CJ525 PTM V2r2 MCD

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COURSEWARE SUPPORTHURST 8900 Trinity Blvd. Hurst, Texas 76053 (817) 276-7500 FAX (817) 276-7501
CITATIONJET 525 PILOT TRAINING MANUAL VOLUME 2
Record of Revision No. 2
This is a complete reprint of the Citationjet 525 Pilot Training Manual.
The portion of the text or figure affected by the current revision is indicated by a solid vertical
line in the margin. A vertical line adjacent to blank space means that material has been delet-
ed. In addition, each revised page is marked Revision 2 in the lower left or right corner.
The changes made in this revision will be further explained at the appropriate time in the
training course.
the best safety device in any aircraft is a well-trained crew. . .

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CITATIONJET 525
PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Pilot courses for the CitationJet CE-525 aircraft are taught at the following FlightSafety
Learning Centers:
Citation Learning Center

FlightSafety International
1851 Airport Road
P.O. Box 12323
Wichita, Kansas 67277
(316) 220-3100
(800) 488-3214
FAX (316) 220-3134
San Antonio Learning Center

San Antonio International Airport
9027 Airport Boulevard
San Antonio, TX 78216-4806
(210) 826-6358
(800) 889-7917
FAX (210) 826-4008
Copyright 1999 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturers Pilot Manuals and Maintenance Manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.

CONTENTS
SYLLABUS
Chapter 1 AIRCRAFT GENERAL
Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
WALKAROUND
APPENDIX
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER

CITATIONJET 525 PILOT TRAINING MANUAL
SYLLABUS
CONTENTS
Page
COURSE INFORMATION ............................................................................................... SYL-1
Learning Center Information...................................................................................... SYL-1
Description of the Learning Center ............................................................................ SYL-1
Initial Course Schedules ............................................................................................. SYL-1
CE-500 Experience Course Schedules ....................................................................... SYL-6
Prior Experience Course Schedules............................................................................ SYL-9
GRADING AND EVALUATION ................................................................................... SYL-14
Completion Standards .............................................................................................. SYL-15
FOR TRAINING PURPOSES ONLY SYL-i

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ILLUSTRATIONS
Figure Title Page
SYL-1 61.63/157 or 61.63/157 (135)
Initial/Transition Training (First Week).............................................................. SYL-2
SYL-2 61.63/157 or 61.63/157 (135)
Initial/Transition Training (Second Week) ......................................................... SYL-3
SYL-3 525 142 Vol. II Core Course
CE-500 Experience 61-63/157 (91 Crew)....................................................... SYL-7
SYL-4 61.63/157 (CE-525) Prior
Experience Schedule (SMTW Weekdays)........................................................ SYL-10
SYL-5 61.63/157 (CE-525) Prior
Experience Schedule (TFSS Weekdays)........................................................... SYL-11
FOR TRAINING PURPOSES ONLY SYL-iii

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SYLLABUS
COURSE INFORMATION
LEARNING CENTER INFORMATION
FlightSafety International is an aviation training company that provides type-specific training
programs for over 50 different models of aircraft, using a fleet of over 150 simulators. FlightSafety
operates over 38 Learning Centers, including Centers in Europe and Canada.
Training for the CitationJet 525 is conducted at:
Citation Learning Center FlightSafety Texas

FlightSafety International 9027 Airport Blvd.
1851 Airport Road San Antonio, TX 78216
P.O. Box 12323
Wichita, KS 67277
DESCRIPTION OF THE LEARNING CENTER

Each classroom and briefing room is adequately heated, lighted, and ventilated to conform to
local building, sanitation, and health codes. The building construction prevents any distractions
from instruction conducted in other rooms or by flight operations and maintenance operations
on the airport.
Classrooms are equipped with computer-based software programs and video presentations
which are presented using wall-mounted projectors onto large classroom screens. In addition,
some classrooms are equipped for presentation of 35mm slides by front- or rear-screen projection,
controlled from a lectern. A standard overhead projector is available for use in the classroom.
Cockpit panel posters and/or cockpit mockups are also available.
Briefing rooms are equipped with cockpit panel posters, a white liquid chalkboard, a table, and
chairs for individual or small-group briefings. The floor plan of the Learning Center follows.
INITIAL COURSE SCHEDULES

This CE-525 Initial Course Schedule is changed occasionally to facilitate FAA, client, or
Training Center requirements.
The Initial Course Schedule (Figures SYL-1 and SYL-2) consists of 26.7 hours of aircraft sys-
tems modules as depicted in the Initial Schedule days 1 through 4 followed by a two-hour sys-
tems knowledge test and critique on day five.
Systems Integration is scheduled for two one-hour modules to teach checklist use of normal,
abnormal, and emergency procedures before entering the simulator-training phase. Crew
Resources Management (CRM) is emphasized here and during the whole course of training.
FOR TRAINING PURPOSES ONLY SYL-1

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Figure SYL-1. 61.63/157 or 61.63/157 (135) Initial/Transition Training (First Week)
SYL-2 FOR TRAINING PURPOSES ONLY

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Figure SYL-2. 61.63/157 or 61.63/157 (135) Initial/Transition Training (Second Week)

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General Operational Subjects are scheduled for 12.8 hours teaching weight and balance, per-
formance, flight planning, Airplane Flight Manual (AFM) and Operating Manual (OM), wind-
shear and high altitude training (if required), and CRM Modules.
Forty-nine total programmed training hours includes 7.5 hours of briefing and debriefing time.
Each Initial simulator training module requires a one-hour briefing and a 0.5-hour debriefing.
91 crew simulator training consists of six two-hour rides in the left seat as pilot flying (PF)
and seven two-hour rides in the right seat as pilot not flying (PNF). A two-hour practical fol-
lows. Passing the practical adds a CE-525 crew type rating to an existing USA pilot certificate
or serves as training for a foreign pilot certificate. 135 pilot training is similar, except the crew
must fly Line Oriented Flight Training (LOFT) after completing the practical (See Sim 8 below).
91 single pilot simulator training consists of six two-hour rides in the left seat as pilot flying
(PF) and three hours in the right seat as pilot not flying (PNF), and a two-hour practical. Passing
the practical adds a CE-525S single pilot type rating to an existing USA pilot certificate or serves
as training for a foreign pilot certificate. After completing the practical, the 135 single pilot
must fly a LOFT (See Sim 8 below).
91 crew simulator and aircraft training consists of five two-hour rides in the left seat as pilot
flying (PF) and six two-hour rides in the right seat as pilot not flying (PNF). A two-hour prac-
tical is accomplished in the simulator. A two-hour training flight is given in a CE-525 aircraft
followed up by a 0.5-hour practical in the aircraft. Passing the practical adds a CE-525 crew type
rating to an existing USA pilot certificate or serves as training for a foreign pilot certificate. 135
crew pilot training is similar. No LOFT training is required when flying in the airplane.
91 single pilot simulator and aircraft training consists of five two-hour rides in the left seat as
pilot flying (PF) and a two hour practical accomplished in the simulator. A two-hour training
flight is given in a CE-525 aircraft followed up by a 0.5-hour practical in the aircraft. Passing
the practical adds a CE-525S single pilot type rating to an existing USA pilot certificate or serves
as training for a foreign pilot certificate. 135 single pilot training is similar. No LOFT train-
ing is required when flying in the airplane.
Consult the Maneuvers and Procedures section of the Pilot Training Manual to study the pro-
files that are reflected in the following simulator training modules.
Initial Course Flight Simulator Module No. 1

The pilot will accomplish all normal checklist procedures, starting, taxi, takeoff, reduced flap
takeoff, area departure, unusual attitudes consisting of steep turns and stalls, emergency de-
scent and checklists, arrival, precision and nonprecision approaches, landings, taxi, parking and
securing, shutdown.

Includes a review of the above and the pilot will accomplish all normal, abnormal, and emer-
gency checklist procedures, start malfunctions, V 1 cuts, second segment engine inoperative climb,
emergency descent, powerplant failures, engine restarts, precautionary engine shutdown, pre-
cision approach with engine inoperative, nonprecision approach, pressurization, hydraulic,
fuel, landing gear, avionics (EFIS) black tube approaches.

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gency checklist procedures, rejected and crosswind takeoffs, V 1 cuts, stalls and steep turns, pow-
erplant failures, engine restart, engine fire, single engine approaches, precision approach with
engine inoperative, circling and crosswind landings, zero flap visual approach and landing, after
landing checks, parking and securing, emergency evacuation, landing gear and electrical prob-
lems, EFIS black tube approaches.

Includes a review of the above and the pilot will accomplish cold weather checks and malfunctions,
start malfunctions, anti-ice/deice system checks and malfunctions, rejected takeoff, V 1 cuts,
crosswind and reduced visibility takeoffs, engine fire, no flap nonprecision circle to land,
missed approach procedures, multi and single engine holding procedures, and EFIS black tube
approaches, electrical malfunctions, windshear, evacuation.

Includes a review of the above and the pilot will accomplish start malfunctions, high and hot
demonstration, V 1 cuts, rejected takeoff, stalls and steep turns, multi and single engine ap-
proaches and missed approach, autopilot failures, windshear, rejected landing, visual no flap,
precision and nonprecision approaches, general systems failures, and EFIS problems, flight
control malfunction.

Procedures review (as required)

Practical Test is given by a Training Center Evaluator (TCE-DE) or FAA representative to con-
firm the pilot can handle any situation given in accordance with the minimum acceptable per-
formance guidelines as established in the ATP and Type Rating Practical Test Standards. It says
in part: Showing mastery of the aircraft within the standards outlined in the PTS, with the suc-
cessful outcome of a task never seriously in doubt.
Initial Course Flight Simulator Module No. 8 (For 135 pilots only)
The 135 crew or 135 single pilot LOFT consists of a one-hour briefing, flying two legs of ap-
proximately 1.25 hours each for 2.5 hours, and a 0.5-hour debrief. LOFT provides a transition from
the training environment to the real-world flying environment. Only normal procedures are used
during the first leg. The second leg of the LOFT includes abnormal and emergency procedures.
CE-500 EXPERIENCE COURSE SCHEDULES

This CE-500 course schedule is changed occasionally to facilitate FAA, client, or Training Center
requirements.
Only experienced pilots with CE-500 type ratings who are currently 61.58 qualified can en-
roll in this course. Their prior CE-500 experience reduces the training required to qualify for

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the CE-525 or CE-525S type rating as provided in the CitationJet CE-525 Flight Standardization
Board Report as revised.
The (CE-525) CE-500 Experience Course (Previously called Transition Course) (Figure SYL-
3) consists of 17.3 hours of aircraft systems modules as depicted in CE-500 Experience sched-
ule days one through four with a two-hour systems knowledge test and critique on day five.
Systems Integration is scheduled for one one-hour module to teach checklist use of normal, ab-
normal, and emergency procedures before entering the simulator-training phase. Crew Resources
Management (CRM) is emphasized here and during the whole course of training.
Total programmed training hours are 29.9 including 3.0 hours of briefing and debriefing time.
Each 500 Experience simulator training module requires a 0.5-hour briefing and a 0.5-hour debriefing.
91 crew simulator training consists of four two-hour rides in the left seat as pilot flying (PF)
and five two-hour rides in the right seat as pilot not flying (PNF). A two-hour practical follows.
Passing the practical adds a CE-525 crew type rating to an existing USA pilot certificate or serves
as training for a foreign pilot certificate. 135 pilot training is similar, except the crew must fly
Line Oriented Flight Training (LOFT) after completing the practical (See Sim 6 below).
91 single pilot simulator training consists of four two-hour rides in the left seat as pilot fly-
ing (PF) and three hours in the right seat as pilot not flying (PNF), and a two-hour practical.
Passing the practical adds a CE-525S single pilot type rating to an existing USA pilot certifi-
cate or serves as training for a foreign pilot certificate. After completing the practical, the 135
single pilot must fly a LOFT (See Sim 6 below).
91 crew simulator and aircraft training consists of three two-hour rides in the left seat as pilot
flying (PF) and four two-hour rides in the right seat as pilot not flying (PNF). A two-hour prac-
followed up by a 0.5-hour practical in the aircraft. Passing the practical adds a CE-525 crew type
rating to an existing USA pilot certificate or serves as training for a foreign pilot certificate. 135
crew pilot training is similar. No LOFT training is required when flying in the airplane.
91 single pilot simulator and aircraft training consists of three two-hour rides in the left seat
as pilot flying (PF) and a two-hour practical accomplished in the simulator. A two-hour train-
ing flight is given in a CE-525 aircraft followed up by a 0.5-hour practical in the aircraft.
cate or serves as training for a foreign pilot certificate. 135 single pilot training is similar. No
LOFT training is required when flying in the airplane.

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CITATIONJET 525 PILOT TRAINING MANUAL CITATIONJET 525 PILOT TRAINING MANUAL
Figure SYL-3. 525 142 Vol. II Core CourseCE-500 Experience 61-63/157 (91 Crew)
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY SYL-7

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CE-500 Experience Course Flight Simulator Module No. 1

The pilot will accomplish all normal checklist procedures, starting, taxi, V 1 cut, takeoff, area
departure, unusual attitudes consisting of steep turns and stalls, arrival, circling and nonpreci-
sion approaches, ILS multi and single engine approaches, normal, crosswind and reduced flap
takeoffs and landings,V 1 cuts and rejected takeoffs, taxi, parking and securing, shutdown, elec-
trical and autopilot malfunctions.

gency checklist procedures, start malfunctions, evacuation procedures, cold weather and low
visibility operations, start malfunctions, anti-ice/deice system checks and malfunctions, instrument
takeoff, rejected takeoff, V 1 cuts, engine failure after takeoff, engine restart inflight, emergency
descent, precision and precision single engine approach, nonprecision single engine approach,
missed approach procedures to a published holding fix and hold, multi and single engine hold-
ing procedures, and EFIS black tube approaches, visual approach no-flap landing, powerplant
failures, pressurization, air conditioning, oil, hydraulic, landing gear malfunctions, fuel, avion-
ics (EFIS) black tube approaches, flight control, icing.

gency checklist procedures, hot day procedures, start malfunctions, V 1 cuts, steep turns and stalls,
LOC, NDB, ILS approaches, circling approach to landing, full stop landings, powerplant fail-
ures, engine restart, multi and single engine approaches and missed approaches, crosswind land-
ings, EFIS black tube approaches, windshear, flight control malfunction.



