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Premier Aircraft LLC

Last Updated 9/17/2007

DifferencesManual

DifferencesManual

DifferencesManual

DifferencesManual

UPGRADE DIFFERENCES


NOTICE

This document is intended to provide an overview of the modifications to Falcon 50 airplanes when Premier Aircraft LLC STC ST01951LA is installed.

The material presented herein is based on information obtained from the OEM’s Pilot and Maintenance Manuals, and from the STC installer. At the time of “Last Updated” it contained then current information. Subsequent OEM or FAA data shall take precedence.

UPGRADE DIFFERENCES


TABLE OF CONTENTS

5 • TFE 731-4-1C LIMITATIONS 11

• BLEED AIR SYSTEM 15

• ANTI-ICE SYSTEM 15

• ELECTRICAL SYSTEM 16

• FUEL SYSTEM 16

• HYDRAULIC SYSTEM 18

• 14 CFR PART 36 NOISE 19

UPGRADE DIFFERENCES


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UPGRADE DIFFERENCES


TFE 731-4-1C

The Premier Aircraft, LLC Mystere-Falcon 50 Dash 4 engine upgrade converts the existing Honeywell TFE 731-3/3D-1C Turbo Fan Engines to TFE 731-4-1C Turbo Fan Engines. The TFE 731-4-1C engine features a 3.3% reduction in thrust specific fuel consumption (TSFC) and a 13.7% increase in thrust at cruise altitude, and is designed to provide increased performance, and improved durability/reliability and maintainability.

The TFE 731-3/3D-1C to TFE 731-4-1C conversion is accomplished in accordance with Honeywell Service Bulletin TFE 731-72-3703. N1 DEECs, installed in accordance with STC ST01007CH-D, are required to accomplish the TFE 731-4-1C conversion.

TFE 731-4-1C design improvements include:

• Aerodynamically Enhanced Fan

• Improved Fan Gearbox

• Improved 4th Stage LPC Seal

• High Technology HP Compressor

• Enhanced HP and LP Turbines

4th Stage LPC Disc & Seal

TFE731-3-1C

Low Solidity Stator1.62 PR Fan Ass’y

TFE731-4-1C

TFE731-5 Combustor System

TFE731-5B HPT Ass’y

TFE731-5 HPC/Deswirl

Helical Fan Gear Box

TFE731-5B LPT Ass’y

N1 DEEC Control

4th Stage LPC Disc & Seal

TFE731-3-1C

Low Solidity Stator1.62 PR Fan Ass’y

TFE731-4-1C

TFE731-5 Combustor System

TFE731-5B HPT Ass’y

TFE731-5 HPC/Deswirl

Helical Fan Gear Box

TFE731-5B LPT Ass’y

N1 DEEC Control

UPGRADE DIFFERENCES


TFE 731-4-1C design improvements include (cont.):

• New compound exhaust nozzles

Modified Existing Fan Duct inner Skins

Replace long co-annular core pipe with new short Compound Core Nozzle

No change to aircraft aft body

Modified Existing Fan Duct inner Skins

Replace long co-annular core pipe with new short Compound Core Nozzle

No change to aircraft aft body

Engine specifics:

• Engine weight, including the N1 DEEC, is increased by 68 lb

• Take-off thrust, flat rated by the N1 DEEC, is 3,700 lb (S.L., Static) up to 32.8ºC (i.e., ISA+17.8ºC)

• Maximum cruise thrust at 40,000 feet, M0.80 is 929 lb

• The TSFC is 0.518 lb/lb/hr (Takeoff, S.L., Static) and 0.796 lb/lb/hr (40,000 feet, M0.80)

• N1 DEECs are upgraded with TFE 731-4-1C power set tables

UPGRADE DIFFERENCES


Improved engine maintenance intervals:

TFE 731-3-1C TFE 731-4-1C

• MPI: 1,400 hrs • MPI: 2,500 hrs

• CZI: 4,200 hrs • CZI: 5,000 hrs

DIGITAL ELECTRONIC ENGINE CONTROL

Each DEEC is controlled by a two position ON/OFF switch and a SPR push button. The ON position will provide normal DEEC operation. The OFF position will provide HMU overspeed protection (flyweight governor) only.

The Start Pressure Regulator (SPR) push button function is deactivated with the N1 DEEC installation. Fuel enrichment during cold weather engine starts is now automatically controlled by the DEEC. Now, the SPR switch has two DEEC functions:

• Pilot Event Switch for the Engine Condition Trend Monitoring System (ECTM)

• Powered Manual Mode Enable Switch

DEEC switch:

• ON: all DEEC functions available

• ON – powered manual mode enabled: ultimate overspeed protection and fault monitoring available

(During a powered manual mode start with required DEEC parameters met, an overspeed shutoff test will be accomplished at 40% N2. Test is indicated by a momentary drop in fuel flow at 40% N2.)

