F900EX EASY 02-36-00
ATA 36 PNEUMATIC
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT91832 ISSUE 4
02-36 ATA 36 PNEUMATIC
02-36-00 TABLE OF CONTENTS
02-36-05 GENERAL
Introduction
Sources
02-36-10 DESCRIPTION
Introduction
Main sub-systems
Distribution
02-36-15 CONTROL AND INDICATION
Control
Indication
02-36-20 SYSTEM PROTECTION
Introduction
Circuit breakers
Main protection
02-36-25 NORMAL OPERATION
Introduction
In-flight operation without anti-ice
02-36-30 ABNORMAL OPERATION
Introduction
BLEED 1 overheat
CAS messages
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02-36-00 F900EX EASY
ATA 36 PNEUMATIC
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TABLE OF CONTENTS
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F900EX EASY 02-36-05
ATA 36 PNEUMATIC
CODDE 1 PAGE 1 / 4
GENERAL
DGT91832 ISSUE 4
INTRODUCTION
The pneumatic system on the Falcon 900EX EASy uses engine and APU bleed air as a high
and low pressure energy source for the air-conditioning, cabin and fuel and potable water
tanks pressurization, and ice and rain protection system.
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ATA 36 PNEUMATIC
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GENERAL
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FIGURE 02-36-05-00 FLIGHT DECK OVERVIEW
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ATA 36 PNEUMATIC
CODDE 1 PAGE 3 / 4
GENERAL
DGT91832 ISSUE 4
SOURCES
ON GROUND IN-FLIGHT
Bleed air from APU compressor discharge
Low and high-pressure bleed air supplied from
Low and high pressure bleed air supplied from engines No 1, 2 and 3:
engines No 1, 2 and 3 if running:
- LP supplied from the last stage of LP
- LP supplied from the last stage of LP compressor section
compressor section
- HP supplied from HP compressor
- HP supplied from HP compressor discharge
discharge
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02-36-05 F900EX EASY
ATA 36 PNEUMATIC
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GENERAL
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ATA 36 PNEUMATIC
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DESCRIPTION
DGT91832 ISSUE 4
INTRODUCTION
The bleed air is divided into two categories, engine and APU bleed air.
The engine bleed air is supplied from the LP and HP compressors of all three engines. The
bleed air from the APU is supplied, on the ground only, from a plenum surrounding the
combustor.
FIGURE 02-36-10-00 ENGINE BLEED AIR PORTS
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ATA 36 PNEUMATIC
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DESCRIPTION
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MAIN SUB-SYSTEMS
LP BLEED AIR
The main bleed-air sources for LP air are located on the inboard side of No 1 and No 3 and
the left side of No 2 engine bleed ports.
An auxiliary outboard bleed port on the No 1 and No 2 engines provides fuel tank
pressurization.
The outboard bleed port of the No 3 engine is not used.
HP BLEED AIR
The main sources for HP bleed air is through manifold-equipped bleed ports on each
engine. The auxiliary bleed-air sources are single bleed ports located on the upper
centerline of each engine. They provide the air intake anti-ice system with hot air.
BLEED-AIR SYSTEM CONTROL
All three engine HP bleed-air valves are identical. They consist of electrical driven butterfly
valves, controlled by the BASC (Bleed-Air System Computer) in the automatic mode.
This computer, which is redundantly powered on the monitoring side, receives inputs from
temperature and pressure sensors located throughout the pneumatic system, valve position
indicators, air data system, ground-flight relay system, wing and No 2 engine anti-ice
pushbuttons and the HP valve pushbutton.
Using the inputs provided, the BASC regulates the HP valves position and controls warning
circuits associated with bleed-air system malfunctions. The BASC also gives an order to
close to the corresponding HP valve for each engine start.
Valve position is modulated to supply a required pressure throughout the pneumatic system,
ensuring that the bleed-air requirements of the air-conditioning, pressurization, and the wing
and engine anti-ice systems are satisfied.
In case of air conditioning requirements without anti-ice, the BASC opens the HP valves to
70% max. For air conditioning requirements with anti-ice, the BASC can open the HP valves
up to 100%. If the WINGS ORIDE pushbutton is selected, the BASC automatic control of
HP1 and HP3 is overridden and the valves are fully open. If ENG 2 ORIDE pushbutton is
selected, the BASC control of HP 2 is overridden and the valve is fully open. The override
position of the anti-ice pushbuttons are only used in case of BASC failure.