(For 135 pilots only)

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PRIOR EXPERIENCE COURSE SCHEDULES

This (CE-525) Prior Experience Course schedule is changed occasionally to facilitate FAA, client,
or Training Center requirements.
Only currently experienced CE-525 pilots can enroll in this course.
The (CE-525) Prior Experience Course (Previously referred to as type out of recurrent) (Figures
SYL-4 AND SYL-5) consists of 6.8 hours (9.4 hours for 135 Upgrade training) of aircraft sys-
tems modules as depicted in (CE-525) Prior Experience schedule followed by a systems knowl-
edge test.
Systems Integration is scheduled for a one-hour module during the ground school presentation
to teach checklist use of normal, abnormal, and emergency procedures before entering the sim-
ulator-training phase. Crew Resources Management (CRM) is emphasized here and during the
whole course of training.
Total programmed training hours are 13.9, including 3.0 hours of briefing and debriefing time
for the (CE-525) Prior Experience Course.
Total programmed training hours are 15.5, including two hours of briefing and debriefing time
for the 135 Upgrade Course.
Each (CE-525) Prior Experience simulator training module requires a 0.5-hour briefing and a
0.5-hour debriefing.
91 crew simulator training consists of four two-hour rides in the left seat as pilot flying (PF)
and five two-hour rides in the right seat as pilot not flying (PNF). A two-hour practical follows.
Passing the practical adds a CE-525 crew type rating to an existing USA pilot certificate or serves
as training for a foreign pilot certificate. The 135 crew or single pilot with prior CE-525 ex-
perience must enroll in the 61.63/157 (135) Upgrade Course. Training is similar, except the
crew must fly Line Oriented Flight Training (LOFT) after completing the practical (See 61.63/
157 [135] Upgrade Course Flight Simulator Module No. 5 below.)
91 single pilot simulator training consists of four two-hour rides in the left seat as pilot fly-
ing (PF) and three hours in the right seat as pilot not flying (PNF), and a two-hour practical.
cate or serves as training for a foreign pilot certificate. The 135 single pilot must fly a LOFT.
(See 61.63/157 [135] Upgrade Course Flight Simulator Module No. 5 below.)
91 crew simulator and aircraft training consists of three two-hour rides in the left seat as pilot
flying (PF) and four two-hour rides in the right seat as pilot not flying (PNF). A two-hour prac-
followed up by a 0.5-hour practical in the aircraft. Passing the practical adds a CE-525 crew
type rating to an existing USA pilot certificate or serves as training for a foreign pilot certifi-
cate. 135 crew Upgrade pilot training is similar. No LOFT training is required when flying in
the airplane.

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Figure SYL-4. 61.63/157 (CE-525) Prior Experience Schedule (SMTW Weekdays)

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Figure SYL-5. 61.63/157 (CE-525) Prior Experience Schedule (TFSS Weekdays)

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91 single pilot simulator and aircraft training consists of three two-hour rides in the left seat
as pilot flying (PF) and a two-hour practical accomplished in the simulator. A two-hour train-
ing flight is given in a CE-525 aircraft followed up by a 0.5-hour practical in the aircraft.
cate or serves as training for a foreign pilot certificate. 135 single pilot Upgrade training is
similar. No LOFT training is required when flying in the airplane.
(CE-525) Prior Experience Course Flight Simulator Module No. 1

The pilot will accomplish all normal checklist procedures, starting malfunctions, taxi, pretakeoff
checks, normal and reduced flap takeoffs, crosswind and rejected takeoffs, V 1 cuts, normal climb,
unusual attitudes including steep turns and stalls, powerplant shutdowns and restarts, normal
descent, instrument departure and arrivals, navigation equipment and assigned radials, preci-
sion approach with engine out, nonprecision approach, circling approach to landing, normal
and crosswind landings, single engine landing, visual approach to a landing, zero flap landing,
after landing checks, parking and securing, air hazard avoidance, ATC procedures and phrase-
ology flight control problems, EFIS black tube approach.

Cold day demonstration includes a review of the above and the pilot will accomplish all nor-
mal, abnormal, and emergency checklist procedures, start malfunctions, taxi, pretakeoff checks,
cold weather anti-ice and deice checks, malfunctions, and operations, low visibility operations,
normal and instrument takeoffs, crosswind and rejected takeoffs, V 1 cuts, takeoff with lower
than standard minimums, engine restarts inflight, emergency descent, area departure and ar-
rival, navigation equipment and assigned radials, holding, precision approach, precision approach
with engine inoperative, nonprecision approach, nonprecision approach with engine inop,
missed approach from ILS, missed approach with a powerplant failure, EFIS black tube approach,
normal and crosswind landings, rejected landing to a missed approach, zero flap landing, land-
ing from a visual approach, landing from ILS, icing on airplane, air hazard avoidance, ATC pro-
cedures and phraseology, engine, pressurization, air conditioning, oil, hydraulic, landing gear
malfunctions, fuel, flight controls, electrical.

gency checklist procedures, hot day demonstration, start malfunction, normal takeoff, V 1 cut,
windshear during climb, normal climb, steep turns and stalls, engine shutdown and restart, nor-
mal descent, area departure and arrival, navigation equipment and assigned radials, holding ILS
approach, LOC, NDB, approaches, nonprecision approach with engine inoperative, circling ap-
proach to landing, missed approaches from a precision and nonprecision approach, windshear
during landing, navigation receiver failure, nonprecision approach with black tubes, normal and
crosswind landings, zero flap landing, landing from a visual approach, rejected landing to a missed
approach, powerplant failures, engine restart, multi and single engine approaches and missed
approaches, EFIS black tube approaches, flight control malfunctions, and avionics failures.

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61.63/157 (135) Upgrade Course Flight Simulator Module No. 5

(For 135 pilots only)

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GRADING AND EVALUATION

Pilot performance during simulator and flight training shall be graded as: Proficient (1), Normal
Progress (2), Additional Training Required (3), Unsatisfactory (4), or Discussed (D).
The criteria for evaluation shall be as follows:
PROFICIENT (1)The client is able to easily perform the procedure or maneuver; in the
language of Part 61.43: showing that he is the master of the aircraft, with the successful
outcome of a procedure or maneuver never seriously in doubt. Or, in the language of Part
135.293: ... the pilot is the obvious master of the aircraft, with the successful outcome
of the maneuver never in doubt.
NORMAL PROGRESS (2)The client is making satisfactory progress toward proficiency
in the procedure or maneuver but still requires assistance from the instructor. However,
the instructor is satisfied that, with additional practice as provided in the FAA-approved
curriculum, the client will become fully proficient in the maneuver or procedure.
ADDITIONAL TRAINING REQUIRED (3)The clients progress is not satisfactory.
However, the instructor is of the opinion that additional training over and above that spec-
ified in the FAA-approved curriculum will enable the client to meet applicable comple-
tion standards.
UNSATISFACTORY (4)The client shows basic deficiencies, such as lack of knowledge,
skill, or ability to perform the required procedures or maneuver. If the present level of
performance and progress is maintained, it is doubtful that the client will be able to
achieve the applicable completion standards required by the FAA-approved curriculum.
Further training shall be taken only after a review by the Center Manager.
DISCUSSED (D)This designation indicates that the item was discussed but not performed
in the simulator or aircraft. The discussion revealed a satisfactory knowledge of the ap-
propriate procedure, aircraft system, etc.
TRAINED (T)Trained in maneuver for procedures only, no flight training credit taken.
COMPLETED (C)No grade given. Item is completed (used for Systems
Integration/LOFT).
SIMULATOR TRAININGThe pilot is required to achieve a grade of 1 (proficient) by
the completion of simulator training. Additional training will be provided in the portion
of the flight in which the pilot experienced difficulty. Decision to terminate training for
a pilot who demonstrates substandard performance will be made by the Center Manager.
FLIGHT TRAININGThe pilot is required to achieve a grade of 1 (proficient) by the com-
pletion of flight training. Additional training will be provided in the portion of the flight
in which the pilot experienced difficulty. Decision to terminate training for a pilot who
demonstrates substandard performance will be made by the Center Manager.

COMPLETION STANDARDS
Completion is based on proficiency. Syllabus times are estimates. Pilots must demonstrate sat-
isfactory performance through formal and informal examinations in the classroom and flight
simulator, and in flight to ensure they meet the knowledge and skill requirements necessary to
meet the course objectives. The Minimum Acceptable Performance Guidelines are as follows:
Each pilot shall fly the flight simulator and/or aircraft within the appropriate standard.
Depending on the type of operation, passenger seating, configuration within the aircraft,
and/or pilots level of certification, the tolerance of the appropriate standard will be spec-
ified in one of the following publications:
Instrument Rating Practical Test Standards
Airline Transport Pilot and Type Rating Practical Test Standards
The instructor and/or training center evaluator will determine the applicable standards
prior to the start of any training or evaluation session. The required standards will be dis-
cussed with the pilot being trained.
The Minimum Acceptable Performance Guidelines are as established in the Airline Transport
Pilot and Type Rating Practical Test Standards, FAA-S-8081-5 (As Revised). It states in part:
...showing mastery of the aircraft within the standards outlined in the PTS, with the success-
ful outcome of a task never seriously in doubt.
The standards outline is as follows:
Practical Test Standards

Prior to Final ............................................................................ 5
100 feet
10 knots
Departure, Cruise, Holding, Arrival ........................................... 10
100 feet
10 knots
SteepTurns ............................................................................... 45 5
100 feet
10 knots
10 rollout
Circling .................................................................................... Should not exceed
30 bank
0/+100 feet
5 knots
5 heading/track
(NOTE: 135 operations
descent 1000 feet/minute
maximum)

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Missed Approach ...................................................................... 100 feet

5 knots
5
Approaches to Stalls ................................................................. Recognize perceptible
buffet/stall warning
device, recover at first
indication, striving for
minimum loss of
altitude, airspeed, and
heading deviation.
In Flight After Takeoff
Powerplant Failures ............................................. 100 feet 5 knots
10 knots 5
10 heading
Precision Nonprecision
IFR Approaches .................................................. 1/4 scale 1/4 scale deflection
deflection* 5 bearing pointer
Final ................................................................... 5 knots 0/+50 feet MDA

5 knots
*During a precision approach, allow no more than 1/4 scale deflection of either the glide slope
or localizer indications to decision height, the missed approach point, or the point over the run-
way where glide slope must be abandoned to accomplish a normal landing.
Unsatisfactory Performance is defined as Consistently exceeding the tolerances stated in the

task objective, or failure to take prompt, corrective action when those tolerances are exceeded.
Any action, or lack thereof, by the applicant that requires corrective intervention by the exam-
iner to maintain safe flight shall be disqualifying.

CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION .................................................................................................................... 1-1
General ............................................................................................................................. 1-1
Structures .......................................................................................................................... 1-2
Nose Section ..................................................................................................................... 1-5
Flight Compartment .......................................................................................................... 1-5
Entrance Door and Emergency Exit.................................................................................. 1-5
Cabin ................................................................................................................................. 1-6
Wing .................................................................................................................................. 1-9
Tail Cone Compartment .................................................................................................... 1-9
Empennage...................................................................................................................... 1-10
SYSTEMS .............................................................................................................................. 1-10
Electrical System ............................................................................................................ 1-10
Fuel System..................................................................................................................... 1-10
Engines............................................................................................................................ 1-10
Ice Protection .................................................................................................................. 1-10
Hydraulic Systems .......................................................................................................... 1-10
Flight Controls ................................................................................................................ 1-10
Environmental Controls .................................................................................................. 1-11
Avionics .......................................................................................................................... 1-11
PUBLICATIONS.................................................................................................................... 1-11
DEFINITIONS ....................................................................................................................... 1-12
Revision 2 FOR TRAINING PURPOSES ONLY 1-i

ILLUSTRATIONS
Figure Title Page
1-1 Cessna CitationJet .................................................................................................... 1-2
1-2 Exterior Three-View Drawing.................................................................................. 1-3
1-3 Braking Taxi Turning Distance ................................................................................ 1-4
1-4 Engine Hazard Area ................................................................................................. 1-4
1-5 Baggage Door Microswitch...................................................................................... 1-5
1-6 Sight Gages............................................................................................................... 1-5
1-7 Entrance Door, Pins, Interior Handle and Latch Release ......................................... 1-6
1-8 Door Locking Indicator Windows............................................................................ 1-7
1-9 Emergency Exit (Interior and Exterior).................................................................... 1-7
1-10 Interior Arrangements .............................................................................................. 1-8
1-11 Wing Trailing Edge .................................................................................................. 1-9
1-12 Wing Leading Edge .................................................................................................. 1-9
1-13 Tail Cone Baggage Door .......................................................................................... 1-9
1-14 Empennage............................................................................................................. 1-10
1-15 Stall Strips ............................................................................................................. 1-11
FOR TRAINING PURPOSES ONLY 1-iii

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CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Cessna CitationJet. The information contained herein is intended only
as an instructional aid. This material does not supersede, nor is it meant to substitute
for, any of the manufacturers maintenance or flight manuals. The material presented
has been prepared from current design data.
Chapter 1 covers the structural makeup of the airplane and gives an overview of the systems.
An annunciator section in this manual displays all annunciator and other light indica-
tions and can be folded out for reference while reading this manual.
GENERAL
The CitationJet is certified in accordance with tenance requirements. Low takeoff and land-
Part 23 Normal Category and Part 36 (noise). ing speeds permit operation at small and unim-
Takeoff and landing performance and other proved airports. Medium bypass turbofan
special condition certification requirements are engines contribute to overall operating effi-
equivalent to Part 25. It combines systems ciency and performance.
simplicity with ease of access to reduce main-
FOR TRAINING PURPOSES ONLY 1-1

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STRUCTURES
The CitationJet (Figure 1-1) is a pressurized Figure 1-2 shows a three-view drawing of the
low-wing monoplane. Two Williams Interna- CitationJet containing the approximate exte-
tional FJ-44-1A fan engines are pylon mounted rior and cabin dimensions. Figure 1-3 shows
on the rear fuselage. braking taxi turning distance, and Figure 1-4
is a diagram of engine hazard areas.
Figure 1-1. Cessna CitationJet
1-2 FOR TRAINING PURPOSES ONLY

46.38 FEET
12.96 FEET
DIHEDRAL
WING 5 18.75 FEET
ENG PYLONS 23 ELEVATOR
HORIZ TAIL 0.00
THRUST
ATTENUATORS
AILERON
EMERGENCY EXIT TRIM TAB
(LH ONLY)
SPEED BRAKE
(UPPER AND LOWER) MAIN GEAR CABIN
DOOR DOOR
POSITION
LIGHT (WHITE)
BAGGAGE EMERGENCY EXIT
DOORS (R SIDE ONLY) 5 VORTEX GENS/SIDE
NOSE GEAR
DOORS RUDDER
TRIM TAB
BAGGAGE 13.80 FEET