• OFF: no DEEC functions available, HMU limiting is available

(HMU limiting at 105% N2)

SPR push button:

• Pilot Event switch (momentary activation of the SPR switch will record pertinent data in the DEEC’s ECTM data buffer)

• Powered Manual Mode enable switch (depressed while cycling the DEEC switch OFF then ON sets powered manual mode)

UPGRADE DIFFERENCES


DEEC I/O

INPUTS OUTPUTS

From the engine/HMU:

• N1, N2, ITT, Pt2, Tt2

• PLA

From DEEC static pressure ports: (located in the rear equipment bay)

• Ps0 (With a Ps0 input all DEEC power settings are corrected for Mach number)

⇒ HMU torque motor

⇒ Surge bleed valve (1/3 or full open)

⇒ IGN control/start termination (Start termination N2=45%)

⇒ Auto start enrichment (ITT<200º C, N2<35%)

⇒ N1, N2 overspeed protection (~107% N1, ~109% N2)

⇒ ITT limiting (Fuel flow regulated so ITT won’t exceed 924ºC at max climb PLA or 952ºC at takeoff PLA)

⇒ Determination of N1 for takeoff, climb, max cruise and flight idle

⇒ RS422 data bus for data download

DEEC POWERED MANUAL MODE

When a fault transfers the DEEC to manual mode Ultimate Overspeed protection remains available as long as the DEEC switch remains ON. If engine operational stability does not permit the DEEC switch to remain ON only HMU overspeed protection (flyweight governor) will be available. It is possible to regain Ultimate Overspeed protection by accomplishing the following procedure:

• Place the DEEC switch in the OFF position,

• Depress and hold the SPR switch,

• Place the DEEC switch in the ON position,

• Continue to hold the SPR switch for 3 to 5 seconds and then release. The CMPTR… annunciator will remain illuminated (in flight – steady, on ground – flashing then steady). The DEEC is now in powered manual mode.

To dispatch the airplane with one DEEC inoperative that DEEC must be placed in powered manual mode and then an automatic overspeed test must be successfully accomplished during the powered manual mode engine start. During the start, fuel is interrupted briefly at 40% N2 by automatic activation of the DEEC overspeed solenoid. A slight N2 RPM droop will be observed followed by normal engine acceleration. The slight N2 RPM droop must be confirmed visually on the engine instruments.

NOTES

A Ferry Permit is required to dispatch an airplane with one DEEC inoperative.

The airplane must be operated in accordance with ANNEX 3 or ANNEX 5 of the Honeywell Digital Electronic Engine Controls (DEEC) AFM Supplement, Doc. No. AFMS220, Rev. B (or later approved revision).

UPGRADE DIFFERENCES


DEEC and rigging functions associated with POWER LEVER ANGLE:

• PLA -2º to 5º: The HMU fuel cutoff and min travel hard stop

• PLA 20º: The HMU rigging pin location and idle hard stop

• PLA 20º to 26º Idle power range: The DEEC varies N1 to meet a thrust schedule based on ambient conditions. Idle thrust varies between approximately 210 and 310 lb. (corrected for Mach number and limited by the underspeed governor).

• PLA 64º to 66º: Bleed surge valve closes with increasing PLA and opens with decreasing PLA

• PLA 90º to 95º, Cruise power: The DEEC sets N1 for maximum cruise for the current ambient conditions (Pt2, Tt2, Ps0) corrected for Mach number

• PLA 100º to 105º, Climb power: The DEEC sets N1 for climb based on ambient conditions (Pt2, Tt2, Ps0) corrected for Mach number.

• PLA 107º, ITT (T5) limiter reset: When the power levers are ≤107º PLA the DEEC resets the ITT limiter 28ºC (952ºC to 924ºC). Regardless of power lever position, the DEEC ramps the ITT limiter 28ºC (952ºC to 924ºC) between 15,000 feet and 20,000 feet.

• PLA 117º to 122º: Take-off power range: The DEEC sets N1 for take-off based on ambient conditions (Pt2, Tt2, Ps0) corrected for Mach number. Since take-off N1 is a minimum N1 the DEEC will schedule N1 0.25% to 0.75% above take-off N1. This, to assure take-off performance is achieved.

