Why the 500-lb. difference? We needed plenty of time and instruction to reacquaint ourselves with EASy II, Dassault's revolutionary cockpit design. It's easily the firm's most capable avionics system ever installed in a Falcon Jet, but it's not intuitive for pilots accustomed to more traditional cockpits — including me. There's display symbology and system function overload for some older pilots transitioning to the new system, in our opinion. The PFDs and MFDs appear to be in permanent reversion mode with 10 lb. of data in a 5-lb. display.
When the PFD is set up for takeoff, for instance, there's the usual ADI symbology, including flight guidance mode annunciations, speed bugs, pre-selected altitude, airspeed and altitude tapes atop the synthetic vision background, plus arc or rose HSI, active waypoint and RNP status.
But wait, there's more. There's also a CAS message window, engine instruments, fuel quantity, all three trim indications, landing gear, slats and flaps indications, along with active and standby VHF comm and nav frequencies, transponder mode and code, TCAS status, TAS and ground speed digits, and OAT/SAT and ISA deviation temperature indications, plus FMS active waypoint, ILS localizer identifier.
If you're comfortable in a Dassault Mirage 2000 or Rafale cockpit, perhaps transitioning to EASy is more natural. Sarsten and Nese, though civil aviation pilots, demonstrated great ease and prowess with EASy II, as one might expect from factory demo pilots. As long-time BCA contributor and current Falcon 7X captain Ross Detwiler notes, once you've mastered its nuances, EASy II is one of the quickest and most informative human/machine user interfaces ever created for a flight deck.
But we only started to feel more at home with EASy II toward the end of the demo flight. With a few more months and some 100 flight hours in the cockpit, we'd likely be as adept as a teen with a Wii console.
Even with all its capabilities, the EASy II FMS performance computing module wasn't yet certified, so Sarsten manually computed the takeoff data and we plugged it into the flight management takeoff window in the MFD. Vancouver International, elevation 14 ft., was reporting winds 080 at 7 kt., temperature 15C, altimeter 29.70 in. Hg. Based on using SF2 (slats plus flaps 20 deg.), the V1 takeoff decision speed was 107 KIAS, rotation was 112 KIAS, the V2 OEI takeoff safety speed was 116 KIAS and “clean the wing” slat/flap retraction speed was 141 KIAS. Computed takeoff field length was 3,427 ft.
Using the embedded electronic checklist, we ran through the pre-start checks. As Nese advanced to each item on the checklist, EASy II automatically called up the associated system synoptic on the MFD so that we could graphically verify the correct status of each system. Advancing the checklist cursor to the aux hydraulic pump item, for instance, EASy II called up the hydraulic system schematic, thereby enabling us to see the proper operation of the pump.
Nese pointed out the 2000S's quiet, dark cockpit design. However, the backlighted membrane switches in the overhead panel lack the tactile feedback of toggle switches used in pre-EASy Falcon 2000 aircraft. Thus, your eyes carefully need to guide your fingers when completing cockpit checks. But systems synoptic diagrams, printed on the overhead panel, clear up any ambiguity about what button to select and when to push it.
To start, we just turned on all boost pumps, advanced the right power lever to idle, twisted the engine start switch all the way to the right and monitored the indications of proper FADEC operation. In 35 sec., the first engine stabilized at idle and we repeated the process for the left engine, then secured the APU. Total fuel burn at idle was 720 pph.