DOORS
15.40 FEET TAILCONE ACCESS

DOOR (L SIDE ONLY)
42.58 FEET
HYDRAULIC RESERVOIR
ACCESS (RH SIDE))
Figure 1-2. Exterior Three-View Drawing

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WALL TO
WALL CURB TO
59.34 FEET CURB
(18.09m) 22.63 FEET
(6.90m)
12.58 feet
(3.83 m)
16.34 FEET
(4.98m)
Figure 1-3. Braking Taxi Turning Distance
70 feet
(20 m)
20 FEET
(6m)
DISTANCE IN FEET
0 20 40 60 80 100 120 140 160
0 10 20 30 40 60
DISTANCE IN METERS
Figure 1-4. Engine Hazard Areas

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NOSE SECTION
The nose section is an unpressurized area con-
taining the avionics compartment, an equip-
ment area, and a baggage storage area. The
avionics area is accessible through a remov-
able radome, whereas the 24.4 cubic feet, 400
pounds storage compartment has two swing-
up doors.
DOOR NOT The nose storage doors each in-

corporate a mechanical lock.
LOCKED The door locking system oper-
ates a microswitch in each key lock assembly
which is connected to the DOOR NOT
LOCKED warning circuit. A manual light
switch is located in the compartment. A mi-
croswitch located at the left and right storage Figure 1-6. Sight Gages
door assembly (Figure 1-5) will extinguish
the storage compartment light as the doors CAUTION
are closed if the manual light switch is left on.
Ensure that the key is removed prior
to flight to prevent possible ingestion
of the key into an engine.
FLIGHT COMPARTMENT
Two complete crew stations are provided with
dual controls including control columns,
brakes, and adjustable rudder pedals with fore,
mid and aft detents. There are two fully ad-
justable seats with five-way seat belts and
shoulder harnesses.
ENTRANCE DOOR AND

Figure 1-5. Baggage Door Microswitch EMERGENCY EXIT
A pneumatic actuator on each door holds the The entrance door is located on the forward left-
door in the full open position until the door is hand side of the fuselage (Figure 1-7). The en-
closed. The windshield alcohol and brake trance door opens outboard and is held open
reservoirs, the power brake accumulator, and by a mechanical pull to release latch. The
a pneumatic nitrogen bottle are all located be- latch release is located in the interior of the
hind the right aft bulkhead of the nose storage cabin on the forward edge of the door opening,
compartment (Figure 1-6). next to the light switch. This latch release
must be pulled before the door can be closed.
The entrance door is secured in the closed po-

sition by twelve locking pins attached to a
handle. The handle linkage can be operated

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Figure 1-7. Entrance Door, Pins, Interior Handle and Latch Release
from the inside or outside of the door. The An emergency exit, located on the aft right
exterior handle can be secured with a key lock hand side of the cabin fuselage (Figure 1-9),
for security. opens inboard. It is a plug-type door installa-
tion and has a provision for inserting a lock-
DOOR NOT The lower forward locking pin ing pin with red streamer to prevent
LOCKED activates a microswitch in the unauthorized entry while the airplane is on
door warning light circuit that the ground. The pilot must ensure that this
illuminates the DOOR NOT LOCKED an- pin is removed prior to flight. Both the cabin
nunciator light whenever the door is not se- entrance door and emergency exit door can be
cured. The door also incorporates five visual opened from outside or inside the airplane.
indicator windows in the locking system to The emergency exit door is not connected to
show closed and secured (Figure 1-8). The the door warning circuit.
lower forward locking pin depresses a plunger
opening a valve to allow bleed air to inflate
the pneumatic cabin door seal. The door seal CABIN
is installed in the door perimeter to prevent The cabin extends from the forward to the aft
cabin pressure loss. pressure bulkhead and measures approxi-
mately 11.15 feet in length, 4.9 feet in width,
If the door seal loses inflation and 4.75 feet in height. Figure 1-10 shows
DOOR pressure, the DOOR SEAL an-
SEAL two interior arrangements.
nunciator light illuminates.
Cabin pressurization will not be lost, as the
secondary seal (which is not inflatable) will
hold the cabin pressure.

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vides an extra passenger seat, but eliminates

the 100-pound rear baggage storage area.
The cabin area is provided with dropout, con-

stant-flow oxygen masks for emergency use.
The cabin overhead panels contain individual
air outlets and seat lighting for passenger com-
fort. Indirect lighting for the cabin (optional)
is provided by two rows of fluorescent bulbs
running the length of the cabin, controlled by
a switch near the cabin entrance.
A vortex generator is mounted under the gen-

erator cooling air inlet on each engine cowl to
reduce the aft cabin sound level.
Figure 1-9. Emergency Exit

(Interior and Exterior)
Figure 1-8. Door Locking Indicator

Windows
A typical interior arrangement consists of four
forward/rearward facing passenger seats and
one side facing seat. There is a toilet under the
escape hatch with 100 pound, four cubic feet
cabin storage area. An option moves the toi-
let to the left side of the fuselage abeam the
emergency exit door and with seat belt pro-

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1 2 1 2
7 7
3 4 3 4
5 6 5 6
T T
STANDARD OPTION 1
Figure 1-10. Interior Arrangements

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WING TAIL CONE COMPARTMENT

The wing is a one-piece assembly natural lam- The tail cone compartment is an unpressurized
inar flow (NLF) airfoil, that attaches to the bot- area and contains the major components of
tom of the fuselage, constructed of aluminum. the hydraulic, environmental, electrical dis-
Each wing is a fuel tank. Hydraulically actu- tribution, flight controls, and engine fire ex-
ated speedbrakes, flaps and main landing gear tinguishing systems. Access is through an
are attached to each wing (Figure 1-11). entrance door on the left-hand side of the fuse-
lage below the engine. This entrance door
The leading edge of the wings are anti-iced opens the tail cone baggage compartment (Fig-
by engine bleed-air heat (Figure 1-12). Stall ure 1-13). It holds 325 pounds in 30.2 cubic
strips are attached to the leading edge pan- feet of space.
els (Figure 1-15).
Figure 1-13. Tail Cone Baggage Door
The tail cone compartment door is secured at

Figure 1-11. Wing Trailing Edge the aft side by mechanical latches and a key
lock and is hinged at the left forward edge.
DOOR NOT A microswitch, operated by the

LOCKED key lock, is connected to the
DOOR NOT LOCKED warn-
ing circuit. A light switch on the forward edge
of the door opening is powered from the hot
battery bus and provides illumination of the
tail cone area for preflight inspection pur-
poses. A microswitch installed in the door
track will extinguish the light when the door
is closed if the manual switch is left on.
Figure 1-12. Wing Leading Edge

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EMPENNAGE ENGINES
The empennage consists of a vertical stabilizer Two (Williams-Rolls) FJ-44-1A turbofan
with high T-tail mounted horizontal stabiliz- engines are pylon mounted on the rear fuse-
ers (Figure 1-14). The leading edges of the hor- lage and each produce 1,900 pounds thrust.
izontal stabilizers are deiced by rubber boots.
Five vortex generators are mounted on each Ice protection, fire detection, and extin-
side of the vertical just under the horizontal guishing systems are incorporated. Thrust at-
positioned downward, one above the other, tenuators are installed on each engine to assist
just in front of the rudder. in deceleration during a landing roll and to
avoid excessive use of brakes while taxing.
The engine pylons have ram-air inlets to pro-
vide cooling air to cabin air and windshield air
heat exchangers located in the tailcone.
ICE PROTECTION
Ice protection is provided to the wing leading
edges by hot bleed air. Bleed air is used for
heating the nacelle and the generator air inlets.
The horizontal stabilizer is deiced by inflat-
able boots. Engine bleed air can be discharged
through nozzles directed across the outer wind-
shields. Isopropyl alcohol is available to anti-
ice the left windshield in the event that bleed
air is not available. Electrical heaters anti-ice
the pitot-static systems, and an angle-of-attack
vane, TT 2 and pylon air inlet ducts.
Figure 1-14. Empennage
SYSTEMS HYDRAULIC SYSTEM

Engine-driven hydraulic pumps supply pres-
sure for operation of the landing gear, speed-
ELECTRICAL SYSTEM brakes, flaps, and thrust attenuators through
The airplane 29V DC buses are supplied from an open center system. The main gear are
two starter-generators. Engine starting and equipped with anti-skid controlled wheel
secondary DC power is available from either brakes, operated hydraulically from a separate
the battery or an external source. Two static hydraulic system. Pneumatic backup is avail-
inverters provide AC power. The copilot di- able for landing gear extension and braking.
rectional gyro and captains RMI heading are
always driven by a self-contained inverter.
FLIGHT CONTROLS
FUEL SYSTEM Primary flight control is accomplished
through conventional cable operated sur-
The fuel system has two distinct, identical faces. Trimming is provided by aileron, ele-
halves. Each wing tank stores and supplies vator, and rudder tabs. The elevator trim is
the fuel to its respective engine. Crossfeed both mechanically and electrically actuated.
capability is provided. All controls and indi- Hydraulically operated speedbrakes are in-
cators are located in the cockpit. stalled on the upper and lower wing surfaces.
The flaps are hydraulic and are installed on

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the trailing edges of the wing. Nosewheel

steering is mechanically controlled by the
PUBLICATIONS
rudder pedals.
The FAA-Approved Airplane Flight Manual
(AFM) is required and contains the limita-
ENVIRONMENTAL CONTROLS tions, operating procedures, part 25 perfor-
mance data pertinent to takeoffs and landings,
Cabin pressurization utilizes bleed air from the and weight and balance data. It does not con-
engines. The air entering the cabin is condi- tain climb, cruise, descent, or holding per-
tioned by ram air and or vapor cycle A/C. formance information. The AFM always takes
Temperature is controllable and the system precedence over any other publication.
can maintain sea level pressure up to 22,027
feet, and approximately 8,000 feet cabin a The CitationJet Operating Manual contains
cruise altitude of 41,000 feet. These pres- expanded descriptions of the airplane systems
sures are based on a differential of 8.5 0.1 psi. and operating procedures. It contains enroute
flight planning information as (climb, cruise,
The oxygen system supplies quick-donning descent, and holding data) as well as some
masks in the cockpit and the cabin through takeoff and landing performance information.
dropout masks automatically deployed in the
event of excessive cabin altitude. The Cessna CitationJet Checklist contains ab-
breviated operating procedures and abbrevi-
AVIONICS ated performance data. If any doubt exists or
if the conditions are not covered by the check-
The standard factory installed avionics pack- list, the AFM must be consulted. The Flight-
age includes weather radar, dual altitude en- Safety version of the Cessna CitationJet
c o d i n g t r a n s p o n d e r, a u t o p i l o t , a n d a n Checklist is in a slightly different format.
integrated flight director system (EFIS). Com-
munication is provided by two VHF The Citation Weight and Balance Manual con-
transceivers. Navigation equipment includes tains detailed information in the form of tables
digitally tuned ADF, DME, and two VOR/lo- and diagrams. However, it is not required to
calizer/glide slope/marker beacon receivers. be in the airplane as the basic empty weight
and moment and means of determining the
center-of-gravity location are all contained
in the AFM.
The Honeywell SPZ 5000 Integrated Flight

Control System Pilots Manual for Citation
Jet Publication Number: A28-1146-089-00,
dated 15 October 1992 or later revision, must
be immediately available to the flight crew.
The Global-Wulfsberg GNS-X SC Operators

Manual Report Number 1396 dated August 1,
1992, or later revision must be immediately
available to the flight crew whenever naviga-
tion is predicated on the use of the system.
The Allied Signal KLN-88 Loran-C Pilots

Guide, P/N 006-08458-0000 dated April, 1992
or later revision must be immediately avail-
Figure 1-15. Stall Strips able to the flight crew when navigation is
predicated on the use of this system.

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The Trimble TNL 3000T GPSILORAN Navi- DEFINITIONS

gator Pilots Guide, P/N 80816, August 19,
1993 or later revision, must be immediately Performance definitions are available in Sec-
available to the flight crew when navigation tion IV of the AFM, the remaining definitions
is predicated on the use of this system. are listed as follows:
The Allied Signal KLN-90 GPS Pilots Guide,
P/N 006-08484-0000 dated August 1992 or WARNING
later revision, must be immediately available
to the flight crew when navigation is predicated
on the use of this system. Operating procedures, techniques,
etc., which will result in personal
The Allied Signal KLN-90A GPS Pilots Guide, injury or loss of life if not carefully
P/N 006-08743-0000, dated September 1993 followed.
or later revision, must be immediately avail-
able to the flight crew when navigation is
predicated on the use of this system. CAUTION
The Allied Signal KLN-90B GPS Pilots Guide, Operating procedures, techniques,
P/N 006-08773-0000 ORS 20, dated Decem- etc., which will result in damage to
ber 1994 or later revision, must be immediately equipment if not carefully followed.
available to the flight crew when navigation
is predicated on the use of this system.
NOTE
The Global-Wulfsberg GNS-XLs Operators An operating procedure, technique,
Manual, Global Wulfsberg Report No. 144 etc., which is considered essential
1 dated May 1995, or later revision, must be to emphasize.
immediately available to the flight crew
whenever navigation is predicated on the
use of the system. Land as Soon as PossibleLand at the near-
est suitable airport. Extreme situations could
The Allied Signal KLN-900 GPS Pilots Guide, require off airport landing. Primary consid-
P/N 006-08796-0000, dated July 1996 or later eration is safety of occupants.
revision, must be immediately available to
the flight crew when navigation is predicated Land as Soon as PracticalLand at a suitable
on the use of this system. airport. The primary consideration is the ur-
gency of the emergency or abnormal situa-
The Universal UNS-1 (Csp/-1k/UNS-1k) FMS tion. Continuing to the destination or an
Pilots Operating Manual, Universal Systems alternate with appropriate service facilities,
Report number 2423 sv 601 (UNS-1Csp) or may be an option.
2423 sv 602 (UNS-1Csp or UNS-1k), latest
change must be immediately available to the Emergency ProceduresAn emergency pro-
flight crew when navigation is predicated on cedure is one requiring the use of special sys-
the use of this system. tems and/or regular systems in order to protect
the occupants and the airplane from serious or
critical harm. Usually, these procedures require
immediate action.
1-12 FOR TRAINING PURPOSES ONLY Revision 2

