any one flies falcon 2000EX

[G100driver]

All Gulfstreams, the GV/G550 included, have one engine mounted hydraulic pump on each engine for the main hydraulic systems and two pumps (one in the wheel well and one in the aft equipment area) for the auxiliary hydraulic systems which provide operational redundancy and perform various utlity functions.

The GV was originally delivered with four engine mounted Vickers hydraulic pumps to power the two main hydraulic systems. These pumps, although used in the same configuration on an MD airliner, were very susceptible to faulty local maintenance practices and the system was difficult to bleed properly. Subsequently, some operators had difficulty with the system. In 2001 a more tolerant hydraulic system with two ABEX hydraulic pumps, two accumulators and two tilted reservoirs was cut into production and all Vickers pumps in the fleet were replaced with ABEX pumps at no charge.

The hydraulic system has a Hardover Protection System which takes a malfunctioning actuator off-line and a provision for splitting the flight controls in the event of a jammed flight control. The jet is completely flyable in manual reversion with a complete hydraulic failure.

GV







.

Of all the guys on the board, you ALWAYS give a well articulated and reasoned response. Thank-you

The only reason I brought up my response was my buddy who flies a G-IV (older) had dual hyd failure 30W. In the 2000EX you have 4 hydro pumps to power the systems of this 2 engine airplane. The only arguement that the G guys can about the 2000 is a TOTAL electrical failure and your APU fails to light (ouch). Other than that it has just as many engines at G-series.

Again, GVFlyer, thank you for the response. Next time I am up in the almost great white north I will have to look you up. The boss already talking upgrade. You provide great insite to the G's. Much more than our former Astra salesman .

 

[fokkerjet]

G4G5,

Here is a real simple one for you. What happens to the 2000 hyd system with an engine failure?

On the Gulfstreams the answer is nothing. On the F900/50 its the same, nothing. Maybe you missed the boat on system redunancy.

As far as ETOPS goes, Boeing does not sell Etops and non Etops aircraft. It's up to the airline to comply with etops requirements

I don't have hydraulic system redunancy??????? Where are you getting your info from? With an engine failure, give me an example of what I'm losing on the 2000, but through hydraulic system "redunancy", I have on the 900? On the Gulfstream, I'd hope my Aux Pump, or ABEX activated (sorry, I can't recall all the conditions that turn them on)......

As for ETOPS.........LOL...oh, never mind!

 

[G4G5]

I don't have hydraulic system redunancy??????? Where are you getting your info from? With an engine failure, give me an example of what I'm losing on the 2000, but through hydraulic system "redunancy", I have on the 900? On the Gulfstream, I'd hope my Aux Pump, or ABEX activated (sorry, I can't recall all the conditions that turn them on)......

As for ETOPS.........LOL...oh, never mind!

Ok, apparenty I need to make this real simple. If you lose the #1 engine on a F2000 what powers the #1 hyd system? Real simple question, talk to us about system redundancy or how you don't need to worry because the system is the same as a 900. BS

On an F50/900 the right hyd system shared by the #1 and#2engine driven pumps. The #2 system has the stby pump and the #3 engine driven pump. On a Gulfstream the stby and the utilty pumps act as backups for the combined and flight systems (aka left and right)

I am not here for a systems recurrent class just admit that you are wrong and call it a day. The 2000 is a wonderful aircraft but it lacks the basic system redundancy that other aircraft of comparable price offer.

I am not asking you about simple things like the F2000 elect system backups or what happens to radar stabilization in the event you lose the #1 irs. Lets face the simple fact, Dassault never ment for the 2000 to compete with the 900 or the 50.

I completly missed your point about ETOPS, please feel free to explain it. Just because the 737 does it, doesn't make it ok. Let me ask you this, what percentage of transatlantic flights are conducted by 737's? 1% maybe 2%, you care to rest your argument on those odds?

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As far as the clowns that seem to think that it's ok because "you can fly the aircraft with no hyds". Please do it with someone else. the last time I checked flying a single engine aircraft over the North Atlantic was an emergency, doing it without an entire hyd system......no thanks but I am not a hero/test pilot, maybe you are.

 

[fokkerjet]

Ok, apparenty I need to make this real simple. If you lose the #2 engine on a F2000 what powers the #2 hyd system? Real simple question, talk to us about system redundancy or how you don't need to worry because the system is the same as a 900. BS

On an F50/900 the right hyd system shared by the #2 and#3engine driven pumps. The #1 system has the stby pump and the #1 engine driven pump. On a Gulfstream the stby and the utilty pumps act as backups for the combined and flight systems (aka left and right)

I am not here for a systems recurrent class just admit that you are wrong and call it a day. The 2000 is a wonderful aircraft but it lacks the basic system redundancy that other aircraft of comparable price offer.

I am not asking you about simple things like the F2000 elect system backups or what happens to radar stabilization in the event you lose the #1 irs. Lets face the simple fact, Dassault never ment for the 2000 to compete with the 900 or the 50.

