Note:  The above mentioned flap limits for flaps 20 to 40 Deg are more or less political limits.  The UK folk did not like the pitch changes when the flaps were extended at the former limits of 190 Kts for 20 Deg and 180 kts for  40 Deg of flaps.  These were the former limitations for US registered aircraft.  In an emergency, extension of the flaps at these speeds even though contrary to a limitation, will not damage the airplane but may piss off the Europeans..

 The Falcon 2000 has fire warning only for the wheel wells, and baggage compartment. The engines and APU have fire detection, and extinguishing systems.

Wheel Well

Baggage Compartment

Engines / APU

    The fuel system on this airplane is simple.  There is a left and a right fuel tank.  One electric boost pump in each tank delivers fuel under pressure to the respective engine driven fuel pump.  A cross boost pump valve, (X-BP), when opened, will allow you to feed an engine from the opposite fuel tank.  Tank to tank fuel transfer is possible by placing the cross tank switch, (X-TK), toward the fuel tank you wish to receive the fuel.
  To transfer fuel from the left tank to the right tank: Open the cross boost pump valve, move the cross tank switch from the center to the right, and turn off the right fuel boost pump.  When the desired amount of fuel is transferred, turn the right boost pump back on, place the cross tank switch to the center position, and close the cross boost pump valve.
    If you cruise at Mach 0.80, your range is about 3,000 NM with no wind.  If you slow to 0.75 Mach, you can go a bit farther, like Anchorage Alaska to Agusta Georgia!  I once filled the fuel tanks in Manzanillo Mexico, flew 2 hours to El Paso, 2 hours to Sheridan Wyoming, an hour to Denver (APA) and back to Sheridan.  All on that one fill up!  That was 6 hours of flying with 4 landings.  These flights were at normal cruise, 470 Knots TAS.  If you want to go slow and cheap, It will do 430 Knots at FL 470, and burn 1,200 per hour total!

Capacity 12,155 Lbs 1,814 Gal
Max Imbalance   2,200 Lbs    330 Gal
1,600 Lbs Each Additional Hour @ Max Cruise
 Range @ Max Cruise 6.4 Hrs / 2800 Miles

Prist Authorized but not Required
Jet A -40 C Freeze -37 C Min Temp
Jet A 1 -47 C Freeze -44 C Min Temp

Jet B / JP-4  (N/A) -60 C Freeze -57 C Min Temp
           Not currently authorized due to possible flameout
 above FL 230 with fuel boost pump inop.
Fuel Burn 2,300 Lbs First Hour
 
 

Electrical

 The electrical system on the Falcon 2000 is simple, and quite well designed.  A single Nicad battery is used to start the APU, and to provide emergency electric power should all generators fail.  The aircraft has 2 engine driven "generators", that are actually alternators connected to transformer - rectifiers to make DC to operate the aircraft’s electrical systems.   The end result is that they produce up to 400 amps of DC power each, and are lighter, more efficient, and more reliable than the classic old 55 Chevy type generators on many light jets.  They may not, however, be used as a starter, as some generators are on other aircraft.   Any device installed on a Falcon 2000 that requires AC power takes the DC supplied by the aircraft and makes it’s own AC power.  From a pilot’s perspective, we have only a DC electrical system.  The term "No Brainer" applies here.

APU

Battery

Electrical Busses

     The hydraulics on the Falcon 2000 consists of two independent sub systems.  Normal system pressure is between 2900 and 3000 psi.  The primary flight controls are powered by either or both of the systems.  Both systems are serviced with 5606 hydraulic fluid.  System fluid quantity may be determined by reference to a quantity gauge on the lower gauge screen, or by a sight gauge on the reservoir itself.  Both systems are pressurized by bleed air to prevent foaming and reduce the possibility of cavitation.

Fluid may be added to either system by the following procedure:

1)  Open the depressurization valve on the top of the hydraulic reservoir.
2)  Attach the fill line to and open the respective hydraulic service fitting.
3)  Fill the reservoir to the desired level by reference to the sight gauge.
4)  Close the depressurization valve on the top of the reservoir.
5)  Close the valve on the service fitting.
6)  Reinstall the valve caps on the fittings.
7)  Properly stow service equipment & tools
8)  Complain that a mechanic should have done this for you.

Note:  If you have a small leak that does not ground the airplane and you have another flight or two until you see a repair facillity, relieve the hydraulic system head pressure after shutdown.  This will greatly reduce the amount of fluid that is lost, as the system won't be under the 10 psi resevoir head pressure when parked.
 
 

Hydraulics

Note:  The "Emergency Brakes" on the Falcon 2000 are great.  If you need them, after touchdown, slowly pull the lever out and note the "G" meter on the EFIS.  Look where the Mach display was inflight, and you will see the accelleration expressed in decimal format.  You want about .25 to display, meaning braking is at one quarter of a G unit.  These brakes tend to stop the airplane in a very straight line.

 What happens if one hydraulic system fails?

NOTE:
 If the # 2 system engine driven pump fails, but the hydraulic standby pump is operating, the standby pump will power the elevator and the rudder with # 2 system pressure.  On the ground, or in flight with the slats extended, the hydraulic standby pump will power the entire # 2 hydraulic system.  You may elect to power the entire # 2 system in flight with the slats retracted by placing the hydraulic isolation valve switch to the "Open" position.  This would most likely be done in order to use the emergency slat extension system if the entire # 1 system had failed and the # 2 system engine driven hydraulic pump has quit.  This is not likely, but it could happen.

Engine and wing anti-iced with engine bleed air.  As you can see, this section is not finished.