSPC.

DC Power Management
The CPU PCBs in the rear SPDBs monitor and communicate with the SSPCs. Each SSPC has programmable trip points
which are set using data from a set-up module on the CPU PCB. The data is sent from the set-up module through a serial
data bus.

Changes to the logic control and settings of the SSPC ratings are done during maintenance on the ground. Revised
system downloads are done without removal of equipment from the aircraft. The trip ratings for the SSPCs are
programmed into the rear SPDB through a PC connected to a test port. The software on the PC uploads the ratings into
the set-up module and also makes sure that the programming is correct. The CPU software gives access to the SPDB
memory map.

SSPC and SSPC PCBs

The SSPC PCBs switch the external loads and give protection from overload. Each of the SSPCs:
− Is fully programmable
− Can be paralleled (for loads more that 7.5 A)
− Has dual interfaces with the CPU PCBs
− Can operate independently from the CPU PCB
− Has dual redundant PSU operation
− Operates correctly if there is a single PSU failure
− Receives discrete inputs for external manual override functions

The manual control interfaces are connected directly to external switches in the cockpit. This makes sure that manual
operation does not use the aircraft data bus interfaces, the CPU PCB or software.

Each SSPC has a maximum current limit value of 50 A that operates in less than 130 µs. The protection is not latched and
has no automatic reset during flight. The SSPC must be reset with the aircraft on the ground. For more protection, a 15 A
fuse link is included between the SSPC output and the load.

Maintenance Function
The maintenance function is only available when the aircraft is on the ground. The status of the SSPCs is changed with
the soft keys on the circuit breaker synoptic page. The status of the SSPCs is shown on the synoptic. The status of the
SSPC is changed as follows:
− IN to OUT
− OUT to LOCK
− LOCK to OUT
− OUT to IN

24-50
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 68
SSPC – Software Configuration Tool Screenshot
 DC LOAD DISTRIBUTION SYSTEM (CONTINUED)
Operation (Continued)
Solid State Power Controller (SSPC) Modules
The SSPC module has 16 DC power Field Effect Transistor (FET) switches per card, 12 programmable from 1 to 7.5 A
and 2 programmable from 1 to 15 A, However only ratings to protect common wire gauges will be used.

NOTE: Field Effect Transistor switch is actually a transistor like any other but it can be made into an open circuit
by applying a negative voltage to the gate side (or no voltage) effectively turning any transistor into a
switch (i.e. on/off open/close).

Each SSPC interface has a Field Programmable Gate Array (FPGA), which provides the interface between the discrete
control inputs and each solid-state power switch. Two FPGA’s are available, but only the one from the controlling lane is
in control of the power switch. The FPGA turns on each respective switch in response to the state of the incoming
discretes and performs local I²t current trip protection.

Set-Up Module
The initialization of all SSPCs is via the SSPC set-up module (memory) located on the CPU card in each SPDB. This
contains all I²t trip characteristics for each SSPC, which is individually programmable to emulate an appropriate circuit
breaker rating. These values are initially stored when the distribution unit is programmed. All of the SSPCs are initialized
at power up using sequencing logic, enabling similar SSPC type modules to be interchanged or replaced without the need
to reprogram the trip levels.

In the event of failure of both of the SSPC set-up modules, all SSPC switches default to their maximum trip level settings
i.e. 7.5 A for DC SSPCs. Each of the SSPCs is also interrogated by the processor module, which confirms that the
correct data has been programmed into the device.

SSPC Rating Configuration Management

Due to the flexibility of SSPC rating definition a cross check of fitted rating is performed in order to ensure that the aircraft
fitted with the correct configuration file for SSPC rating. The avionics system on the aircraft is provided with an
ELECDATA file containing one header used to store general information's and a lock table used to store electrical loads
data.

ELECDATA Header Table Description:

MSN Aircraft serial number (As define in General Purpose Bus)
PN Aircraft configuration number and APM Elec CD ROM part Number (32 chars.)
CPNL Configuration number for left rear SPDB (16 chars.)
CPNR Configuration number for right rear SPBB (16 chars.)
CRC Code used to check the integrity of the data's.

At aircraft power up the avionics system transmits the configuration number to each rear SPDB and each SPDB performs
a cross check.

SSPC Fault Messages on the STATUS synoptic page:

ELEC: LH CONF CHECK FAIL Shows when a check of the SPDB configuration is necessary
ELEC: LH CONF NOT CHECKED Shows when a check of the SPDB configuration is necessary
ELEC: RH CONF CHECK FAIL Shows when a check of the SPDB configuration is necessary
ELEC: RH CONF NOT CHECKED Shows when a check of the SPDB configuration is necessary

Figure 69
SSPC CPN Check

24-51
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
2010 JE
R1000PM 6000PC

2 91 RH CODB R701PM
COCKPIT PRINTER 104MP 32 33 6203JM
114MP R810PM
17 24100016 / 02HT 203 RH. MAIN BUS
12 1 24360056
16 4201FY 752
Bus B1 44 / 22 85
KK A +28V DC 47 48 AL CU 200A
45 / 22 MAU 1 1
+28V 5A A18 C +28V RTN 12 9
46 / 20 LOGIC GND / 22 / 22 2
T1 K 46 28 FWD LAV CALL 40 21 6 4
220JN / 22 / 22 FWD CAB CALL 3
RH SMOKE LIGHT 45 K5 47 22

24100013 / 0AL
R213LC 13 1
7
42 2
Bus F1 48 / 22 / 22 / 22 4
3 27 9 CAB CALL RES 29 23 3
/ 22
+28V 2.5A 26 K4
CLSC 2
43
7
4301FY 23 8 / 22
R401PM
86 24 K3

89

11

9
4 39 / 22 PDCU - B
36 38
NO SMOKING 5 11

/ 22 62 / 22
4401FY 24

STATUS
CLSC 2
1 86 4
1010JE
37 39
FASTEN SEAT BELTS 5 10 42 / 12
751 + PWR
12
/ 22 46 / 22 95 / 22
28 3
/ 22 45 CONTROL & PROTECTION FPGA
L1000PM K5
13 4101FY AT LEAST TWO GEN’S ON LINE
LH SMOKE LIGHT AND AT LEAST ONE CONNECTED
42 3
L213LC MAU 1 TO RH MAIN
1 / 22 / 22 / 22 5
27 9 MIDL CAB CALL 19 27 AT LEAST ONE GEN OR GPU
Bus E1 64 / 22 / 22 6
5 26 K4 FLUSH TOILET 2 28 OR APU CONNECTED TO RH MAIN
+28V 2.5A 43
4 WOW
27
/ 22 8 / 22 7
23 AFT TOILET CALL 3 31 BTC 1
AFT CAB CALL 8
135 24 K3 13 32 BAT. 2 CHARGING CURRENT > 50A
39 / 22
105 47 RH. MAIN SHORT TD
10 48 500ms
54 100 / 22 Q FAULT
11 49 50
S
NO SMOKING 17 16 GEN 2 O / C
TD R
210MZ 134
RL5A 25 GLC 2 250ms
Bus A1 10 / 22 30 / 22 LH SIDE O / C
31 105 25 +28V NO SMOKING ON
106 31 / 22
+28V 5A 26 +28V FASTEN BELT ON
1
5000PM 334
3 1B 1710JE
24360071 24360031 CABIN - AUTO - CMD

98
11 R9940PM 203J1 112 77 93
20 13 1B
E4
B ON + PWR A 34 15 24360029 CABIN - OFF - CMD
FASTEN BELTS ON 8 24 25 110 78 31
110MZ *E4 GND WHEN OXYGEN ON
RL5B 25 SET TO ON BY GND 11 16 SD 35 - 00 - 00
10
Bus A1 14 / 22
10
203J1
+28V 5A
24360054 365FT
134
3 3B
751 7030JB 24100002 / 00HT
17 35 R9930PM
19 107 16 R701PM 5000PC GALLEY
121
B ON + PWR B 80
ON B3 LH CODB L801PM L701PM
7002JB
105 L810PM LH. MAIN BUS
L9690PC
100 Legend
FASTEN
BELT 1C 339
7004JB
R1110PS
200A
758J BASIC / OPTION CUT - OFF CONNECTOR
2
18
81
19
33 WATER HEATERS
9 9 752J BASIC / OPTION CUT - OFF CONNECTOR
AUTO 32 A1 A2 6 4 4 6
L9610PM
7 82
1
SD 38 - 13 - 00
8002JN 751J BASIC / OPTION CUT - OFF CONNECTOR
9
A SHED 16 8 4
1 1 342J/P LH / RH BASIC ELEC CUT - OFF CONNECTOR
24360073 2 2
80 24360021
340J/P RH / LH WIRING CUT - OFF CONNECTOR

7006JB
U
24360020 C 3 3
79
GALLEY LOAD SHED 339J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR

24360072
+ PWR. A R1310PS
MASTER CONTROL CLSC 1 GLSC 1
334J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR

24360074
R1010PS
6
A OFF 1 A1 A2
S E 330J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR
4C 1A L401PM
NOT SHED 135J/P LH / RH WIRING CUT - OFF CONNECTOR

89
24360042

11

77
14

18
9
10 X1 PDCU - B
15
24360055 24360041 X2 134J/P LH / RH WIRING CUT - OFF CONNECTOR
SET TO OFF
758 NOT SHED
86J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR
9600FP
5C 2 R1210PS 6203JM RH PPDB / CABIN FEEFER SPLICE
24360015
13 11
2010JE RELAY PRINTED CIRCUIT BOARD

340
OPTO 51

STATUS
STATUS
40

GLSC 1
CLSC 1
L9690PM 24360053 24360013
8 INVERTER
A SHED
AUTO
SD 24 - 99 - 00 1010JE RELAY PRINTED CIRCUIT BOARD
330
4D 1710JE PCB
CABIN 22 24 + PWR + PWR
+ PWR. B MASTER
16
20
23
28
2 GALLERY O / H LIGHT R213LC “RH SMOKE LIGH ” CIRCUIT BREAKER
15 24
L213LC “LH SMOKE LIGHT” CIRCUIT BREAKER
1
A OFF 4401FY GENERIC I / O 4 MODULE
CONTROL & PROTECTION FPGA
78
CABIN-OFF-CMD 4301FY GENERIC I / O 3 MODULE
31
77 93
CABIN-AUTO-CMD AT LEAST TWO GEN’S AT LEAST TWO GEN’S 4201FY GENERIC I / O 2 MODULE

24360075
ON LINE ON LINE
R9950PM
A3
L710PM AT LEAST ONE GEN OR GPU
AT LEAST ONE GEN OR GPU 4101FY GENERIC I / O 1 MODULE
OR APU CONNECTED TO LH. MAIN
B PAX 24100020 / 00HT 7005 JB OR APU CONNECTED TO LH. MAIN 114MP “COCKPIT PRINTER” CIRCUIT BREAKER
GALLERY-AUTO-CMD WOW
L1110PS 36 88 WOW
FAULT
104MP PRINTER
+ PWR. B CABIN
1
7003JB
LH. MAIN SHORT
TD
500ms Q
FAULT
S
Q
210MZ “NO SMOKING” CIRCUIT BREAKER
758 A1 A2
8001JN LOAD SHED 35 69
GALLERY-OFF-CMD
S
LH MAIN SHORT
R
114 110MZ “FASTEN BELTS” CIRCUIT BREAKER
2 16 9 L1310PS LH SIDE O / C
B OFF
50 4
CONTROL LH SIDE O / C TD R
GALLERY O / C GALLERY
101 5000PM OVERHEAD PANEL
L1010PS 250ms CURRENT
6 U
S E
102 R1000PM RH FRONT SPDB
1 A1 A2
X1
1A L1000PM LH FRONT SPDB
NOT SHED
X2 R710PM RH COMPLETION DISTRIBUTION BOX
L1210PS
342 NOT SHED L710PM LH COMPLETION DISTRIBUTION BOX
23 25
11
6000PC RH PPDB
W 2
7
CABIN LIGHTS 5000PC LH PPDB
29
X 10 ENTRY LIGHTS
Figure 70
Cabin Accommodation Provision
2 INSTALLED DURING AIRCRAFT COMPLETION WD250900AA1009
24-52A
 DC LOAD DISTRIBUTION SYSTEM (CONTINUED)
Operation (Continued) − Opening contactor BTC2 isolates LH battery from the short circuit, opening contactors GLC1 and GLC3 isolates
generator 1 and 3.
Example of Fault Isolation
− The short circuit will be sensed by the generator I2t curve and first action taken by the PDCU 250ms after its
Fault on LH Main
detection.
Here is explained the detailed fault isolation sequence upon the example of a LH Main bus bar fault.
− A checklist message will be posted instructing the pilot to close the Bus Tie.
− Short circuit will be detected as an over load, on generator 1 channel, generator 3 channel and battery 1 channel.
− If short circuit impedance low enough to lead to a voltage on busses dropping under 18 VDC, then BTC1 and BTC3
NOTE: If Bus Tie were previously closed it would have been open right on detection by power sources without
will open on under voltage protection which reacts very fast. Else the following sequence is activated.
any delay to preserve LH-RH segregation.
− Upon detection of a short circuit the LH PDCU will open contactors in the following sequence GLSC, CLSC1, BTC2,
LS1, and, generator 1 GCU will open contactor GLC1 and generator 3 GCU will open contactor GLC3.

Figure 71 Figure 72
Short Circuit on the LH Main Bus – Prior to Protection Circuit Action Taken Short Circuit on the LH Main Bus - Fault Isolation Action Taken, Load Shed and Pilot Has Tied Bus

24-52
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

DC LOAD DISTRIBUTION COMPONENT CHART

3801GP HSCB 1410JE Component PCB 1910JE Front LH PCB
Location: PCB Box (8500PM) Location: PCB Box (8200PM) Location: PCB Box (8000PM)
Access: Servicing Compartment Door (MSD) Access: Cockpit Floor (121CZ) Access: Crew Documentation Stowage Door (113IZ)
References: References: References:
Description: SDS 24-50-00, SDS 29-10-00, SDS 29-11-00, Description: SDS 24-60-00 Description: SDS 24-60-00
SDS 29-20-00 Wiring Diagram: WD 26-22-00, WD 32-62-10, WD 34-98-00 Wiring Diagram: WD 32-41-00, WD 34-98-00
Wiring Diagram: WD 24-50-00, WD 29-21-00, WD 29-31-00 Removal/Installation: TASK 24-63-00-900-801 Removal/Installation: TASK 24-63-00-900-801
Removal/Installation: TASK 24-63-00-900-801
1510JE Component PCB 2010JE Relay PCB
1010JE Relay PCB Location: PCB Box (8200PM)
Location: PCB Box (8400PM)
Location: PCB box (8000PM) Access: Cockpit Floor (121CZ)
Access: Crew Documentation Stowage Door (113IZ) References: Access: Cockpit Floor (122BZ)
References: Description: SDS 52-10-00 References:
Wiring Diagram: WD 31-54-00, WD 52-11-00 Description: SDS 24-60-00
Description: SDS 24-60-00 Removal/Installation: TASK 24-63-00-900-801
Wiring Diagram: WD 25-09-00, WD 31-51-00 Wiring Diagram: WD 25-09-00, WD 31-51-00
Removal/Installation: TASK 24-63-00-900-801 1610JE PCB Removal/Installation: TASK 24-63-00-900-801
Location: PCB Box (8200PM)
1110JE Relay PCB 2110JE Relay PCB
Access: Cockpit Floor (121CZ)
Location: PCB box (8200PM) Location: PCB Box (8300PM)
References:
Access: Cockpit Floor (121CZ) Access: Cockpit Floor (121CZ)
Description: SDS 24-60-00
References: Wiring Diagram: WD 27-03-00, WD 27-04-00, WD 31-54-00, References:
WD 33-12-00 Description: SDS 38-11-00
Description: SDS 24-60-00 Wiring Diagram: WD 24-32-00, WD 26-22-00, WD 31-33-00,
Removal/Installation: TASK 24-63-00-900-801
Wiring Diagram: WD 21-31-00, WD 31-31-00 WD 34-40-00, WD 34-49-00, WD 38-12-00
Removal/Installation: TASK 24-63-00-900-801 1710JE PCB Removal/Installation: TASK 24-63-00-900-801
Location: PCB Box (8200PM)
1210JE Relay PCB 2210JE Relay PCB
Access: Cockpit Floor (121CZ)
Location: PCB Box (8200PM) Location: PCB Box (8300PM)
References: Access: Cockpit Floor (121CZ)
Access: Cockpit Floor (121CZ)
Description: SDS 24-60-00 References:
References: Wiring Diagram: WD 21-61-10, WD 23-10-00, WD 25-09-00,
Description: SDS 28-50-00, SDS 32-60-00
Description: SDS 24-60-00 WD 52-11-00
Wiring Diagram: WD 28-12-00, WD 32-62-10, WD 32-62-20,
Wiring Diagram: WD 32-62-10, WD 32-62-20, WD 32-62-30 Removal/Installation: TASK 24-63-00-900-801
WD 32-62-30
Removal/Installation: TASK 24-63-00-900-801 Removal/Installation: TASK 24-63-00-900-801
1810JE Component PCB
Location: PCB Box (8000PM) 2310JE Relay PCB
1310JE Relay PCB
Access: Crew Documentation Stowage Door (113IZ) Location: PCB Box (8300PM)
Location: PCB Box (8200PM)
References: Access: Cockpit Floor (121CZ)
Access: Cockpit Floor (121CZ)
References: Description: SDS 24-60-00 References:
Wiring Diagram: WD 34-21-40, WD 52-11-00
Description: SDS 24-60-00 Description: SDS 24-60-00
Removal/Installation: TASK 24-63-00-900-801
Wiring Diagram: WD 32-62-10, WD 32-62-20, WD 32-62-30 Wiring Diagram: WD 32-62-10, WD 32-62-20, WD 32-62-30
Removal/Installation: TASK 24-63-00-900-801 Removal/Installation: TASK 24-63-00-900-801
2410JE Component PCB 3110JE Relay PCB 4310JE Relay PCB
Location: PCB Box (8300PM) Location: PCB Box (8500PM) Location: PCB Box (8600PM)
Access: Cockpit Floor (121CZ) Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 24-60-00 Description: SDS 24-60-00 Description: SDS 52-10-00
Wiring Diagram: WD 23-10-20, WD 32-62-10, WD 34-23-30, Wiring Diagram: WD 26-21-00, WD 29-31-00 Wiring Diagram: WD 52-11-00
WD 34-40-00 Removal/Installation: TASK 24-63-00-900-801 Removal/Installation: TASK 24-63-00-900-801
Removal/Installation: TASK 24-63-00-900-801
3210JE Relay PCB 4410JE Component PCB
2510JE Component PCB
Location: PCB Box (8500PM) Location: PCB Box (8600PM)
Location: PCB Box (8300PM) Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
Access: Cockpit Floor (121CZ) References: References:
References: Description: SDS 24-60-00
Description: SDS 24-60-00
Description: SDS 24-60-00 Wiring Diagram: WD 29-31-00, WD 78-31-20
Wiring Diagram: WD 21-29-00, WD 26-21-00, WD 26-22-00
Wiring Diagram: WD 31-54-00, WD 32-41-00, WD 34-40-00 Removal/Installation: TASK 24-63-00-900-801
Removal/Installation: TASK 24-63-00-900-801
Removal/Installation: TASK 24-63-00-900-801
3310JE Relay PCB
7610JE Option PCB
2610JE Dim/Bright PCB Location: PCB Box (8500PM)
Location: PCB Box (8100PM)
Location: PCB Box (8300PM) Access: Servicing Compartment Door (MSD)
Access: Cockpit Lateral Lining No.4 (222VZ)
Access: Cockpit Floor (121CZ) References:
References:
References: Description: SDS 24-60-00
Description: SDS 24-60-00 Wiring Diagram: WD 21-29-00, WD 21-61-30, WD 36-12-00 Description: SDS 24-60-00
Wiring Diagram: WD 21-79-10, WD 24-99-00, WD 27-03-00, Removal/Installation: TASK 24-63-00-900-801 Wiring Diagram: WD 24-10-00
WD 27-04-00, WD 31-54-00, WD 33-12-00 Removal/Installation: TASK 24-63-00-900-801
Removal/Installation: TASK 24-63-00-900-801 3410JE Component PCB
7012LP "ENTRY LIGHT" Circuit Breaker
Location: PCB Box (8500PM)
2710JE PCB Location: LH Cabin Option Distribution Box (L710PM)
Access: Servicing Compartment Door (MSD)
Location: PCB Box (8300PM) References: Access: Distribution Box Lining (271GZ)
Access: Cockpit Floor (121CZ) References:
Description: SDS 24-60-00
References: Wiring Diagram: WD 26-21-00, WD 31-31-00 Description: Refer to the Supplemental Maintenance Manual
Description: SDS 24-60-00 Removal/Installation: TASK 24-63-00-900-801 (SMM).
Wiring Diagram: WD 21-79-10, WD 24-99-00, WD 34-49-00, Wiring Diagram: Refer to the Supplemental Wiring Diagram
WD 33-12-00 Manual (SWDM).
4110JE Relay PCB Removal/Installation: TASK 24-64-05-900-801.
Removal/Installation: TASK 24-63-00-900-801
Location: PCB Box (8600PM)
2810JE Component PCB Access: Servicing Compartment Door (MSD) 7014LP "CABIN IND LIGHT CONTROL" Circuit Breaker
Location: PCB Box (8400PM) References: Location: LH Cabin Option Distribution Box (L710PM)
Access: Cockpit Floor (122BZ) Description: SDS 24-60-00 Access: Distribution Box Lining (271GZ)
References: Wiring Diagram: WD 21-31-00, WD 21-61-20, WD References:
26-22-00, Description: Refer to the Supplemental Maintenance Manual
Description: It includes diodes which prevent damage to the
WD 29-31-00 (SMM).
Refueling System.
Removal/Installation: TASK 24-63-00-900-801 Wiring Diagram: Refer to the Supplemental Wiring Diagram
Wiring Diagram: WD 28-12-00
Removal/installation: TASK 24-63-00-900-801 Manual (SWDM).
4210JE Relay PCB
Removal/Installation: TASK 24-64-05-900-801.
2910JE Relay PCB Location: PCB Box (8600PM)
Access: Servicing Compartment Door (MSD) 7016LP "FWD LAV LIGHTS" Circuit Breaker
Location: PCB Box (8400PM)
References: Location: LH Cabin Option Distribution Box (L710PM)
Access: Cockpit Floor (122BZ)
Description: SDS 24-60-00 Access: Distribution Box Lining (271GZ)
References: Wiring Diagram: WD 26-21-00, WD 26-22-00, WD References:
Description: SDS 24-60-00 29-21-00, Description: Refer to the Supplemental Maintenance Manual
Wiring Diagram: WD 52-71-00 WD 49-11-00, WD 80-01-20 (SMM).
Removal/Installation: TASK 24-63-00-900-801 Removal/Installation: TASK 24-63-00-900-801 Wiring Diagram: Refer to the Supplemental Wiring Diagram Manual
(SWDM).
Removal/Installation: TASK 24-64-05-900-801.