I completly missed your point about ETOPS, please feel free to explain it. Just becaue the 737 does it, doesn't make it ok. Let me ask you this, what percentage of transatlantic flights are conducted by 737's? 1% maybe 2%, you care to rest your argument on those odds?

---------------------------------------​

As far as the clowns that seem to think that it's ok because "you can fly the aircraft with no hyds". Please do it with someone else. the last time I checked flying a single engine aircraft over the North Atlantic was an emergency, doing it without an entire hyd system......no thanks but I am not a hero/test pilot, maybe you are.

Nothing like a little name calling to help make your point; been to CRM lately? You really do need to relax a little and listen to some other points of view without getting so worked up. IMHO

Like the 900, I have the same type of backup; a standby pump. The F2000 standby pump is used to back up for pressure loss on the # 2 system; two engine driven pumps power the # 1 system for added redundancy.

 

[Gumby]

Ok, apparenty I need to make this real simple. If you lose the #2 engine on a F2000 what powers the #2 hyd system? Real simple question, talk to us about system redundancy or how you don't need to worry because the system is the same as a 900. BS

On an F50/900 the right hyd system shared by the #2 and#3engine driven pumps. The #1 system has the stby pump and the #1 engine driven pump. On a Gulfstream the stby and the utilty pumps act as backups for the combined and flight systems (aka left and right)

I am not here for a systems recurrent class just admit that you are wrong and call it a day. The 2000 is a wonderful aircraft but it lacks the basic system redundancy that other aircraft of comparable price offer.

I am not asking you about simple things like the F2000 elect system backups or what happens to radar stabilization in the event you lose the #1 irs. Lets face the simple fact, Dassault never ment for the 2000 to compete with the 900 or the 50.

I completly missed your point about ETOPS, please feel free to explain it. Just becaue the 737 does it, doesn't make it ok. Let me ask you this, what percentage of transatlantic flights are conducted by 737's? 1% maybe 2%, you care to rest your argument on those odds?

---------------------------------------​

As far as the clowns that seem to think that it's ok because "you can fly the aircraft with no hyds". Please do it with someone else. the last time I checked flying a single engine aircraft over the North Atlantic was an emergency, doing it without an entire hyd system......no thanks but I am not a hero/test pilot, maybe you are.

Anyone wanna pick out the error in the above statement for the 900 series?

 

[fokkerjet]

It's been awhile, but I seem to remember engines 1 and 3 being paired up on most systems, and engine 2 working alone, backed up with the APU or standby pump. This allows, among other things, engine 1 to be shutdown (delayed start, quick turn, ect), yet all systems are operating normally.....but what do I know????

 

[Gumby]

You are correct Sir!!! The last time I checked on the 900B/EX the STBY pump was a backup to the #2 HYD. system, and the #1 and 3 engines, would each have a pump of their very own....Unless of course, you're on the ground, and the handle in the back, is in the ground position..Yada, Yada, Yada....

 

[G4G5]

It's been a while for me too, I forgot that Dassault changed the 50 so much from the 900. My mistake. I appologize.

My point with 2000 is the number one engine. In the event you lose it over the North Atlantic. You not only lose the engine but the #1 hyd system, which correct me if I am wrong takes out the yaw dampner which means no auto pilot. So now you are hand flying to Shannon or Gander or wherever.

Maybe I should have been clearer but thats a big deal to me. With the system redundancy of the 900/50/G4/G5's you don't lose anything but the engine.

 

[G100driver]

It's been a while for me too, I forgot that Dassault changed the 50 so much from the 900. My mistake. I appologize.

My point with 2000 is the number one engine. In the event you lose it over the North Atlantic. You not only lose the engine but the #1 hyd system, which correct me if I am wrong takes out the yaw dampner which means no auto pilot. So now you are hand flying to Shannon or Gander or wherever.

Sure I will correct you ... you are wrong. If you loose your Number 1 engine engine your number 2 engine has a seperate engine driven hyd pump to power your number 1 system. The standby pump is used to power your number 2 system in the event of a system 2 failure.

The Falcon 2000 has 3 engine driven pumps and 1 standby electrical pump. Sorry, I thought that was understood seeing as how you have a Falcon 2000 type rating.

As far as the complete loss of hdr power coment, I was not suggesting that it was a good idea. I would rather have to hand fly an airplane in manual reversion than have my RAT fall down and have a splash because of drag rise. (Challenger comparison, not G)

WHEW ... I am glad that is over. Now let's get back to talking about what is important .... Any good resturants in Kona?

 

[G4G5]

Thanks for the info. I guess I had it wrong.

 

[fokkerjet]

Here is a real simple one for you. What happens to the 2000 hyd system with an engine failure?

On the Gulfstreams the answer is nothing. On the F900/50 its the same, nothing. Maybe you missed the boat on system redunancy.

ROFLMAO. I didn't even notice that you were 2000 typed! LOL Didn't you just go through 900EX initial also? Maybe you need to follow your own advice..........