MAINTENANCE MANUAL

GENERAL

1 . Foreword

This manual is Chapter 5 of the MYSTERE–FALCON 20–() 5 MAINTENANCE MANUAL (ATA 100,
specifications). The sections 5-00, 5-10, 5-20 and 5-50 of this manual define maintenance operations
and frequencies recommended by DASSAULT AVIATION to guarantee the aircraft’s airworthiness
(Maintenance Planning Document). The technical content of these sections is approved under the
authority of DOA nr. EASA.21J.051.
In addition, this Manual contains the “Airworthiness Limitations” section 5–40–00. These Airworthi-
ness Limitations are limitations established for the airframe systems and items of equipment. This
section is approved by EASA (European Aviation Safety Agency).
This manual forms an entity, and the operations described in one of the sections take into account
the correct accomplishment of all operations contained in the other sections.
This maintenance program is applicable to aircraft on a fleet–wide basis regardless of the regulations
of the country in which the aircraft is registered. It includes the maintenance inspections required for
operation in the RVSM airspace.
However, the operator shall comply with the specific requirements as prescribed by the Authority of
his country of registration, e.g.:
– EASA Part M (unless National Authority regulations are still applicable).
– F.A.A. regulations applicable to the USA and certain countries in the Western Hemisphere,
particularly FAR Part 91, FAR Part 135.
– Regulations established by the representative authorities of other countries,
The parenthesis appearing in MYSTERE–FALCON 20–() 5 designation in this manual means that this
manual concerns the four models of MY20 with new engine (SB N° 731). These four models are:
– MYSTERE–FALCON 20–C5 (previously FJF Basic)
– MYSTERE–FALCON 20–D5 (previously FJF Series D)
– MYSTERE–FALCON 20–E5 (previously FJF Series E)
– MYSTERE–FALCON 20–F5 (previously FJF Series F)

This maintenance program is valid for “stripped aircraft” equipped with “standard” options defined by
DASSAULT AVIATION and listed in the Maintenance manual.
Consequently, the operators shall add operations required for maintenance of different or
supplementary installations to the maintenance program recommended by DASSAULT AVIATION.
This manual refers only to installations designed or approved by the airplane manufacturer and
incorporated in the aircraft type design.
Other changes such as STC’s, P.M.A. (Parts Manufacturer Approval) or any major change not
approved by the airplane manufacturer, or change of the type of operation, which may have an impact
on the maintenance program (training aircraft, maritime patrol aircraft, etc.) are not included in this
manual.

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The aircraft must be maintained with spares and tools recommended by DASSAULT AVIATION,
unless alternate tools are developed and acceptable to the local Autority.
It is recommended to use the tools and special equipment listed in the Maintenance Manual. This
manual is based on a standard flight defined as follows:
– one take-off,
– one climb,
– one descent,
– one landing.
If the aircraft operations is different than the above description, or specific, the maintenance program
must be modified.

With approval of the relevant authorities of the country in which the aircraft is registered, the operator
of the aircraft may adapt the maintenance program recommended by the manufacturer. The operator
is held responsible for these changes.
These changes enable to adapt the maintenance program:
– in relation to the aircraft grounding possibility for the maintenance and desired operational
availability,
– in relation with the aircraft operation (flying hours by years, environmental condition, etc.).

Only the most recent revision of the present document corresponds to the recommendations of the
manufacturer DASSAULT AVIATION. Consequently, only the whole document incorporating this most
recent revision is approved and it supersedes all previous revisions or reissues.

2 . Manual breakdown

The manual consists of four sections:

A . Section 5–10: Aircraft maintenance operations.
This section lists all the scheduled maintenance operations to be carried out on the aircraft with
their time frequencies. It does not include maintenance operations performed in the workshop on
items of equipment removed from the aircraft, which are addressed in Section 5–20.
B . Section 5–20: Maintenance on components, time between overhauls and life limits.
This section lists all scheduled maintenance operations for items of equipment and provides their
time frequencies; for some items of equipment requiring a major overhaul, it also states the time
between each overhaul and for certain items of equipment, their life limit.
C . Section 5–40: Airworthiness limitations.
This section lists all the Airworthiness Limitations concerning the aircraft itself. It is approved by
the EASA.
D . Section 5–50: Special unscheduled operations.
This section lists all maintenance operations (Inspection/Check or Test) justified by a particular type
of aircraft operation or unscheduled maintenance operations associated with aircraft safety.

