Here is the text Ya-Ya from the honeywell manual:
Here is a video
All posts by Todd's Time
What is whaco about the EPIC CDSR F900 flap position 2?
What are some disconnect Codes for F900 after wake turbulence?
an easy tutorial to get the codes is :
http://toddheffley.com/wordpress/?p=4245
Here are the codes after an encounter with wake turbulance 12 Feb 2014
Line 1 is A processor
Line 2 is B processor
here is the left decode
BZZ_12FEB_UNCOMMANDED ROLL_LEFT_SPZ-8000-Flight-Fault-Summary
DB61
A9 talks about was the Aircraft in turbulence at the time of the disconnect?
right
2014_fEB_12_RIGHT SPZ-8000-Flight-Fault-Summary
Run FZ test 01 and Test 05
rudder ground maintenance test
Looks like the left computer was flying, and disconnected because of
AIL SERVO MOTION A9
or
RUDDER MONITOR FAILURE B11 – run tests 1 and 5
hmm.
Why do all of our planets rotate around the sun in the same direction?
Entry Floor Boards for a F900
60 each NAS517V3-7XF
10 each NAS517V3-8XF
How do I load the NAV Data Base in a NZ2000?
++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
USB STICK MUST BE LESS THAN 2 GIG
Get the usb drive from the Grey Box……If you elect to use any other stick, it must be already formatted….FAT
use SHOW HIDDEN FILES to be sure there is no other files
try not to connect the onboard maintenance computer directly to the internet for two reasons:
1. It is XP, and thus virtually a magnet for viruses.
2. it is set to HARD IP for various reasons, that means you will go grey fooling with the DHCP blah blah blah blah.
++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
delete all existing files on the stick
honeywellaes.com
user a178bepx
pw Longtail34
less one each digit
Download NAV db, WORLD
you end up with a EXE somewhere on your laptop.
Run the EXE and set the “extract to” path to go directly to the USB stick.
let it extract.
go to the airplane.
USB loader on the left. Be sure to POWER and SELECT correctly
NZ2000 ,
NAV>NEXT>DATALOAD>FR DISK> TO BOTH> Load Data Base? ACCEPT.
Some trubleshooting:
|
10:54 AM (2 hours ago)  |
|
||
|
||||
Todd,
See dataloader code related 85. Once the other items are confirmed you may have a DL hardware issue or connection problem.When the CDU displays a message of CHECK DATA LOAD (XX) after
an attempted disk operation, the numeric value in the XX position is
interpreted using the data loader fault codes listed
See dataloader code related 85. Once the other items are confirmed you may have a DL hardware issue or connection problem.When the CDU displays a message of CHECK DATA LOAD (XX) after
an attempted disk operation, the numeric value in the XX position is
interpreted using the data loader fault codes listed
85
NO ASYNC DATA RCVD
See 01 (this error number will be seen instead of 01 if the FMS has
the new synchronous download mode)
01
OPEN CMD NO RESPONSE
Check electrical connections. Either the FMS cannot talk to the dataloader (the red drive activity
light does not go on) or the FMS does not hear the response from the dataloader (the
drive light turns on).
Keith Smith
Senior Technical Support Engineer – SATCOM & CMS
Customer & Product Support
Honeywell | Aerospace
1-855-808-6500 (US/CAN) or 1-602-365-6500 (INTL)
Direct: Option 9, then ext 5746
Avionics: Option 1
Mechanical: Option 2
AeroTechSupport@Honeywell.com
For 24/7 AOG Part Support:
1-800-601-3099 Option 4 (US/CAN)
1-602-365-3099 Option 4 (International)
AOG@Honeywell.com
Items not technical related or alternate options please use,
Contact Us
How could Ice accumulate on the inlet screen while ground running the APU on a Falcon 900?
Lou……..
Only a Texan would take a picture of ice!
I ran he apu on f900 087 for 2 hours this morning configuring a satcom.
Light blowing snow……..In Texas!…….
This ice formed inside the inlet.
Is this a known deal?
Looks like if we had restarted the APU it might have been a bad day at the airport.
___________________________________________________________________Two more interesting factoids.
The engine shop ran a 900 ex for quite a long time the same morning . It came in about 45 min after we took the picture.
It had exactly the same ice on the inlet screen. But it was only 1 inch long.
While shutting down the apu, I noticed engine 2 oil temp was 50 deg c. I had not run engine two at all, and the oat was 15 deg f.
That sounded a little suspicious, so we climbed all over the no.2 engine doing another leak check.
Sure enough there was a crack in the flange of the fgfb72155500a2 venturi pipe.
It was filling the number 2 engine cowl with hot bleed air. That probably added to the amount of snow that melted off of the cowl and ran down into the inlet.
Bizaar set of circumstances.
F900_Fuselage_-_APU_air_intake_-_Protection_against_fluid_ingestion_during_de-icing_procedure
Honeywell IRU end of flight check
What is the mode flow for Altitude “Track” mode in a 1124?
1124_altitduteControlModeflowBlockMarkup1.png
1124_altitduteControlModeflowBlock2Markup.png
The course fine mode is ignored after the “caapture” high gain period, 6 seconds?
Then, the 590a-3K sets a clutch, and error out is fed to the FD computer, the “PitchSteer” through to the AP AMP(?).
Later WW S/N’s repeat the time constant over to the AP as well as the FD computer.
OlderStuff