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Abnormal ProceduresAn abnormal proce-

dure is one requiring the use of special systems
and/or the alternate use of regular systems
which, if followed, will maintain an accept-
able level of airworthiness or reduce opera-
tional risk resulting from a failure condition.
Normal ProceduresA normal procedure is

one which may be thought of as routine in
day-to-day flying.
Revision 2 FOR TRAINING PURPOSES ONLY 1-13

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-1
DC POWER............................................................................................................................. 2-2
Battery................................................................................................................................ 2-2
Starter-Generators .............................................................................................................. 2-2
External Power................................................................................................................... 2-3
Control ............................................................................................................................... 2-8
Monitoring ......................................................................................................................... 2-9
Protection......................................................................................................................... 2-10
OPERATION ......................................................................................................................... 2-11
Normal ............................................................................................................................. 2-11
Abnormal ......................................................................................................................... 2-12
AC POWERSNs 0001 THROUGH 0099 ......................................................................... 2-14
General............................................................................................................................. 2-14
Control ............................................................................................................................. 2-15
Monitor and Test.............................................................................................................. 2-15
Operation ......................................................................................................................... 2-15
AC POWERSNs 0100 THROUGH 0359 ......................................................................... 2-16
General............................................................................................................................. 2-16
Control ............................................................................................................................. 2-17
Monitor and Test.............................................................................................................. 2-17
Operation ......................................................................................................................... 2-17
QUESTIONS......................................................................................................................... 2-20
FOR TRAINING PURPOSES ONLY 2-i

ILLUSTRATIONS
Figure Title Page

2-1 Battery Location ....................................................................................................... 2-2
2-2 Battery Disconnect Switch ....................................................................................... 2-2
2-3 External Power Receptacle....................................................................................... 2-3
2-4 Generator Circuit...................................................................................................... 2-4
2-5 External Power Circuit ............................................................................................. 2-4
2-6 Electrical System Schematic (SNs 0001 through 0359) .......................................... 2-6
2-7 Circuit-Breaker Panels (SNs 0001 through 0359).................................................... 2-7
2-8 DC Electrical Controls ............................................................................................. 2-8
2-9 Engine Start Buttons................................................................................................. 2-9
2-10 Electrical Controls and Indicators ............................................................................ 2-9
2-11 Audio Control Panel............................................................................................... 2-14
2-12 AC ControlSNs 0001 through 0099................................................................... 2-15
TABLE
Table Title Page
2-1 AC/Avionics Power................................................................................................ 2-18
Revision 2 FOR TRAINING PURPOSES ONLY 2-iii

CHAPTER 2
ELECTRICAL POWER SYSTEMS
G
EN PL
#1 IL
O
DC
#1 EN
G
FF
O
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BA
O ACEN
RV M
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1
# SY S HO
A TT
B
INTRODUCTION
This chapter provides a description of the electrical power system used on the Citation-
Jet. Included is information on the DC and AC systems. The DC system consists of stor-
age, generation, distribution, and system monitoring. The AC system consists of generation,
distribution, and system monitoring. Provision is also made for a limited supply of power
during emergency conditions in flight and connection of an external power unit while on
the ground.
GENERAL
Direct current provides the principal electric three right buses connected by a crossfeed
power for the CitationJet. Two generators are bus. This arrangement allows either genera-
the primary power sources (one generator is tor to power the entire system or, working in
capable of supplying all standard require- parallel, to share the system load. The hot bat-
ments). Secondary sources, battery or exter- tery and emergency buses normally are tied to
n a l p o w e r, m a y a l s o b e u s e d . N o r m a l the main system, but may be isolated to only
distribution of DC power is via three left and the battery or external power sources. When

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the airplane is on the ground, an external DC

power unit (EPU) may be used to supply elec-
trical power to all buses.
DC POWER
BATTERY
A standard nickel-cadmium battery provides
25 volts rated at 28 ampere-hours. An optional
25-volt 44 ampere-hour, and Concord 42 am-
pere-hour battery are available. The battery, Figure 2-2. Battery Disconnect Switch
located in the tail cone compartment (Figure
2-1), is provided with a manual quick- considered a battery start. A battery in good
disconnect and is accessible through the tail condition should supply power to all buses
cone door. for a minimum of ten minutes with maximum
load. If only the hot battery and emergency
buses are powered, battery life should be a
minimum of 30 minutes.
STARTER-GENERATORS
Two engine-driven DC starter-generators, one
mounted on each engine accessory gearbox,
are the primary source of power and supply all
DC buses. Each generator is air cooled, rated
at 30 volts DC, regulated to 29 volts, 300 am-
Figure 2-1. Battery Location peres, and is capable of 50% overload to 450
amperes for two minutes. The generators are
The battery is connected to the hot battery bus. used as motors for engine starting, then become
A battery disconnect relay is installed between generators at the completion of the start cycle.
the battery and its ground to provide an Each generator system is operated indepen-
electrical disconnect during certain conditions. dently, but power is distributed through sys-
tems that are in parallel except under fault
A BATT DISC switch (Figure 2-2) is installed conditions. The generators share loads equally
in the cockpit behind the pilots oxygen valve. (within 10% of total load) during normal op-
This switch opens the battery disconnect relay. eration via an equalizer connection between
It is used in case of a battery overheat or stuck the generator control units.
start relay.
DC power from the engine-driven generators
The battery is susceptible to, and must be pro- is distributed to two feed buses (Figure 2-4).
tected from, overheat due to excessive charg- The two feed buses are paralleled through two
ing or discharging. The nicad battery is limited 225-ampere current limiters connected to the
to three engine starts per hour. During an ex- crossfeed bus. Generator power is routed to the
ternal power start, the battery is separated hot battery bus through the battery relay, and
from its ground by the battery disconnect relay also to the emergency bus from the crossfeed
to prevent battery discharge during the EPU bus. The battery and emergency relays are
start cycle. An external power unit start is not operated by the battery switch.

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EXTERNAL POWER CAUTION

An external power unit may be connected to Some external power units do not
the airplane DC system through a receptacle have reverse current protection. If
located in the fuselage below the left engine the unit is turned off while connected
nacelle (Figure 2-3). External power is routed to the airplane, rapid discharge and
to the hot battery bus (Figure 2-5). The bat- damage to the battery can result. Al-
tery charges from the external power unit ways disconnect the EPU from the
regardless of the battery switch position. airplane when not in use.
Before connecting an external power unit, the
voltage of the unit should be regulated to 29 Connecting the external power source ener-
volts maximum, and the amperage output gizes the external power relay, connecting the
should be between 800 and 1,100 amperes. external power source to the hot battery bus.
When using the external power for prolonged Placing the battery switch to the BATT posi-
ground operation, the battery should be dis- tion energizes the battery relay, allowing ex-
connected to preclude overheating the bat- ternal power to be connected to the crossfeed
tery. Do not use the battery disconnect switch. bus, emergency bus, and the left and right
feed buses. The external power relay is de-
energized to remove external power from the
hot battery bus when either generator power
relay is closed. This is to prevent the airplane
generators and the EPU from applying power
to the airplane buses simultaneously.
CAUTION
If the battery is charged using the
external power unit, it must be visu-
ally monitored. Current from the
external power unit is not regulated
and a battery overheat may occur.
Figure 2-3. External Power Receptacle

NOTE
Normal starter current draw is ap-
proximately 1,000 ampere at peak.
External power units with variable
maximum current shutoff should be
set to 1,100 amperes.

LH FEED CROSSFEED RH FEED
225 20A 225
A A
TO EMERGENCY
BAT BUS
LH OFF RH
GEN BAT EMER GEN
PWR PWR
OFF OFF
EMER
GCU V V GCU
V LH RH
START START
LH GEN HOT BATTERY BUS RH GEN
LEGEND
BATTERY POWER LH NORMAL BUS POWER RH NORMAL BUS POWER
Figure 2-4. Generator Circuit
VOLTMETER
HOT BAT BUS
BATTERY EXT POWER

DISABLE RELAYS
EXT
POWER
RELAY
BATTERY
DISCONNECT
RELAY
EXT OVERVOLTAGE
POWER SENSOR
Figure 2-5. External Power Circuit

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Distribution The hot battery bus items are:

Direct current is distributed throughout the air- LightsNose compartment light, cabin
plane by ten buses (Figure 2-6). The main entry door EXIT and white light, emer-
junction box in the tailcone compartment con- gency exit door EXIT and white lights,
tains two feed buses, the crossfeed bus, and the the two right wing walkway lights, the
hot battery bus. Two feed extension buses, optional LH/RH footwell strip lights,
two crossover buses, and the emergency buses and the aft baggage compartment light.
are located in the cockpit.
VoltmeterIt reads hot battery bus volt-
The two feed buses normally are powered by age in BATT or EMER and zero voltage
in OFF. In OFF, the voltmeter will read
the right and left generators and are tied to- generator output voltage when LH or
gether by the crossfeed bus. They may also re- RH GEN is momentarily selected on the
ceive power from the battery or an external voltage selector switch.
power unit.
ELT, (optional)If it is turned on by
The hot battery bus is always connected di- the G switch, the 3-second pushbutton
rectly to the battery. It may receive power uses hot battery bus power to turn the
from an external power unit, and, during nor- ELT off.
mal operation, is powered from any generator. Emergency Battery PackPowers the
engine instrument and cockpit flood-
The crossfeed bus functions solely as a bus lights during the start sequence. A 5-G
tie connecting the hot battery bus, the emer- force activates an inertia switch to power
gency bus, and the two feed buses into one the cabin entry door white light and
integral system. EXIT light, the emergency exit door
EXIT light and white light, the two
From each feed bus in the tail cone, an ex- right wing walkway lights, and the op-
tension bus provides distribution of power to tional LH/RH footwell strip lights.
components through controls and circuit break-
ers in the cockpit. The left and right feed ex- NOTE
tension buses are located behind the pilot and If the optional footwell strip lights
copilot circuit breaker panels, respectively are installed a second emergency bat-
(Figure 2-7). tery pack is installed.
In order to permit logical grouping of circuit
breakers (i.e., left and right ignition), circuit The emergency bus is located on the right
connection is provided from the right or left circuit breaker panel, with an emergency
feed extension bus to the opposite circuit branch bus to the left circuit-breaker panel.
breaker panel through the right and left
crossover buses.

*SNs 0100 THROUGH 0359

INV 1
N
O
R
M
INV 2
INVERTER 1 AC INV 1 INVERTER 2

OFF
LH CB PANEL AC INV 2 RH CB PANEL
*SNs 0001-0099
EMER EMER
RH X OVER LH X OVER
15 15
LH FEED EXT RH FEED EXT
35 35
75 75
CIRCUIT BREAKERS
CURRENT LIMITERS
80 80
LH FEED CROSSFEED BUS RH FEED

225 225
20 A
A BATTERY
DISABLE BATT
GEN RELAY GEN
OFF LH OFF OFF
EMER RH
POWER BATT
LH RH RELAY PWR LH RH
RELAY RELAY
RELAY
EMER
GCU GCU
V START V V
RELAY 20 A
LH GEN HOT BATTERY BUS RH GEN
EXT OVER
POWER VOLTAGE
BATT RELAY SENSOR
BATT BATTERY
DISC DISCONNECT
EPU
RELAY
NORMAL
Figure 2-6. Electrical System Schematic (SNs 0001 through 0359)

LEFT HAND CB PANEL

ENGINE INSTRUMENTS ENVIRONMENTAL ENGINE FUEL
LH FAN LH LH TURB LH FUEL LH FUEL LH OIL LH OIL NORM EMER LH FUEL LH LH FW LH FIRE LH
SPEED ITT SPEED FLOW QTY TEMP PRESS PRESS PRESS CONTROL BOOST SHUT-OFF DETECT IGN
5 5 5 5 5 5 5 5 5 5 15 71/2 5 5
ANTI-ICE MISC INSTRUMENTS
RH FUEL RH RH FW RH FIRE RH
W/S FRESH
LH PITOT LH AOA W/S BLEED BLEED STBY DEFOG AIR CONTROL BOOST SHUT-OFF DETECT IGN
STATIC ENG HTR AIR TEMP AIR GYRO CLOCK FAN FAN TEMP 5 15 71/2 5 5
71/2 5 5 5 5 5 5 10 10 5 WARNING
RH PITOT RH TAIL W/S AIR AFT EVAP FWD LDG BATT WARN WARN OVER
STATIC ENG DEICE ALCOHOL OAT FLT/HR COND FAN EVAP FAN GEAR TEMP LTS I LTS II SPEED
71/2 5 5 5 5 5 5 71/2 71/2 5 5 5 5 5

DC POWER LH BUS LIGHTS SYSTEMS
RH CB ANTI WING LH EL ANG OF LH THRUST ENGINE PITCH SPEED BRAKE
PANEL LH BUS COLL INSPECT PANEL PANEL
NAV ATTACK ATTEN SYNC TRIM BRAKE SYSTEM
35 NO. 1 NO. 2 NO. 3
71/2 5 5 5 5 5 5 5 5 5 20
75 75 75
AC INV LH RH CENTER RH THRUST EQUIP FLAP GEAR SKID
NO. 1 START FLOOD BEACON PANEL PANEL ATTEN COOL CONTROL CONTROL CONTROL
15 71/2 5 5 5 5 5 5 5 5 5
LEFT HAND FEED EXTENSION RIGHT HAND CROSSOVER EMERGENCY BUS
RIGHT HAND CB PANEL

AVIONICS DC ENGINE INSTRUMENTS
COMM NAV NAV 1 XPDR ADF DME ENC RH FAN RH RH TURB RH FUEL RH FUEL RH OIL RH OIL
1 1 CONVERT 1 1 1 ALT 1 SPEED ITT SPEED FLOW QTY TEMP PRESS
10 5 5 5 5 5 5 5 5 5 5 5 5 5
COMM NAV NAV 2 XPDR ADF DME ENC FMS EFIS RAD DG AUDIO
2 2 CONVERT 2 2 2 VLF ALT 2 2 CONT EHSI EADI ALT 1 1
10 5 5 5 5 5 5 5 5 5 5
COMM FLITE FMS FLT GUIDE AP ADI** DG AUDIO

3 PHONE SELCAL 1 WARN SYSTEM SERVOS RADAR 2 RMI 2 2
5 5 71/2 71/2 71/2 5 5 5 5
AC FLT INSTR AVIONICS DC POWER RH BUS
NAV YAW RATE VG LH CB
1 RADAR RMI EFIS GYRO 1 PANEL
1 1 1 1 1 1 RH BUS 35
NO. 1 NO. 2 NO. 3
NAV ADI VG* RH AC INV
2 2 2 START 75 75 75 NO. 2
1 1 1 71/2 15
RIGHT-HAND FEED EXTENSION OPTIONS POWERED FROM