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3 . Purpose of the maintenance schedule

The purpose of the maintenance schedule is to prevent degradation of maintenance standards directly
related to reliability and flight safety. In addition, this schedule is intended to maintain these standards
at a minimum cost.
The Chapter 5 and OCIP recommended maintenance programs are designed for
MYSTERE–FALCON 20–( )5 aircraft produced by Dassault, under the specified type certificate
granted by the airworthiness authorities.

The “standard” Chapter 5 or OCIP maintenance programs may not apply to MYSTERE–FALCON
20–( )5 aircraft that are involved in accidents and/or incidents which result in structural damage or
other major or unusual damage to the aircraft.

MYSTERE–FALCON 20–( )5 aircraft involved in such accident or incident will require the review and/or
the inspection of all structure/equipment that has sustained significant or unusual damage associated
with the accident/incident.

Only the manufacturer or its authorized representative can determine if the recommended
maintenance program is still applicable to such aircraft.

Subject aircraft may have to be supplemented by additional inspection criteria should this
review/inspection reveal that the recommended maintenance program is not suitable, based upon the
facts involved.

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4 . Maintenance cycle
A . General
The FALCON 20 maintenance cycle is based on five types of inspection:
– A inspection,
– B inspection,
– Z inspection (Zone),
– C inspection
– Major corrosion inspection (M.C.I.).
Maintenance cycle:

11)

Key:

A INSPECTION: every 300 flying hours or 6 months whichever is reached first. (See
NOTE (2) for tolerance).
B INSPECTION: every 1200 flying hours. (See NOTE (3) for tolerance).
Z INSPECTION: every 2 years or 2400 flying hours whichever is reached first. (See
NOTE (4) for tolerance).
C INSPECTION: every 6 years. (See NOTE (5) for tolerance).
MAJOR CORROSION INSPECTION (M.C.I.): 24 years (Mandatory: See 5–40–00), then
every 12 years thereafter (French D.G.A.C. Airworthiness Directive No.
90.090.019 (B) R2 dated February 05, 2000). (See NOTE (6) for tolerance).

NOTE (1) : The mandatory maintenance operations due as part of the S.S.I.P. are not
incorporated in this document. They are covered in document DMD No. 45184.

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A inspection
– The A inspection must be carried out at 300 flying hours or 6 months, whichever limit is reached
first.

0
300 A A A A A A A A
hours & & & &
or 2A 2A 2A 2A
6 months

1200 hours or 2 years

NOTE (2) : Tolerance: to facilitate scheduling the A inspections, the manufacturer authorizes a
tolerance of + 30 hours for the flying hours or + 1 month for the calendar limit.
These tolerances are not cumulative.

The due time of any A inspection (or multiple) must never be exceeded by more than
30 flying hours or 1 month. In addition, the period of time between two A inspections must
not exceed 330 flying hours or 7 months.

0
2A or 2A +
A 2A or 2A +
300 hrs or 6 months 600 hrs or 12 months 1200 hrs or 24 months

Tolerance + 30 h + 30 h + 30 h
or or or
+ 1 month + 1 month + 1 month
330 hrs maxi 630 hrs maxi 1230 hrs maxi
or or or
7 months maxi 13 months 25 months maxi

– The A, 2A, etc., inspections are basic maintenance inspections which mainly include the servicing
operations (greasing and lubrication, inspection/check) whose basic purpose is to ensure regular
verification of the aircraft regardless of its utilization rate.
– A certain number of operations are carried out at multiples of the A inspection (identified as 2A).
They are complementary to the A inspection but are to be carried out only at the times specified
for a multiple inspection. The 2A operations are therefore to be scheduled every two A inspections.
Example: The 4th A inspection (1200 hours or 2 years) will include the A inspection operations,
plus 2A operations.
– The operations complementary to A identified by the “+” symbol are essentially calendar time
operations. Consequently, they should be carried out every year for a 2A +.