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F900EX EASY 02-36-10
ATA 36 PNEUMATIC
CODDE 1 PAGE 3 / 4
DESCRIPTION
DGT91832 ISSUE 4
ENGINE LP + HP BLEED-AIR MIXING
At the outlet of each engine, airflow from the main LP and HP ports are mixed by venturi-
action. The resulting pressure is greater than LP bleed-air pressure. The mixed airflow
supplies a common bleed air manifold. Bleed air back flow from an operating engine to an
inoperative engine, an engine with a lower power setting, or injection of HP bleed air into the
LP bleed-air system is prevented by check valves. LP bleed air (from main or auxiliary
sources) is available upon operation of any engines. There are no LP bleed-air shut-off
valves.
APU BLEED AIR
When the airplane is on the ground, the bleed air from the APU can supply the common
bleed-air manifold and be used to operate the air-conditioning system. APU bleed air also
supplies the pressurization jet pump controlling the cabin outflow valves and water tank
pressurization.
MANIFOLD
The manifold supplies a mixture of HP and LP air to the pilot and passenger air-conditioning
systems as well as to the wing and No 2 engine S-duct anti-icing systems. An auxiliary LP
port on engines No 1 and 2 feeds the fuel tank pressurization system. Three auxiliary HP
ports feed the anti-icing systems of the No 1, 2 and 3 engine air intakes. Pressurization jet
pump and wastewater lines are supplied by HP air from the No 1 and 2 engines and the
APU.
The manifold can be divided into two separate subsystems by means of an electrically
motor-operated isolation valve. The valve is normally selected open as long as no fault
(leakage, smoke, ...) is detected in either of the subsystems. One side of the isolation valve
is connected to the No 1 and No 3 engines and supplies compressed air to the cockpit and
baggage compartment air-conditioning and the wing anti-icing systems. The other side is
connected to the No 2 engine and supplies the passenger cabin air-conditioning and the S-
duct anti-icing systems.
ISOLATION VALVE
The ISOL rotary switch, located on the BLEED AIR overhead panel, controls the electrically
operated isolation valve. When the isolation valve is closed, the manifold is divided into two
separate systems. One system receives bleed air from the No 1 and No 3 engines and the
other system receives bleed air from the No 2 engine or from the APU (when the airplane is
on the ground).
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ATA 36 PNEUMATIC
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DESCRIPTION
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APU BLEED VALVE
The APU bleed valve is controlled by the APU pushbutton located on the BLEED AIR
overhead panel. When it is open, APU bleed air supplies the pneumatic system.
If the APU pushbutton is switched to AUTO position, the APU bleed valve is fully open as
long as:
- the APU is in operation,
- the T5 limit is not reached,
- the Power Lever Angle (PLA) is below 54.
When the APU pushbutton is switched to OFF position, the APU bleed valve is closed
regardless of engine speed or electrical signals received from the APU electronic control
unit.
DISTRIBUTION
FIGURE 02-36-10-01 BLEED AIR SYSTEM GENERAL
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ATA 36 PNEUMATIC
CODDE 1 PAGE 1 / 6
CONTROL AND INDICATION
DGT91832 ISSUE 4
CONTROL
The bleed air panel, located within the overhead panel, controls engine and APU bleed valves
and isolation valves for the CABIN, COCKPIT and BAG compartments. An isolation rotary
switch can also isolate the bleed air manifold into two independent manifolds in the event of a
failure.
FIGURE 02-36-15-00 OVERHEAD BLEED AIR CONTROL PANEL
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ATA 36 PNEUMATIC
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CONTROL AND INDICATION
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SYNTHETIC TABLE
TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE
Automatic
mode
Pushbutton
Automatic
mode with
WINGS
When pushed, overrides the ORIDE
BASC and closes the for HP1 or
corresponding HP1, HP2 or HP3,
HP3 valves ENG 2
ORIDE
for HP2
Status light
Push OFF
Pushbutton
Automatic
mode
Activates the automatic
operation of the APU bleed
valve when the APU is in
operation. The valve position is
also controlled by the APU
computer and Power Lever
Angle micro switches
Push OFF
Status light
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ATA 36 PNEUMATIC
CODDE 1 PAGE 3 / 6
CONTROL AND INDICATION
DGT91832 ISSUE 4
TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE
Automatic
mode
Status light
Pushbutton
In automatic mode,
automatically controls the cabin
conditioning valve.
In ON position, opens the Push ON
CABIN conditioning valve.
In OFF position, closes the
CABIN conditioning valve
Status light
Push OFF
Status light
Horizontal
position
Controls the isolation valve
which isolates the two sides of
the bleed air manifold
Vertical
Rotary position
switch
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ATA 36 PNEUMATIC
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CONTROL AND INDICATION
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TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE
Automatic
mode
Status light
Pushbutton
In automatic mode,
automatically controls the
cockpit conditioning valve.