LH CROSSOVER
LEFT-HAND CROSSOVER AUDIO 1 SWITCHES TO EMER BUS
WHEN BATT SWITCH IS IN EMER
EMERGENCY BUS RESERVED
* VG 2 CB ADDED FOR BLIND GYRO

AC MOD IN SNs 0001 THROUGH 0099
AND COPILOT ADI IN SNs 0100
OPTIONS POWERED FROM THROUGH 0359
RH CROSSOVER
** ADI 2 REMOVED IN SNs 0100 THROUGH 0359
Figure 2-7. Circuit-Breaker Panels (SNs 0001 through 0359)

Emergency bus items are the following:

VOLTAGE SEL
BATT 200 200
LH CB PANEL RH CB PANEL LH
GEN
RH
GEN
20 30
100 300 100 300
COMM 1 10 DC 40 0 DC 400 0 DC 400

VOLTS AMPS AMPS
NAV 1 and Marker
Beacon DC POWER AVIONIC POWER
L GEN BATT R GEN INV 1 ON

OBS (NAV 1 N *
Display on CDI) OFF OFF
O
R
M
RMI No. 1 HDG RESET RESET INV 2 OFF
from DG2 (KCS-55) SNs 0100 THRU 0248

Floodlight Rheostat DG2 VOLTAGE SEL
BATT 200 200
Pilots encoding alt. LH
GEN
RH
GEN
20 30
100 300 100 300
LH Pitot/Static Heat and vibrator (ADS 10 DC 40 0 DC 400 0 DC 400
LH Fan (N 1 ) encoding output) VOLTS AMPS AMPS
Audio 1 and 2 DC POWER AVIONIC POWER
L GEN BATT R GEN AC INV 1 ON
RH fan (N 1 vertical O
F
OFF OFF
tapes and LCD lights F
RESET EMER RESET AC INV 2 OFF
from N1 monopoles)
SNs 0001 THRU 0099
CONTROL Figure 2-8. DC Electrical Controls

Control of DC power is maintained with a bat- switch to GEN allows the GCU to close the
tery switch and two generator switches (Fig- power relay and connects the generator to its
ure 2-8). (Note 249-359 lever lock switch).The feed bus. The ammeter indicates the genera-
battery switch has three positions: BATT, OFF, tor output to the feed buses. With the switch
and EMER. in the OFF position, the power relay opens and
the ammeter shows no generator load to the
If the battery switch is OFF, the hot battery bus feed buses. Placing the switch in the spring-
is isolated from all other buses in the system loaded RESET position closes the generator
and the emergency bus is connected to the field relay if it has opened and no fault exists.
crossfeed bus. The battery switch in the BATT The other way the pilot can reset the latching
position closes the battery relay completing a field relay closed (if open) is by punching the
circuit to the crossfeed bus. The emergency start button.
relay is deenergized while the battery relay is
in the BATT position, and completes a circuit Two engine start buttons located on the left
to the emergency bus from the crossfeed bus. panel activate a circuit to close the associ-
In the EMER position, only the emergency ated start relay and allow starting current to
relay is energized, connecting the emergency flow from the hot battery bus to the starter. A
bus to the hot battery bus. The two buses are starter disengage button, located between the
powered by the battery or external power. starter buttons, can be used to open the start
When external power is not applied to the air- circuit if manual termination of the start se-
plane and the generators are on the line, plac- quence is desired (Figure 2-9).
ing the battery switch in EMER or OFF isolates
the battery from any charging source without A guarded battery disconnect switch (BAT
a loss of power to any bus. DISC/NORM) is located above the pilots
armrest behind the oxygen control selector. It
The generator switches are three-position disconnects the battery and is used only for ab-
switches: GEN, OFF, and RESET. Placing the normal operations involving stuck start relay
or battery overtemperature. Activating this

FlightSafety
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CAUTION
Do not use the battery disconnect
switch for extended time. The bat-
tery disconnect relay will continue
to draw a small current from the
battery until the battery is dis-
charged. The battery disconnect
relay then deennergizes closed re-
sulting in a very high charge rate
and probable overheat.
Figure 2-9. Engine Start Buttons MONITORING

switch uses battery power to open the battery
The DC electrical system is monitored by:
disconnect relay on the ground-side of the
two GEN OFF LH/RH annunciator warning
battery. The battery switch must be in the
lights and two BATT OTEMP warning lights
BATT position for this switch to operate. If the
located on the main annunciator panel, along
battery ground is opened, the battery cannot
with two ammeters, a voltmeter on the elec-
supply electrical power to the airplane or be
trical control panel shown in Figure 2-8.
charged by the generators.
When illuminated, an amber
GEN flashing GEN OFF LH/RH an-
OFF nunciator light indicates an open
power relay. If both annuncia-
LH RH tor lights are illuminated, the
MASTER WARNING lights also flash.
Figure 2-10. Electrical Controls and Indicators

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A voltmeter selector switch permits monitor- PROTECTION

ing of voltage on the hot battery bus or from
a point between each generator and its power Two generator control units (GCU) regulate,
relay. The selector is spring-loaded to the parallel, and protect the generators. Each unit
BATT position, in which case, hot battery bus controls a power relay which connects the
voltage is indicated. The voltmeter indicates generator to its feed bus. The GCU permits the
the highest voltage of the source connected to power relay to close when the cockpit gener-
the point being monitored. When one generator switch is in GEN and the generator out-
ator is on line and the voltmeter selector is in put equals (within .3 volts) or exceeds system
either BATT or the corresponding generator voltage. A field relay, located in the genera-
position, the voltmeter reads the generators tor control unit, allows or prevents field ex-
voltage. If the voltmeter selector switch is citation within the generator. When open, the
moved to read generator output (generator not field relay deprives the power relay of its
connected to the buses), it indicates only the ground and causes the power relay to open.
voltage output of the selected generator. The When an internal feeder fault (short circuit)
gage will not read hot battery bus voltage or an over-voltage is sensed, the field relay
when the battery switch is in OFF (i.e. goes opens. The field relay also opens when the
to zero). engine fire switch is activated. A reverse cur-
rent, (10% of total load) or under voltage,
The ammeters read the current flow from their opens only the power relay, removing the gen-
individual generators to their respective DC erator from the system but leaving the field
feed bus and, during normal operation, their relay closed and the generator output at 29
indication should be parallel within 30 amps volts or lower.
(10% of total load). Amperage in the circuit
between the starter/generator and the hot The three parallel feeder cables between each
battery bus is not reflected on the ammeter. DC feed bus in the tail cone and each feed ex-
tension bus on the cockpit circuit-breaker pan-
Pushing the engine start button illuminates els are protected by three 75-ampere cockpit
the starter button white light as a direct indi- circuit breakers. Three 80-ampere current lim-
cation the start relay closed. The light inside iters protect the main J-box in the tail cone.
the STARTER DISENGAGE button is a cour- A 35-ampere circuit breaker on each feed ex-
tesy light. It is activated when the panel lights tension bus provides protection between the
master switch is turned on for night operations. extension bus and the crossover bus on the
opposite circuit-breaker panel. Various other
circuit breakers on the feed buses in the tail
cone protect against overload.
For generator-assisted second engine starts, the

battery disable relay opens the battery relay
to prevent high current flow from the cross-
feed bus to the hot battery bus and protect the
225-amp current limiters. This forces starting
current from the generator and battery to flow
through the two starter relays and hot battery
bus to the starter. A blown 225-amp current
limiter would split the feed buses, preventing
generator paralleling.

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Pressing the starter button for EPU starts, Before starting the engines, the generator
first opens the battery disconnect relay to switches should be rechecked for proper po-
prevent NICAD battery cycles, then closes the sition and battery voltage verified. The battery
start relay. switch should be in the BATT position in order
that power from the feed extension bus may
Should external power unit (EPU) voltage be close the start relay when the start button is
excessive, an over-voltage sensor opens the ex- depressed. Depressing the start button also
ternal power relay and breaks the circuit to the activates the electric fuel boost pump, arms the
hot battery bus. External power disable re- ignition, and activates the engine instrument
lays also disconnect the external power unit and overhead floodlights.
from the hot battery bus whenever a power
relay closes, bringing a generator on-line. Closure of the start relay, indicated by illu-
There is no reverse current protection between mination of the start button white light, con-
the hot battery bus and the EPU. When the EPU nects hot battery bus power to the starter for
relay is opened due to high voltage and the engine rotation. At 8 to 12% turbine rpm (N 2 )
EPU voltage is returned to normal, the EPU and N 1 rotation, the throttle is moved from cut-
plug must be pulled and reconnected to close off to idle. Fuel flows to the slinger and start
the EPU relay. nozzle and ignition is activated by a throttle
switch. A green light directly above the igni-
CAUTION tion switch indicates current to one or both ex-
citer boxes. Within ten seconds, combustion
Some external power units do not should occur as evidenced by rising ITT. As
have reverse current protection. If the engine accelerates through 45% (N 2 ), the
the EPU is turned off while connected GCU starter overspeed sensor automatically
to the airplane, rapid discharge and terminates the start sequence. The electric
damage to the battery can result. Al- boost pump is deenergized, the GEN OFF and
ways disconnect the EPU from the ignition lights go out. The start relay opens,
airplane when not in use. and the engine instrument and overhead flood-
lights return to the floodlight rheostat. The
45% N 2 GEN overspeed sensor terminates the
OPERATION start sequence and the engine accelerates to
idle rpm of 56% (56.2 1.3%) N 2 .
NORMAL The starter-generator reverts to generator op-
During the interior preflight, the generator eration, and the GCU closes the power relay
switches should be placed to GEN if a battery after start termination and when the genera-
start is intended or OFF if external power is tor output equals or exceeds system voltage.
to be used. The battery switch should be placed
to BATT and the voltmeter checked for 24 For a second engine start on the ground, the
volts minimum. operating generator assists the battery in pro-
viding current to the starter. The operating
After checking lights, pitot heat, and the pylon engine must be at idle. When the remaining
blanket heaters, the battery switch should be start button is activated, the electric boost
turned to OFF. During the exterior preflight, pump operates, the ignition is armed, the
the battery should be visually checked for engine instrument and overhead floodlights il-
signs of deterioration or corrosion. External luminate, and both start relays close (the light
power should not be connected until these in each starter button illuminates).
checks are complete.

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When one generator power relay is closed and BATT the heat to continue increasing
the other is energized as a starter, the battery OTEMP out of control.
disable relay causes the battery relay to open
the circuit between the crossfeed bus and the A battery overtemperature warning system is
hot battery bus in order to protect the 225- provided to warn the pilot of abnormally high
ampere current limiter. battery temperatures. An internal tempera-
ture of 63C (145F) will illuminate a flash-
An engine start accomplished in flight using ing red BATT OTEMP and a
the start button is a battery start only. Gener- flashing MASTER WARNING
ator-assist capability is disabled by the squat > 160 LIGHT.
switch when airborne. Only the associated
start relay closes, the boost pump on that side If the temperature reaches 71C (160F) the
activates, the ignition circuit to that engine red > 160 LIGHT and BATT OTEMP LIGHT
arms, and the engine instrument floodlight il- will both flash. The master warning will also
luminates. The only difference between this flash, (if previously reset). When an overheat
start in flight and one accomplished on the condition exists, the battery switch should be
ground with one generator on line is that the placed in the EMER position to open the bat-
start relay on the same side as the operating tery relay. If the amps drop slightly when the
generator will not close. This isolation of the battery switch is moved to EMER, this is con-
start circuit from the operating generator and firmation the battery relay opened and isola-
buses in flight is through left squat switch tion occurred. The drop in amps was the
logic and is required by certification regula- charging current flowing to the malfunction-
tions. The protection circuit for the 225- ing battery. If no amp drop is observed, the
ampere current limiter is the same as view shifts to the voltmeter to see a one volt
previously described. drop in 30 seconds to two minutes. A one volt
drop from 29V to 28V over 30 seconds to two
An external power unit may also be used for minutes confirms the battery relay opened and
engine starts. However, prior to use the unit isolation took place. If so, the battery switch
should be checked for voltage regulation (28 is selected to OFF. If at the end of two min-
to 29 volts maximum) and an availability of utes the voltage is still 29 volts, the battery
800 to 1,100 amperes maximum. When ex- relay is stuck or welded closed. The checklist
ternal power starts are planned, the generator requires the battery switch to be selected to
switches should remain in the OFF position BATT so the battery disconnect switch circuit
until external power has been removed from can function.
the airplane. Otherwise, when the first gen-
erator comes on line, the external power relay The battery disconnect switch is selected to
is opened and the EPU is automatically dis- DISC opening the battery disconnect relay.
connected from the hot battery bus, and the This stops generator current flow into the bat-
second engine start becomes a generator-as- tery and allows the battery cool down time. If
sisted battery start. First engine ground starts you cannot get the charging current off of the
over 10,000 MSL must be EPU starts. Max- battery using the battery relay, then get it off
imum airport elevation for EPU starts is 14,000 using the battery disconnect relay on the
MSL. ground-side of the battery. The voltmeter is in-
operative with the battery switch off.
ABNORMAL If the speed-sensing switch fails to terminate
Battery overheat can result from an excessive start sequence, the STARTER DISENGAGE
amount and rate of charge or internal battery button can be used to terminate the start. Its
damage. The greatest damage which can result use causes no damage to any component in the
from a battery overheat lies in the possibility of system. The GCU then permits the generator
runaway heating, in which internal failures cause to come on line after the start sequence has
been terminated.