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– It is possible to separate the A check from multiple of the A check, however the following tolerances
between two same type of inspection have to be respected:

A = 300 h + 30 h or 6 months + 1 month

2A = 600 h + 30 h or 12 months + 1 month

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B inspection

– 1200 flying hours must be considered as a limit.

0
B B B B B B B B
& & & & &
1200 2B 3B 2B 2B 2B
hours & & &
4B 3B 4B

NOTE (3) : Tolerance: In the case of an absolute necessity to fly, the manufacturer authorizes
exceptionally a tolerance of plus 50 flying hours maximum beyond the B inspection due
time (or multiple thereof).
These tolerances are not cumulative.

The due time of any B inspection (or multiple) must never be exceeded by more than
50 flight hours. In addition, the period of time between two B inspections must not exceed
1250 flight hours.

0
B 2B 3B 4B
1200 hrs 2400 hrs 3600 hrs 4800 hrs

Tolerance + 50 hrs + 50 hrs + 50 hrs + 50 hrs

1250 hrs 2450 hrs 3650 hrs 4850 hrs

Max. Max. Max. Max.

– The purpose of the B inspection is to ensure operational and/or functional capacities of systems
whose condition is mainly related to flying hours.

– A certain number of operations are carried out at multiples of the B inspection (identified as 2B, 3B,
etc...). They are complementary to the B inspection but are to be carried out only at the times
specified for such operation.

Example: A 2B inspection will include B inspection operations and operations specific to the 2B
inspection.

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Z inspection (Zone inspection)

The Z inspection is to be carried out every 2 years, without however exceeding 2400 flying hours
between each inspection.

0 Z Z
2 years
or 2400 hours

NOTE (4) : Tolerance: to avoid grounding aircraft for logistics reasons, the manufacturer authorizes
a tolerance of + 1 month for the calendar limit or + 100 hours for the flying hours limit.
These tolerances are not cumulative.

The due time of Z inspection must never be exceeded by more than 1 month or 100 flying
hours. In addition, the period of time between two Z inspections must not exceed 25
months or 2500 flying hours.

0
Z Z
24 months (2 years) 48 months (4 years)
or 2400 hours or 4800 hours

+ 1 month + 1 month
Tolerance Tolerance
or or
+ 100 hours + 100 hours

25 months Max or 49 months Max or

2500 hours Max 4900 hours Max

– The Z inspection consists of maintenance operations, organized per zone, which are essentially
visual inspections of box structures, (check for absence of corrosion, checks of the condition and
attachment of equipment contained in the box structures), and the greasing/lubrication/servicing
of mechanical components fitted in the box structures.

– The Z inspection is a major inspection for the maintenance of the structure and systems.

– The existence of the Z inspection justifies scheduling the C inspection every 6 years.

– The Z inspection must be supplemented by all the operation of the A, 2A and 2A+ inspections.

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The incorporation of the Z inspection into the C inspection cycle is given by the following table:

¬ ­
LAST
C Z Z C
2 years 4 years 6 years

¬ Less than 2 years since last C:

– Z inspection to be performed at 2 years/4 years to allow next C at 6 years.

­ Between 2 and 4 years since last C:

– Z inspection to be performed at 4 years to allow next C at 6 years.

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C inspection
– The 6 years periodicity must be considered as a limit.
0 1st C 0 2nd C 0 3rd C

6 years (72 months) 6 years (72 months) 6 years (72 months)

2 2
Tolerance months Tolerance months

Duration of Duration of
C inspection C inspection

NOTE (5) : The manufacturer authorizes a maximum tolerance of plus 2 months beyond the
C inspection calendar due time. No tolerance is allowed beyond the C inspection flights
due time.
The interval between two C inspections must be reckoned from the end of the C inspection
if the duration of the inspection does not exceed 3 months. If the duration of the
C inspection exceeds 3 months, the interval must be reckoned 3 months after the
beginning of the C inspection.

NOTE (6) : Cumulate tolerances on the C inspection is authorized. As 5-20-00 operations are
independant of the C operation, tolerances on C inspection cannot be applied to 5-20-00
operations.