In ON position, opens the Push ON
CKPT conditioning valve
In OFF position, closes the
CKPT conditioning valve
Status light
Push OFF
For more information, refer to CODDE 1 / Chapter 02 / ATA 21
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ATA 36 PNEUMATIC
CODDE 1 PAGE 5 / 6
CONTROL AND INDICATION
DGT91832 ISSUE 4
INDICATION
BLEED AIR SYNOPTIC
Bleed air indications are displayed on the MDU BLD synoptic.
Cabin air conditioning valve Isolation valve Crew air conditioning valve
LH manifold HP valve RH manifold
FIGURE 02-36-15-01 BLD SYNOPTIC
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ATA 36 PNEUMATIC
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CONTROL AND INDICATION
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COLOR SYMBOLOGY
FIGURE 02-36-15-02 COCKPIT SYMBOL COLOR CODE
FIGURE 02-36-15-03 VALVE SYMBOL COLOR CODE
FIGURE 02-36-15-04 FLOW LINE COLOR CODE
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ATA 36 PNEUMATIC
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT91832 ISSUE 4
INTRODUCTION
The pneumatic system is protected by conventional trip-free circuit breakers located above
the overhead panel and by an overheat protection.
CIRCUIT BREAKERS
FIGURE 02-36-20-00 BLEED AIR CIRCUIT BREAKERS
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ATA 36 PNEUMATIC
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SYSTEM PROTECTION
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MAIN PROTECTION
OVERHEAT
To prevent any bleed air duct overheating (335C), at a duct temperature of 305C, the
BASC starts to close the associated HP valve.
In the event of crew or passenger duct temperature exceeding 335C, the BLEED ..
OVERHEAT CAS message is displayed.
In this case, the OFF position of the HP pushbutton overrides the BASC automatic control of
the valve and activates the valve motor to the closed position.
ENGINE START
If during an engine start with N2 less than 45%, the associated HP valve does not
automatically close, HP .. FAIL is displayed within CAS-window. In this
case, the OFF position of the HP pushbutton overrides the BASC automatic control of the
valve and activates the valve motor to the closed position.
For more information, refer to CODDE 2 / ABNORMAL PROCEDURES / ATA 36.
APU
The APU electronic control unit monitors valve operation so that the APU T5 limit is not
exceeded (APU bleed valve is fully open as long as the T5 limit is not reached). When at
least one power lever is advanced, the APU bleed valve automatically closes.
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F900EX EASY 02-36-25
ATA 36 PNEUMATIC
CODDE 1 PAGE 1 / 2
NORMAL OPERATION
DGT91832 ISSUE 4
INTRODUCTION
In the following, typical normal situation has been selected to help the crew to understand the
symbols provided in the various panels and displays.
IN-FLIGHT OPERATION WITHOUT ANTI-ICE
FIGURE 02-36-25-00 BLEED AIR OVERHEAD PANEL
FIGURE 02-36-25-01 BLD SYNOPTIC
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ATA 36 PNEUMATIC
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NORMAL OPERATION
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ATA 36 PNEUMATIC
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ABNORMAL OPERATION
DGT91832 ISSUE 4
INTRODUCTION
In the following, abnormal situation has been selected to help the crew to understand the
EASy symbols provided in the various panels and displays.
BLEED 1 OVERHEAT
ABNORMAL STATUS
FIGURE 02-36-30-00 BLD SYNOPTIC PAGE
CONTEXT RESULT
BLEED 1 OVERHEAT CAS message
BASC fails to close the HP 1 valve + light on
Flow line and HP 1 valve in amber
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ATA 36 PNEUMATIC
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ABNORMAL OPERATION
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AFTER PROCEDURE COMPLETE
FIGURE 02-36-30-01 HP1 PUSHBUTTON SET TO OFF
FIGURE 02-36-30-02 BLD SYNOPTIC PAGE WITH HP1 OFF
ACTION RESULT
HP1 closes
Corresponding HP pushbutton pushed to Status light amber OFF
set OFF
HP1 valve and line in gray, OFF label
displayed in amber
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ATA 36 PNEUMATIC
CODDE 1 PAGE 3 / 4
ABNORMAL OPERATION
DGT91832 ISSUE 4
CAS MESSAGES
CAS MESSAGE DEFINITION
BLEED APU APU bleed air valve is not closed after take-off
BLEED .. OVERHEAT Overheating detected in engine (1/2/3) bleed air port
BLEED OVERHEAT Overheating detected without engine identification
HP .. FAIL HP (1/2/3) is failed open
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02-36-30 F900EX EASY
ATA 36 PNEUMATIC
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ABNORMAL OPERATION
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