• PLA 120º to 122º: The HMU max PLA hard stop

• Intermediate PLAs: At all other PLAs, thrust is set proportional to power lever position corrected for ambient conditions

ENGINE CONDITION TREND MONITORING

Using imbedded ECTM software, the DEEC continuously monitors the necessary engine parameters during engine operation and periodically stores those data in data buffers within the DEEC. At anytime following engine start, if the pilot observes abnormal engine operation, a momentary activation of the SPR switch for the corresponding engine will record pertinent data in the DEEC data buffer. Using a laptop with TFE-731 ECTM Data Downloader software, the data buffers can be downloaded for evaluation of engine usage and determination of required maintenance actions.

When an event occurs that requires an ECTM data download or when the ECTM data buffers are full a slowly flashing CMPTR 1, CMPTR 2 or CMPTR 3 annunciator will illuminate on the ground after engine shutdown.

Honeywell recommends downloading ECTM data every three flights for optimum performance trend data. Sufficient ECTM data buffer capacity exists to store data for 50 flights.

UPGRADE DIFFERENCES


THRUST REVERSER

The thrust reverser control lever mechanical stop is set at 79º PLA (measured on the #2 power lever potentiometer). This setting equates to a maximum reverse thrust N1

setting of approximately 80% N1.

Fan stall may occur at full reverse thrust particularly when operating at colder ambient temperatures. If fan stall, characterized by an audible “chugging”, occurs reduce N1 by 5%.

INSTRUMENT MARKINGS

Instrument Graduation limits Range colors Operating ranges

POWER PLANT:

N1 indicator

ITT indicator

N2 indicator

Oil temperature/ pressure indicator

0/110%

0/960ºC

0/110%

0/150ºC

0/70 psi

Amber Green

Red radial

Green Amber

Red radial

Amber Green

Red radial

Green Amber

Red Red radial

Red radial Amber Green Amber

Red radial

25 to 35% 35 to 101.5%

101.5%

230 to 924ºC 924 to 952ºC

952ºC

52 to 61% 61 to 100%

100%

30 to 127ºC 127 to 140ºC 140 to 149ºC

149ºC

25 psi 25 to 38 psi 38 to 46 psi 46 to 55 psi

55 psi

UPGRADE DIFFERENCES


LIMITATIONS

Thrust Rating (Uninstalled, Sea Level, IAS)

• Takeoff

• Maximum Continuous

3,700 lb (1,649 daN)

3,700 lb (1,649 daN)

Thrust Setting

• The engine low pressure rotor speed N1 is used as the thrust setting parameter.

• Takeoff and maximum continuous thrust must be based on the N1 values given in the Falcon 50-4 AFM Supplement, section 5.

Maximum Engine Rotor Speeds (N1 and N2) N1 N2

• Takeoff/Max. Cont.

• Transient (5 sec. max.)

101.5%

103%

100%

103%

100% N1 = 21,000 RPM -- 100% N2 = 29,989 RPM

Maximum Interstage Turbine Temperature (ITT)

• Start (Gnd. or Air)

Transient (10 sec. max)

• Takeoff (5 min. max.)

• Maximum continuous

• Maximum cruise

952ºC

974ºC

952ºC

924ºC

924ºC

Starting Times

Ground start

• From 10% N2 to light off

• From light off to idle

Windmilling airstart

• From initial ff N2 to 60% N2

Starter assisted airstart

• From initial ff N2 to 60% N2

10 sec. maximum

60 sec. maximum

45 sec. maximum

45 sec. maximum

UPGRADE DIFFERENCES


LIMITATIONS

Oil Pressure

Thrust setting Minimum Pressure Maximum Pressure

• Takeoff, climb or max. cont.

38 psi 46 psi

• Idle 25 psi 46 psi

• Transient 55 psi < 3 min.

OIL 1 OIL 2 OIL 3OIL 1 OIL 2 OIL 3OIL 1 OIL 2 OIL 3OIL 1 OIL 2 OIL 3 illuminate for an oil pressure <25 psi

Oil Temperature

• Sea level to 30,000 feet

• Above 30,000 feet

• Transient (all altitudes)

• Minimum for ground start

• Minimum for initiating take-off, and continuous operation

127ºC maximum

140ºC maximum

149ºC maximum < 2 min.

-54ºC

30ºC

Fuel Control Computers

• Engine fuel control computers must be operative for takeoff.

• Dispatch is not permitted with a rapidly flashing CMPTR 1, CMPTR 2 or CMPTR 3 annunciator (one flash per second).

Thrust Reverser

• The thrust reverser is approved only when on ground.

• The thrust reverser must not be used for taxiing in reverse.