24-53
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

DC LOAD DISTRIBUTION COMPONENT CHART (CONTINUED)

7026LP "AFT LAV LIGHTS" Circuit Breaker 7174LP "MID LUNULE LTS" Circuit Breaker 7022MS "RH FWD ELECTRIC SEATS" Circuit Breaker
Location: LH Cabin Option Distribution Box (L710PM) Location: RH Cabin Option Distribution Box (R710PM) Location: RH Cabin Option Distribution Box (R710PM)
Access: Distribution Box Lining (272JZ) Access: Distribution Box Lining (272JZ)
Access: Distribution Box Lining (271GZ)
References: References:
References: Description: Refer to the Supplemental Maintenance Description: Refer to the Supplemental Maintenance
Description: Refer to the Supplemental Maintenance Manual Manual (SMM). Manual (SMM).
(SMM). Wiring Diagram: Refer to the Supplemental Wiring Diagram Wiring Diagram: Refer to the Supplemental Wiring
Wiring Diagram: Refer to the Supplemental Wiring Diagram Manual (SWDM). Diagram Manual (SWDM).
Manual (SWDM). Removal/Installation: TASK 24-64-05-900-801. Removal/Installation: TASK 24-64-05-900-801.
Removal/Installation: TASK 24-64-05-900-801. 7184LP "AFT LUNULE LTS" Circuit Breaker 7032MS "LH FWD ELECTRIC SEATS" Circuit Breaker
7034LP "FWD IND LIGHTS" Circuit Breaker Location: RH Cabin Option Distribution Box (R710PM) Location: LH Cabin Option Distribution Box (L710PM)
Location: LH Cabin Option Distribution Box (L710PM) Access: Distribution Box Lining (272JZ) Access: Distribution Box Lining (271GZ)
Access: Distribution Box Lining (271GZ) References:
References:
References: Description: Refer to the Supplemental Maintenance
Manual (SMM). Description: Refer to the Supplemental Maintenance
Description: Refer to the Supplemental Maintenance Manual (SMM).
Wiring Diagram: Refer to the Supplemental Wiring
Manual (SMM). Wiring Diagram: Refer to the Supplemental Wiring
Diagram Manual (SWDM).
Wiring Diagram: Refer to the Supplemental Wiring Diagram Diagram Manual (SWDM).
Removal/Installation: TASK 24-64-05-900-801.
Manual (SWDM). Removal/Installation: TASK 24-64-05-900-801.
Removal/Installation: TASK 24-64-05-900-801. 7193LP "LH RDG LT" Circuit Breaker
Location: LH Cabin Option Distribution Box (L710PM) 7042MS "RH MID ELECTRIC SEATS" Circuit Breaker
7044LP "MID INDIRECT LIGHTS" Circuit Breaker
Access: Distribution Box Lining (271GZ) Location: RH Cabin Option Distribution Box (R710PM)
Location: LH Cabin Option Distribution Box (L710PM)
References: Access: Distribution Box Lining (272JZ)
Access: Distribution Box Lining (271GZ)
Description: Refer to the Supplemental Maintenance References:
References:
Manual (SMM). Description: Refer to the Supplemental Maintenance
Description: Refer to the Supplemental Maintenance Wiring Diagram: Refer to the Supplemental Wiring Manual (SMM).
Manual (SMM). Diagram Manual (SWDM). Wiring Diagram: Refer to the Supplemental Wiring
Wiring Diagram: Refer to the Supplemental Wiring Diagram Removal/Installation: TASK 24-64-05-900-801. Diagram Manual (SWDM).
Manual (SWDM). Removal/Installation: TASK 24-64-05-900-801.
Removal/Installation: TASK 24-64-05-900-801. 7293LP "RH RDG LT" Circuit Breaker
Location: RH Cabin Option Distribution Box (R710PM) 7052MS "LH MID ELECTRIC SEATS" Circuit Breaker
7054LP "AFT INDIRECT LIGHTS" Circuit Breaker
Location: LH Cabin Option Distribution Box (L710PM)
Location: LH Cabin Option Distribution Box (L710PM) Access: Distribution Box Lining (272JZ)
Access: Distribution Box Lining (271GZ)
Access: Distribution Box Lining (271GZ) References:
References:
References: Description: Refer to the Supplemental Maintenance|
Description: Refer to the Supplemental Maintenance
Description: Refer to the Supplemental Maintenance Manual (SMM).
Manual (SMM).
Manual (SMM). Wiring Diagram: Refer to the Supplemental Wiring
Wiring Diagram: Refer to the Supplemental Wiring
Wiring Diagram: Refer to the Supplemental Wiring Diagram Diagram Manual
Diagram Manual (SWDM).
Manual (SWDM). (SWDM).
Removal/Installation: TASK 24-64-05-900-801.
Removal/Installation: TASK 24-64-05-900-801. Removal/Installation: TASK 24-64-05-900-801.
9500MT A/C Grounding Reference
7164LP "FWD LUNULE LTS" Circuit Breaker 7014MS "ELECTRIC TABLE" Circuit Breaker
Location: F41-44, CTR LOWER AREA, LH (313)
Location: RH Cabin Option Distribution Box (R710PM) Location: LH Cabin Option Distribution Box (L710PM)
Access: Servicing Compartment Door (MSD)
Access: Distribution Box Lining (272JZ) Access: Distribution Box Lining (271GZ)
References:
References: References:
Description: Refer to the Supplemental Maintenance Description: Refer to the Supplemental Maintenance Description: SDS 24-60-00
Manual (SMM). Manual (SMM). Wiring Diagram: None
Wiring Diagram: Refer to the Supplemental Wiring Diagram Wiring Diagram: Refer to the Supplemental Wiring Removal/Installation: Not Applicable
Manual (SWDM). Diagram Manual (SWDM).
Removal/Installation: TASK 24-64-05-900-801. Removal/Installation: TASK 24-64-05-900-801.
(A/C with M755 or SB 030). 5710PC "RH PDCU B/U PWR" Circuit Breaker R302PM RH Rear SPDB SSPC Card 1
111MV "DRAIN MASTS" Circuit Breaker Location: LH PPDB (5000PC) Location: RH Rear SPDB (R2000PM)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Middle Lining (272PZ)
Location: RH Front SPDB (R1000PM)
References:
Access: Cockpit Lateral Lining No.5 (222XZ) References: Description: SDS 24-62-00
References: Description: SDS 24-61-00 Wiring Diagram: None
Description: It prevents damage to the power-supply line of the second Wiring Diagram: WD 24-60-00 Removal/Installation: TASK 24-62-13-900-801
integrated heating element of the Forward Heated Drain Mast Removal/Installation: TASK 24-61-21-900-801
L401PM LH PDCU B
(101MV) and the Aft Heated Drain Mast (102MV).
5810PC "BTC1 PS LH" Circuit Breaker Location: LH PPDB (5000PC)
Wiring Diagram: WD 38-11-00
Removal/Installation: TASK 24-62-21-900-801 Location: LH PPDB (5000PC) Access: Frame 40 Center Lining (271RZ)
Access: Frame 40 Center Lining (271RZ) References:
7012MV "DRAIN HEATER" Circuit Breaker
References: Description: SDS 24-61-00
Location: LH Cabin Option Distribution Box (L710PM)
Description: SDS 24-61-00 Wiring Diagram: WD 24-10-00
Access: Distribution Box Lining (271GZ) Wiring Diagram: WD 24-60-00 Removal/Installation: TASK 24-61-09-900-801
References: Removal/Installation: TASK 24-61-21-900-801 R401PM RH PDCU B
Description: Refer to the Supplemental Maintenance Manual (SMM).
Wiring Diagram: Refer to the Supplemental Wiring Diagram Manual 6710PC "LH PDCU B/U PWR" Circuit Breaker Location: RH PPDB (6000PC)
(SWDM). Location: RH PPDB (6000PC) Access: Frame 40 Center Lining (271RZ)
Removal/Installation: TASK 24-64-05-900-801. Access: Frame 40 Center Lining (271RZ)
References: References:
(A/C with M755 or SB 030). Description: SDS 24-61-00 Description: SDS 24-61-00
9500MV RH Front SPDB Relay RL6B Wiring Diagram: WD 24-60-00 Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-21-900-801 Removal/Installation: TASK 24-61-09-900-801
Location: RH Front SPDB (R1000PM)
Access: Cockpit Lateral Lining No.5 (222XZ) L301PM LH PDCU A
References: Location: LH PPDB (5000PC) L402PM LH Rear SPDB SSPC Card 2
Access: Frame 40 Center Lining (271RZ) Location: LH Rear SPDB (L2000PM)
Description: SDS 30-70-00 References:
Wiring Diagram: WD 38-11-00 Access: Frame 40 Middle Lining (271OZ)
Description: SDS 24-61-00
Removal/Installation: TASK 24-62-17-900-801 Wiring Diagram: WD 24-10-00 References:
Removal/Installation: TASK 24-61-09-900-801 Description: SDS 24-62-00
5000PC LH PPDB
R301PM RH PDCU A Wiring Diagram: None
Location: F33-40, BAGGAGE COMP, LH (271) Removal/Installation: TASK 24-62-13-900-801
Location: RH PPDB (6000PC)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ)
References: References: R402PM RH Rear SPDB SSPC Card 2
Description: SDS 24-61-00 Description: SDS 24-61-00 Location: RH Rear SPDB (R2000PM)
Wiring Diagram: WD 24-60-00 Wiring Diagram: WD 24-10-00 Access: Frame 40 Middle Lining (272PZ)
Removal/Installation: TASK 24-61-01-900-801 Removal/Installation: TASK 24-61-09-900-801
References:
L302PM LH Rear SPDB SSPC Card 1 Description: SDS 24-62-00
6000PC RH PPDB Location: LH Rear SPDB (L2000PM) Wiring Diagram: None
Location: F33-40, BAGGAGE COMP, RH (272) Access: Frame 40 Middle Lining (271OZ) Removal/Installation: TASK 24-62-13-900-801
Access: Frame 40 Center Lining (271RZ) References:
References: Description: SDS 24-62-00
L501PM LH Isolator Contactor
Wiring Diagram: None
Description: SDS 24-61-00 Removal/Installation: TASK 24-62-13-900-801 Location: LH PPDB (5000PC)
Wiring Diagram: WD 24-60-00 Access: Frame 40 Center Lining (271RZ)
Removal/Installation: TASK 24-61-01-900-801
References:
Description: SDS 24-61-00
Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-13-900-801

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 Developed for Training Purposes Falcon 7X

DC LOAD DISTRIBUTION COMPONENT CHART

R501PM Bus Tie Contactor R602PM RH Rear SPDB CPU Card L801PM LH Cabin Load Shed Contactor
Location: RH PPDB (6000PC) Location: RH Rear SPDB (R2000PM) Location: LH PPDB (5000PC)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Middle Lining (271OZ) Access: Frame 40 Center Lining (271RZ)
References: References: References:
Description: SDS 24-61-00 Description: SDS 24-62-00 Description: SDS 24-61-00
Wiring Diagram: WD 24-10-00 Wiring Diagram: WD 24-10-00 Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: TASK 24-62-13-900-801 Removal/Installation: TASK 24-61-13-900-801

L502PM LH Rear SPDB SSPC Card 3 L701PM Galley Load Shed Contactor R801PM RH Load Shed Contactor
Location: LH Rear SPDB (L2000PM) Location: LH PPDB (5000PC) Location: RH PPDB (6000PC)
Access: Frame 40 Middle Lining (271OZ) Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ)
References: References:
References:
Description: SDS 24-61-00 Description: SDS 24-61-00
Description: SDS 24-62-00
Wiring Diagram: WD 24-10-00 Wiring Diagram: WD 24-10-00
Wiring Diagram: None
Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: TASK 24-61-13-900-801
Removal/Installation: TASK 24-62-13-900-801
R701PM RH Cabin Load Shed Contactor
R502PM RH Rear SPDB SSPC Card 3 L802PM LH Rear SPDB PSU Card A
Location: RH PPDB (6000PC)
Location: RH Rear SPDB (R2000PM) Location: LH Rear SPDB (L2000PM)
Access: Frame 40 Center Lining (271RZ)
Access: Frame 40 Middle Lining (272PZ) Access: Frame 40 Middle Lining (271OZ)
References:
References: References:
Description: SDS 24-61-00
Description: SDS 24-62-00 Wiring Diagram: WD 24-10-00 Description: SDS 24-62-00
Wiring Diagram: None Removal/Installation: TASK 24-61-13-900-801 Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-62-13-900-801 Removal/Installation: TASK 24-62-13-900-801
L710PM LH Cabin Option Distribution Box
L601PM LH Load Shed Contactor R802PM RH Rear SPDB PSU Card A
Location: F33-40, BAGGAGE COMP, LH (271)
Location: LH PPDB (5000PC) Access: Distribution Box Lining (271GZ) Location: RH Rear SPDB (R2000PM)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Middle Lining (272PZ)
References:
References: References:
Description: SDS 24-60-00
Description: SDS 24-61-00 Wiring Diagram: WD 24-10-00 Description: SDS 24-62-00
Wiring Diagram: WD 24-10-00 Removal/Installation: Not documented Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: TASK 24-62-13-900-801
R710PM RH Cabin Option Distribution Box
R601PM RH Isolator Contactor L810PM "LH CODB" Fuse
Location: F33-40, BAGGAGE COMP, RH (272)
Location: RH PPDB (6000PC) Access: Distribution Box Lining (272JZ) Location: LH PPDB (5000PC)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ)
References:
References: References:
Description: SDS 24-60-00
Description: SDS 24-61-00 Wiring Diagram: WD 24-10-00 Description: SDS 24-61-00
Wiring Diagram: WD 24-10-00 Removal/Installation: Not documented Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: TASK 24-61-25-900-801
801PM Hydraulic Backup Pump Contactor
L602PM LH Rear SPDB CPU Card R810PM "RH CODB" Fuse
Location: RH PPDB (6000PC)
Location: LH Rear SPDB (L2000PM) Access: Frame 40 Center Lining (271RZ) Location: RH PPDB (6000PC)
Access: Frame 40 Middle Lining (272PZ) References: Access: Frame 40 Center Lining (271RZ)
References: References:
Description: SDS 24-61-00, SDS 29-20-00
Description: SDS 24-62-00 Wiring Diagram: WD 29-21-00 Description: SDS 24-61-00
Wiring Diagram: WD 24-10-00 Removal/Installation: TASK 24-61-13-900-801 Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-62-13-900-801 Removal/Installation: TASK 24-61-25-900-801
L902PM LH Front SPDB Monitor Card L1010PM "LFSPDB ESS" Fuse 1201PM LH PPDB Fan
Location: LH Front SPDB (L1000PM) Location: LH PPDB (5000PC) Location: LH PPDB (5000PC)
Access: Cockpit Lateral Lining No.5 (221XZ) Frame 40 Center Lining Access: Frame 40 Center Lining (271RZ)
Access:
References: (271RZ) References:
Description: SDS 24-62-00 References: Description: SDS 24-61-00
Wiring Diagram: WD 33-41-00 Description: SDS 24-61-00 Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-62-05-900-801 Wiring Diagram: WD 24-10-00 Removal/Installation: None
Removal/Installation: TASK 24-61-25-900-801
R1202PM RH Front SPDB Relay 5
R902PM RH Front SPDB Monitor Card
R1010PM "RFSPDB ESS" Fuse Location: RH Front SPDB (R1000PM)
Location: RH Front SPDB (R1000PM)
Location: RH PPDB (6000PC) Access: Cockpit Lateral Lining No.5 (222XZ)
Access: Cockpit Lateral Lining No.5 (222XZ)
Frame 40 Center Lining References:
References: Access:
(271RZ) Description: SDS 24-62-00
Description: SDS 24-62-00 References: Wiring Diagram: WD 24-10-00
Wiring Diagram: WD 33-41-00 Removal/Installation: TASK 24-62-17-900-801
Description: SDS 24-61-00
Removal/Installation: TASK 24-62-05-900-801
Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-25-900-801 L2000PM LH Rear SPDB
L1000PM LH Front SPDB
Location: F40-41, ELEC & FBW BAY, LH (273)
Location: F8-9, OVER FLOOR, LH CABINET (231) L1102PM LH Rear SPDB Logic Card Access: Baggage Compartment Door (BAG)
Access: Cockpit Lateral Lining No.5 (221XZ) Location: LH Rear SPDB (L2000PM) References:
References: Access: Frame 40 Middle Lining (271OZ)
Description: SDS 24-62-00
Description: SDS 24-62-00 References: Wiring Diagram: WD 24-10-00
Wiring Diagram: WD 24-10-00 Description: SDS 24-62-00 Removal/Installation: TASK 24-62-09-900-801
Removal/Installation: TASK 24-62-01-900-801 Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-62-13-900-801 R2000PM RH Rear SPDB
R1000PM RH Front SPDB
Location: F40-41, ELEC & FBW BAY, RH (274)
Location: F8-9, OVER FLOOR, RH CABINET (232) R1102PM RH Rear SPDB Logic Card Access: Baggage Compartment Door (BAG)
Access: Cockpit Lateral Lining No.5 (222XZ) Location: RH Rear SPDB (R2000PM) References:
References: Access: Frame 40 Middle Lining (272PZ)
Description: SDS 24-62-00
Description: SDS 24-62-00 References: Wiring Diagram: WD 24-10-00
Wiring Diagram: WD 24-10-00 Description: SDS 24-62-00 Removal/Installation: TASK 24-62-09-900-801
Removal/Installation: TASK 24-62-01-900-801 Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-62-13-900-801 L2010PM "LRSPDB ESS" Fuse
L1002PM LH Rear SPDB PSU Card B Location: LH PPDB (5000PC)
Location: LH Rear SPDB (L2000PM) L1110PM "LFSPDB MAIN" Fuse Access: Frame 40 Center Lining (271RZ)
Access: Frame 40 Middle Lining (271OZ) Location: LH PPDB (5000PC) References:
References: Access: Frame 40 Center Lining (271RZ)
Description: SDS 24-61-00
Description: SDS 24-62-00 References: Wiring Diagram: WD 24-10-00
Wiring Diagram: WD 24-10-00 Description: SDS 24-61-00 Removal/Installation: TASK 24-61-25-900-801
Removal/Installation: TASK 24-62-13-900-801 Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-25-900-801 R2010PM "RRSPDB ESS" Fuse
R1002PM RH Rear SPDB PSU Card B Location: RH PPDB (6000PC)
Location: RH Rear SPDB (R2000PM) R1110PM "RFSPDB MAIN" Fuse Access: Frame 40 Center Lining (271RZ)
Access: Frame 40 Middle Lining (272PZ) Location: RH PPDB (6000PC)
References:
References: Access: Frame 40 Center Lining (271RZ) Description: SDS 24-61-00
Description: SDS 24-62-00 References: Wiring Diagram: WD 24-10-00
Wiring Diagram: WD 24-10-00 Description: SDS 24-61-00 Removal/Installation: TASK 24-61-25-900-801
Removal/Installation: TASK 24-62-13-900-801 Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-25-900-801

24-55
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 Developed for Training Purposes Falcon 7X

DC LOAD DISTRIBUTION COMPONENT CHART

L2110PM "LRSPDB MAIN" Fuse L2901PM LH Spare Main Contactor 8000PM PCB Box
Location: LH PPDB (5000PC) Location: LH PPDB (5000PC) Location: F1-8, UNDER COCKPIT FLOOR, LH (113)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ) Access: Crew Documentation Stowage Door (113IZ)
References: References: References:
Description: SDS 24-61-00 Description: SDS 24-63-00
Description: SDS 24-61-00
Wiring Diagram: WD 24-10-00 Wiring Diagram: Not Applicable
Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: Not documented
Removal/Installation: TASK 24-61-25-900-801

