question for Falcon pilots

[English]

What is the difference between the Collins Pro Line 4 and the EASy cockpit in the Falcon 2000EX? Or, is it the same thing?

 

[G100driver]

What is the difference between the Collins Pro Line 4 and the EASy cockpit in the Falcon 2000EX? Or, is it the same thing?

A complete other type rating difference. I have not flown the EASy, but I understand that it not pefected yet. We operate one of the 27 non-EASy EX's out there and have had very good dispatch realiblity .... as I sit here in BOI for maintanence.

 

[joelo88]

Proline 4 is similar to the proline 21 that you've got in a CJ1/2/3. easy is quite a bit different from what i can see. haven't seen it myself but go to dassault's website and you'll see.

 

[English]

Thanks, I checked out both the Rockwell Collins website as well as the Falcon site.

How many Falcon 2000EXs are out there? G100driver stated there are 27 non-EASy ex's. How many are EASy?

 

[RubberNeck]

I fly a 900ex EASy and the presentation is great, the I-Nav map really is something to see. Quite a bit if information in one place, but it is quite right yet. they are due for a 3rd cert as the French say some time in June.

 

[G100driver]

I believe that they have delivered #50 DA-2000EX EASy. This would make 27 non-EASy's and 22 EASy's. All new deliveries will be EASy's.

 

[English]

Thanks! That's what I needed to know.

 

[2000flyer]

14 2000EX EASy's have been delivered as of last week. As BobK said, the presentation, philosophy and look are completely different. The EASy aircraft rely on path rather than pitch when flying. For example, during descent, my pitch may be zero, but my path (actual path through the air) may be 3° down.

On departure, I'll set a path on the FD in the event I lose an engine. If that does happen, I'll fly the set path instead of a set speed. In fact, while we do compute V2, it is no longer a call out since we'd go to path, not speed in the event of an engine failure.

The EASy has not been without a few headaches, but DFJ and Honeywell have worked well in fixing the glitches. The 900 EASy's are ahead of us in their certifications so they'd have a better idea of what is going on. Our cert 2 is due in April, Cert 3 within a year.

The I-Nav is hands down the most incredible piece of avionics I've ever had the pleasure of flying. Most of your functions are done with a CCD (track ball), everything from entering flight plans, scrolling through systems, etc.

2000(EASy)Flyer

 

[sleepy]

I'll let you know when I get back from school this fall.

 

[2000flyer]

I'll let you know when I get back from school this fall.

Get your hands on CODDE 1, 2 & 3. CODDE 1 is DFJ's version of the FSI Initial Manual. (FSI will send them on CD or book form if you request them) CODDE 2 & 3 are your limitations, normal/abnormal procedures and checklists and DO-LISTS. DFJ has adopted the airline style of flows (do-list) followed by a much smaller checklist. For example, the prestart do-list will get you through APU start. You'll continue the do-list and have all systems up and running, flight plan, performance, speeds, etc., entered and then, finally, you'll come to a brief "Cockpit Check" checklist. This covers the "essential" items are checked. Then you'll continue with more "do-lists" before getting to the "Before Start Check" which consist of three items: Parking Break - SET, APU BLEED - AUTO, BEACON - ON.

It's really a departure from DFJ's (and others) approach to checklists, do-lists and so on. This, IMHO, really heightens the need and use of CRM. We've copied the do-list though the cockpit check just to have in our hands as a backup/reminder of what needs to be done. Copies are better, you'll soon find out, than holding a 2"W CODDE 2 in your lap!

There are a few quirks to their checklists you'll need to be aware of. Traditional FSI/DFJ checklists will refer you to a TAB numbered page in the checklist. This is generally true with CODDE 3 but read carefully. In a checklist it may refer you somewhere else. An example would be (I'm making page numbers up for this example) You'll go to TAB 39 to complete an abnormal procedure. As you follow the "tree" it may refer you to 68. Remember, READ CAREFULLY as they may be referring you to PAGE 68 in another part of the checklist. Goofy??? You betcha. One of those things though, if you're aware and prepared, you'll continue without having to think to hard about it.

When you're ready (or anytime) and have some questions, feel free to PM me. Are you going for the 2000 or 900 EASy?

Regards,

2000Flyer

 

[sleepy]

Get your hands on CODDE 1, 2 & 3. CODDE 1 is DFJ's version of the FSI Initial Manual. (FSI will send them on CD or book form if you request them) CODDE 2 & 3 are your limitations, normal/abnormal procedures and checklists and DO-LISTS. DFJ has adopted the airline style of flows (do-list) followed by a much smaller checklist. For example, the prestart do-list will get you through APU start. You'll continue the do-list and have all systems up and running, flight plan, performance, speeds, etc., entered and then, finally, you'll come to a brief "Cockpit Check" checklist. This covers the "essential" items are checked. Then you'll continue with more "do-lists" before getting to the "Before Start Check" which consist of three items: Parking Break - SET, APU BLEED - AUTO, BEACON - ON.

It's really a departure from DFJ's (and others) approach to checklists, do-lists and so on. This, IMHO, really heightens the need and use of CRM. We've copied the do-list though the cockpit check just to have in our hands as a backup/reminder of what needs to be done. Copies are better, you'll soon find out, than holding a 2"W CODDE 2 in your lap!

There are a few quirks to their checklists you'll need to be aware of. Traditional FSI/DFJ checklists will refer you to a TAB numbered page in the checklist. This is generally true with CODDE 3 but read carefully. In a checklist it may refer you somewhere else. An example would be (I'm making page numbers up for this example) You'll go to TAB 39 to complete an abnormal procedure. As you follow the "tree" it may refer you to 68. Remember, READ CAREFULLY as they may be referring you to PAGE 68 in another part of the checklist. Goofy??? You betcha. One of those things though, if you're aware and prepared, you'll continue without having to think to hard about it.

When you're ready (or anytime) and have some questions, feel free to PM me. Are you going for the 2000 or 900 EASy?

Regards,

2000Flyer

Thanks for the info. I am scheduled for 900 Easy. I am really looking forward to it. I checked it out the last time I was in TEB for training. It's pretty slick!

 

[2000flyer]

Thanks for the info. I am scheduled for 900 Easy. I am really looking forward to it. I checked it out the last time I was in TEB for training. It's pretty slick!

Since you have 900 experience, the course will be that much easier as most of the course is on the use of EASy and how the systems are tied into it. You'll really love the graphic presentation of the systems on the DU!

I don't know if they have the fixed trainer certified yet or not. All our "CPT" was done in the sim which we were flying on Day 2. By the second actual "sim" session our instructor said we were ready for the ride. However, I'm glad to have gotten the next 9 sessions too

Hang on...you'll have a blast!

2000Flyer