• Limit maximum reverse thrust to 80% N1 when operating at airports between 7,000 feet and 10,000 feet airport elevation when the ambient temperature is less than -6.6ºC (20ºF).

UPGRADE DIFFERENCES


ENGINES – AIRSTART

UPGRADE DIFFERENCES


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UPGRADE DIFFERENCES


BLEED AIR SYSTEM

The bleed air system is unchanged from the basic Mystere-Falcon 50 airplane fitted with TFE 731-3/3D-1C engines. Bleed air pressures and temperatures are nominally different.

TFE 731-3/3D-1C Bleed Air Characteristics

Takeoff (SL, ISA)

HP: 214 psia 423ºC

LP: 88 psia 258ºC

Cruise (M0.80, FL410)

HP: 69 psia 374ºC

LP: 28 psia 216ºC

TFE 731-4-1C Bleed Air Characteristics

Takeoff (SL, ISA)

HP: 199 psia 405ºC

LP: 80 psia 242ºC

Cruise (M0.80, FL410)

HP: 72 psia 388ºC

LP: 30 psia 228ºC

ANTI-ICE SYSTEM Airframe and engine anti-ice systems are unchanged.

Satisfactory operation of the engine and nacelle, and airframe anti-ice systems requires that the engine N1 speed be not less than indicated below:

TAT -30º to -20ºC

-20º to -10ºC

-10º to 0ºC

0º to +10ºC

Minimum N1 speed in cruise condition

Minimum N1 speed in approach condition

84%

78%

81%

78%

78%

78%

73%

73%

One engine inoperative condition 91% 88% 84% 80%

UPGRADE DIFFERENCES


ELECTRICAL SYSTEM

The DC electrical system is unchanged; the existing Auxilec starter/generators are retained.

AC system and its associated inverters are unchanged.

FUEL SYSTEM The fuel system and its associated boost and transfer pumps are unchanged.

Fuel used must conform to the following specification:

This table is representative of the fuel definition on October 1997.

UPGRADE DIFFERENCES


FUEL ADDITIVES

The following additives are authorized for use in the fuel:

- Anti-icing additive, conforming to AIR 3652 or MIL-I-27686D or E specifications (JP4/JP8), MIL-I-85470 (JP5) or equivalent at a concentration not in excess of 0.15% by volume.

- Approved C.I.S. Anti-icing additives (up to 0.3% by volume)

• I fluid GOST 8313-88

• I-M fluid TU6-10-1458-79 (I fluid mixed 1:1 with methanol (GOST 2222-78E)

• TGF-M fluid TU6-10-1457-79 (TGF fluid mixed 1:1 with methanol (GOST 2222-78E)

- Anti-static additive in amounts to bring the fuel up to 300 conductivity units providing the quantity added does not exceed:

• 1 ppm for SHELL ASA 3

• 3 ppm for STADIS 450

• 5 ppm for SIGBOL TU38-101741-78

- SOHIO Biobor JF biocide additive, or equivalent, is approved for use in the fuel at a concentration not to exceed 270 ppm (equivalent to 20 ppm of elemental boron).

UPGRADE DIFFERENCES


HYDRAULIC SYSTEM

The hydraulic system is unchanged; the existing Vickers self-regulating hydraulic pumps are retained.

UPGRADE DIFFERENCES


14 CFR PART 36 NOISE

The following noise levels comply with 14 CFR Part 36, Appendix B, Stage 4 maximum noise level requirements and were obtained by analysis of approved data from noise tests conducted under the provisions of 14 CFR Part 36, Amendment 28. The noise measurement and evaluation procedures used to obtain these noise levels are considered by the FAA to be equivalent to the Chapter 4 noise level required by the International Civil Aviation Organization (ICAO) in Annex 16, Volume I, Appendix 2, Amendment 8.

ICAO Annex 16, Volume 1, Appendix 2, Amendment 8 approval is applicable only after endorsement by the Civil Aviation Authority of the country of airplane registration.

Noise reference point Noise levels (EPNdB)

Flyover (A): With cut-back power 84.8

Approach (B) 95.3

Lateral (C) 90.5

PERFORMANCE CONDITIONS FOR NOISE LEVELS

Compliance with 14 CFR Part 36, Amendment 28 was shown using the following configurations:

- Take-off configuration: S+FLAPS 20º at a weight of 40,780 lb (18,500 kg).

• Airspeed: V2+10 kt

- Power cut-back for measuring point A on flyover:

• Height: H = 1,691 ft

• N1 reduction: 12.7%

- Approach configuration: S+FLAPS 48º at a weight of 35,715 lb (16,200 kg).

• Airspeed: Verf+10 kt

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