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Monitoring the ammeters may provide the Should it be necessary to disable the circuit-
pilot indication of impending generator prob- breaker panel at the pilots position, it can be
lems. Ampere readings may indicate unpar- accomplished by pulling the three 75-ampere
alleled operation if they are different by more circuit breakers labeled LH BUS, the LH
than 10% of the total load. FAN SPEED breaker, the LH PITOT STATIC
breaker, the FLOOD breaker, and, on the copi-
When a GEN OFF LH/RH light lots circuit-breaker panel, the 35-ampere
GEN
illuminates on the annunciator breaker labeled LH CB PANEL. The three
OFF
panel, a check of the voltmeter 75-amp breakers disconnect the left feed ex-
LH RH indicates whether the field tension bus. The LH FAN SPEED, LH PITOT
relay or only the power relay STATIC, and FLOOD breakers disable the
has opened. An open field relay could be emergency bus equipment on the pilots panel.
caused by a feeder fault (short circuit), over The LH CB PANEL circuit breaker on the
voltage, or by actuation of the engine fire copilots circuit-breaker panel disconnects
switch. A tripped field relay is indicated by the crossover bus from the right feed bus ex-
near zero voltage; it may possibly be reset tension. The reverse procedure is necessary to
with the generator switch. An under voltage disable the copilots circuit-breaker panel,
or reverse current causes the generator con- and, because the emergency bus is located be-
trol unit to open the power relay. If voltage is hind the copilots panel, eight component cir-
observed on the voltmeter when the affected cuit breakers must also be pulled. They are
generator is selected with the voltage selec- COMM 1, NAV 1, ENC ATL 1, RH FAN
tor switch, generator reset is not probable. SPEED, RMI, DG 2, and AUDIO 1 and AUDIO
2.
The GCUs in 525 SNs 0089 and on, have four
BITE lights (Built-In-Test-Equipment) for
fault detection. Through attrition, earlier units
NOTE
may be replaced with the newer GCUs. GCU When the three 75-ampere main bus
fault lights may indicate a GCU fault, over- breakers are pulled, the crossover
voltage, a ground fault, or a system problem. bus to the opposite circuit-breaker
It self-tests all LEDs at power up. Flashing panel is also disabled.
LEDs can be extinguished by resetting the ap-
propriate generator switch three times within
three seconds if no faults exist. AFT Failure of a 225-ampere cur-
J-BOX rent limiter can be detected by
GEN
Loss of a single generator is LMT CB the AFT J BOX LMT annunci-
annunciated by flashing amber ator and during the generator
OFF GEN OFF/LH or RH light and check which is accomplished after engine
steady MASTER CAUTION start. When one generator switch is placed to
LH RH
light. Dual generator failure is OFF, the other generator should pick up the en-
annunciated with a flashing GEN OFF LH/RH, tire system load as indicated on the respective
a steady MASTER CAUTION, and a flashing ammeter. If this does not occur, a failed cur-
red MASTER WARNING. rent limiter could be the cause. If this is the
case, when the generator on the side with the
If unable to restore any generator, the Loss of failed limiter is selected to OFF, the buses on
Both Generators checklist will direct the pilot that side lose power. This is most easily de-
to place BATTERY SWITCHEMER. In this tected by observing the engine instruments.
situation, the pilot would have the emergency The airplane should not be flown in this con-
bus items, the standby vertical gyro, and an dition. If a 225-amp current limiter has failed
emergency battery pack for cabin lighting and prior to ground start, neither engine can be
egress through the cabin escape hatch. started until the limiter is replaced.

FlightSafety
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Figure 2-11. Audio Control Panel

When the battery switch is in the EMER po-
sition, emergency DC power is supplied from
AC POWERSNs 0001
the hot battery bus through the emergency THROUGH 0099
power relay to the emergency bus circuit
breakers on each cockpit circuit-breaker
panel. If the battery switch is in the BATT po- GENERAL
sition, generator power is supplied through
the battery relay from the crossfeed bus to the NOTE
hot battery bus and charges the battery. The Avionic power and inverter switches
emergency bus is fed from the crossfeed bus should always be turned OFF dur-
while the battery switch is in either BATT or ing any engine starter engagement
OFF. Items powered by the emergency bus are or engine shutdown.
COM 1, NAV 1, copilots DG, pilots RMI,
pilots altitude encoder/vibrator, overhead
floodlights, pilots and copilots audio am- The AC power distribution system consists of
plifier, left-hand pitot-static heat system, and two avionics power switches (Figure 2-12), two
fan speed (N 1 ). Power is available to these 26VAC/115VAC, 400Hz static inverters, two
items for a minimum of 30 minutes from a AC buses (one 26-volt and one 115-volt) and one
normally charged battery with the genera- annunciator panel light (red INVERTER FAIL).
tors OFF and the battery switch in EMER. The The inverters convert 29 volts DC into AC power,
pilots audio panel is normally powered by with a maximum output of 250 VA. With the 3-
normal DC but is powered by the hot battery position AC POWER switch in either AC INV
bus when the battery switch is in EMER. 1 or AC INV 2, the selected inverter is power-
ing the AC buses. If one inverter should fail, the
In the event of loss of normal DC power and the pilot must select the opposite inverter (AC INV
selection of emergency on the battery switch, 1 or AC INV 2). One inverter is fully capable of
communications can be maintained in the COMM powering both AC buses during emergency op-
1 transmit and receive position with the speaker erations. The battery switch remains in BATT
system or headphones (Figure 2-11) The use of during dual inverter failure operations.
EMER/COMM 1 might conserve battery power
but necessitates the use of headsets. The AC system powers much of the avionics and
navigation equipment. The 26-volt AC bus

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powers: NAV 1, NAV 2 (for conversion signals MONITOR AND TEST

in the NAV 1 and NAV 2 converters), the
weather radar, the heading reference for the The AC system is monitored by a red INVERT-
pilots remote compass indicator (OBS), and the ER FAIL annunciator light (which triggers the
required AC power for the pilots EFIS (the MASTER WARNING lights)
EFIS system is primarily DC powered but uses
26 VAC in the display guidance computer for The system may be immediately tested by
heading reference). The 115-volt AC bus pow- placing the switch to each respective inverter
ers the pilots VG-14A vertical gyro and the position and ensuring the INVERTER FAIL
blind vertical gyro VG-14A. Comparative mon- light goes out and all avionics equipment con-
itoring is done between these two gyros. tinues to operate during each inverter selec-
tion (the master avionics power switch should
be on during this test).
CONTROL
Two avionics power switches: one three po- OPERATION
sition labeled AC INV 1OFFAC INV 2 and
one labeled ONOFF are located on the pilots Normal
switch panel (Figure 2-12). The three position
activates either the No. 1 or the No. 2 inverter Each inverter should be activated and tested
to supply the AC power requirements. The during the accomplishment of the Before Taxi
avionics power ONOFF switch supplies checklist and select an inverter ON. The in-
power to all the avionics equipment. verter switch should be turned off prior to
engine shutdown after parking.
AVIONIC POWER
Abnormal
AC INV 1 ON
In the event of a failure in the
O INVERTER AC system, check the inverter
F FAIL circuit breakers (AC INV NO. 1
F on the LH CB Panel or AC INV NO. 2 on the
RH CB Panel) and comply with the appropri-
ate checklist in the Abnormal Procedures or
AC INV 2 OFF Emergency Procedures section of the Flight
Manual. An inverter failure is annunciated by
Figure 2-12. AC ControlSNs 0001 a red INVERTER FAIL annunciator and flash-
through 0099 ing MASTER WARNING lights. If the optional
aural alert system is installed, a verbal an-
NOTE nouncement AC FAIL will be heard along
Both AC and DC power to the avion- with visual annunciations. Corrective proce-
ics equipment is controlled by the dures are to switch to the opposite inverter with
AV I O N I C S P O W E R O N O F F the 3-position AC INV 1OFFINV 2 switch
switch. This switch serves as the and reset the MASTER WARNING lights.
master avionics switch. If this switch
is off, the overspeed and landing gear If both inverters should fail, the same indica-
warning horns are inoperative. tions occur as with a single inverter failure,
and switching to the opposite inverter will
not correct the situation. The INVERTER
Should an inverter fail, placing the 3-posi- FAIL annunciator remains illuminated after re-
tion switch to the opposite inverter, i.e., AC setting the MASTER WARNING lights. Dur-
INV 1 or AC INV 2 will restore AC power to ing dual inverter failure the battery switch
both AC buses (Table 2-1).

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remains in the BATT position. The copilots Fully Operational Instruments:

directional gyro (DG 2) has its own, self-con- ADI
tained inverter (a third inverter) not associated
with AC INV 1 or 2. This DG 2 inverter con- Airspeed
tinuously generates its own 26 VAC if the bat- Altimeter
tery switch is in BATT or EMER to operate DG VSI
2 and RMI 1 heading reference.
Audio 2
If a complete AC power failure occurs, the fol-
lowing primary flight instruments will be
inoperative and/or operational with the battery AC POWERSNs 0100
switch in BATT:
THROUGH 0359
Pilots
Inoperative or Partial Operational: GENERAL
EADI (VG 1 and FDInop) The AC power distribution system consists
Marker Beacon Lights, Radar of two avionics power switches (Figure 2-13
Altimeter, Rising Runway, AOA and 2-14), two 26-VAC/l15VAC, 400 Hz static
Operational
EHSI (DG 1 and NAV 1Inop)
AVIONIC POWER
EFIS Display Control Panel
DH set and TESTOperational INV 1 ON
Remote Control PanelHeading and Course N
knobs, Inop. Altitude Select knob, O
operational R
AutopilotInop M
Flight DirectorInop
INV 2 OFF
Fully Operational Instruments:
RMI, from DG 2 (heading only, No. 1 bearing Figure 2-13. AC ControlSNs 0100
pointerInop) through 0248
OBS, from NAV 1
Radar-Non-Stabilized (manual tilt OK)
AVIONIC POWER
Airspeed
Air Data Instruments INV 1 ON
Altimeter (Encoding)/Vibrator N
VSI O
Audio 1 R
M
Copilots
Inoperative or Partial Operational: INV 2 OFF
DG 2/HSI compassOperating
NAV 2/HSI and VALIDSInop Figure 2-14. AC ControlSNs 0249
through 0359

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inverters, four AC buses (two 26-volt and two MONITOR AND TEST
115-volt) and 2 annunciator panel lights (the
red AC FAIL and amber INVERTER FAIL The AC system is monitored by a red AC FAIL
1/2). The inverters convert 29 volts DC into annunciator light (which triggers the MAS-
AC power, with a maximum output of 250 TER WARNING lights) and two amber IN-
VA. With the avionics power switches in VERTER FAIL 1/2 lights (single or dual lights
NORM and ON respectively, both inverters are will illuminate the MASTER CAUTION
powering their own AC buses (one 26-VAC lights). An inverter failure should illuminate
and one 115-VAC bus each). If one inverter the appropriate INVERTER FAIL 1 of 2 light,
should fail the pilot must select the remaining simultaneously illuminating the MASTER
opposite inverter. One inverter is fully capa- CAUTION lights on steady. Switching the left
ble of powering the entire AC system during switch from NORM to the operating inverter
emergency operations (all four AC buses). will restore AC power to the AC buses that
were lost due to the inverter failure.
The AC system powers much of the avionics
and navigation equipment. The number one 26- If both inverters should fail, the INVERTER
volt AC bus powers: NAV 1 (for reference of FAIL 1/2 and the AC FAIL lights will illumi-
composite signals in the NAV 1 converter), the nate along with the MASTER WARNING and
weather radar, the heading reference for the MASTER CAUTION lights. Resetting the
pilots EFIS (the EFIS system is primarily DC MASTER WARNING lights will not reset the
powered but uses 26 VAC in the display guid- INVERTER FAIL 1/2 or the AC FAIL lights
ance computer for heading reference). The unless AC power is restored.
number one 115-VAC bus powers the pilots
VG-14a vertical gyro. The number two 26- The test of this inverter system is displayed
volt AC bus powers the copilots NAV 2 (for after power is turned on until the vertical and
reference of composite signals in the NAV 2 directional gyros spin up and time out, the at-
converter). The number two 115-VAC bus titude and heading red fail flags are removed
powers the copilots VG-14A attitude gyro. to a no fail indication in the EADI and EHSI.
This may take two to three minutes.
CONTROL The system may be tested by placing the left

switch from NORM to INV 1 which disables
Two avionics power switches, one labeled inverter No. 2 illuminating INVERTER FAIL
INV 1NORMINV 2 and one labeled 2 annunciator. Observe that all AC equipment
ONOFF, are located on the pilots switch is still operating. Repeat the test sequence for
panel (Figure 2-13). The two position ONOFF the opposite inverter by selecting INV 2
switch activates both inverters when moved to position. Then return the switch to NORM
the ON position. observing no failures in EADI, EHSI and copi-
lot ADI.
NOTE
Both AC and DC power to the avion- OPERATION
ics equipment is controlled by the
AV I O N I C S P O W E R O N O F F Normal
switch. This switch serves as the
Master Avionics switch. The inverters should be acti-
INVERTER vated and tested during the ac-
FAIL complishment of the Before
Should an inverter fail, placing the INV
1NORMINV 2 switch to the active inverter 1 2 Taxi checklist. The inverters
position, i.e., INV 1 or INV 2, will restore AC should be turned off prior to
power to all four AC buses (Table 2-1). engine shutdown after parking.

Table 2-1. AC/AVIONICS POWER
SNs 00010099 AC CONFIGURATION SNs 01000248 AD CONFIGURATION

INVERTER CAB ALT
MASTER FAIL AVIONIC POWER MASTER 10,000 FT AVIONIC POWER
WARNING AC INV 1 ON
WARNING AC INV 1 ON

FAIL *
O N
F O
F INVERTER R
MASTER FAIL M
CAUTION INV 2 OFF
AC INV 2 OFF 1 2
* SN249 through 359
Lever Lock Switch
SINGLE BUS SYSTEM SPLIT BUS SYSTEM
If any inverter fails, select the opposite inverter to power AC In NORM, Inverter 1 powers the No. 1 115 and No. 1 26 VAC
systems. Check inverter circuit breakers. buses. Inverter 2 powers the No. 2 115 and No. 2 26 VAC buses.
If Inverter 1 fails, move the inverter switch to the INV 2 position.

This turns off power to Inverter 1. Inverter 2 will supply power to
all four AC buses.
If Inverter 2 fails, move the inverter switch to the INV 1 position.