R2110PM "RRSPDB MAIN" Fuse R2901PM RH Spare Main Contactor 8100PM PCB Box
Location: RH PPDB (6000PC) Location: RH PPDB (6000PC) Location: F1-8, OVER COCKPIT FLOOR, RH (222)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ) Access: Cockpit Lateral Lining No.4 (222VZ)
References: References: References:
Description: SDS 24-61-00 Description: SDS 24-61-00 Description: SDS 24-63-00
Wiring Diagram: WD 24-10-00 Wiring Diagram: WD 24-10-00 Wiring Diagram: Not Applicable
Removal/Installation: TASK 24-61-25-900-801 Removal/Installation: TASK 24-61-13-900-801 Removal/Installation: Not documented
8200PM PCB Box
R2501PM Emergency Isolator Relay R3001PM RH PPDB Relay K254
Location: F8-12, UNDER CABIN FLOOR, LH (121)
Location: RH PPDB (6000PC) Location: RH PPDB (6000PC)
Access: Cockpit Floor (121CZ)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ)
References:
References: References:
Description: SDS 24-63-00
Description: SDS 24-61-00 Description: SDS 24-61-00 Wiring Diagram: Not Applicable
Wiring Diagram: WD 24-10-00 Wiring Diagram: WD 24-10-00 Removal/Installation: Not documented
Removal/Installation: TASK 24-61-25-900-801 Removal/Installation: TASK 24-61-17-900-801
8300PM PCB Box
2610PM "GSB UTIL. PWR" Circuit Breaker R3101PM RH PPDB Relay K259 Location: F8-12, UNDER CABIN FLOOR, LH (121)
Location: RH PPDB (6000PC) Location: RH PPDB (6000PC) Access: Cockpit Floor (121CZ)
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ) References:
References: References: Description: SDS 24-63-00
Description: SDS 24-61-00 Wiring Diagram: Not Applicable
Description: SDS 24-61-00 Removal/Installation: Not documented
Wiring Diagram: WD 24-10-00 Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-21-900-801 Removal/Installation: TASK 24-61-17-900-801
8400PM PCB Box
2710PM "GSB TO RFSPDB 1" Circuit Breaker R3201PM RH PPDB Relay K260 Location: F8-12, UNDER CABIN FLOOR, RH (122)
Location Access: Cockpit Floor (122BZ)
Location: RH PPDB (6000PC) RH PPDB (6000PC)
: References:
Access: Frame 40 Center Lining (271RZ)
Access: Frame 40 Center Lining (271RZ) Description: SDS 24-63-00
References:
References: Wiring Diagram: Not Applicable
Description: SDS 24-61-00 Removal/Installation: Not documented
Description: SDS 24-61-00
Wiring Diagram: WD 24-10-00
Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-21-900-801 8500PM PCB Box
Removal/Installation: TASK 24-61-17-900-801
Location: F41-44, SERVICING COMP, LH (311)
2810PM "GSB TO RFSPDB 2" Circuit Breaker R3910PM "RH ESS ISOL" Circuit Breaker Access: Servicing Compartment Door (MSD)
Location: RH PPDB (6000PC) Location: RH PPDB (6000PC) References:
Access: Frame 40 Center Lining (271RZ) Access: Frame 40 Center Lining (271RZ) Description: SDS 24-63-00
References: References: Wiring Diagram: Not Applicable
Description: SDS 24-61-00 Description: SDS 24-61-00 Removal/Installation: Not documented
Wiring Diagram: WD 24-10-00 Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-61-21-900-801 Removal/Installation: TASK 24-61-21-900-801
8600PM PCB Box 9532PM LH Front SPDB Relay RL10B 9602PM LH Front SPDB Relay RL18A
Location: F41-44, SERVICING COMP, LH (311) Location: LH Front SPDB (L1000PM) Location: LH Front SPDB (L1000PM)
Access: Servicing Compartment Door (MSD) Access: Cockpit Lateral Lining No.5 (221XZ) Access: Cockpit Lateral Lining No.5 (221XZ)
References: References: References:
Description: SDS 24-63-00 Description: SDS 24-62-00 Description: SDS 24-62-00
Wiring Diagram: Not Applicable Wiring Diagram: None Wiring Diagram: None
Removal/Installation: Not documented Removal/Installation: TASK 24-62-17-900-801 Removal/Installation: TASK 24-62-17-900-801
9542PM LH Front SPDB Relay RL11
8700PM PCB Box
Location: LH Front SPDB (L1000PM) 9612PM LH Front SPDB Relay RL19
Location: F12-20, UNDER CABIN FLOOR, RH (132) Access: Cockpit Lateral Lining No.5 (221XZ) Locatio
Access: Cabin Floor (131BZ) LH Front SPDB (L1000PM)
References: n:
References: Description: SDS 24-62-00 Access: Cockpit Lateral Lining No.5 (221XZ)
Description: Refer to the Supplemental Maintenance Wiring Diagram: None References:
Manual (SMM). Removal/Installation: TASK 24-62-17-900-801
Wiring Diagram: Not Applicable Description: SDS 24-62-00
Removal/Installation: Not documented Wiring Diagram: WD 24-50-00
9552PM LH Front SPDB Relay RL12 Removal/Installation: TASK 24-62-17-900-801
8800PM PPDB To GND PARK Shunt Location: LH Front SPDB (L1000PM)
Location: F33-40, BAGGAGE COMP, LH (271) Access: Cockpit Lateral Lining No.5 (221XZ) 9622PM LH Front SPDB Relay RL2
Access: Frame 40 Center Lining (271RZ) References: Locatio
LH Front SPDB (L1000PM)
References: Description: SDS 24-62-00 n:
Wiring Diagram: None Access: Cockpit Lateral Lining No.5 (221XZ)
Description: Not documented
Removal/Installation: TASK 24-62-17-900-801 References:
Wiring Diagram: Not Applicable
Removal/Installation: Not documented 9562PM LH Front SPDB Relay RL13 Description: SDS 24-62-00
Location: LH Front SPDB (L1000PM) Wiring Diagram: None
8900PM LH PPDB To RH PPDB Shunt Access: Cockpit Lateral Lining No.5 (221XZ) Removal/Installation: TASK 24-62-17-900-801
Location: F33-40, BAGGAGE COMP, LH (271) References:
Access: Frame 40 Center Lining (271RZ) 9632PM LH Front SPDB Relay RL20
Description: SDS 24-62-00 Locatio
References: LH Front SPDB (L1000PM)
Wiring Diagram: WD 24-61-10 n:
Description: Not documented Removal/Installation: TASK 24-62-17-900-801 Access: Cockpit Lateral Lining No.5 (221XZ)
Wiring Diagram: Not Applicable
9572PM LH Front SPDB Relay RL15A References:
Removal/Installation: Not documented
Location: LH Front SPDB (L1000PM) Description: SDS 24-62-00
9512PM LH Front SPDB Relay RL1 Access: Cockpit Lateral Lining No.5 (221XZ) Wiring Diagram: None
Location: LH Front SPDB (L1000PM) References: Removal/Installation: TASK 24-62-17-900-801
Access: Cockpit Lateral Lining No.5 (221XZ) Description: SDS 24-62-00
References: Wiring Diagram: None 9642PM LH Front SPDB Relay RL3A
Removal/Installation: TASK 24-62-17-900-801 Locatio
Description: SDS 24-62-00 LH Front SPDB (L1000PM)
Wiring Diagram: WD 24-61-10 n:
Removal/Installation: TASK 24-62-17-900-801 9582PM LH Front SPDB Relay RL15B Access: Cockpit Lateral Lining No.5 (221XZ)
Location: LH Front SPDB (L1000PM) References:
9522PM LH Front SPDB Relay RL10A Access: Cockpit Lateral Lining No.5 (221XZ) Description: SDS 24-62-00
Location: LH Front SPDB (L1000PM) References: Wiring Diagram: None
Access: Cockpit Lateral Lining No.5 (221XZ) Removal/Installation: TASK 24-62-17-900-801
Description: SDS 24-62-00
References: Wiring Diagram: None 9652PM LH Front SPDB Relay RL3B
Description: SDS 24-62-00 Removal/Installation: TASK 24-62-17-900-801
Wiring Diagram: None Location: LH Front SPDB (L1000PM)
Removal/Installation: TASK 24-62-17-900-801 9592PM LH Front SPDB Relay RL17 Access: Cockpit Lateral Lining No.5 (221XZ)
Location: LH Front SPDB (L1000PM) References:
Access: Cockpit Lateral Lining No.5 (221XZ) Description: SDS 24-62-00
Wiring Diagram: None
References:
Removal/Installation: TASK 24-62-17-900-801
Description: SDS 24-62-00
Wiring Diagram: WD 24-61-10
Removal/Installation: TASK 24-62-17-900-801

24-56
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 Developed for Training Purposes Falcon 7X

DC LOAD DISTRIBUTION COMPONENT CHART (CONTINUED)

9662PM LH Front SPDB Relay RL4 9722PM LH Front SPDB Relay RL9 9792PM RH Front SPDB Relay RL1A
Location: LH Front SPDB (L1000PM) Location: LH Front SPDB (L1000PM) Location: RH Front SPDB (R1000PM)
Access: Cockpit Lateral Lining No.5 (221XZ) Access: Cockpit Lateral Lining No.5 (222XZ)
Access: Cockpit Lateral Lining No.5 (221XZ)
References: References:
References: Description: SDS 24-62-00
Description: SDS 24-62-00 Description: SDS 24-62-00 Wiring Diagram: None
Wiring Diagram: None Wiring Diagram: WD 24-61-10 Removal/Installation: TASK 24-62-17-900-801
Removal/Installation: TASK 24-62-17-900-801 Removal/Installation: TASK 24-62-17-900-801
9802PM RH Front SPDB Relay RL1B
9672PM LH Front SPDB Relay RL5A 9732PM LH Front SPDB Relay RL12A Location: RH Front SPDB (R1000PM)
Location: RH Front SPDB (R1000PM) Access: Cockpit Lateral Lining No.5 (222XZ)
Location: LH Front SPDB (L1000PM) Access: Cockpit Lateral Lining No.5 (222XZ) References:
Access: Cockpit Lateral Lining No.5 (221XZ) References: Description: SDS 24-62-00
References: Description: SDS 24-62-00 Wiring Diagram: None
Description: SDS 24-62-00 Wiring Diagram: None Removal/Installation: TASK 24-62-17-900-801
Wiring Diagram: WD 25-09-00 Removal/Installation: TASK 24-62-17-900-801
9812PM RH Front SPDB Relay RL2
Removal/Installation: TASK 24-62-17-900-801 9742PM RH Front SPDB Relay RL12B Location: RH Front SPDB (R1000PM)
Location: RH Front SPDB (R1000PM) Access: Cockpit Lateral Lining No.5 (222XZ)
9682PM LH Front SPDB Relay RL5B Access: Cockpit Lateral Lining No.5 (222XZ) References:
Location: LH Front SPDB (L1000PM) References: Description: SDS 24-62-00
Access: Cockpit Lateral Lining No.5 (221XZ) Description: SDS 24-62-00 Wiring Diagram: None
References: Wiring Diagram: None Removal/Installation: TASK 24-62-17-900-801
Removal/Installation: TASK 24-62-17-900-801
Description: SDS 24-62-00 9822PM RH Front SPDB Relay RL20
Wiring Diagram: WD 25-09-00 9752PM RH Front SPDB Relay RL17B Location: RH Front SPDB (R1000PM)
Removal/Installation: TASK 24-62-17-900-801 Location: RH Front SPDB (R1000PM) Access: Cockpit Lateral Lining No.5 (222XZ)
Access: Cockpit Lateral Lining No.5 (222XZ) References:
9692PM LH Front SPDB Relay RL6A References: Description: SDS 24-62-00
Location: LH Front SPDB (L1000PM) Description: SDS 24-62-00 Wiring Diagram: None
Access: Cockpit Lateral Lining No.5 (221XZ) Wiring Diagram: None Removal/Installation: TASK 24-62-17-900-801
Removal/Installation: TASK 24-62-17-900-801
References: 9832PM RH Front SPDB Relay RL3
Description: SDS 24-62-00 9762PM RH Front SPDB Relay RL18A Location: RH Front SPDB (R1000PM)
Wiring Diagram: None Location: RH Front SPDB (R1000PM) Access: Cockpit Lateral Lining No.5 (222XZ)
Removal/Installation: TASK 24-62-17-900-801 Access: Cockpit Lateral Lining No.5 (222XZ) References:
References: Description: SDS 24-62-00
9702PM LH Front SPDB Relay RL6B Description: SDS 24-62-00 Wiring Diagram: None
Wiring Diagram: None Removal/Installation: TASK 24-62-17-900-801
Location: LH Front SPDB (L1000PM)
Removal/Installation: TASK 24-62-17-900-801
Access: Cockpit Lateral Lining No.5 (221XZ) 9842PM RH Front SPDB Relay RL4A
References: 9772PM RH Front SPDB Relay RL18B Location: RH Front SPDB (R1000PM)
RH Front SPDB Access: Cockpit Lateral Lining No.5 (222XZ)
Description: SDS 24-62-00 Location:
(R1000PM) References:
Wiring Diagram: None Access: Cockpit Lateral Lining No.5 (222XZ) Description: SDS 24-62-00
Removal/Installation: TASK 24-62-17-900-801 References: Wiring Diagram: None
Description: SDS 24-62-00 Removal/Installation: TASK 24-62-17-900-801
9712PM LH Front SPDB Relay RL8
Wiring Diagram: None
Location: LH Front SPDB (L1000PM) 9852PM RH Front SPDB Relay RL4B
Removal/Installation: TASK 24-62-17-900-801
Access: Cockpit Lateral Lining No.5 (221XZ) Location: RH Front SPDB (R1000PM)
9782PM RH Front SPDB Relay RL19
References: Access: Cockpit Lateral Lining No.5 (222XZ)
Location: RH Front SPDB (R1000PM)
Description: SDS 24-62-00 Access: Cockpit Lateral Lining No.5 (222XZ) References:
Wiring Diagram: WD 24-61-10 References: Description: SDS 24-62-00
Removal/Installation: TASK 24-62-17-900-801 Description: SDS 24-62-00 Wiring Diagram: None
Wiring Diagram: WD 24-61-10 Removal/Installation: TASK 24-62-17-900-801
Removal/Installation: TASK 24-62-17-900-801
9862PM RH Front SPDB Relay RL5 7022RS "NETWORK ROUTER" Circuit Breaker R7281XC "RH CAB MANAGEMENT" Circuit Breaker
Location: RH Front SPDB (R1000PM) Location: RH Cabin Option Distribution Box (R710PM) Location: RH Cabin Option Distribution Box (R710PM)
Access: Cockpit Lateral Lining No.5 (222XZ) Access: Distribution Box Lining (272JZ) Access: Distribution Box Lining (272JZ)
References: References: References:
Description: SDS 24-62-00 Description: Refer to the Supplemental Maintenance Description: Refer to the Supplemental Maintenance
Wiring Diagram: None Manual (SMM). Manual (SMM).
Removal/Installation: TASK 24-62-17-900-801 Wiring Diagram: Refer to the Supplemental Wiring Wiring Diagram: Refer to the Supplemental Wiring
Diagram Manual (SWDM). Diagram Manual (SWDM).
9872PM RH Front SPDB Relay RL6A Removal/Installation: TASK 24-64-05-900-801. Removal/Installation: TASK 24-64-05-900-801.
7291XC "MHC" Circuit Breaker
Location: RH Front SPDB (R1000PM)
L7010XC "AFT PA AMP" Circuit Breaker Location: RH Cabin Option Distribution Box (R710PM)
Access: Cockpit Lateral Lining No.5 (222XZ)
Location: LH Cabin Option Distribution Box (L710PM) Access: Distribution Box Lining (272JZ)
References:
Access: Distribution Box Lining (271GZ) References:
Description: SDS 24-62-00
Wiring Diagram: None References: Description: Refer to the Supplemental Maintenance
Removal/Installation: TASK 24-62-17-900-801 Description: Refer to the Supplemental Maintenance Manual (SMM).
Manual (SMM). Wiring Diagram: Refer to the Supplemental Wiring
9892PM RH Front SPDB Relay RL7A Wiring Diagram: Refer to the Supplemental Wiring Diagram Manual (SWDM).
Location: RH Front SPDB (R1000PM) Diagram Manual (SWDM). Removal/Installation: TASK 24-64-05-900-801.
Removal/Installation: TASK 24-64-05-900-801. 7311XC "MHP/MHR" Circuit Breaker
Access: Cockpit Lateral Lining No.5 (222XZ)
Location: LH Cabin Option Distribution Box (L710PM)
References: R7010XC "FWD PA AMPLIFIER" Circuit Breaker Access: Distribution Box Lining (271GZ)
Description: SDS 24-62-00 Location: LH Cabin Option Distribution Box (L710PM) References:
Wiring Diagram: None Access: Distribution Box Lining (271GZ) Description: Refer to the Supplemental Maintenance
Removal/Installation: TASK 24-62-17-900-801 References: Manual (SMM).
Description: Refer to the Supplemental Maintenance Wiring Diagram: Refer to the Supplemental Wiring Diagram
L1010PS "LOAD SHED CONTROL" Circuit Breaker Manual (SWDM).
Manual (SMM).
Location: LH Cabin Option Distribution Box (L710PM) Wiring Diagram: Refer to the Supplemental Wiring Diagram Removal/Installation: TASK 24-64-05-900-801.
Access: Distribution Box Lining (271GZ) Manual (SWDM). 7012XF "SAT RADIO" Circuit Breaker
References: Removal/Installation: TASK 24-64-05-900-801. Location: RH Cabin Option Distribution Box (R710PM)
Description: SDS 24-61-00 7020XC "PA CONTROL" Circuit Breaker Access: Distribution Box Lining (272JZ)
Wiring Diagram: WD 24-10-00 Location: LH Cabin Option Distribution Box (L710PM) References:
Removal/Installation: TASK 24-64-05-900-801 Description: Refer to the Supplemental Maintenance
Access: Distribution Box Lining (271GZ)
Manual (SMM).
R1010PS "LOAD SHED CONTROL" Circuit Breaker References: Wiring Diagram: Refer to the Supplemental Wiring Diagram
Description: Refer to the Supplemental Maintenance Manual (SWDM).
Location: RH Cabin Option Distribution Box (R710PM)
Manual (SMM). Removal/Installation: TASK 24-64-05-900-801.
Access: Distribution Box Lining (272JZ) Wiring Diagram: Refer to the Supplemental Wiring Diagram 7061XF "AFT LAM" Circuit Breaker
References: Manual (SWDM).
Location: LH Cabin Option Distribution Box (L710PM)
Description: SDS 24-61-00 Removal/Installation: TASK 24-64-05-900-801.
Access: Distribution Box Lining (271GZ)
Wiring Diagram: WD 24-10-00
L7281XC "LH CAB MANAGEMENT" Circuit Breaker References:
Removal/Installation: TASK 24-64-05-900-801
Location: LH Cabin Option Distribution Box (L710PM) Description: Refer to the Supplemental Maintenance
7285RC "IRIDIUM" Circuit Breaker Access: Distribution Box Lining (271GZ) Manual (SMM).
References: Wiring Diagram: Refer to the Supplemental Wiring Diagram
Location: RH Cabin Option Distribution Box (R710PM)
Manual (SWDM).
Access: Distribution Box Lining (272JZ) Description: Refer to the Supplemental Maintenance
Removal/Installation: TASK 24-64-05-900-801.
References: Manual (SMM).
Wiring Diagram: Refer to the Supplemental Wiring Diagram
Description: Refer to the Supplemental Maintenance Manual
Manual (SWDM).
(SMM).
Removal/Installation: TASK 24-64-05-900-801.
Wiring Diagram: Refer to the Supplemental Wiring Diagram
Manual (SWDM).
Removal/Installation: TASK 24-64-05-900-801.