– The C inspection must be considered as a detailed inspection of the airframe and systems after
opening all doors and access panels.

– The C inspection must also be considered as an inspection which, considering the extended down
time of the aircraft, reconditioning work to be done as well as the application of Service Bulletins
recommended by the manufacturer, which are not already applied.
– The C inspection must be supplemented by all operations of the A inspection and multiples of A
with flying hours and calendar time limits (A, 2A, 2A +) and the Z inspection operations.
– The C inspection must be supplemented by the B inspection operations if a B inspection has not
been performed since new or since the last C inspection.
However the cycle of multiples of B inspection (2B, 3B, 4B) continues independently of the
C inspection cycle.
– A certain number of operations multiples of C (identified as 2C, 3C, etc.) are to be accomplished
only at the time of the multiple inspection.
A 2C inspection will include C inspection operations plus the operations specific to the 2C
inspection.

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Major Corrosion Inspection (M.C.I.):

– The Major Corrosion Inspection consists of the following operations:

– detailed inspection of the aircraft structure,

– curative and preventive treatment of the corrosion and renewal of the structure protection
plan.

– This inspection is mandatory before 24 years since new, then every 12 years, and consequently,
all the operations of the M.C.I. are listed in section 5–40–00.

– The major Corrosion Inspection is one of the operations required to be carried out before
20000 flights/30000 flying hours as a pre requisite to the S.S.I.P. (SUPPLEMENTAL
STRUCTURAL INSPECTION PROGRAM: F.A.A. Advisory Circular No. 91–56).

– If an aircraft reaches 20000 flights/30000 flying hours without an M.C.I. already performed, this
inspection is automatically scheduled as a pre requisite to the Service Bulletin No. 730
(compliance with S.S.I.P.).

NOTE (7) : Tolerance: To avoid grounding aircraft for logistics reasons, the manufacturer authorizes
exceptionally a maximum tolerance of plus 6 months on the repeat interval of the M.C.I.
(12 years). No tolerance can be granted for the first M.C.I. at 24 years.

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B . Date of the Calendar Inspections

– The date of calendar inspections (A, 2A +, Z, C) following a C inspection is reckoned from the
date of completion of the C inspection.
– The date of the first calendar inspections (A, 2A +, Z, C and the M.C.I.), must be reckoned from
the delivery date of the aircraft to the customer by DASSAULT AVIATION (date Airworthiness
Certificate is obtained), in the case of aircraft fully equipped by the manufacturer. For aircraft
delivered by DASSAULT AVIATION and equipped by a service station, the date of the first
calendar inspections must be reckoned from the delivery date to the customer by the service
station. However, if the period of aircraft completion by the service station exceeds 7 months,
the date of the first inspections may be reckoned from the date the stripped aircraft was
delivered by DASSAULT AVIATION (date at which it obtained its Airworthiness Certificate) plus
7 months.
C . Engine inspection cycle
– For engine inspection cycle, see GARRETT maintenance documentation (Service Bulletin
TFE 731–72–3263).
Moreover, it is essential to add up the engine cycles in order to take into account the time limits of
the internal components of the TFE 731–5AR–1C engine. These limitations are given in the
GARRETT technical publications (Service Bulletin TFE 731–72–3001).
D . Adaptation of the maintenance schedule to suit operation of the aircraft
With approval of the relevant authorities of the country in which the aircraft is registered, the
operators of the aircraft may adapt the maintenance cycle recommended by the manufacturer as
follows (the operators are held responsible for these changes):
– in relation to the type of aircraft operation (flying hours per year, weather conditions, etc...),
– in relation to the grounding possibilities of the aircraft for maintenance; the operator, for example,
may perform progressive maintenance so as to reduce down–time; he may, for example, split
C inspection into several steps to be performed whenever the aircraft is grounded or during an
A, 2A, Z, or B inspection.
E . Structural maintenance
With regard to fatigue, the object of airworthiness is to ensure that no severe damage likely to
jeopardize aircraft safety during the number of flights corresponding to the operating period
considered by the manufacturer will be encountered.
In this respect, fatigue testing was carried out at the beginning of the FALCON 20 program to reach
20000 flights or 30000 flying hours and an associated maintenance schedule has been established
which will be regularly revised by the manufacturer.
The schedule contains:
– periodic operations to be systematically performed during Z inspections and C inspections.
These operations are described in the different chapters,
– random testing of leader aircraft, that is those with the most, flying hours, enabling detection of
premature damage and optimization of recommended maintenance operations before issuing
them to all operators.