This turns off power to Inverter 2. Inverter 1 will supply power to
all four AC buses.
Manually switching to the good inverter will normally power all

four AC buses from the selected inverter. If the system fails to
switch, return the inverter switch to the NORM position. The
following items are powered by the respective Inverters.
INVERTER 1 INVERTER 2
VG #1 VG #2
PILOT'S EADI (EFIS) COPILOT'S ADI
DG #1
PILOT'S EHSI (EFIS)
RMI NO. 1 BEARING
POINTER
RADAR STABILIZATION
Abnormal lights will flash. The MASTER CAUTION

lights will illuminate steady. If the optional
In the event of a failure in the aural alert system is installed, an AC FAIL ver-
AC bal announcement will be heard along with the
FAIL AC system, check the inverter
circuit breakers (AC INV NO. visual annunciations. Resetting the MASTER
1 on LH CB Panel or AC INV NO. 2 on RH WARNING and MASTER CAUTION lights
CB Panel) and comply with the appropriate will reset the INVERTER FAIL 1 and 2 and the
checklist in the Abnormal Procedures or AC FAIL annunciators steady. The copi-
Emergency Procedures section of the Flight lots DG 2 and the pilots RMI compass card
Manual. An inverter failure is annunciated by remain powered during a dual inverter failure
an amber flashing INVERTER FAIL 1 or 2 from the DG 2 internal 26-VAC power supply
and steady MASTER CAUTION lights. Cor- (heading reference only) and the battery switch
rective procedures are to switch to the oppo- remains in the BATT position.
site good inverter (INV 1 or INV 2) and reset
the MASTER CAUTION lights (which will If an inverter fails and when switching to the
cause the respective INVERTER FAIL 1 or 2 good inverter, you experience duel inverter
to illuminate steady). failure, return to the NORM switch position.
This is switch failure. Continue with the op-
If both inverters should fail, the amber IN- erating inverter available equipment. Always
VERTER FAIL 1 and 2 lights, the red AC check for possible disengagement of the in-
FAIL light, and the MASTER WARNING verter power circuit breaker.

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NOTE Copilots
If one inverter should reset during an Inoperative or Partial Operational:
initial dual inverter failure, leave the ADI 2/VG 2Inop
INV 1-NORM-INV 2 switch in DG 2/HSI compass operating
NORM and continue the flight with NAV 2/HSI and validsInop
available instruments (see Table 2-
1). Fully Operational Instruments:
Airspeed
If a complete AC power failure occurs, the fol- Altimeter
lowing primary flight instruments will be VSI
inoperative and/or operational:
Audio 2
Pilots
Inoperative or Partial operational:
EADI(VG 1and FDInop)
Marker Beacon Lights
Radar Altimeter, Rising
Runway, AOAOperational.
EHSI (DG 1 and NAV 1Inop)
EFIS Display Control Panel-DH Set and
TestOperational.
Remote Control PanelHeading and
Course knobsInop. Altitude Select
KnobOperational.
AutopilotInop.
Flight DirectorInop.
Fully Operational Instruments:
RMI, from DG 2 (heading only, No. 1
bearing pointerInop)
OBS, from NAV 1
Radar-Non-Stabilized (manual tilt OK)
Airspeed
Air Data Instruments
Altimeter (Encoding)
VSI
Audio 1

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QUESTIONS
1. A good battery should supply power to the 6. If the generators are not operating, the
hot battery bus and the emergency bus voltmeter reads battery voltage when the
for approximately: battery switch is in:
A. 2 hours A. OFF
B. 1 hour B. BATT
C. 30 minutes C. EMER
D. 10 minutes D. B and C
2. The crossfeed bus serves as: 7. The light in each engine start button
A. A power-off DC source illuminates to indicate:
B. An emergency power source A. Starting is complete
C. An extension bus B. Opening of the start relay
D. A generator tie bus C. Closing of the start relay
D. Generator disconnect
3. In flight, with the generators on line, the
battery is isolated from any charging 8. The generator field relay opens when:
source when the battery switch is in: A. An internal feeder fault is sensed
A. OFF B. An overvoltage condition is sensed
B. BATT C. An engine fire switch is activated
C. EMER D. All of the above
D. Both A and C
9. If a battery start is intended, the generator
4. If manual termination of a start sequence switches should be placed to:
is desired, the switch to press is: A. OFF
A. ENGINE START B. GEN
B. STARTER DISENGAGE C. RESET
C. LH START D. ON
D. RH START
10. Select the correct statement:
5. The voltage read on the voltmeter with A. O n e i n v e r t e r w i l l s u p p l y a l l A C
the selector switch in BATT is sensed electrical power requirements.
from the:
B. The No. 1 inverter is powered by the
A. Crossfeed bus emergency DC bus.
B. LH feed bus C. Dual inverter failure will not cause
C. Hot battery bus the MASTER WARNING lights to
D. RH feed bus illuminate.
D. Both inverters must be operating to
supply all AC power requirements.

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11. Illumination of the Inverter Fail (SNs 001 15. With the battery as the only source of
through 099) annunciator light may be power and the battery switch in the BATT
caused by: position, the following condition exists:
A. Failure of one inverter or loss of the A. All DC buses are powered for 10
circuit through any AC bus minutes.
B. Failure of the respective generator B. All buses except the emergency bus
supplying power to the selected are powered.
inverter C. Only the left and right main DC buses
C. Selecting OFF with the battery switch are powered.
to remove power from the battery bus D. Only the battery, emergency, and hot
D. Failure of both generators with the battery buses receive power.
battery switch in BATT
16. The primary item that receives power
12. If both inverters fail: directly from the hot battery bus is:
A. Refer to the pilots remaining opera- A. KCS-55 (copilots DG)
tional flight instruments and land as B. Nose baggage compartment light
soon as practical in BATT. C. LH pitot-static heater
B. The flight must be completed in V MC D. Audio 1 and Audio 2
conditions.
C. Place the battery switch to EMER. 17. In flight, an engine start accomplished
D. Place the battery switch to OFF. with the start button (not a windmilling
start):
13. With the battery as the only source of A. Is a generator-assist start to prevent
power and the battery switch in the OFF excessive battery drain
position, the bus(es) powered are:
B. Is not possible; only windmilling air
A. Crossfeed bus, hot battery bus starts are possible
B. Hot battery bus C. Is a battery start as the generator assist
C. Emergency bus, crossfeed bus is disabled in flight to protect the
D. Emergency bus, crossfeed bus, hot operating generator
battery bus D. Must be manually terminated by the
starter disengage button
14. With the battery as the only source of power
and the battery switch in the EMER posi-
tion, the following bus(es) are powered:
A. Crossfeed bus, hot battery bus
B. Emergency bus, crossfeed bus, hot
battery bus
C. Emergency bus only
D. Emergency bus, hot battery bus

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18. Regarding the engine starting sequence 21. Placing the battery switch in EMER with
(battery start on the ground): the generators on the line:
A. It is normally terminated by the pilot A. Will cause loss of power to the emer-
with the STARTER DISENGAGE gency bus since the generators are on
button. the line
B. The boost pumps and ignition switches B. The emergency bus is powered by the
must both be in the ON position before battery
the start button is depressed. C. Will still provide charging power to
C. A minimum of 57% N 2 is required on the battery
the operating engine prior to starting D. Should result in the battery voltage
the second engine. remaining at 29.0 volts
D. It is terminated normally by the 45%
N2 speed-sensing switch on the starter- 22. Loss of both generators:
generator.
A. RH and LH GEN OFF annunciator
light illuminates.
19. The most correct statement is:
B. RH and LH GEN OFF annunciator
A. The illumination of the STARTER DIS- light will not illuminate, but the MAS-
ENGAGE button is a function of the TER CAUTION will flash.
panel lights control night-dim switch. C. RH and LH GEN OFF annunciator
B. The generator switches are placed in light and MASTER CAUTION lights
the OFF position for an EPU start. illuminate.
C. A f a i l e d l e f t 2 2 5 - a m p e r e c u r r e n t D. RH and LH GEN OFF annunciator
limiter prevents starting of the left light and MASTER CAUTION and
engine. Warning lights illuminate.
D. All of the above.
23. During engine start, the speed sensing
20. With the electrical system operating nor- switch will terminate the start sequence
mally (both generators on the line with the thus removing power from the:
battery switch in BATT): A. Starter-generator, engine-driven fuel
A. The generator control units (GCU) pump, and the fuel firewall shutoff
serve to automatically regulate, valve
parallel, and protect the generators. B. Electric fuel boost pump, ignitors, and
B. The battery will supply power to the the starter-generator
hot battery and emergency buses. C. Electric fuel boost pump, motive flow
C. Each generator will supply power to shutoff valve, and the fuel low
the equipment on its respective feed pressure sensor
and feed extension buses. D. Starter-generator, generator power
D. The voltage of the battery and gener- relay, and manual fuel shutoff valve
ators may be read by momentarily
selecting the desired position with the
voltage selector switch.

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24. The BATT OTEMP light comes on steady 26. The battery disconnect switch is used for:
and remains steady when the flashing A. Stuck start relay
MASTER WARNING is pressed out:
B. Stuck battery relay during battery
A. A fire and explosion hazard now overtemperature
exists. C. Test
B. Move the battery switch to EMER and D. All of the above
see the amps and volts drop.
C. Select BATT switch to OFF.
25. Both engines are started and the AFT

J-BOX LMT light is observed on:
A. You are airworthy; go ahead and fly.
B. The start relay is stuck closed.
C. A 225 amp current limiter is blown
repair this before flight.
D. If a generator fails, the other one will
be able to pick up the load.

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-2
Cockpit Lighting .............................................................................................................. 3-2
Passenger Compartment Lighting.................................................................................... 3-3
Emergency Lighting......................................................................................................... 3-4
Baggage Compartment Lighting...................................................................................... 3-5
EXTERIOR LIGHTING ......................................................................................................... 3-6
Navigation Lights............................................................................................................. 3-8
Anticollision Lights.......................................................................................................... 3-8
Beacon Light .................................................................................................................... 3-8
Landing/Recognition/Taxi Lights .................................................................................... 3-8
Wing Inspection Light...................................................................................................... 3-9
QUESTIONS......................................................................................................................... 3-10

ILLUSTRATIONS
Figure Title Page
3-1 Interior Lighting Controls ........................................................................................ 3-2
3-2 Map Lights and Controls.......................................................................................... 3-2
3-3 Typical Electroluminescent Control Panel Lighting ................................................ 3-3
3-4 Passenger Reading Lights ..........................................................................................3-3
3-5 Cabin Lighting Controls........................................................................................... 3-3
3-6 PASS SAFETYSEAT BELT Switch ...................................................................... 3-4
3-7 Seat Belt/No Smoking Light .................................................................................... 3-5
3-8 Exit Lights ................................................................................................................ 3-5
3-9 Nose Baggage Compartment Light and Switch ....................................................... 3-6
3-10 Tail Cone Light and Switch...................................................................................... 3-6
3-11 Exterior Lighting Locations ..................................................................................... 3-7
3-12 Exterior Lighting Switches....................................................................................... 3-7
3-13 Navigation and Anticollision Lights ........................................................................ 3-8
3-14 Beacon ...................................................................................................................... 3-9
3-15 Pilots Switch Panel.................................................................................................. 3-9
3-16 Wing Inspection Light .............................................................................................. 3-9

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CHAPTER 3
LIGHTING
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INTRODUCTION
Lighting on the CitationJet is used to illuminate the cockpit area and all flight instru-
ments. The majority of the instruments are internally lighted. For general illumination,
floodlights and a map light are conveniently located at the pilot and copilot positions.
Standard passenger advisory lights are available for the cabin area, and emergency exit
lights are located over the cabin door and emergency exit. Exterior lighting consists of
navigation, anticollision (strobes), landing, wing inspection, and a red flashing beacon.
GENERAL
Airplane lighting is divided into interior and panels, and map lights. Cabin lighting consists
exterior lighting. Interior lighting is further di- of passenger reading lights, floodlights illu-
vided into cockpit, cabin, and emergency light- minating the main cabin door and emergency
ing. Cockpit lighting consists of instrument exit, an aft compartment light, lighted signs,
panel lights, floodlights, electroluminescent and optional indirect fluorescent lights.

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INTERIOR LIGHTING COCKPIT LIGHTING

Interior lighting is provided for the cockpit, Cockpit Floodlights
cabin, and tail cone area. Instruments are in- Two cockpit floodlights located overhead,
ternally lighted. Switch functions are desig- near the center of the flight compartment,
nated by electroluminescent panels. All lights provide cockpit lighting and emergency light-
except the overhead and instrument flood- ing for the instrument panel. Control is ac-
lights are controlled by a night dim switch complished with the FLOOD LTS rheostat.
and are adjusted by rheostats (Figure 3-1). The battery switch must be in BATT or EMER
for operation.
An engine instrument floodlight is located

under the fire warning panel on the glareshield
and cockpit floodlights located overhead. The
lights operate when either engine is in the start
cycle or when the FLOOD LTS switch is turned
on. Cockpit floodlight power is supplied by the
Figure 3-1. Interior Lighting Controls emergency bus through the FLOOD circuit
breaker on the copilots circuit-breaker panel.
The rheostats are labeled LEFT, CENTER,
RIGHT, and EL. The LEFT rheostat controls
the intensity of the lighting of the instruments Map Lights
on the pilots panel, the CENTER rheostat
Map lights are located on the left and right for-
controls instrument lighting on the center in-
ward overhead panel (Figure 3-2).
strument panel, and the RIGHT rheostat con-
trols instrument lighting on the copilots panel.
The rheostat labeled EL controls all electro-
luminescent panel lighting. Turning the
PANEL LIGHT CONTROL NIGHT DIM
ONOFF switch to ON dims annunciator
lights, ignition, and landing gear indicator
lights, illuminates the STARTER DISEN-
GAGE button, powers the control rheostats,
and the red post lights. Two overhead flood-
lights and an engine instrument floodlight
controlled by the floodlight rheostat, are avail-
able for normal or emergency cockpit lighting.
Intensity of the overhead floodlights and the
engine instrument floodlight is controlled with
the FLOOD LTS rheostat located to the left of
the PANEL LIGHT CONTROL master switch.
During the starting sequence, these three lights
are powered full bright by the emergency bat- Figure 3-2. Map Lights and Controls
tery pack, located in the cockpit headliner.