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 Developed for Training Purposes Falcon 7X

DC LOAD DISTRIBUTION COMPONENT CHART (CONTINUED) NOTES:

7071XF "FWD LAM" Circuit Breaker

Location: LH Cabin Option Distribution Box (L710PM)
Access: Distribution Box Lining (271GZ)
References:
Description: Refer to the Supplemental Maintenance Manual
(SMM).
Wiring Diagram: Refer to the Supplemental Wiring Diagram
Manual (SWDM).
Removal/Installation: TASK 24-64-05-900-801.
7081XF "DVD PLAYER 1" Circuit Breaker
Location: LH Cabin Option Distribution Box (L710PM)
Access: Distribution Box Lining (271GZ)
References:
Description: Refer to the Supplemental Maintenance Manual
(SMM).
Wiring Diagram: Refer to the Supplemental Wiring Diagram
Manual (SWDM).
Removal/Installation: TASK 24-64-05-900-801.
7091XF "DVD PLAYER 2" Circuit Breaker
Location: LH Cabin Option Distribution Box (L710PM)
Access: Distribution Box Lining (271GZ)
References:
Description: Refer to the Supplemental Maintenance Manual
(SMM).
Wiring Diagram: Refer to the Supplemental Wiring Diagram
Manual (SWDM).
Removal/Installation: TASK 24-64-05-900-801.
7010XS "CABIN DISPLAY" Circuit Breaker
Location: LH Cabin Option Distribution Box (L710PM)
Access: Distribution Box Lining (271GZ)
References:
Description: Refer to the Supplemental Maintenance Manual (SMM).
Wiring Diagram: Refer to the Supplemental Wiring Diagram Manual (SWDM).
Removal/Installation: TASK 24-64-05-900-801.
 NOTES: NOTES:

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 Developed for Training Purposes Falcon 7X

Figure 73
Cabin Option Distribution System – Principal Diagram
 CABIN OPTION DISTRIBUTION SYSTEM
Overview
The cabin option distribution system supplies power for the passenger cabin shed and non-shed loads. The primary LH CODB (L710PM)
components of the system are:
− LH Cabin Option distribution Box (CODB) (L710PM)
− RH Cabin Option distribution Box (CODB) (R710PM)

The functions of the two CODB are the same:

− To distribute power from main aircraft buses to the cables that supplies the passenger cabin equipment
− To protect the aircraft cables from too much heat if there is too much current caused by a cable or equipment item
malfunction
− To isolate supplies for shed and non-shed passenger cabin loads

Components
LH CODB (L710PM)
The LH CODB (L710PM), supplied by the LH PPDB (5000PC), distributes 28VDC power to passenger cabin equipment.
The LH CODB contains:
− The LH Non-Shed Bus Bar
− The LH Shed Bus Bar
− The LH Load Shed Relay (L1310PS)
− The LH Bus Load Shed Contactor (L1110PS)
− Circuit Breakers

RH CODB (R710PM)
The RH CODB (R710PM), supplied by the RH PPDB (6000PC), distributes 28VDC power to passenger cabin equipment.
The RH CODB contains:
− The RH Non-Shed Bus Bar
− The RH Shed Bus Bar
− The RH Load Shed Relay (R1310PS)
− The RH Bus Load Shed Contactor (R1110PS)
− The RH AC Inverter Contactor (8495PA)
− Circuit Breakers

Operation
The cabin option distribution system uses circuit breakers to protect loads that are switched. The LH PPDB (5000PC)
supplies power to the non-shed bus bar of the LH CODB (L710PM). The PDCU in the LH PPDB (5000PC) monitors the
LH load shed relay (L1310PS). When there is not enough power, the PDCU in the LH PPDB (5000PC) de-energizes the
LH load shed relay (L1310PS). The LH bus load shed contactor (L1110PS) is no more supplied and opens to isolate non-
essential loads. A ground open discrete is sent to the cabin controller (7701XC) to disable shed loads controls.

The RH PPDB (6000PC) supplies power to the non-shed bus bar of the RH CODB (R710PM). The PDCU in the RH
PPDB (6000PC) monitors the RH load shed relay (R1310PS). When there is not enough power, the PDCU in the RH
PPDB (6000PC) de-energizes the RH load shed relay (R1310PS). The RH bus load shed contactor (R1110PS) and the
RH AC inverter contactor (8495PA) is no more supplied and open to isolate non-essential loads. A ground open discrete
is sent to the cabin controller (7701XC) to disable shed loads controls.

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 Developed for Training Purposes Falcon 7X

AC System PAX Protection

711PS

AC Inverter Switch (10PS)

7795PA

7895PA

7995PA

8195PA

8095PA

7105PA

7015PA
 AC GENERATION SYSTEM
Overview Ground Fault Interrupter (GFI)
The Electrical System includes a 115/230-volt-AC Electrical System which uses the 28 VDC power supplied from basic The Ground Fault Interrupter (GFI) (7105PA) provides additional protection for the AC electrical system. The GFI
aircraft electrical system to provide and distribute AC electrical power to a set of AC outlets. The AC electrical system is (7105PA) is used when there is a ground fault within the AC electrical system and will instantly stop the flow of electricity,
composed of: to prevent serious injury, or damage to the aircraft. A ground fault is defined as a situation that occurs when an electrical
current flows through a path other than its intended path.
− A "115/230 VAC" switch / light (10PS) − An AC control relay (7015PA)
− A “115/230 VAC” inverter (711PS) − A set of galley and lavatory AC outlets (7405PA),
− A Ground Fault Interrupter (GFI) (7305PA) and (7505PA) The GFI (7105PA) is controlled with "TEST" GFI switch (8095PA), "RESET" GFI switch (8195PA) and a "GFI" fault
(7105PA) − A set of cabin AC outlets with AC controllers. indicator (7995PA) for maintenance purpose only.

(A/C without M-OPT548) The AC Electrical System is 28VDC powered from the RH Main Bus of the RH PPDB (6000PC) NOTE: The GFI (7105PA) does not protect against circuit overloads, short circuits, or shocks. For example, you
and the following equipment is installed in the RH cabin option distribution box (R710PM): can still be shocked if you touch bare wires.
− RH AC Inverter Contactor (8495PA) Operation
− RH "AC CONTROL" Circuit Breaker (8395PA), The GFI (7105PA) uses remote turn-on circuits to allow the GFI (7105PA) to be remotely energized/de-energized. When
− "RH AC INVERTER" Fuse (7205PA), the remote turn-on signal is present, the GFI (7105PA) provides an electrical path for the AC to the outputs and two
− RH AC Control Relay (8295PA). remote turn-on output signals that can be used to turn on the AC inverter. These output signals are monitored for fault
conditions and will automatically de-energize.

(A/C with M-OPT548). The AC Electrical System is 28VDC powered from the LH Main Bus of the LH PPDB (5000PC) and
the following equipment is installed in the LH cabin option distribution box (L710PM): AC Control Relay
− LH AC Inverter Contactor (8765PA), The AC control relay (7015PA) is designed to control the availability of AC power distributed to the AC outlet located in the
galley.
− LH "AC CONTROL" Circuit Breaker (8785PA),
− "LH AC INVERTER" Fuse (7215PA),
The AC control relay (7015PA) operates from a 22 to 32VDC, 75mA nominal power source through "GALLEY CONTROL"
− LH AC Control Relay (8775PA). circuit breaker (7011MG), with is supplied by a standard 28VDC aircraft power bus when "GALLEY MASTER" pushbutton
(L9610PM) is set to the AUTO position.
When the aircraft is energized and the "CABIN MASTER" pushbutton (L9690PM) is set to the AUTO position or “SHED”,
the AC electrical system is supplied with aircraft 28 VDC and the inverter (711PS) and the GFI (7105PA) will serve as the AC Controller
115/230 VAC source, for the Galley and passenger compartment outlets through the AC control relay (7015PA) and AC
controllers. The AC generation is switched off: The AC Controller limits the power at the AC outlet to 200W by disconnecting power from the AC outlet on loads that are
greater than 200W.
− Automatically in flight for a cabin altitude above 8 300 ft ± 100 ft (or 14 200 ft ± 100 ft if the flight crew selected the
high landing elevation airport option), The AC Controller is also used to apply power to the AC outlet only when a device is plugged into the outlet.
− During the aircraft take-off or landing and,
− As needed for maintenance, using the "115/230 VAC" switch/light (10PS). The AC controller(s) are fixed on LH and RH plates located on the baggage compartment.

Components The unit utilizes the remote turn-on circuit provided by the passenger outlet to control when an electrical device is present
at the outlet.
Static Inverter (711PS)
The inverter (711PS) is a solid-state switch-mode inverter that convert a 28 VDC to a regulated 230 (or 115) VAC, 50 (or
60) Hz sine wave output. The continuous output power rating is 1200 VA. An AC plug must be inserted into the outlet before the remote turn-on signal is activated.

The inverter sustains an overload condition equivalent to 110% of the rated output power for two hours and 150% of rated This signal tells the unit to turn on and allows AC to be available at the passenger outlet.
power for 5 min with additional protection by "RH AC INVERTER" fuse (7205PA), or “LH AC INVERTER” fuse (7215PA).
The output control signals from the AC controller are monitored for fault conditions and will automatically turn off in the
The inverter features protection devices so as to shutdown under the following conditions: event of a fault condition.
− Input voltage > 37.5 VDC ± 1 VDC
− Input voltage < 18.0 VDC + 1.5 VDC There is a RED status LED on a side of the AC controller that will indicate if any fault conditions are present:
− Internal, high ambient temperature (above 100 °C (212 °F)) − A continuous ON state indicate a fault has occurred on the 28V output
− Short circuit condition. (requires manual reset on ground) − A continuous OFF state indicate that the AC Controller is functioning normally

The inverter is cooled by two thermostatically controlled, brushless fans. Fans come ON when the internal temperature When the plug is removed from the AC outlet, the AC Controller de-energizes the outlet.
exceeds 50 °C (122 °F). Fans stays ON until internal temperature decrease to 40 ± 5 °C (104 ± 9 °F). The normal
operating temperature is -55 °C to +71 °C (-67 °F to +160 °F).

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 Developed for Training Purposes Falcon 7X

Figure 74
AC Generation (A/C without M-OPT548)
 AC GENERATION SYSTEM (CONTINUED)
Components (Continued) AC Power Distribution
AC Outlet AC power is distributed to the AC outlets by AC controllers. There is one AC controller per AC outlet. The AC controller
limits the power at the AC outlet to 200W. The AC controller applies power to the AC outlet only when a device is plugged
The AC outlet uses two photodiodes that are aimed across the prong openings. Each photodiode generates a light beam
in the outlet.
that is used to detect if a plug is inserted in the outlet. The control circuit of the cabin AC Outlets and the galley AC outlets
receives respectively ground and +28VDC from the AC Controllers and the AC control relay (7015PA) to operate.
Cabin Altitude Limitation
The AC outlets are strategically located in the entryway and the cabin to provide AC power sources for the operation of In case of cabin depressurization, the electrical power in the cabin must be automatically cut off with no delay, to prevent
galley service equipments and passenger electronic devices. The floor plan layout will vary depending on customer a potential fire ignition due to electrical arcing and presence of oxygen in the cabin following passenger oxygen masks
requests. Refer to the Supplemental Illustrated Parts Catalog (SIPC). deployment.

Operation The Pressurization Control System monitors the cabin altitude: If cabin altitude increases above either 8 300 ft ± 100 ft or
14 200 ft ± 100 ft, the cabin altitude limitation logic implemented in the Modular Avionic Unit (MAU), will automatically
When a plug is inserted in the AC Outlet, it breaks the photodiode beams and activates the AC Outlet control circuit,
send a ground signal to the LH/RH AC control relay (8775PA)/(8295PA).
which sends a ground signal to the AC Controller. Upon reception of this ground signal the AC Controller will allow the AC
Outlet to be energized by the AC power supplied by the inverter.
NOTE: Aircraft may land at high altitude airport. 8 300 ft or 14 200 ft threshold setting is thus determined by the
cabin limitation logic upon selection of airport elevation by flight crew.
If the beam of only one of the photodiodes is blocked, the circuit does not turn on. Both beams must be blocked in order
for the circuit to activate.
The relay will close to instantly cut off the aircraft 28 VDC to Inverter and GFI inlets.
If +28VDC is not available from the AC Controller then the turn-on function is bypassed.
The AC electrical system is then thus off.
Cockpit Panel Controls
Aircraft 28 VDC is supplied to the AC electrical system when the "CABIN MASTER" pushbutton (L9690PM) is set to the In case of failure of this automatic function, pilots still have the capability to switch off the "CABIN MASTER" pushbutton
AUTO position (normal position) or “SHED” (aircraft electrical system failure condition). AC electrical power is then (L9690PM) or the "115/230 VAC" switch/light (10PS) to cut off cabin electrical power.
generated when the "115/230 VAC" switch/light (10PS) is set to ON and cabin altitude below 8 300 ft ± 100 ft (or 14 200 ft
± 100 ft). When cabin altitude decreases below the above limits, the AC power is restored.

Available aircraft AC power is supplied to the galley AC outlet control circuit when the "GALLEY MASTER" pushbutton
(L9610PM) is set to the AUTO position (or “SHED”).

Operation
AC Generation
During normal operating condition, when:
− The "CABIN MASTER" pushbutton (L9690PM) is set to the AUTO position or “SHED”
− The "115/230 VAC" switch/light (10PS) is set to “ON”
− The cabin altitude is below 8 300 ft ± 100 ft (or 14 200 ft ± 100 ft) (information sent by the MAU to the RH AC control
relay (8295PA))

The LH/RH AC inverter contactor (8765PA)/(8495PA) closes to supply the inverter (711PS) with aircraft 28 VDC. The
inverter (711PS) turns on and converts the aircraft 28 VDC to 115 / 230 VAC. The GFI (7105PA) supplies the power to the
AC electrical system circuitry.

When the "CABIN MASTER" pushbutton (L9690PM) or the "115/230 VAC" switch/light (10PS) is set to “OFF”, the LH/RH
AC inverter contactor (8765PA)/(8495PA) opens to cut off the 28 VDC supply to the inverter (711PS)

The AC electrical system is then thus off.

The "AC HOT LEG" circuit breaker (7795PA) and the "AC NEUTRAL LEG" circuit breaker (7895PA) are provided
immediately downstream the inverter and GFI to protect the aircraft wiring from damage due to short circuits or over
current conditions.

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 Developed for Training Purposes Falcon 7X

AC GENERATION COMPONENT CHART

7011MG "GALLEY CONTROL" Circuit Breaker 7405PA Upper Galley AC Outlet 8095PA "TEST" GFI Switch
Location: F9-12, OVER CABIN FLOOR, RH (242) References: Location: F33-40, BAGGAGE COMP, RH (272)
Access: Passenger Door (PAX) Description: SDS 24-20-00 Access: DC Inverter Lining (272IZ)
References: Wiring Diagram: Refer to the Supplemental Wiring Diagram References:
Description: SDS 24-20-00 Manual (SWDM): Description: SDS 24-20-00
Wiring Diagram: WD 25–31–03 (Refer to the Supplemental WD 24–25–11 for A/C with 115 VAC, Wiring Diagram: Refer to the Supplemental Wiring Diagram
Wiring Diagram Manual (SWDM)) WD 24–25–12 for A/C with 230 VAC. Manual (SWDM):
Removal/Installation: Not documented Removal/Installation: TASK 24-21-09-900-801 WD 24–25–01 for A/C with 115 VAC,
WD 24–25–02 for A/C with 230 VAC.
7015PA AC Control Relay 7505PA Aft Lavatory Vanity AC Outlet
Removal/Installation: Not documented
Location: F33-40, BAGGAGE COMP, RH (272) References:
Access: DC Inverter Lining (272IZ) Description: SDS 24-20-00 8195PA "RESET" GFI Switch
References: Wiring Diagram: Refer to the Supplemental Wiring Diagram Location: F33-40, BAGGAGE COMP, RH (272)
Description: SDS 24-20-00 Manual (SWDM): Access: DC Inverter Lining (272IZ)
Wiring Diagram: Refer to the Supplemental Wiring Diagram WD 24–25–11 for A/C with 115 VAC, References:
Manual (SWDM): WD 24–25–12 for A/C with 230 VAC. Description: SDS 24-20-00
WD 24–25–11 for A/C with 115 VAC, Removal/Installation: TASK 24-21-09-900-801 Wiring Diagram: Refer to the Supplemental Wiring Diagram
WD 24–25–12 for A/C with 230 VAC. Manual (SWDM):
7795PA "AC HOT LEG" Circuit Breaker
Removal/Installation: TASK 24-20-09-900-801 WD 24–25–01 for A/C with 115 VAC,
Location: F33-40, BAGGAGE COMP, RH (272)
WD 24–25–02 for A/C with 230 VAC.
7105PA GFI Access: DC Inverter Lining (272IZ)
Removal/Installation: Not documented
Location: F33-40, BAGGAGE COMP, RH (272) References:
Access: DC Inverter Lining (272IZ) Description: SDS 24-20-00 8295PA RH AC Control Relay
References: Wiring Diagram: Refer to the Supplemental Wiring Diagram Location: F33-40, BAGGAGE COMP, RH (272)
Description: SDS 24-20-00 Manual (SWDM): Access: Distribution Box Lining (272JZ)
Wiring Diagram: Refer to the Supplemental Wiring Diagram WD 24–25–01 for A/C with 115 VAC, References:
Manual (SWDM): WD 24–25–02 for A/C with 230 VAC. Description: SDS 24-20-00
WD 24–25–01 for A/C with 115 VAC, Removal/Installation: Not documented Wiring Diagram: Refer to the Supplemental Wiring Diagram
WD 24–25–02 for A/C with 230 VAC. Manual (SWDM):
7895PA "AC NEUTRAL LEG" Circuit Breaker
Removal/Installation: TASK 24-20-05-900-801 WD 24–25–01 for A/C with 115 VAC,
Location: F33-40, BAGGAGE COMP, RH (272)
WD 24–25–02 for A/C with 230 VAC.
7205PA "RH AC INVERTER" Fuse Access: DC Inverter Lining (272IZ)
Removal/Installation: Not documented
Location: F33-40, BAGGAGE COMP, RH (272) References:
Access: DC Inverter Lining (272IZ) Description: SDS 24-20-00 8395PA "AC CONTROL" Circuit Breaker
References: Wiring Diagram: Refer to the Supplemental Wiring Diagram Location: F33-40, BAGGAGE COMP, RH (272)
Description: SDS 24-20-00 Manual (SWDM): Access: Distribution Box Lining (272JZ)
Wiring Diagram: Refer to the Supplemental Wiring Diagram WD 24–25–01 for A/C with 115 VAC, References:
Manual (SWDM): WD 24–25–02 for A/C with 230 VAC. Description: SDS 24-20-00
WD 24–25–01 for A/C with 115 VAC, Removal/Installation: Not documented Wiring Diagram: Refer to the Supplemental Wiring Diagram
WD 24–25–02 for A/C with 230 VAC. 7995PA "GFI" Fault Indicator Manual (SWDM):
Removal/Installation: Not documented Location: F33-40, BAGGAGE COMP, RH (272) WD 24–25–01 for A/C with 115 VAC,
7305PA Forward Lavatory Vanity AC Outlet Access: DC Inverter Lining (272IZ) WD 24–25–02 for A/C with 230 VAC.
References: References: 8495PA RH AC Inverter Contactor
Description: SDS 24-20-00 Description: SDS 24-20-00 Location: F33-40, BAGGAGE COMP, RH (272)
Wiring Diagram: Refer to the Supplemental Wiring Wiring Diagram: Refer to the Supplemental Wiring Diagram Access: Distribution Box Lining (272JZ)
Diagram Manual (SWDM): Manual (SWDM): References:
WD 24–25–11 for A/C with 115 VAC, WD 24–25–01 for A/C with 115 VAC, Description: SDS 24-20-00
WD 24–25–12 for A/C with 230 VAC. WD 24–25–02 for A/C with 230 VAC. Wiring Diagram: Refer to the Supplemental Wiring Diagram
Removal/Installation: TASK 24-21-09-900-801 Removal/Installation: Not documented Manual (SWDM):
WD 24–25–01 for A/C with 115 VAC,
WD 24–25–02 for A/C with 230 VAC.
Removal/Installation: Not documented
 NOTES:
10PS "115/230 VAC" Switch/Light
Location: COCKPIT, INSTRUMENT PANEL (223)
Access: Passenger Door (PAX)
References:
Description: SDS 24-20-00
Wiring Diagram: WD 24-99-00
Removal/Installation: Not documented
711PS Inverter
Location: F33-40, BAGGAGE COMP, RH (272)
Access: FR. 36 - FR. 39 Oblique Lining (272HZ)
References:
Description: SDS 24-20-00
Wiring Diagram: Refer to the Supplemental Wiring Diagram
Manual (SWDM):
WD 24–25–01 for A/C with 115 VAC,
WD 24–25–02 for A/C with 230 VAC.
Removal/Installation: TASK 24-20-01-900-801

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 Developed for Training Purposes Falcon 7X