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The aircraft structure is of “FAIL–SAFE” design except for certain parts which are of “SAFE–LIFE”
design. Up to 20000 flights/30000 flying hours the service life of these “SAFE–LIFE” elements is
indicated in section 5–40–00, paragraph A of this present document. This section is updated
periodically.

NOTE : Servicing intervals, TBO and service lives are determined as follows:

– in “FLYING HOURS” for structural components, where maximum stress is encountered

during flight,
– in “LANDINGS” for structural components, where maximum stress is encountered during
landing and take–off,
– in “FLIGHTS”, for structural components mainly affected by cabin pressurization.
A “FLIGHT” corresponds to a pressurization cycle which may be broken down as follows:
take–off, climb, descent and landing.
A mission, including one or more descents to a low altitude followed by a climb to a cruise
altitude, shall be considered as several “FLIGHTS” depending on the number of
pressurization cycles.
A “FLIGHT” usually corresponds to a “LANDING”.
However a training flight with “TOUCH AND GO” shall be considered as several
“LANDINGS” depending on how many times the wheels touched the ground.

After the 20000 flights/30000 flying hours justified by fatigue tests, a Supplemental Structural
inspection Program has been elaborated (DOC DMD No. 45184), according to F.A.A. Advisory
circular No. 91.56; it will be sent to the users, when they need it, with the S.S.I.P. Service bulletin
No. 730. It will take into account the experience gained from the whole fleet and in particular the
leader aircraft. Section 5–40–01 of this Supplemental program specifically list components with a
limited service life lower than or equal to 40000 flights/60000 flying hours. All the operations of the
S.S.I.P. are also listed at their mandatory threshold limit. Moreover, in order to participate in the
S.S.I.P., the M.C.I. must be performed at the mandatory limit of 24 years.

In order to reduce maintenance costs and grounding time, removal/installation of structural

components scheduled about 20000 flights/30000 flying hours will be used to carry out certain
operations due as part of the S.S.I.P. These operations, marked S.S.I.P. in the section 5–10–00
inspection column may be carried out between 16250 and 20000 flights.

The threshold for calculation of the scheduled inspection beyond 20000 flights/30000 flying hours
will be determined by the number of flights at which the operation has been carried out
(i.e. threshold: 18300 flights, scheduled inspection interval: 7500 flights, thus 18300
flights + 7500 = 25800 flights, time at which next inspection is due.

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F . Optimized Continuous Inspection Program (O.C.I.P.)

Following the request of operators, DASSAULT AVIATION has developped some optimized
continuous inspection programs, which are customized for each operator covering the A and Z,
or A, B and Z inspections and multiples.

These maintenance programs are an option available for operators who request it from the
manufacturer. In order to satisfy a maximum number of operators, two cycles have been retained.

– high rate of use > 600 flight hours per year,

– low and medium rate of use < 600 flight hours per year.
This program is presented as an appendix to the present Chapter 5 and is recognized by the
G.S.A.C. (Groupement pour la Sécurité des Avions Civils). This document indicates how to “enter”
and “leave” the program, and gives the rules and instructions for use.

5 . Maintenance manuals to be consulted

– FALCON 20 MAINTENANCE MANUAL (Abbreviated: MM).

– GARRETT turbofan engine model TFE 731–5A–2C MAINTENANCE MANUALS.
– Aircraft Component MAINTENANCE MANUALS (Abbreviated : CMM).
– APU MAINTENANCE MANUALS (if APU installed).

6 . Communications and navigation equipment

Communications and navigation equipment (chapters 23 and 34) shall be tested every 24 months to
obtain the license for airborne radio equipment (French regulations), or in accordance with the
regulations of the country in which the aircraft is registered.

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