Figure 75 Figure 76
PCB Box (8000PM) Location PCB Box (8100PM) Location
 MAINTENANCE CONSIDERATIONS
Printed Circuit Boards (PCB) PCB Box (8300PM)
The tables below give all the data related to the PCBs: It is located under the cockpit floor (121CZ) and includes the 7 PCBs that follow:
− The doors or panels that you must remove to get access to the PCB boxes, PCB WIRING DIAGRAM
− The list of the PCBs contained in each PCB box, Relay PCB (2110JE) Refer to WD 24-32-00 and WD 26-22-00 and WD 31-33-00 and WD 34-40-00 and WD 34-49-
− All the applicable links to the related wiring diagrams. 00 and WD 38-12-00
Relay PCB (2210JE) Refer to WD 28-12-00 and WD 32-62-10 and WD 32-62-20 and WD 32-62-30
PCB Box (8000PM)
Relay PCB (2310JE) Refer to WD 32-62-10 and WD 32-62-20 and WD 32-62-30
It is located under the crew documentation stowage door (113IZ) and includes the 4 PCBs that follow:
Component PCB Refer to WD 23-10-20 and WD 32-62-10 and WD 34-23-30 and WD 34-40-00
PCB WIRING DIAGRAM
(2410JE)
X-TK/X-BP stand-by PCB (703QD) Refer to WD 28-21-00 and WD 28-22-00
Component PCB Refer to WD 31-54-00 and WD 32-41-00 and WD 34-40-00
Component PCB (1810JE) Refer to WD 34-21-40 and WD 52-11-00 (2510JE)
Front LH PCB (1910JE) Refer to WD 32-41-00 and WD 34-98-00 Dim/Bright PCB Refer to WD 21-79-10 and WD 24-99-00 and WD 27-03-00 and WD 27-04-00 and WD 31-54-
(2610JE) 00 and WD 33-12-00
Relay PCB (1010JE) Refer to WD 25-09-00 and WD 31-51-00
PCB (2710JE) Refer to WD 21-79-10 and WD 24-99-00 and WD 34-49-00 and WD 38-12-00
PCB Box (8100PM)
It is located in the copilot console, behind the cockpit lateral lining No.3 (222UZ) and cockpit lateral lining No.4 (222VZ), PCB Box (8400PM)
and includes the PCB that follows: It is located under the cockpit floor (122BZ) and includes the 7 PCBs that follow:
PCB WIRING DIAGRAM PCB WIRING DIAGRAM
Option PCB (7610JE) Refer to WD 24-99-00 X-TK/X-BP normal 1 PCB (603QD) Refer to WD 28-11-00 and WD 28-12-00 and WD 28-21-00
X-TK/X-BP normal 2 PCB (803QD) Refer to WD 28-12-00 and WD 28-21-00 and WD 28-22-00
PCB Box (8200PM) Venting PCB (103QP) Refer to WD 28-12-00
It is located under the cockpit floor (121CZ) and includes the 7 PCBs that follow:
Component PCB (2810JE) Refer to WD 28-12-00
PCB WIRING DIAGRAM
Relay PCB (2910JE) Refer to WD 33-51-10 and WD 38-12-00 and WD 52-71-00
Relay PCB (1110JE) Refer to WD 21-31-00 and WD 31-31-00 and WD 33-21-00
Relay PCB (2010JE) Refer to WD 25-09-00 and WD 31-51-00
Relay PCB (1210JE) Refer to WD 32-62-10 and WD 32-62-20 and WD 32-62-30
Front tank PCB (408QJ) Refer to WD 28-11-00 and WD 28-12-00 and WD 28-22-00 and WD 32-62-10
Relay PCB (1310JE) Refer to WD 32-62-10 and WD 32-62-20 and WD 32-62-30
Component PCB (1410JE) Refer to WD 26-22-00 and WD 32-62-10 and WD 34-98-00 PCB Box (8500PM)
Component PCB (1510JE) Refer to WD 31-54-00 and WD 52-11-00 It is located in the Mechanical Servicing Compartment (MSC) and includes the 5 PCBs that follow:
PCB (1610JE) Refer to WD 27-03-00 and WD 27-04-00 and WD 31-54-00 and WD 33-12-00 PCB WIRING DIAGRAM
PCB (1710JE) Refer to WD 21-61-10 and WD 23-10-00 and WD 25-09-00 and WD 52-11-00 Relay PCB (3310JE) Refer to WD 21-29-00 and WD 21-61-30 and WD 36-12-00
HSCB (3801GP) Refer to WD 24-50-00 and WD 29-21-00 and WD 29-31-00
Component PCB (3410JE) Refer to WD 26-21-00 and WD 31-31-00
Relay PCB (3210JE) Refer to WD 29-31-00 and WD 78-31-20
Relay PCB (3110JE) Refer to WD 26-21-00 and WD 29-31-00

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 Developed for Training Purposes Falcon 7X

Figure 77 Figure 78
PCB Box (8200PM) Location PCB Box (8300PM) Location
 MAINTENANCE CONSIDERATIONS (CONTINUED)
Printed Circuit Boards (PCB) (Continued)
PCB Box (8600PM)
It is located in the Mechanical Servicing Compartment (MSC) and includes the 5 PCBs that follow:
PCB WIRING DIAGRAM
Relay PCB (4310JE) Refer to WD 38-12-00 and WD 52-11-00
Component PCB (4410JE) Refer to WD 21-29-00 and WD 26-21-00 and WD 26-22-00
Overheat Control Board Refer to WD 21-29-00
(R209HN)
Relay PCB (4210JE) Refer to WD 26-21-00 and WD 26-22-00 and WD 29-21-00 and WD 33-31-00 and
WD 49-11-00 and WD 80-01-20
Relay PCB (4110JE) Refer to WD 21-31-00 and WD 21-61-20 and WD 26-22-00 and WD 29-31-00

Figure 79 Figure 80
PCB Box (8500PM/8600PM) Location PCB Box (8400PM) Location

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 TABLE OF CONTENTS

Fire Protection ..........................................................................................................26-1

ATA 26
Detection ..................................................................................................................26-2
Detection Component Chart.....................................................................................26-5
Extinguishing ............................................................................................................26-6

FIRE PROTECTION
Extinguishing Component Chart ..............................................................................26-17

Wiring Diagrams
Extinguishers Shut Off Engine 1-3 ...........................................................................26-15
Engine 1 and 3 Fire Detection..................................................................................26-15
Extinguishers Fuel Shut Off Engine 2 and APU.......................................................26-16
Engine 2 and APU Fire Detection ............................................................................26-16
Computer MLG Toilets Fire Detection......................................................................26-17

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Developed for Training Purposes Falcon 7X

Figure 1
Fire Protection
 FIRE PROTECTION
Overview
The fire protection system gives warnings to the crew if it detects smoke or fire in zones where the risk of fire is high. The
crew can then control the extinction of fire with the fire panel (200WZ) installed in the cockpit ceiling, at the top of the
overhead panel (5000PM).

The fire protection system has the functions that follow:

− Detects the fire, high temperature or smoke
− Gives warnings to the pilots in case of fire, overheat or smoke
− Extinguishes the fire
− Controls the extinction
− Monitors and tests the detection system
− Stores the extinguishing agents

The system includes the subsystems that follow:

Detection System
The detection system contains ten fire pneumatic detectors, a baggage compartment smoke detector (205WG) (3 optional
smoke detectors (204WG), (L204WG), (304WG)) and a fire panel (200WZ). In case of fire, the crew is warned mainly by
the red CAS messages and the associated aural warning, and by visual indication on the fire panel (200WZ) and on the
throttle control unit (201EC) (for the engines).

Extinguishing System
The extinguishing system includes four fixed extinguishers (Fire Extinguisher 1 (1001WB), Fire Extinguisher 2 (2001WB),
Fire Extinguisher 3 (3001WB) and Fire Extinguisher 4 (4001WB)) with cartridges that the fire panel controls, and three
portable extinguishers (Portable Fire Extinguisher 1 (218WB), Portable Fire Extinguisher 2 (418WB) and Portable Fire
Extinguisher 3 (618WB).

Figure 2
Fire Protection

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Developed for Training Purposes Falcon 7X

Figure 3
Fire Detection System
 DETECTION NOTES:

Overview
The detection system gives warnings to the crew if it detects smoke, fire, or overheat. The fire detection system includes
ten pneumatic fire detectors, a minimum of one smoke detector and a fire panel (200WZ).

Pneumatic Fire Detectors

The function of a pneumatic detector is to find if there is a fire or an overheat in the aircraft zone that it monitors, and to
send a signal to the fire panel (200WZ). The fire panel (200WZ) then gives visual and audio warnings to the pilots through
the avionics system.

The location of the pneumatic fire detectors are:

− Engine 1 Zone 1 Fire Detector (L201WG) and an Engine 1 Zone 2 Fire Detector (L401WG)
− Engine 2 Zone 1 Fire Detector (M201WG) and an Engine 2 Zone 2 Fire Detector (M401WG)
− Engine 3 Zone 1 Fire Detector (R201WG) and an Engine 3 Zone 2 Fire Detector (R401WG)
− APU Pneumatic Fire Detector (701KP)
− Rear Servicing Compartment Fire Detector (206WG)
− LH MLG Bay Fire Detector (L203WG)
− RH MLG Bay Fire Detector (R203WG)

Smoke Detectors
The function of a smoke detector is to detect the smoke that comes from a fire in the aircraft zone that it monitors, and to
send a signal to the fire panel (200WZ) through the avionics system. The avionics system then gives visual and audio
warnings to the pilots.

There is one baggage compartment smoke detector (205WG) in the aircraft, which is in the baggage compartment.

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 Developed for Training Purposes Falcon 7X

Figure 4 Figure 5 Figure 6

Pneumatic Detector - Normal Pneumatic Detector - Alarm Pneumatic Detector - Leak
 DETECTION (CONTINUED)
Components #3 Engine Zone Fire Detector (R201WG)
Pneumatic Detector
Each pneumatic fire detector consists of the following:
− A tube, which contains an inert gas and an hydrogen saturated wire
− A detector, which controls the pressure change in the tube
− An electrical connector to the wiring of the warning system

The pneumatic detector operates if its pressure increases. Two pressure switches monitor the detector pressure:
− The integrity switch, in closed position, makes sure that the pressure of the tube does not decrease less than the
integrity check pressure. If this switch opens, it means that a leak occurs on the tube (pressure decrease).
− The fire switch, in the open position (normal operation), closes when the internal detector pressure increases more
than the threshold value.

The pressure in the detector increases in the conditions that follow:

− If the temperature is too high, a long length of the detector detects that the temperature increases, which causes the
inert gas to expand in the detector.
− If a local fire occurs, a small length of the detector detects a high temperature, which causes the hydrogen contained
in the core to be released.

The high temperature threshold is lower than the local flame threshold.

The pneumatic detector operates as follows:

− If no fire and no high temperature occurs and if the integrity is normal, the detector has a resistance of 1.5 Kohms.
− If a fire occurs, the detector resistance is null (short circuit).
− If there is an integrity failure, the detector has an high impedance (tube leak).
− The fire panel (200WZ) permanently monitors each pneumatic detector resistance, to provide with the status indicator. Wheel Well Fire Loop

Fire Detection Threshold

Overheat Discrete Estimated

Zone
Temperature Temperature Length
Engine Zone 1 260°C 540°C 5.9 m
Engine Zone 2 430°C 680°C 2.3 m
Rear Compartment 150°C 510°C 2.42m
MLGB 130°C 380° 0.97m
APU 275°C 565°C 1.9 m

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 Developed for Training Purposes Falcon 7X

Baggage Compartment Smoke Detector (205WG)

 DETECTION (CONTINUED)
Components (Continued)
Smoke Detector
Each smoke detector consists of the following:
− A dual light source
− A photo sensitive device
− An electronic card to send information of fire
− A software, which compares the light level received and does a detector test

The smoke detector is an optical smoke particles detector. Two light sources transmit a blue and an infrared light in an
analysis chamber. The optical sensor is turned away from the light beam.

When smoke particles go across the light beam, they cause a random reflection of the light that the optical sensor detects.
The software makes an analysis of the output and if it recognizes smoke, the electronic card sends a fire warning signal
(ground).

To identify the difference between real smoke and incorrect alarm sources (dust, haze, sprays), the smoke detector uses
two different optical light emitters using different wavelengths.

The smoke detector:

− Transmits to the fire panel (200WZ) a smoke detection status: open circuit when it does not detect smoke, and shorts
circuit to ground when it senses smoke
− Transmits to the fire panel (200WZ) an integrity status: open circuit if it is defective, and shorts circuit to ground if it
operates correctly
− Answers to a test command from the fire panel (200WZ) by inverting the nominal states of its both outputs
− Tests its internal functions, including dust accumulation in the analysis smoke chamber

Figure 7 Figure 8
Smoke Detectors Principal Diagram Smoke Detector Outputs

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 Developed for Training Purposes Falcon 7X

DETECTION COMPONENT CHART

701KP APU Pneumatic Fire Detector R203WG RH MLG Bay Fire Detector L214WG "FR. TOILET SMOKE" Circuit Breaker
Location: APU COMPARTMENT (360) Location: F26-28, MLG WHEEL WELL, RH (154) Locatio
MLG Main Door (733), RH Front SPDB (R1000PM)
Median Lower APU Case (361DZ), Median n:
Access: MLG Main Door (743), Access: Cockpit Lateral Lining No.5 (222XZ)
Lower APU Case (362CZ),
Access: Passenger Door (PAX)
Engine 2 RH Cowling (454AR), References:
References:
Engine 2 LH Cowling (455AL) Description: SDS 26-10-00 Description: It prevents damage to the power supply line of
References: the Fwd Toilet Smoke Detector (L204WG).
Wiring Diagram: WD 26-13-00
Description: SDS 26-10-00 Removal/Installation: TASK 26-10-17-900-801 Wiring Diagram: WD 26-13-00
Wiring Diagram: WD 26-12-00 204WG Aft Toilet Smoke Detector Removal/Installation: TASK 24-62-21-900-801
Removal/Installation: TASK 26-10-09-900-801 Location: F9-12, OVER CABIN FLOOR, RH (242) 215WG "BAG COMP SMOKE" SSPC
Access: Passenger Door (PAX) Location: RH Rear SPDB (R2000PM)
L201WG Engine 1 Zone 1 Fire Detector
References: Access: Frame 40 Middle Lining (272PZ)
Location: ENGINE 1 (412)
Description: SDS 26-10-00 References:
Engine 1 Lower Cowling (413AB),
Wiring Diagram: WD 26-13-00 Description: It prevents damage to the power supply line of the
Access: Engine 1 Upper Cowling (414AT),
Removal/Installation: Not documented Baggage Compartment Smoke Detector (205WG).
Passenger Door (PAX)
Wiring Diagram: WD 26-13-00
References: 304WG Aft Lounge Smoke Detector
Removal/Installation: TASK 24-62-13-900-801
Description: SDS 26-10-00 Location: F9-12, OVER CABIN FLOOR, RH (242)
Wiring Diagram: WD 26-11-00 and WD 77-32-10 Access: Passenger Door (PAX) L401WG Engine 1 Zone 2 Fire Detector
Removal/Installation: TASK 26-10-01-900-801 References: Location: ENGINE 1 (412)
M201WG Engine 2 Zone 1 Fire Detector Description: SDS 26-10-00 Engine 1 Lower Cowling (413AB),
Location: ENGINE 2 (451) Wiring Diagram: WD 26-13-00 Engine 1 Upper Cowling (414AT),
Engine 2 RH Cowling (454AR), Removal/Installation: Not documented Pylon Front Lower Access
Access:
Access: Engine 2 LH Cowling (455AL), Panel No.2 (431BB),
205WG Baggage Compartment Smoke Detector
Passenger Door (PAX) Pylon Middle Lower Access Panel No.2 (432BB),
Location: F33-40, BAGGAGE COMP, LH (271) Engine Rear Mount Access Panel (432AT)
References:
Cabin/Baggage Compartment Door (261AZ), References:
Description: SDS 26-10-00 Access:
Passenger Door (PAX)
Wiring Diagram: WD 26-12-00 Description: SDS 26-10-00
References: Wiring Diagram: None
Removal/Installation: TASK 26-10-01-900-801
Description: SDS 26-10-00 Removal/Installation:
R201WG Engine 3 Zone 1 Fire Detector Wiring Diagram: WD 26-13-00
Location: ENGINE 3 (422) Removal/Installation: TASK 26-10-21-900-801 M401WG Engine 2 Zone 2 Fire Detector
Engine 3 Lower Cowling (423AB), Location: ENGINE 2 POWER PLANT (450)
206WG Rear Servicing Compartment Fire Detector
Access: Engine 3 Upper Cowling (424AT), Fuel Servicing Door (174CR),
Passenger Door (PAX) Location: F41-44, SERVICING COMP, LH (311) Fin Stub Inspection Access Panel (325AT),
References: Servicing Compartment Door (MSD), Fin Stub Rear Fairing (325BT),
Access:
Passenger Door (PAX)
Description: SDS 26-10-00 Engine 2 Rear Mount Access Panel (325DL),
Wiring Diagram: WD 26-11-00 References:
Engine 2 Rear Mount Access Panel (325DR),
Removal/Installation: TASK 26-10-01-900-801 Description: SDS 26-10-00 Access: Engine 2 Forward Access Door (326DL),
Wiring Diagram: WD 26-13-00
L203WG LH MLG Bay Fire Detector Engine 2 Forward Access Door (326DR),
Removal/Installation: TASK 26-10-13-900-801
Location: F26-28, MLG WHEEL WELL, LH (153) Engine 2 Rear Access Door (326FL),
MLG Main Door (733), 214WG "REAR TOILET SMOKE" SSPC Engine 2 Rear Access Door (326FR),
Access: MLG Main Door (743), Location: RH Rear SPDB (R2000PM) Engine 2 RH Cowling (454AR),
Passenger Door (PAX) Access: Frame 40 Middle Lining (272PZ) Engine 2 LH Cowling (455AL)
References: References: References:
Description: SDS 26-10-00 Description: It prevents damage to the power supply line of Description: SDS 26-10-00
Wiring Diagram: WD 26-13-00 the Aft Toilet Smoke Detector (204WG). Wiring Diagram: None
Wiring Diagram: WD 26-13-00 Removal/Installation:
Removal/Installation: TASK 26-10-17-900-801
Removal/Installation: TASK 24-62-13-900-801
 NOTES:
R401WG Engine 3 Zone 2 Fire Detector
Location: ENGINE 3 (422)
Engine 3 Lower Cowling (423AB),
Engine 3 Upper Cowling (424AT),
Access: Pylon Front Lower Access Panel No.2 (441BB),
Pylon Middle Lower Access Panel No.2 (442BB),
Engine Rear Mount Access Panel (442AT)
References:
Description: SDS 26-10-00
Wiring Diagram: None
Removal/Installation:

L210WZ "FIRE PANEL LH" Circuit Breaker

Location: LH Front SPDB (L1000PM)
Access: Cockpit Lateral Lining No.5 (221XZ)
References:
Description: It prevents damage to the power supply line of the
Panel (200WZ).
Wiring Diagram: WD 26-22-00
Removal/Installation: TASK 24-62-21-900-801

R210WZ "FIRE PANEL RH" Circuit Breaker

Location: RH Front SPDB (R1000PM)
Access: Cockpit Lateral Lining No.5 (222XZ)
References:
Description: It prevents damage to the power supply
line of the Fire Panel (200WZ).
Wiring Diagram: WD 26-21-00
Removal/Installation: TASK 24-62-21-900-801

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Developed for Training Purposes Falcon 7X

Figure 9
Fire Detection System
 EXTINGUISHING
Overview
If a fire occurs, the crew can use the fire extinguishing system to stop it. The system includes three types of equipment:
four fixed extinguishers, three portable extinguishers and a fire panel.

Fixed Extinguishers
Fixed extinguishers store the extinguishing agent and when the crew activates them, they discharge it in the zones that
they protect through the pipes:

Percussion Order
Zone Fire Extinguisher 1 Fire Extinguisher Fire Extinguisher Fire Extinguisher 4
(1001WB) 2 (2001WB) 3 (3001WB) (4001WB)
Engine 1 1 2
Engine 2 2 1
Engine 3 2 1
APU Compartment 1
Rear Compartment 1
Baggage Compartment 1

Portable Extinguishers
The crew uses the portable extinguishers to manually extinguish the fire in the zones that follow:
− Cockpit, using the portable fire extinguisher 1 (218WB)
− Passenger cabin, using the portable fire extinguisher 2 (418WB)
− Baggage compartment, using the portable fire extinguisher 3 (618WB)

Figure 10
Fire Extinguishing System

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 Developed for Training Purposes Falcon 7X

Fire Extinguisher #1 (1001WB) and #2 (2001WB)

Fire Extinguisher #3 (3001WB)

Fire Extinguisher #4 (4001WB)

 EXTINGUISHING (CONTINUED)
Components
Fixed Extinguishers
The four fixed extinguishers of the aircraft are of three types:
− Fire Extinguishers #1 and #2 (1001WB) and (2001WB) contain 1.36 kg (3 lb) of halon and has two discharge heads
− Fire Extinguishers #3 (3001WB) contains 3.5 kg (7.72 lb) of halon and has two discharge heads
− Fire Extinguishers #4 (4001WB) contains 3.8 kg (8.38 lb) of halon and has three discharge heads

Each fire extinguisher consists of the following:

− A bottle, which contains the extinguishing agent (Halon 1301) and the pressurization agent (N2)
− Two or three discharge heads
− A safety relief valve

Each extinguisher includes two or three percussion cartridges with rings of different colors:
− Fire Extinguishers #1 (1001WB) has a red cartridge (1101WB) and a green cartridge (1201WB)
− Fire Extinguishers #2 (2001WB) has a red cartridge (2101WB) and a green cartridge (2201WB)
− Fire Extinguishers #3 (3001WB) has a red cartridge (3101WB) and a green cartridge (3201WB)
− Fire Extinguishers #4 (4001WB) has a red cartridge (4101WB), a green cartridge (4201WB) and a grey cartridge
(4301WB)

When a crew activates a discharge head from the fire panel, the cartridge blows the valve of the extinguisher, which
releases all the extinguishing agent of the extinguisher in the fire zone through the dedicated pipes. The crew can use an
extinguisher only one time.

The bottle, which contains the extinguishing agent, has a pressure switch that detects when the bottle is empty. There is
also an integrated strain gauge witch allows to check periodically the internal pressure of the extinguisher.

If the pressure becomes too high in the extinguisher, a relief safety valve bursts and releases the Halon of the bottle. The
discharge pipe that connects to the safety relief releases the extinguishing agent outside of the aircraft.

For the engines, the electrical essential bus (LH and RH) energize the first discharge and the battery bus (LH and RH)
energize the second discharge. For the other zones, each discharge head is powered by essential and battery.

The pyrotechnic cartridges break makes the full discharge of the fixed extinguishers. The Halon gas goes into the
protected zone through the pipes.

Figure 11
Fire Extinguisher

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 Developed for Training Purposes Falcon 7X

Cockpit Portable Fire Extinguisher (218WB)

Passenger Compartment Portable Fire Extinguisher (418WB)

Aft Lavatory Portable Fire Extinguisher (618WB)

 EXTINGUISHING (CONTINUED) NOTES:

Components (Continued)
Portable Extinguishers
The three portable extinguishers of the aircraft are of two types:
− Cockpit Portable Fire Extinguisher (218WB) and Passenger Compartment Portable Fire Extinguisher (418WB) contain
1.2 kg (2.65 lb) of Halon
− Aft Lavatory Portable Fire Extinguisher (618WB) contains 4 kg (8.82 lb) of Halon

Each portable extinguisher consists of the following:

− Vessel, which contains the extinguishing agent (Halon 1211)
− Trigger
− Nozzle
− Safety disk
− Pressure indicator
− Bracket

In the cockpit, in the cabin and in the baggage compartment, the crew can manually extinguish the fire with the portable
extinguishers. A pressure indicator shows whether the pressure is correct.

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Figure 12
Fire Protection Cockpit Controls
 EXTINGUISHING (CONTINUED)
Components (Continued) Engine 1 "DISCH 2" Switch / Light (952WZ)
Controls and Indications − If the white “2” indicator comes on, when a fire is detected and fire 1 switch/light activated, the fire extinguisher 4
(4001WB) is available and ready to discharge.
In case of fire, the crew is alerted by:
− If the “DISCH” indicator comes on, the fire extinguisher 4 (4001WB) is empty.
− A red fire CAS message associated with Master and Audio warnings
− When the engine 1 "DISCH 2" switch/light (952WZ) is depressed, the fire extinguisher 4 (4001WB) is discharged in
− A red light on the Fire Control Panel
engine 1 powerplant.
− A red light on the corresponding throttle lever (in case of engine fire) to avoid cutting off the wrong engine.

Engine 2 "DISCH 1" Switch / Light (956WZ)

Fire Panel (200WZ)
− If the white “1” indicator comes on, when a fire is detected and fire 2 switch/light activated, the fire extinguisher 4
The fire panel (200WZ) is installed in the cockpit ceiling, at the top of the overhead panel (5000PM). The fire panel (4001WB) is available and ready to discharge.
(200WZ) has the detection functions that follow:
− If the “DISCH” indicator comes on, the fire extinguisher 4 (4001WB) is empty.
− Permanently monitors all detectors: it sends discrete signals to the avionics system if a detector is defective
− When the engine 2 "DISCH 1" switch/light (956WZ) is depressed, the fire extinguisher 4 (4001WB) is discharged in
− Gives red warning lights and sends discrete signals to the avionics system, which sends CAS messages to the crew engine 2 powerplant.
when a detector detects smoke, fire or an equipment with a temperature that is too high
− Performs an operational test of the detection system
Engine 2 "DISCH 2" Switch / Light (957WZ)
− If the white “2” indicator comes on, when a fire is detected and fire 2 switch/light activated, the fire extinguisher 3
The fire panel has the extinguishing functions that follow: (3001WB) is available and ready to discharge
− Helps the crew to choose the extinguisher to activate − If the “DISCH” indicator comes on, the fire extinguisher 3 (3001WB) is empty
− Commands the fuel and hydraulic shutoff valves, and disconnects the electrical generator. (for the engine 2, it also − When the engine 2 "DISCH 2" switch/light (957WZ) is depressed, the fire extinguisher 3 (3001WB) is discharged in
commands the closure of the engine 2 pneumatic starter (M101EK) and inhibits the thrust reverser) engine 2 powerplant
− Commands the fire extinguishing.
Engine 3 "DISCH 1" Switch / Light (961WZ)
The fire panel (200WZ) has twelve switch/lights and one pushbutton for the test: − If the white “1” indicator comes on, when a fire is detected and fire 3 switch/light activated, the fire extinguisher 2
(2001WB) is available and ready to discharge.
"FIRE 1" Switch / Light (950WZ) If the red “FIRE 1” indicator light comes on, there is a fire or an
overheat in the engine 1 (L950EZ) powerplant. − If the “DISCH” indicator comes on, the fire extinguisher 2 (2001WB) is empty.
− When the engine 3 "DISCH 1" switch/light (961WZ) is depressed, the fire extinguisher 2 (2001WB) is discharged in
"FIRE 2" Switch / Light (955WZ) If the red “FIRE 2” indicator light comes on, there is a fire or an engine 3 powerplant.
overheat in the engine 2 (M950EZ) powerplant.
"FIRE 3" Switch / Light (960WZ) If the red “FIRE 3” indicator light comes on, there is a fire or an Engine 3 "DISCH 2" Switch / Light (962WZ)
overheat in the engine 3 (R950EZ) powerplant.
− If the white “2” indicator comes on, when a fire is detected and fire 3 switch/light activated, the fire extinguisher 1
"FIRE APU" Switch / Light (953WZ) If the red “FIRE APU” indicator light comes on, there is a fire or an (1001WB) is available and ready to discharge.
overheat in the APU compartment. − If the “DISCH” indicator comes on, the fire extinguisher 1 (1001WB) is empty.
"FIRE REAR COMP" Switch / Light (958WZ) If the red “FIRE REAR COMP” indicator light comes on, there is a − When the engine 3 "DISCH 2" switch/light (962WZ) is depressed, the fire extinguisher 1 (1001WB) is discharged in
fire or an overheat in the servicing compartment. engine 3 powerplant.
"FIRE BAG COMP" Switch / Light (959WZ) If the red “FIRE BAG COMP” indicator light comes on, there is
smoke in the baggage compartment. "FIRE APU" Switch / Light (953WZ)
− This switch/light commands the discharge of APU extinguisher and fire indication.
"FIRE TEST" Pushbutton (954WZ) The fire test does a check of the electronic circuits and of the lights
of the fire panel (200WZ). − If the FIRE APU “DISCH” indicator comes on, the fire extinguisher 2 (2001WB) is empty.

"FIRE REAR COMP" Switch / Light (958WZ)

Engine 1 "DISCH 1" Switch / Light (951WZ)
− This switch/light commands the discharge of the rear comp extinguisher and fire indication.
− If the white “1” indicator comes on, when a fire is detected and fire 1 switch/light activated, the fire extinguisher 1
(1001WB) is available and ready to discharge. − If the FIRE REAR COMP “DISCH” indicator comes on, the fire extinguisher 4 (4001WB) is empty.
− If the “DISCH” indicator comes on, the fire extinguisher 1 (1001WB) is empty.
− When the engine 1 "DISCH 1" switch/light (951WZ) is depressed fire extinguisher 1 (1001WB) is discharged in engine "FIRE BAG COMP" Switch / Light (959WZ)
1 powerplant. − This switch/light commands the discharge of the bag comp extinguisher.
− If the FIRE BAG COMP “DISCH” indicator comes on, the fire extinguisher 3 (3001WB) is empty.

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 Developed for Training Purposes Falcon 7X

CONTROL & TO ACTIVATE CONTROL & TO ACTIVATE

FUNCTION LOCAL INDICATION FUNCTION LOCAL INDICATION
INDICATION TO DEACTIVATE INDICATION TO DEACTIVATE

Guarded Safety guarded

Engine 1 fire
− Indicates fire on one occurs Fire APU occurs
Engine
− Activates closure of the
corresponding engine NOTE
NOTE
Fuel and Hydraulic
Shut-Off Valves Light goes out when fire
is extinguished Light goes out when
− Disconnects contactor − Indicates fire in the APU fire is extinguished
of corresponding APU fire zone
generator − Discharges
extinguishing agent The light
Guard raised and from built-in flashes during Shut-Off
FIRE 1 pushed to The status extinguisher in the FCP automatically Valve operation, then
command light flashes during Shut- APU fire zone. closes the FSOV remains steady when
closure of FSOV Off Valves operation. valve is fully closed.
and HYD SOV

Both Fuel and Hydraulic Guard raised and

FSOV and Shut-Off Valves are closed "FIRE APU"
HYD SOV are pushed to
when discharge the
closed indication is illuminated extinguisher
fixed.

When extinguisher is
If a discrepancy between discharged,
pushbutton control and
Fuel Shut-Off Valves
DISCH
is detected, the
status light light is on
flashes and a CAS
message is displayed
 EXTINGUISHING (CONTINUED)
Components (Continued) CONTROL & TO ACTIVATE
FUNCTION LOCAL INDICATION
INDICATION TO DEACTIVATE
Closing Indicators
For each engine an indicator shows the state of the fuel and the hydraulic valves:
− An activation of the FIRE 1 switch/light closes fuel and hydraulic valves of engine 1. If the engine 1 “CLOSED”
indicator comes on, the fuel and the hydraulic valves of engine 1 are closed.
− An activation of the FIRE 2 switch/light closes fuel and hydraulic valves of engine 2. If the engine 2 “CLOSED” Safety guarded
indicator comes on, the fuel and the hydraulic valves of engine 2 are closed.
− An activation of the FIRE 3 switch/light closes fuel and hydraulic valves of engine 3. If the engine 3 “CLOSED”
indicator comes on, the fuel and the hydraulic valves of engine 3 are closed.
− For APU, fuel and hydraulic valves are automatically closed when a fire is detected. If the APU fuel and hydraulic
valves are automatically closed, the APU “CLOSED” indicator comes on.

CONTROL & TO ACTIVATE

FUNCTION LOCAL INDICATION
INDICATION TO DEACTIVATE
A Rear
compartment fire
Safety guarded, occurs
FIRE − Indicates fire in the rear
compartment NOTE
pushbutton not
pushed yet − Discharges
extinguishing agent Light goes out when fire
from built-in is extinguished
extinguisher in the
rear compartment
Guard raised and
"FIRE REAR
− Indicates extinguisher COMP" pushed
available to discharge the
− Discharges extinguisher
extinguishing agent illuminate steady white if
from built-in FIRE both extinguishers are
extinguisher(s) to the pushbutton available. Otherwise, the
detected engine fire pushed on light illuminates only for the
available extinguisher
− Indicates extinguisher When extinguisher is
discharged after a discharged,
manual command 2
DISCH

light is on

Guard raised and When discharged,

"DISCH" pushed
to discharge DISCH
Extinguisher illuminates steady amber

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 Developed for Training Purposes Falcon 7X

CONTROL & TO ACTIVATE

FUNCTION LOCAL INDICATION
INDICATION TO DEACTIVATE

Safety guarded

TCU Engine Fire Lamps

− Indicates fire in the

rear compartment
Fire in baggage
− Discharges compartment
extinguishing agent occurs
from built-in NOTE
extinguisher in the
baggage
Light goes out when
compartment.
fire is extinguished and
− Only used in case / or smoke is no longer
of depressurization detected
of the baggage
compartment or
during take-off or Guard raised
landing phase. and "FIRE BAG
COMP" pushed
to discharge the
extinguisher

When extinguisher is discharged,

.DISCH
light is on.

− During the test the CAS

− Allows checking the
message: FIRE TEST IN
protection system
integrity both on PROGRESS is displayed
ground or in flight − If the test failed, the FIRE:
TEST FAIL CAS message is
displayed
 EXTINGUISHING (CONTINUED)
Components (Continued)

Cruise

Land
Park

Taxi
TCU Engine Fire Lamps

TO
MESSAGE DESCRIPTION
Each engine has dual redundant fire warning repeater lamps installed in the related throttle lever. Engine fire lamps have
two states:
− ON: Indicates that the engine fire detection is activated Caution (Amber) CAS Messages (continued)
− OFF: Normal state The LH MLG bay fire detector (L203WG) or the RH
FIRE: WHEEL DETECT FAIL A A A - -
MLG bay fire detector (R203WG) is defective.
CAS Messages FIRE: TEST FAIL The fire test found a fault in the fire protection system. A A A - -
SMOKE: AFT CAB DETECT The aft lounge smoke detector (304WG) is defective.

Cruise

Land
Park
A A A - -

Taxi

TO
MESSAGE DESCRIPTION FAIL
SMOKE: AFT LAV DETECT FAIL The aft toilet smoke detector (204WG) is defective. A A A - -
Warning (Red) CAS Messages
SMOKE: FWD LAV DETECT The fwd toilet smoke detect (L204WG) is defective.
A A A - -
72 FIRE: APU A fire is detected in the APU compartment. R R R R R FAIL

A fire is detected in the engine 1 (L950EZ) FIRE: TEST FAIL The fire test found a fault in the fire protection system. A A A - -
74 FIRE: ENG 1 R R R R R
75 FIRE: ENG 2 A fire is detected in the engine 2 (M950EZ) R R R R R
Fault Messages
76 FIRE: ENG 3 A fire is detected in the engine 3 (R950EZ) R R R R R

Cruise

Land
Park

Taxi
A fire is detected in the servicing compartment.

TO
78 FIRE: REAR COMP R R R R R MESSAGE DESCRIPTION
80 FIRE: LH WHEEL OVHT The temperature is too high in the MLG LH wheels. R R R R R
FIRE: TEST IN PROGRESS The fire test operates. W W W - -
80 FIRE: RH WHEEL OVHT The temperature is too high in the MLG RH wheels. R R R R R
The fire extinguisher 1 (1001WB) is defective or the fire
80 FIRE: LH+RH WHEEL OVHT The temperature is too high in the MLG wheels. R R R R R FIRE: ENG 1 EXTING 1 FAIL W W W - -
extinguisher 1 red cartridge (1101WB) is defective.
Smoke is detected by the aft lounge smoke detector The fire extinguisher 1 (1001WB) is defective or the fire
95 SMOKE: AFT CAB R R R R R FIRE: ENG 3 EXTING 2 FAIL W W W - -
(304WG). extinguisher 2 green cartridge (2201WB) is defective.
Smoke is detected by the baggage compartment
96 SMOKE: BAG COMP R R R R R The fire extinguisher 2 (2001WB) is defective or the fire
smoke detector (205WG). FIRE: ENG 3 EXTING 1 FAIL W W W - -
extinguisher 1 green cartridge (1201WB) is defective.
Smoke is detected by the aft toilet smoke detector
98 SMOKE: AFT LAV (204WG). R R R R R The fire extinguisher 2 (2001WB) is defective or the fire
FIRE: APU EXTING FAIL W W W - -
extinguisher 2 red cartridge (2101WB) is defective.
Smoke is detected by the fwd toilet smoke detect
98 SMOKE: FWD LAV R R R R R
(L204WG). The fire extinguisher 3 (3001WB) is defective or the fire
FIRE: ENG 2 EXTING 2 FAIL W W W - -
extinguisher 3 red cartridge (3101WB) is defective.
Caution (Amber) CAS Messages
The fire extinguisher 3 (3001WB) is defective or the fire
FIRE: APU DETECT FAIL The APU pneumatic fire detector (701KP) is defective. A A A - - FIRE: BAG COMP EXTING FAIL W W W - -
extinguisher 3 green cartridge (3201WB) is defective.
The engine 1 zone 1 fire detector (L201WG) or the The fire extinguisher 4 (4001WB) is defective or the fire
FIRE ENG 1 DETECT FAIL A A A - - FIRE: ENG 1 EXTING 2 FAIL W W W - -
engine 1 zone 2 fire detector (L401WG) is defective. extinguisher 4 green cartridge (4201WB) is defective.
The engine 2 zone 1 fire detector (M201WG) or the The fire extinguisher 4 (4001WB) is defective or the fire
FIRE ENG 2 DETECT FAIL A A A - - FIRE REAR COMP EXTING FAIL W W W - -
engine 2 zone 2 fire detector (M401WG) is defective. extinguisher 4 grey cartridge (4301WB) is defective
The engine 3 zone 1 fire detector (R201WG) or the
FIRE ENG 3 DETECT FAIL A A A - -
engine 3 zone 2 fire detector (R401WG) is defective.
SMOKE BAG COMP DETECT The baggage compartment smoke detector (205WG) is
A A A - -
FAIL defective.
FIRE REAR COMP DETECT The rear servicing compartment fire detector (206WG)
A A A - -
FAIL is defective.

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Developed for Training Purposes Falcon 7X

Figure 13
Fire Protection System
 EXTINGUISHING (CONTINUED) NOTES:

Operation
The fire panel (200WZ) indicators are classified in 3 categories: fire warning, discharge indicators and help indicators:
− Red fire indicators illuminate the zone where a fire was detected
− Discharge indicators inform the crew of the extinguisher status. The switch is lighted in amber when extinguisher is
discharged or not available
− Help indicators indicate to the crew the extinguisher to command in case of detected fire

The discharge and help indications for the engine are on the same switches (on two separated zones). The decision help
informs the crew of the fire extinguisher to use in priority. For example, if a fire appears on the engine 2 and if the first
discharge is not available, the decision help will illuminate the light of the second discharge button.

After detection and activation by the crew of the fire pushbutton:

− Discharge pushbutton comes on white if the fire extinguisher is available
− Discharge pushbutton comes on amber if the fire extinguisher is not available

Engine 1, 2 and 3
The engine has two designated fire zones:
− The outer zone, called zone 1, includes accessories. This zone is equipped with a fire detector and a fire
extinguishing system.
− The inner zone, called zone 2. This zone is only equipped with a fire detector because any fire originating in this zone
will be controlled without the fire extinguishing system.

When a fire is detected, one of the switch/lights “FIRE 1”, “FIRE 2” or “FIRE 3” comes on. The crew presses the button to
close the corresponding fuel and hydraulic shutoff valves (amber “CLOSED” indicator flashes during transition and stays
on when both shutoff valves are closed) “. A “1” or “2” white indicator then comes on in order to indicate the crew the
“DISCH” switch/light to activate.

When the “DISCH” switch/light is activated, the extinguisher is discharged in the related zone and the amber “DISCH”
indicator comes on, to indicate that the extinguisher is no more available.

APU Zone
When a fire is detected, the APU fuel shutoff valve is automatically closed by the Fire Panel (amber “CLOSED” indicator
flashes during transition and stays on when the APU fuel shutoff valve is closed). The crew has to activate the "FIRE
APU" switch/light (953WZ) to discharge the extinguisher (amber “DISCH” indicator comes on).

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 Developed for Training Purposes Falcon 7X

Figure 14
Fire Protection Principle Diagram
 EXTINGUISHING (CONTINUED)
Operation (Continued) There is no visual indicator related to main landing gear bay overheat on the fire control panel, a red CAS message will
appear.
Fire Protection in the Baggage Compartment
Baggage compartment fire protection is protected by portable extinguisher with a built in extinguisher as an enhanced CAS Message Fire zone
safety device in case of lateral engine rotor burst. The "avionics and electrical compartment" is not a part of the baggage FIRE : RH WHEEL OVHT Right Hand MLGB
compartment fire protection the baggage compartment liner meets regulatory requirements and prevents a fire in the
baggage compartment from going into the "avionics electrical compartment". The baggage compartment is separated FIRE : LH WHEEL OVHT Left Hand MLGB
from the main cabin by the aft lavatory. One door separates the lavatory and the aft baggage compartment, and one FIRE : LH+RH WHEEL OVHT Right and Left MLGB
separates the main cabin and the lavatory. The baggage compartment has a volume of 3.96 m3 (140 cu.ft).
Fire Detection in the Lavatory (Option)
Baggage compartment fire protection includes three elements: Lavatory fire protection (rear and aft toilet, aft lounge) are not implemented on standard aircraft but could be an option.
− Smoke Detectors The lavatory compartment is protected against fire by a smoke detector and a portable extinguisher. Smoke detectors in
− Fire Control Panel the lavatory compartment detect the smoke released by a fire. The information is then sent to the avionics system (CAS
− Extinguishers information). There is no built in extinguishing system. The fire has to be fought manually by the crew. For this, one
portable extinguisher is available in the passenger area and one in the cockpit.
Smoke detectors in the baggage compartment detect the smoke released by a fire. The information is then sent to the fire
control panel, which triggers visual and audio signals. The crew will manually fight the fire with portable extinguishers The fire control panel does not contain indicators dedicated to fire detection in the lavatory compartment. The avionics
whatever the flight level. system informs the pilots by a CAS information.
CAS Message Fire Zone
In case of loss of pressurization of the baggage compartment (rotor burst), the pilot must discharge the built in SMOKE: AFT LAV Rear Toilet *
extinguisher. The fire control panel triggers the concerning cartridge, which sets the Halon free from the extinguisher. The
SMOKE: FWD LAV Forward Toilet *
Halon is then discharged in the baggage compartment by discharge tube. The outlet of the discharge tube is oriented to
the center of the ceiling. The fire control panel contains indicators dedicated to fire detection in the baggage compartment, SMOKE: AFT+FWD LAV Rear and Forward Toilet *
as well as switches to command the built in extinguisher in the baggage compartment (limited to fires created by a rotor
burst).
Manual Fire Extinction in the Cockpit and Cabin
There is no fire or smoke detection in the cabin or cockpit. The fire extinction in the cockpit, the cabin and the lavatory
Fire Protection of the Rear Compartment compartments is ensured by only portable extinguisher. Should a fire occur in one of these zones, the crew has to
The rear compartment is located aft of the baggage compartment and before the engine 2 zone. The rear compartment is manually extinguish the fire with the portable extinguisher.
not a cargo compartment but an equipment bay and is not pressurized.

The fire protection of the rear compartment is performed the pneumatic detectors, the Fire Control Panel and the
extinguishers. The detector is mounted in the rear compartment and detects fire or overheat conditions. If the temperature
around the detector is higher than the threshold, the pilot will be warned by a red CAS message and an audio warning
associated with an indication on the fire control panel.

The pilots will command the discharge of the extinguisher dedicated to this zone. The fire control panel triggers the
concerned cartridge, which discharges the Halon from the extinguisher. The Halon is then transported to the fire zone by
means of a discharge tube. There is only a single shoot possible to extinguish the fire in the rear compartment. The fire
control panel contains indicators dedicated to fire detection in the rear compartment, as well as switches for the fire
extinction in the rear compartment.

Overheat Protection in Main Landing Gear Bay

The main landing gear bay is equipped with an overheat detector to warn the pilots in case of overheating.

The overheat protection of the main landing gear is performed by pneumatic detectors and the Fire Control Panel. One
pneumatic detector is mounted in each main landing gear bay. In case of fire or overheat, the detector sends a signal to
the Fire Control Panel which notifies the avionics system. The MAU triggers a master warning, aural warning and a red
CAS message. Then the pilots shall extend the landing gear as soon as the speed is below VLO. The main landing gear
compartments are not protected with an extinguisher. Protection is ensured by an AFM procedure (extension of landing
gears).

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 Developed for Training Purposes Falcon 7X

CONTROL & TO ACTIVATE

FUNCTION LOCAL INDICATION
INDICATION TO DEACTIVATE

All lights should light on.

During the test the CAS message: FIRE TEST

IN PROGRESS is displayed.
− Allows checking the
protection system Push during 1 s to launch
integrity both on the test
ground or in flight The message will disappear when the
pushbutton is released.

If the test failed, the FIRE: TEST FAIL

CAS message is displayed and the
corresponding function does not light on the
FCP.

Figure 15
Fire Protection System
 EXTINGUISHING (CONTINUED)
Operation (Continued) Fire Panel (200WZ)
Integrated Maintenance The fire panel (200WZ) monitors the fire and smoke detection loop. It measures the resistivity between the two poles of
the loop. Thus, it can permanently detect a failure that occurs either on a pneumatic detector, or in the wiring between
Tests
pneumatic detector and the fire panel (continuous built-in test).
Power-Up Built-in Tests
At power-up, a built-in test does a check of the smoke detector. It tests the elements that follow:
The fire test run as long as the "FIRE TEST" pushbutton (954WZ) is depressed on the fire panel (initiated built-in test).
− Software The test does a check of the electronic circuits, the wiring, the output commutation status and the lights of the panel.
− Processing
− Emitter driver The fire panel (200WZ) detects the status of the pneumatic detector in function of the resistance at each input with the
− Power supply following logic:
− Sampling − 0 < R < 27 Ohms: Fire or temperature that is too high is found (a “FIRE” light indication and a red FIRE
CAS message triggered by operation test by the fire panel (200WZ) to answer)
If a fault is detected, it sends a fault output and stops the test. − 27 Ohms < R < 1 Kohms: Pollution between two contacts either locally in the pneumatic detector or in one of the
connections of the wiring (an amber FIRE CAS message is triggered)
Continuous Built-in Tests − 1 Kohms < R < 2 Kohms: No fire sensed and no problem on pneumatic detectors (no indication)
The fire panel (200WZ) continuously performs a check of the fire and smoke detectors. If a fault occurs, the fire panel − 2 Kohms < R < infinity: Fault on one of the pneumatic detector of the loop or open circuit somewhere in the
(200WZ) sends a discrete signal to the avionics system, which informs the pilot with an amber CAS message and the loop (an amber FIRE CAS message is triggered)
corresponding maintenance message.
Events from the smoke detectors are treated by discrete inputs.
The fire panel (200WZ) continuously performs a check of the cartridges and of the extinguishers:
− To make sure that the initiators of the cartridges are not cut, the fire panel sends a ground signal to the cartridge. In
normal case, the signal gets back to the fire panel. If no answer signal comes back to the fire panel, the fire panel
sends a discrete signal to the avionics system, which informs the crew with a CAS message.
− To make sure that the bottle of the extinguisher is not empty, the fire panel sends a ground signal to the pressure
switch. In normal case, the signal gets back to the fire panel (the switch is closed when the bottle is under pressure
and opens when the bottle pressure decreases). If no answer signal comes back to the fire panel, the fire panel sends
a discrete signal to the avionics system, which informs the crew with a CAS message.

NOTE: The fire panel (200WZ) permanently consumes power from the two batteries.

Initiated Built-in Tests

When the pilot pushes the "FIRE TEST" pushbutton (954WZ) to start the fire test, the fire panel (200WZ) sends a discrete
signal to the avionics system and the "FIRE: TEST IN PROGRESS" CAS message shows during the test.

If the fire test does not find a fault in the detection system, all lights on the fire panel come on and no CAS message
shows. If the fire test finds a fault in the detection system:
− Warning light corresponding to the defective detector stays off
− "FIRE: TEST FAIL" CAS message shows

During the test the following functions are verified:

− Integrity of pneumatics detectors
− All the lights of the fire control panel front panel are illuminated. If a failure appears on one function, the related light is
not illuminated (i.e.: the No 1 engine fire detector monitoring has a failure during the test, the light "FIRE" of the no 1
engine is not illuminated)
− Decision help
− Communication with the avionics
− A signal is sent to the avionics to indicate that a test is in progress. During the test the following CAS message is
displayed: FIRE TEST IN PROGRESS
Figure 16
Fire Protection Part of Overhead Panel

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 Developed for Training Purposes Falcon 7X
5000PM R801GP

EDPA3 SOV
R9530PM
337 417FT 95
R9560PM 2C C
4401FY SHUT OFF 133 / 20
63 209 T1 D
R9520PM 7 8 OPEN
SHUT OFF A3
77 73
4 + PWR A A CLOSE 1D B
SHUT OFF B3 76 208 202 / 20
26220152 26220151 2 14 G + 28V
ESS RH SUPPLY FAULT 3 9 + PWR A A CLOSE 3410JE
A1
+ PWR A A CLOSE CLOSE
50 122 A CTRL 70W M
R1000PM 49
33 A18
BUS F BUS E 2D 103 / 22
+ 28 BAT 2 + 28 BAT 1 337 32 H GND
RH ESS LH ESS 170
ENG 3 SOV 7 381JN
206
315QD HYDRAULICS 15 17
J7 7 74 207 NC
16 16
Bus F1 / 22 96
17 E
+ 28V 200WZ
5A CLOSED
305QD 3110JE SYS A E3

GREEN
1D 28V BUS E
SD 26-22-00 DC 12V 648
DC 3C 3
RED GREEN GREEN RED GREEN RED RED GREY 19 F/E R2 210
28V 1 / 20 19 / 20 NC 371 JN 22
950WZ 8 Z A 113
3B F/E 2 / 20 20 / 20 21 6
FIRE EXT ENG 3 A CLOSED 7 Y B
SHOOT BOTTLE SHOOT BOTTLE SHOOT BOTTLE SHOOT BOTTLE 87 / 20 18V A18
2211WB 2 28V C 64
1 2 3 4 J10 5
1 2 1 2 1 2 2 3 10 F/E R GND FIRE T1 37 203 / 22
Bus F1 48 / 16 FIRE 3 / 20
U 5 28V BUS F DETECTED C 11 . 2W
R 1 SD 26-11-00 HYD SOV OPENING
+ 28V SD 26-22-00
10A O
3410JE
C 418FT
FIRE EXT ENG 1 332 372
1111WB 2
649 166 / 18 226 / 18 198 / 18 / 20
1B 4 / 20 173 S V 42
E / 20 / 20
Bus F1 49 / 16 4 / 20 21 / 20 9 27
V 4 5 X A NO 337 417FT / 20
/ 20 115 / 20 Y 22 / 20 B C 11
+ 28V SOV 4 / 20 200 / 20
10A TRANSIT 44 10
ENGINE 1 ENGINE 3 APU BAG COMP ENGINE 2 R . COMP 72 / 18 199 / 18 / 20
+28V 11 . 2W 100 26 A18
CLOSE FIRE 1 T2 106
2A 5 / 20 43
ENG 1 SOV DETECTED C
R1000PM 174 116 / 20 O R4 371JN
115QD 951WZ SD 26-11-00 7 L F R802GP
J7 7 3C 130
GEN 1 OFF 6 Z D
Bus F1 47 / 22 / 20 SD 34-31-00 28V A DISCH O 4101FY
FIRE PANEL RH 18 9 1101WB 337 417FT EDPB3 SOV
2
R210WZ + 28V F/E 1 +12V SD 28-21-00
Legend Bus F1
J10 10 5A W
F/E
RED EDP B3 OPEN 14
155
19
97
C
G 175 / 20 10 / 18
336 410FT 1
649J / P GEAR CUT - OFF CONNECTOR + 28V
3D BATT . T1 35 / 18 3
4301FY
132 / 20
D
OPEN
5A 32 / 16 38 / 16 / 18
648J / P GEAR CUT - OFF CONNECTOR 1 45
4001WB
2
2
77 421FT T1
5000PC DISCH1 ENG1 G + 28V
372J / P RH / LH WIRING CUT - OFF CONNECTOR DISCH EDP A3 OPEN 12
151
25
152 17
363P LH BASIC ELEC / BATTERY CUT - OFF CONNECTOR ENG 1 - 3 SOV 2D
334 360FT
390JN
A18
39
FULL
121 A
CLOSE
70W
1 CTRL M
363J LH BASIC ELEC / BATTERY CUT - OFF CONNECTOR 715QD
3
363P 363J
335 7 135 34
136
398
2
4401FY
J3 A A BATT . 952WZ 360FT 4
338J / P RH FR33 BASIC ELEC CUT - OFF CONNECTOR Bus C 221 / 20 050 / 20 052 / 20 216 EDP A3 CLOSED 153 154
A18
104 / 22 GND
G 3 A 4 A DISCH PRAISE 3 3 P 12 26 18 H
337J / P LH FR33 BASIC ELEC CUT - OFF CONNECTOR + 28V 5A 28V FIN 4 217 4 383JN
F/E W 2 PRESSURE EXTINGUISH 218
336J / P RH FR33 BASIC ELEC CUT - OFF CONNECTOR +12V
TEST PLUG
5
219
5
4201FY
F/E 6 6 420WB 417FT
335J / P LH FR33 BASIC ELEC CUT - OFF CONNECTOR FIRE EXT ENG1 - 3 337 BOTTLE 4
4 94
B
363P 363J 1B 421FT GREEN 156 98
334J / P RH FR33 BASIC ELEC CUT - OFF CONNECTOR 715WB
B B BATT . 27 / 16 31 / 16 / 18
EDP B3 CLOSED 14 20 E
1 1
332J / P RH FR33 BASIC ELEC CUT - OFF CONNECTOR Bus C
H
222 / 16
3
051 / 16
G
053 / 16 1 954W2 2201WB T1
30 / 18 CLOSED
SYS B E3
/ 18
271J / P LH / RH CUT - OFF CONNECTOR + 28V 10A DISCH
3B
338
418FT GREEN
DISCH2 ENG1
134J / P LH / RH WIRING CUT - OFF CONNECTOR 4401FY 6 13 / 16 52 / 16 / 18
1 271 334 418FT
82 14 / 18
82J / P RH FR1 BASIC ELEC CUT - OFF CONNECTOR 1
960WZ
T1
/ 18
3
AA 204 205
143 161 TEST 2 37
77J / P LH FR1 BASIC ELEC CUT - OFF CONNECTOR TEST INFORMATION 60
144
53
162
13
A CLOSED DISCH1 ENG3
ENG3 DISCH1 BUTTON 3 65 18
76J / P RH FR1 BASIC ELEC CUT - OFF CONNECTOR ENG1 DISCH1 BUTTON 19 145 50
163
17
28V 1001WB
F/E R
4410JE COMPONENT PCB FIRE GND FIRE
DETECTED 337 417FT
A18 FULL
4301FY R 3 SD 26-11-00 1D 40
4210JE RELAY PCB 3 42 41
381JN 1
146 164 1 13 2 4301FY
3410JE COMPONENT PCB ENG3 DISCH2 BUTTON 3 51 11
1201WB 4
76

3110JE RELAY PCB 4

147 165 1A BATT .
335
419FT GREEN
3 P
EDP A1 OPEN 14
157
65
159
35
ENG1 DISCH2 BUTTON 17 52 10 BOTTLE 1
4401FY GENERIC I / O 4 MODULE 2 6 / 16 C 18 / 16 / 18 1
1 2B 17 / 18
4301FY GENERIC I / O 3 MODULE FCP ENG3 SHUT OFF SWITCH 54
220 28
223
11
T1
/ 18
3 4401FY
SOV 105QD 2 2
4201FY GENERIC I / O 2 MODULE 4101FY 77 TRANSIT
DISCH2 ENG3 158 160
3A +28V 648 EDP A1 CLOSED 14 64 36
4101FY GENERIC I / O 1 MODULE 3
148
CLOSE FIRE 3
3C 3
GREEN HEAD FAULT EXT4 60 14 DETECTED 7 / 20 23 / 20 NC
R802GP ENGINE 3 SYSTEM B SOV SD 26-11-00
6
8 / 20
W
24 / 20
A
4 149 961WZ 5 X B 4210JE
R801GP HYDRAULIC ENGINE 3 SYSTEM A SOV GREEN HEAD FAULT EXT2 60 15 GEN 3 OFF
SD 34-33-00
GND
BOTTLE 2 FULL C L801GP
A DISCH SD 26-22-00
L801GP HYDRAULIC ENGINE 1 SYSTEM A SOV 2D 28V
9 / 20
150 F/E W 1 +12V T3 C 11 . 2W A18 7 EDPA1 SOV
305QD BOOSTER PUMP 3 MANIFOLD DISCHARGE BOTTLE 4 19 9
F/E
112
8 23
101
105QD BOOSTER PUMP 1 MANIFOLD 211
2C O 372JN C
FCP ENG1 SHUT OFF SWITCH 54 7 C 24
398J EXT. 4 PRESSURE CTRL C / O CONNECTOR 649 39
/ 22
T1 131 / 20 D
OPEN
2
4201WB FIRE EXTINGUISHER 4 GREEN CARTRIDGE 4201FY 171 117 / 22
DISCH M E HYD SOV OPENING G + 28V
4001WB FIRE EXTINGUISHER 4 2A
1C
3 10 / 20 25 / 20 NO C
2201WB FIRE EXTINGUISHER 2 GREEN CARTRIDGE RED HEAD FAULT EXT 1 14
43 2 962WZ
11
/ 20 85 / 20
U
26 / 20
A
120 CLOSE
10 V B 4410JE A CTRL
1201WB FIRE EXTINGUISHER 1 GREEN CARTRIDGE 28V A DISCH
11 . 2W 70W M
12 / 20
1101WB FIRE EXTINGUISHER 1 RED CARTRIDGE 4101FY F/E
W 2 +12V
2B T2 C
O 185
172 F 47 A18
1001WB FIRE EXTINGUISHER 1 2
DISCH BAG COMP F/E 10
58
81 W 108
D 48 380JN 105 / 22 H GND
44 DISCH R. COMP 8 O 417FT 372
200WZ FIRE PANEL GREEN HEAD FAULT EXT 1 3 1 SD 26-22-00 12
102
177 / 22 224 SD 28-21-00 181 / 22 28 46 E
5000PM OVERHEAD PANEL 12
271 334 418FT
W 168
B
4201FY / 22 189 / 22
R1000PM RH FRONT SPDB DISCH
337
176 184
14 29
1D F 38
5000PC LH PPDB 4
45
/ 22
45 A18
CLOSED
DISCHARGE BOTTLE 1 12 10 179 188 107 SYS A E1
79 44 13 372JN
SD 26-11-00 134 128 / 22 180 / 22 R5
46 15

Figure 17
26-15A
WD262100AA1008

Extinguishers - Shut Offf Engine 1-3

 Legend
503J ENGINE 1 CUT - OFF CONNECTOR
502J ENGINE 3 CUT - OFF CONNECTOR
337J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR
76J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR
201EC THROTTLE CONTROL UNIT
4301FY GENERIC I/O 3 MODULE
4201FY GENERIC I/O 2 MODULE
4101FY GENERIC I/O 1 MODULE
200WZ FIRE PANEL

Figure 18
Engine 1 and 3 Fire Detection

26-15
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
5000PM
205QD
3D
SHUT OFF 230 134
19 SYS C TEMPERATURE SWITCH
C N-O
+PWR 4C 3803GP 2
BUS F BUS E SHUT OFF B
+28 BAT1 B2 A CLOSE 19 135
RH ESS LH ESS +28 BAT2
+PWR A18
B 275 4/20
A CLOSE 200WZ B 372JN T3 C C

3A C
955WZ 274
28V BUS F A OPEN
CLOSE 1C 1D 12V 1
SD 26-21-00 DC A CLOSED O

GREEN
DC E/F 648 >125 C
LIGHT PLATE 28V 3 136 28V D
CLOSE 15 28V E/F
14 20074 - E/F R GND FIRE
FIRE PANEL DIM 16 FIRE 3 191 202
HYDRAULICS DETECTED *G E
RED GREEN GREEN RED GREEN RED RED GREY + R 2 SD 26-12-00 414QD
18V 28V BUS E
133

*E
R1000PM SD 26-21-00 182
D3 V 124
SHOOT BOTTLE SHOOT BOTTLE SHOOT BOTTLE SHOOT BOTTLE 200 F
1 2 3 4311WB D2 D1 204JN
4 3C A18 181/20 100/20
1 2 1 2 1 2 1 2 3 FIRE EXT R. COMP J10 10 3B E3 U A
188/20 203/18 180/20 39/20
Bus F1 144 81/16 4 E2 E1 T B
*A 8 204/20
+28V 10A 3
334 262/18 M
2C
3211WB SOV TRANSIT 228
8 196 3
FIRE EXT BAG COMP C3 3 TO THREE WAYS MANIFOLD 136
24320081/22 185 197 183/20 37/20 A
Bus F1 145 80/16 CLOSE C2 C1 12 (302QD) SD 28-21-00 S N-C
W 1 2D 1001FW 184/20 38/20
+28V 10A 24320067/22 334J-50 T B
+ FIRE 2 3 GND TO GEN2 OFF 4210JE
ENG 2 START C

119/18
412QD

120/18
ABORT DETECTED +12V 24-32-00 2A 2A 418FT 649 330 3/20
+12V SD 26-12-00 E/F 2001WB 418FT T2 C

122
121
SD 80-01-20 FUEL 2

156/18
L1000PM E/F
ENGINE 3 BAG COMP 957WZ 956WZ GND BOTTLE B/U B3 201 241 9 139
ENGINE 1 APU ENGINE 2 R. COMP 41 A18 46
4 FULL ON 195 19 140
L210WZ A DISCH A DISCH SD 26-21-00 B2 B1 204JN 382JN 1 47
28V 28V A18 O
FIRE PANEL LH J4 4 1C E/F E/F 2 BOTTLE CLOSED
Bus E1 83 82/20 W 2 W 1 10 11 A3 3 2
V 3 229 198 APU SOV 372JN
Legend 5A 2110JE A2 A1 204JN OPENING P
418FT
4110JE 28-21-00

A18
210 A18 334

76
649J/P GEAR CUT-OFF CONNECTOR 215QD
ENG 2 SOV J1 1
A18
240
34
X2
X1
SD 49-11-00
272
4 269
267
803GP
2101WB
648J/P GEAR CUT-OFF CONNECTOR Bus E1 143 79/22 19
239
1 2 205
334 329 332
38 20
EDPC SOV

*B
KK
85/20 204JN

40
43
24 1 FIRE 2 & RED 22
418FT
381J/P GREY CARTRIDGE EXTING. 4 CUT-OFF CONNECTOR +28V 5A
DISCH DISCH
24320080/22
35
238
0N
209
FUEL 2 B/U
/18
29/18
1 APU
273 21 6
270 330 No
T1 3 DISCH 37 89
372J/P RH/LH WIRING CUT-OFF CONNECTOR 2111WB 18 104

173/18

175/18
/18 271 41 C
FIRE EXT APU J4 4 1B FIRE 2 & 2 5 O
418FT
363P LH BASIC ELEC/BATTERY CUT-OFF CONNECTOR Bus E1 141
N
77/16
8
1C FUEL 2 B/U
411QD HYD SYS C
+28V 10A 208/20 86 CLOSE
363J LH BASIC ELEC/BATTERY CUT-OFF CONNECTOR HI TEMP

101
6 A CTRL

99
APU SOV 4101WB 70W

224
4111WB
360P RH BASIC ELEC/BATTERY CUT-OFF CONNECTOR FIRE EXT ENG 2
+APU
FIRE DETECTED GEN APU OFF 206/20
A3
RED D7 168/20 M
SD 49-11-00 7 A2 A1 /18 G +28V
360J RH BASIC ELEC/BATTERY CUT-OFF CONNECTOR Bus E1 142
U 78/16 7
SD
B3 25/18
1
ENG 2
50
+28V 10A T1 3 49
338J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR 3D
135
B2 B1 /18
2
DISCH 1
417FT 418FT 380JN 94/20
H GND

24
25
112QD 231/20 4201FY C3
337J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR APU SOV J1 1 1D
8 T3
4 C2 C1
A18
330 418FT
336J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR

211
Bus E1 146 53/22 217 232/20 D3 96 Nc
13 6 7 T2 APU FUEL SOV CLOSED 49 4301WB B
+28V D2 D1 105 90
335J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR 5A 372 380JN 42 E

*N
SOV TRANSIT 1C 214 GREY C
X2 692020500 692020500 /18 A18 15
334J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR 233/20 1 176 179/20

213
6000PC CLOSE 8 T1 X1 29 14 T1 D
32/18 R. COMP 133
332J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR 615QD 360P 360J
336 FIRE 2 &
T1 3
DISCH 129
12
SYSC E2
ENG 2-APU SOV J3 3 A A 3D 3B 338 360FT /18 46 28
330J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR Bus D 147 243/18 4 16/18 72/18 953WZ 3
FUEL 2 B/U
30/16 47/16
A 2 128
13
G 46 5 50 167/22
329J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR +28V 10A ROUTE BATT A CLOSED
381
3101WB
45
HYD SOV OPEN
136J/P LH/RH WIRING CUT-OFF CONNECTOR 615WB
B
360P 360J 418FT
/18
RED M802GP
FIRE EXT ENG2-APU B R GND APU 20/16 0045/16 266/22
135J/P LH/RH WIRING CUT-OFF CONNECTOR Bus D 148 H 244/16
4 17/16 53
73/16 3 28V
FIRE
FIRE DETECTED
7 49
23/18
1
EDPB2 SOV
R APU SD 26-12-00 ENG 2
133J/P LH/RH WIRING CUT-OFF CONNECTOR +28V 10A ROUTE BATT E/F 1A
ROUTE BATT
335 363JB 363PB 421FT T1 3
DISCH 2

242/18
31/16 59/16 48/16 /18 4410JE
5
78J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR 4401FY A DISCH M 2 2
87 A
CLOSE
CTRL
78
77J/P LH FR1 BASIC ELEC CUT-OFF CONNECTOR 1
236 237
2C +12V
E/F +12V ROUTE BATT
24/16 51/16
/20
/20
42
/20 177/20
70W
54 19 E/F 3 60/16 9
76J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR FCP ENG2 SHUT-OFF SWITCH 51 L 4 3001WB /20
11
27 382JN
A18
H GND M
/20
4410JE COMPONENT PCB 3
77 2A 2B 337
383JN
A18
018 1 /20
44 10 163/20 G +28V
7 26 A18
4210JE RELAY PCB ENG2 DISCHARGE 2 BUTTON 40
59
19 61 8 9 49
21 2 BOTTLE 43
125/20
RED HEAD FAULT EXT2 19 3
4110JE RELAY PCB APU DISCHARGE BUTTON 60
DISCH
3A 334
418FT P
3
+28V LH ESSENTIAL 382JN
2110JE RELAY PCB 4 2 50 39
8
4301FY
60 63 76
1410JE COMPONENT PCB RED HEAD FAULT EXT3 15 17 3 959WZ 3D 336 410FT
4
109
101KP APU ECU 65 68
2B
A DISCH
+12V 6 26/16
50
46/16 EDPC2 SOV OPEN 37 72
14 6
1001FW EMERGENCY SWITCH BOX 64 67 28V R FIRE GND BAG COMP
E/F
418FT 372 3201WB
RED HEAD FAULT EXT4 47 15 5 E/F 360JB 360PB
4401FY GENERIC I/O 4 MODULE R
BAG FIRE DETECTED
SD 26-13-00 245/16
ROUTE BATT
248/16 246/16 247/16 /18
GREEN 4401FY
COMP 4 51 6 *R 2 2
4301FY GENERIC I/O 3 MODULE 4301FY
+12V 36/18 BAG 155
2 421FT T1 3 EDPC2 SOV CLOSED 37 73
4201FY GENERIC I/O 2 MODULE 149 66
E/F 1B 337 COMP
DISCH
GREY HEAD FAULT EXT4 60 16 7 33/16 52/16 /18
4101FY GENERIC I/O 1 MODULE 3 2 1
1D 4201FY
3803GP HYDRAULIC C TEMPERATURE SWITCH 150 57
4101FY
102QD 1
12 14 1
803GP ENGINE 2 SYSTEM C SOV 54 56
N O 268 17 SYS C HOT TEMP 2
330 418FT Nc
ENG2 DISCH1 BUTTON 19 13 13 DISCH APU FUEL SOV OPEN 49
M8002GP ENGINE 2 SYSTEM B SOV 55
11 58 12
EDPB2 SOV CLOSED 12 106 43 91 E
DISCHARGE BOTTLE 2 17 1
205QD BOOSTER PUMP 2 MANIFOLD 78 649
15/20 C
C
2D 1C T1 C 108
414QD ENGINE 2 SHUT-OFF RELAY ESS LH SUPPLY FAULT 19
4
154 55
153
20
958WZ
5
42/20 11/20
A
11, 2W
4101FY
330 418FT
B
No
P
102QD APU FUEL SOV GND TEST
SD 26-13-00
A DISCH 4 43/20
N
12/20
B
4
107
4201FY 1410JE 92
411QD ENGINE 2 SHUT-OFF RELAY 4
71
2B
+28 28V R FIRE GND R. COMP
GND BOTTLE 4
FULL
1D 255
22 23 D
OPEN O EDPB2 SOV OPEN 12 44 C
O
E/F
4301WB FIRE EXTINGUISHER 4 GREY CARTRIDGE DISCHARGE BOTTLE 3 60 4 FIRE EXT
ENG 1-3 R
REAR
COMP
FIRE DETECTED SD 26-21-00
SD 26-13-00 9 226
4 5
249
K
227
E T1
178/20
D
2A
4101WB FIRE EXTINGUISHER 4 RED CARTRIDGE REAR DISCH BUTTON 60
3
62
9
SD 26-21-00
+12V
44 250 13 SYSB E2
E/F +12V 11 39
3201WB FIRE EXTINGUISHER 3 GREEN CARTRIDGE E/F 257
38
20 21
R F
N C
648
3101WB FIRE EXTINGUISHER 3 RED CARTRIDGE 4101FY
1
3C
40/20 9/20
2
101KP
2 S A
3001WB FIRE EXTINGUISHER 3 GREEN HEAD FAULT EXT3 14 69
4 1
235/20 234/20
R
10/20 B 1B
111 117
2101WB FIRE EXTINGUISHER 2 RED CARTRIDGE 2 DISCH
C 45 4B FIRE/EMERGENCY STOP APU
70
2001WB FIRE EXTINGUISHER 2 BAG DISCH1 BUTTON 19 10 T2 14/20 C
200WZ FIRE PANEL CLOSED
11, 2W
O
5000PM OVERHEAD PANEL
R1000PM RH FRONT SPDB & WIRE CONNECTED DURING AIRCRAFT INSTALLATION WD262200AA4007
L1000PM LH FRONT SPDB
6000PC RH PPDB
Figure 19
Extinguishers Fuel Shut Off Engine 2 and APU 26-16A
Legend
549J APU HARNESS CUT - OFF CONNECTOR
532J ENGINE 2 CUT - OFF CONNECTOR
334J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR
76J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR
201EC THROTTLE CONTROL UNIT
4401FY GENERIC I/O 4 MODULE
4301FY GENERIC I/O 3 MODULE
4201FY GENERIC I/O 2 MODULE
200WZ FIRE PANEL

Figure 20
Engine 2 and APU Fire Detection

26-16
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Legend
752J BASIC/OPTION CUT - OFF CONNECTOR 206WG REAR SERVICING COMPARTMENT FIRE DETECTOR
651J/P GEAR CUT - OFF CONNECTOR 205WG BAGGAGE COMPARTMENT SMOKE DETECTOR
650J/P GEAR CUT - OFF CONNECTOR L214WG “FRONT TOILET SMOKE” CIRCUIT BREAKER
334J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR L204WG FRONT TOILET SMOKE DETECTOR
135J/P LH/RH WIRING CUT - OFF CONNECTOR 204WG AFT TOILET SMOKE DETECTOR
82J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR R203WG RH MLG BAY FIRE DETECTOR
81J/P LH FR1 BASIC ELEC CUT - OFF CONNECTOR L203WG LH MLG BAY FIRE DETECTOR
4401FY GENERIC I/O 4 MODULE 200WG FIRE PANEL
4301FY GENERIC I/O 3 MODULE R2000PM RH REAR SPDB
4201FY GENERIC I/O 2 MODULE R1000PM RH FRONT SPDB
4101FY GENERIC I/O 1 MODULE

Figure 21
Computer MLG Toilets Fire Detection
 EXTINGUISHER Component Chart
L5000PM Fire Panel Lighting Front Panel 715WB "FIRE EXT ENG1-3" Circuit Breaker 2001WB Fire Extinguisher 2
COCKPIT, OVERHEAD, Location: LH PPDB (5000PC) Location: F41-44, SERVICING COMP, RH (312)
Location:
FIRE AND CEILING PANELS REMOVED (228) Access: Frame 40 Center Lining (271RZ) S-Duct Lateral Upper Fairing (353CR),
Access: Passenger Door (PAX) References: Access: Servicing Compartment Door (MSD),
References: Description: It prevents damage to the Passenger Door (PAX)
Description: SDS 26-20-00 power supply line of the Fire Panel (200WZ). References:
Wiring Diagram: WD 26-22-00 Wiring Diagram: WD 26-21-00 Description: SDS 26-20-00
Removal/Installation: TASK 26-20-01-900-801 Removal/Installation: TASK 24-61-21-900-801 Wiring Diagram: WD 26-22-00
Removal/Installation: TASK 26-20-09-900-801
218WB Portable Fire Extinguisher 1 1001WB Fire Extinguisher 1
2101WB Fire Extinguisher 2 Red Cartridge
Location: F1-8, OVER COCKPIT FLOOR, LH (221) Location: F41-44, SERVICING COMP, RH (312)
Location: F41-44, SERVICING COMP, RH (312)
Access: Passenger Door (PAX) S-Duct Lateral Upper Fairing (353CR),
S-Duct Lateral Upper Fairing (353CR),
References: Access: Servicing Compartment Door (MSD),
Access: Servicing Compartment Door (MSD),
Description: SDS 26-20-00 Passenger Door (PAX)
Passenger Door (PAX)
Wiring Diagram: None References:
References:
Removal/Installation: TASK 26-20-15-720-801 Description: SDS 26-20-00
Description: SDS 26-20-00
Wiring Diagram: WD 26-21-00
Wiring Diagram: WD 26-22-00 and WD 77-32-20
418WB Portable Fire Extinguisher 2 Removal/Installation: TASK 26-20-09-900-801
Removal/Installation: TASK 26-20-13-900-801
F9-12, OVER CABIN FLOOR, LH
Location:
(241) 1101WB Fire Extinguisher 1 Red Cartridge
2111WB "FIRE EXT APU" Circuit Breaker
Access: Passenger Door (PAX) Location: F41-44, SERVICING COMP, RH (312)
Location: LH Front SPDB (L1000PM)
References: S-Duct Lateral Upper Fairing (353CR),
Access: Cockpit Lateral Lining No.5 (221XZ)
Description: SDS 26-20-00 Access: Servicing Compartment Door (MSD),
References:
Wiring Diagram: None Passenger Door (PAX)
Description: It prevents damage to the
Removal/Installation: TASK 26-20-15-720-801 References:
power supply line of the Fire Panel (200WZ).
Description: SDS 26-20-00 Wiring Diagram: WD 26-22-00
618WB Portable Fire Extinguisher 3
Wiring Diagram: WD 26-21-00
F33-40, BAGGAGE COMP, LH Removal/Installation: TASK 24-62-21-900-801
Location: Removal/Installation: TASK 26-20-13-900-801
(271)
2201WB Fire Extinguisher 2 Green Cartridge
Access: Passenger Door (PAX) 1111WB "FIRE EXT ENG 1" Circuit Breaker
Location: F41-44, SERVICING COMP, RH (312)
References: Location: RH Front SPDB (R1000PM) S-Duct Lateral Upper Fairing (353CR),
Description: SDS 26-20-00 Access: Cockpit Lateral Lining No.5 (222XZ) Access: Servicing Compartment Door (MSD),
Wiring Diagram: None References: Passenger Door (PAX)
Removal/Installation: TASK 26-20-15-720-801 Description: It prevents damage to the power supply line of References:
the Fire Panel (200WZ).
615WB "FIRE EXT ENG2-APU" Circuit Breaker Description: SDS 26-20-00
Wiring Diagram: WD 26-21-00
Location: RH PPDB (6000PC) Wiring Diagram: WD 26-21-00 and WD 77-32-10
Removal/Installation: TASK 24-62-21-900-801
Access: Frame 40 Center Lining (271RZ) Removal/Installation: TASK 26-20-13-900-801
References: 1201WB Fire Extinguisher 1 Green Cartridge 2211WG "FIRE EXT ENG 3" Circuit Breaker
Description: It prevents damage to the power supply line of Location: F41-44, SERVICING COMP, RH (312) Location: RH Front SPDB (R1000PM)
the Fire Panel (200WZ). S-Duct Lateral Upper Fairing (353CR), Access: Cockpit Lateral Lining No.5 (222XZ)
Wiring Diagram: WD 26-22-00 Access: Servicing Compartment Door (MSD), References:
Removal/Installation: TASK 24-61-21-900-801 Passenger Door (PAX)
Description: It prevents damage to the power supply line
References: of the Fire Panel (200WZ).
Description: SDS 26-20-00 Wiring Diagram: WD 26-21-00
Wiring Diagram: WD 26-21-00 and WD 77-32-10 Removal/Installation: TASK 24-62-21-900-801
Removal/Installation: TASK 26-20-13-900-801

26-17
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

EXTINGUISHER COMPONENT CHART (CONTINUED)

3001WB Fire Extinguisher 3 4101WB Fire Extinguisher 4 Red Cartridge 200WZ Fire Panel
Location: F41-44, SERVICING COMP, LH (311) Location: ENGINE 2 S-DUCT FAIRINGS (353) Location: COCKPIT, CEILING (227)
S-Duct Lateral Upper Fairing (353CR), S-Duct Lateral Upper Fairing (353CR), Cockpit Upper Lining No.4 (221GZ),
Access:
Access: Servicing Compartment Door (MSD), Access: Servicing Compartment Door (MSD), Passenger Door (PAX)
Passenger Door (PAX) Passenger Door (PAX) References:
References: References: Description: SDS 26-20-00
Description: SDS 26-20-00 Description: SDS 26-20-00 Wiring Diagram: WD 26-21-00, WD 26-22-00,
Wiring Diagram: WD 26-22-00 Wiring Diagram: WD 26-22-00 and WD 77-32-20 WD 77-32-10 and WD 77-32-20
Removal/Installation: TASK 26-20-09-900-801 Removal/Installation: TASK 26-20-13-900-801 Removal/Installation: TASK 26-20-01-900-801

3101WB Fire Extinguisher 3 Red Cartridge 4111WB "FIRE EXT ENG 2" Circuit Breaker 951WZ Engine 1 "DISCH 1" Switch/Light
Location: F41-44, SERVICING COMP, LH (311) Location: LH Front SPDB (L1000PM) COCKPIT, OVERHEAD, FIRE AND
Location:
S-Duct Lateral Upper Fairing (353CR), Access: Cockpit Lateral Lining No.5 (221XZ) CEILING PANELS REMOVED (228)
Access: Servicing Compartment Door (MSD), References: Cockpit Upper Lining No.4 (221GZ),
Access:
Passenger Door (PAX) Description: It prevents damage to the Passenger Door (PAX)
References: power supply line of the Fire Panel (200WZ). References:
Description: SDS 26-20-00 Wiring Diagram: WD 26-22-00 Description: SDS 26-20-00
Wiring Diagram: WD 26-22-00 and WD 77-32-20 Removal/Installation: TASK 24-62-21-900-801 Wiring Diagram: None
Removal/Installation: TASK 26-20-13-900-801 4201WB Fire Extinguisher 4 Green Cartridge Removal/Installation: TASK 26-20-00-710-801
3201WB Fire Extinguisher 3 Green Cartridge Location: ENGINE 2 S-DUCT FAIRINGS (353) 952WZ Engine 1 "DISCH 2" Switch/Light
Location: F41-44, SERVICING COMP, LH (311) S-Duct Lateral Upper Fairing (353CR),
COCKPIT, OVERHEAD, FIRE AND
S-Duct Lateral Upper Fairing (353CR), Access: Servicing Compartment Door (MSD), Location:
CEILING PANELS REMOVED (228)
Access: Servicing Compartment Door (MSD), Passenger Door (PAX) Cockpit Upper Lining No.4 (221GZ),
Passenger Door (PAX) References: Access:
Passenger Door (PAX)
References: Description: SDS 26-20-00
References:
Description: SDS 26-20-00 Wiring Diagram: WD 26-21-00 Description: SDS 26-20-00
Wiring Diagram: WD 26-22-00 and WD 77-32-10 Removal/Installation: TASK 26-20-13-900-801
Wiring Diagram: None
Removal/Installation: TASK 26-20-13-900-801 4301WB Fire Extinguisher 4 Grey Cartridge Removal/Installation: TASK 26-20-00-710-801
Location: ENGINE 2 S-DUCT FAIRINGS (353) 953WZ "FIRE APU" Switch/Light
3211WB "FIRE EXT BAG COMP" Circuit Breaker
S-Duct Lateral Upper Fairing (353CR), COCKPIT, OVERHEAD, FIRE AND
Location: RH Front SPDB (R1000PM) Location:
Access: Servicing Compartment Door (MSD), CEILING PANELS REMOVED (228)
Access: Cockpit Lateral Lining No.5 (222XZ)
Passenger Door (PAX) Cockpit Upper Lining No.4 (221GZ),
References: Access:
References: Passenger Door (PAX)
Description: It prevents damage to the
Description: SDS 26-20-00
power supply line of the Fire Panel (200WZ). References:
Wiring Diagram: WD 26-22-00 Description: SDS 26-20-00
Wiring Diagram: WD 26-22-00
Removal/Installation: TASK 26-20-13-900-801 Wiring Diagram: None
Removal/Installation: TASK 24-62-21-900-801
4311WB "FIRE EXT R. COMP" Circuit Breaker Removal/Installation: TASK 26-20-01-720-801
4001WB Fire Extinguisher 4
Location: RH Front SPDB (R1000PM) 954WZ "FIRE TEST" Pushbutton
Location: ENGINE 2 S-DUCT FAIRINGS (353)
Access: Cockpit Lateral Lining No.5 (222XZ) COCKPIT, OVERHEAD, FIRE AND
S-Duct Lateral Upper Fairing (353CR), Location:
References: CEILING PANELS REMOVED (228)
Access: Servicing Compartment Door (MSD),
Description: It prevents damage to the Cockpit Upper Lining No.4 (221GZ),
Passenger Door (PAX) Access:
power supply line of the Fire Panel (200WZ). Passenger Door (PAX)
References:
Wiring Diagram: WD 26-22-00
Description: SDS 26-20-00 References:
Removal/Installation: TASK 24-62-21-900-801 Description: SDS 26-20-00
Wiring Diagram: WD 26-21-00 and WD 77-32-10
Removal/Installation: TASK 26-20-09-900-801 Wiring Diagram: None
Removal/Installation: TASK 26-20-00-710-801
955WZ "FIRE 2" Switch/Light 960WZ "FIRE 3" Switch/Light
COCKPIT, OVERHEAD, FIRE AND COCKPIT, OVERHEAD, FIRE AND
Location: Location:
CEILING PANELS REMOVED (228) CEILING PANELS REMOVED (228)
Cockpit Upper Lining No.4 (221GZ), Cockpit Upper Lining No.4 (221GZ),
Access: Access:
Passenger Door (PAX) Passenger Door (PAX)
References: References:
Description: SDS 26-20-00 Description: SDS 26-20-00
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 26-20-00-710-801 Removal/Installation: TASK 26-20-00-710-801

956WZ Engine 2 "DISCH 1" Switch/Light 961WZ Engine 3 "DISCH 1" Switch/Light
COCKPIT, OVERHEAD, FIRE AND COCKPIT, OVERHEAD, FIRE AND
Location: Location:
CEILING PANELS REMOVED (228) CEILING PANELS REMOVED (228)
Cockpit Upper Lining No.4 (221GZ), Cockpit Upper Lining No.4 (221GZ),
Access: Access:
Passenger Door (PAX) Passenger Door (PAX)
References: References:
Description: SDS 26-20-00 Description: SDS 26-20-00
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 26-20-00-710-801 Removal/Installation: TASK 26-20-00-710-801

957WZ Engine 2 "DISCH 2" Switch/Light 962WZ Engine 3 "DISCH 2" Switch/Light
COCKPIT, OVERHEAD, FIRE AND COCKPIT, OVERHEAD, FIRE AND
Location: Location:
CEILING PANELS REMOVED (228) CEILING PANELS REMOVED (228)
Cockpit Upper Lining No.4 (221GZ), Cockpit Upper Lining No.4 (221GZ),
Access: Access:
Passenger Door (PAX) Passenger Door (PAX)
References: References:
Description: SDS 26-20-00 Description: SDS 26-20-00
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 26-20-00-710-801 Removal/Installation: TASK 26-20-00-710-801
-
958WZ "FIRE REAR COMP" Switch/Light
COCKPIT, OVERHEAD, FIRE AND
Location:
CEILING PANELS REMOVED (228)
Cockpit Upper Lining No.4 (221GZ),
Access:
Passenger Door (PAX)
References:
Description: SDS 26-20-00
Wiring Diagram: None
Removal/Installation: TASK 26-20-00-710-801
959WZ "FIRE BAG COMP" Switch/Light
COCKPIT, OVERHEAD, FIRE AND
Location:
CEILING PANELS REMOVED (228)
Cockpit Upper Lining No.4 (221GZ),
Access:
Passenger Door (PAX)
References:
Description: SDS 26-20-00
Wiring Diagram: None
Removal/Installation: TASK 26-20-00-710-801

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