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Their brilliancy is controlled by rheostats lo- Power is supplied by three 5-VDC inverters.
cated on the forward side of the left and right The electrical power source for the left panel
side consoles. Electrical power to operate the lights is from the left feed DC extension bus
map lights is routed from the right DC and the right crossover bus for the right and
crossover bus for both the pilot and copilot center panels. Circuit protection is provided
through the RH PANEL circuit breaker on the through appropriately labeled circuit breakers
pilots circuit-breaker panel. on the left circuit-breaker panel.
PASSENGER COMPARTMENT
LIGHTING
The passenger compartment lighting includes
all cabin lights, utility lights and lighted signs.
Indirect fluorescent lights (optional),
passenger reading lights (Figure 3-4).
Figure 3-3. Typical Electroluminescent

Control Panel Lighting
Figure 3-4. Passenger Reading Lights
Control Panel Lights
The control of panel lighting is provided by The 29-VDC indirect fluorescent lights are
electroluminescent light panels, consisting of controlled by an OFFBRIGHTDIM rotating
a layer of phosphor sandwiched between two knob mounted just forward and above the en-
electrodes and encapsulated between layers of trance door hinge. When the switch is placed
plastic (Figure 3-3). White lettering on a gray in the BRIGHT position, the bulbs illuminate
background is used on the panel faces. brightly (Figure 3-5). If the light switch is in
the DIM position, the lights automatically il-
Control is accomplished with the lighting luminate bright for approximately three sec-
rheostat labeled EL. Electroluminescent panels onds, then go to dim.
are used on the circuit-breaker panels, switch
panel, light control panel, environmental control
panel, landing gear control panel, and power
quadrant panel. Electrical power to the
electroluminescent light panels is supplied by an
inverter located in the nose baggage
compartment. The inverter is rated at 4060
VAC and is powered through the EL PANEL
circuit breaker on the left extension bus located
on the pilots circuit-breaker panel.
Instrument Lights
Instruments are internally lighted. The instrument
panel lights are dimmed by appropriate control
panel or on the instrument itself. Figure 3-5. Cabin Lighting Controls

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The indirect light knob is located as seen in Fig- fasten seat belts. The switch has three posi-
ure 3-5 in SNs 001 through 131, on the aft side tions: PASS SAFETYOFFSEAT BELT
of the main refreshment center, next to main (Figure 3-6)
cabin door. In SNs 132 and on, the knob is re-
located to the inboard, top center area of the In the PASS SAFETY position, the forward and
main refreshment center just under the coffee aft no smoking/fasten seat belt sign, powered
pot heater switch. The crew can reach it in this by normal DC, and the interior and exterior
location. Optional SB 525-33-04 for SNs 001 emergency exit lights are illuminated by hot
through 131 provides a crew-operated toggle battery bus power. In the SEAT BELT position,
switch to the left side of the landing light only the fasten seat belt portion of the sign is
switches (Figure 3-15) which allows the indi- illuminate (Figure 3-7). In the OFF position,
rect lights to function normally in the NORMAL the signs are extinguished.
position and turns power off to the circuit in the
OFF (UP) position. The crew can conveniently
turn the fluorescent lights off when the light is
disturbingly reflecting into the cockpit. This
switch is installed in SNs 132 and on.
The power to operate the lights is routed from

the left main DC bus through the BAR Light
circuit breaker on the power junction box in
the tail cone.
NOTE
It is recommended that ground op-
eration of the fluorescent lights be
limited to the BRIGHT position until
the engines have been started or until
29 VDC is continuously available to
the lighting system. For battery en-
gine starts where system voltage
drops below 24 DC, operate the lights
in the BRIGHT position only until the
engines are started.
The passenger reading and cabin compart-

ment lights are mounted in the overhead con-
sole. The passenger reading lights adjust fore Figure 3-6. PASS SAFETYSEAT BELT
and aft, and each is controlled by an integrally Switch
mounted switch. The entrance and aft cabin
compartment lights are controlled from a white
pushbutton switch (Figure 3-5) located on the EMERGENCY LIGHTING
forward side of the main cabin entrance door
The emergency lighting system provides il-
and are powered from the hot battery bus.
lumination should normal DC power fail or
during abnormal conditions. The emergency
The lights are also controlled by the PASS
lighting system can be powered by one of
SAFETYOFFSEAT BELT switch on the
three methods. Selecting the passenger safety
pilots switch panel, and informs passengers
switch to PASS SAFETY (Figure 3-6) or de-
when smoking is prohibited and when to
pressing the white push-button switch on the

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cockpit headliner. The emergency battery pack

is kept fully charged by hot battery bus power.
Emergency lighting, when activated by any of
these three methods, turns on the light and
emergency exit light above the main entry
door (Figure 3-8), the light over the emer-
gency exit and the emergency exit light, and
the two right wing exterior walkway lights
for emergency egress over the right wing. If
the optional footwell lights are installed, a
second emergency battery pack is installed.
Figure 3-7. Seat Belt/No Smoking Light
The FLOOD LTS rheostat normally provides
aft side of the main refreshment center, next emergency bus power to the engine instru-
to the main cabin door, it provides hot battery ment floodlight under the fire warning panel
b u s p o w e r. T h e t h i r d m e t h o d p r o v i d e s on the glareshield and the two cockpit flood-
emergency battery pack power, as activated by lights located overhead. During the engine
a force of 5G on an inertia switch. start sequence from start button activation
to start termination at 45% N 2 , these three
The emergency battery pack consists of 20 small lights are powered to full brightness by the
1.25 volt nickel-cadmium batteries in a box emergency battery pack, regardless of rheo-
with attached inertia switch, located above the stat position.
BAGGAGE COMPARTMENT
LIGHTING
Baggage compartment lighting includes the tail
cone compartment light and the nose baggage
compartment light. They are wired directly
to the hot battery bus and do not require the
battery switch to be turned on for operation.
Figure 3-8. Exit Lights

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Nose Compartment
The manual switch assembly of the baggage
light system is an illuminated rocker
switch.The switch is mounted overhead, adja-
cent to the light assembly (Figure 3-9). The
normal position for the manual switch applies
DC power to the light. During daylight hours or
when the light is not desired, the manual switch
is positioned to OFF, which disconnects power
from the light. When the switch is in OFF, it is
illuminated so that it is easy to locate at night.
A microswitch mounted on the left and right

baggage door hinge turns the light off re-
gardless of rocker switch position when both
baggage doors are closed.
Figure 3-10. Tail Cone Light and Switch
EXTERIOR LIGHTING
Figure 3-9. Nose Baggage Compartment The exterior lighting system consists of navi-
Light and Switch gation, landing/recognition/taxi, anticollision,
flashing red beacon, and a wing inspection
Tail Cone light. The exterior light system provides nec-
essary illumination for airplane operation dur-
A manual toggle switch mounted on the for- ing the day or night. Exterior lighting locations
ward side of the access door frame in the tail are illustrated in Figure 3-11, and exterior light-
cone (Figure 3-10) controls DC power to the ing controls are shown in Figure 3-12.
light assembly.
A microswitch will turn the light off regard-

less of switch position when the door is closed.

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BEACON NAVIGATION LIGHT
WING INSPECTION LIGHT LANDING/RECOG/TAXI LIGHTS ANTICOLLISION LIGHT
BEACON
ANTICOLLISION LIGHT NAVIGATION LIGHT EMERGENCY EXIT LIGHTS
Figure 3-11. Exterior Lighting Locations
Figure 3-12. Exterior Lighting Switches

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ANTICOLLISION NAVIGATION
LIGHT LIGHT
Figure 3-13. Navigation Anticollision Lights

NAVIGATION LIGHTS LANDING/RECOGNITION/TAXI
A green navigation light is installed in the right LIGHTS
wingtip, a red light on the left, and a white light The combination LANDING/RECOGNITION/
on back of the upper vertical stabilizer (Figure TAXI lights are mounted below the fuselage in
3-13). The navigation lights are controlled by front of the bottom fairing. Each light is a fixed-
a NAV switch with ON and OFF positions. position, sealed beam lamp, controlled by sepa-
rate switches located on the pilots switch panel
ANTICOLLISION LIGHTS (Figure 3-15). The LANDING selection causes the
brightest illumination for landing; RECOG/TAXI
The anticollision lights are white strobe lights position inserts a resistor into the circuit causing
mounted in each wingtip (Figure 3-13) and are a lower illumination. Lamp life can be significantly
controlled with the ANTI COLL switch located extended by using the RECOG/TAXI position. The
on the instrument panel (Figure 3-12). The LANDING position is to be used just prior to
switch furnishes DC power to the anticollision takeoff roll and secured shortly after landing.
lights. Each light has its own power supply. An optional pulse light switch is available which
makes the landing lights pulse on and off.
BEACON LIGHT
The beacon light is a red flashing beacon
mounted on top of the vertical stabilizer (Fig-
ure 3-14) controlled by the BEACON switch
with ON and OFF positions (Figure 3-12).

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WING INSPECTION LIGHT

The wing inspection light is a fixed-position
light located forward of the wing leading edge
and mounted on the left side of the fuselage
(Figure 3-16). The light is used to visually
check the wing leading edge for ice accumu-
lation. The inspection light is controlled by a
WING INSP / ONOFF switch located on the
pilots switch panel (Fig. 3-12).
Figure 3-14. Beacon
Figure 3-16. Wing Inspection Light
Figure 3-15. Pilots Switch Panel

QUESTIONS
1. The lighting rheostat labeled LEFT 4. The map lights are controlled with
controls: rheostats located on the:
A. Pilots instrument panel lights A. Center pedestal
B. Center instrument panel lights B. Pilot and copilot instrument panels
C. Copilots instrument panel lights C. Overhead lights panel
D. Both A and B D. Forward side of the left and right side
consoles
2. The lighting rheostat that controls the
electroluminescent lighting is labeled: 5. When the indirect fluorescent light switch
A. LEFT is positioned to DIM, the lights illuminate:
B. CENTER A. Bright for three seconds and then dim
C. RIGHT B. Dim
D. EL C. And dim should be used during engine
ground starts
3. Turning the PANEL LIGHT CONTROL D. After three seconds
master switch to ON:
A. Activates the control rheostats 6. When the landing gear is retracted, the
landing lights:
B. Dims the annunciator panel lights
C. Illuminates the STARTER DISEN- A. Automatically extinguish
GAGE button B. R e m a i n i l l u m i n a t e d a n d m u s t b e
D. All of the above manually switched OFF
C. Are selected to LAND for longest life
D. Alternately flash RH, LH, etc.

CHAPTER 4
MASTER WARNING SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
ANNUNCIATOR PANEL ....................................................................................................... 4-2
MASTER WARNING RESET LIGHTS (RED) ..................................................................... 4-2
MASTER CAUTION RESET LIGHTS (AMBER)................................................................ 4-3
INTENSITY CONTROL......................................................................................................... 4-3
TEST FUNCTION................................................................................................................... 4-3
ILLUMINATION CAUSES .................................................................................................... 4-3
AUDIO WARNING SYSTEM................................................................................................ 4-3
QUESTIONS......................................................................................................................... 4-10

ILLUSTRATIONS
Figure Title Page
4-1 Rotary Test Switch ................................................................................................... 4-3
4-2 CitationJet Annunciator Panel.................................................................................. 4-4
TABLES
Table Title Page
4-1 Annunciator Illumination Causes............................................................................. 4-5
4-2 Test Indications......................................................................................................... 4-8

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CHAPTER 4
MASTER WARNING SYSTEMS
TEST
INTRODUCTION
The master warning systems on the CitationJet provide a warning of airplane equipment
malfunctions, indication of an unsafe operating condition requiring immediate attention,
and indication that some specific systems are in operation.
GENERAL
The master warning and master caution an- classified as WARNING, CAUTION, and AD-
nunciator panel light system consists of two VISORY. All except those associated with
MASTER WARNING light switches and two Electronic Flight Instrument System (EFIS),
MASTER CAUTION light switches, and an autopilot, avionics and engine fire warn-
annunciator panel light cluster which pro- ing/suppression are located in the glareshield
vides a visual indication to the pilots of cer- annunciator panel. The abnormal and emer-
tain conditions and/or functions of selected gency procedures in this section are keyed,
systems. Each annunciator segment has a leg- where applicable to these annunciators. Warn-
end which illuminates to indicate an individ- ing lights are generally red (except failure of
ual system fault. Annunciator lights are both generators). Red lights indicate a warn-

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ing malfunction which requires immediate ADVISORY lights are white and do not trig-
corrective action. The red warning lights in the g e r a M A S T E R WA R N I N G o r M A S T E R
annunciator panel will cause the MASTER CAUTION. When an advisory light illumi-
WARNING RESET lights to flash. Failure of nates, the checklist may require an action. If
both generators (amber annunciators) is a red required, the action will be found in the Ab-
function and triggers the MASTER WARNING normal Procedures check list or in the AFM.
lights. Illumination of the LH/RH ENGINE
FIRE light(s) do not trigger the MASTER
WARNING lights.
ANNUNCIATOR PANEL
CAUTION lights are amber. Amber lights in-
The annunciator panel is located on the center
dicate either a caution malfunction that re-
instrument panel and contains a cluster of
quires immediate attention, but not necessarily
warning/caution/advisory lights. The annun-
immediate action, or abnormal system oper-
ciator panel lights are composed of liquid crys-
ation. The amber lights, located in the an-
tal, display (LCD) shutters and light emitting
nunciator panel, come on flashing and cause
diodes (LEDs) and do not have replaceable
the MASTER CAUTION RESET lights to
bulbs. The annunciator lights operate in
come on steady. When the MASTER CAU-
conjunction with the MASTER WARNING
TION is reset, the amber lights go steady until
and MASTER CAUTION lights. When a sys-
the condition is solved. If the amber light
tem malfunctions, the associated annunciator
problem is solved, the MASTER CAUTIONs
illuminates until the malfunction is corrected.
automatically go out.
The wing and engine anti-ice amber lights do

not operate like other amber lights. During MASTER WARNING
inflight icing conditions they come on steady
one minute after an undertemperature and/or RESET LIGHTS (RED)
underspeed condition occurs with no MASTER
CAUTION lights. If the undertemperature or There are two MASTER WARNING lights,
underspeed still exists at the two minute point one located on the pilots instrument panel
the wing and engine anti-ice lights come on and one on the copilots instrument panel.
flashing and MASTER CAUTION lights When any red light on the annunciator panel
steady. This is to avoid nuisance trips of the illuminates, the MASTER WARNING lights
lights if the pilot corrects the situation before illuminate simultaneously and flash until reset.
one minute or after the first warning of the There is only one condition during which
problem at the one-minute point. If the situa- amber lights on the annunciator panel cause
tion is not corrected by the two-minute point, the master warning lights to illuminate. That
the pilot is given a more aggressive warning. condition is when both GEN OFF lights illu-
minate. The seriousness of this condition war-
When a red annunciator light illuminates, it rants master warning light system actuation.
will flash until the MASTER WARNING light The master warning light system incorporates
is reset. The annunciator will then stop flash- a reset switch which is actuated by pushing in
ing and remain illuminated steady. If the con- on either master warning light lens. Pressing
dition which caused the annunciator to the master warning light resets the circuit and
illuminate is corrected prior to resetting the makes the system available to alert the oper-
MASTER WARNING lights, the annunciator ator should another system fault occur. The
will extinguish, but the MASTER WARNING master warning light will stay illuminated and
lights must be reset to extinguish. flash until reset, even if the malfunction which

INTENSITY CONTROL
The annunciator lights will dim automatically
when the PANEL LIGHT CONTROL
NIGHT/DIM switch is placed in the ON position.
TEST FUNCTION
A rotary test switch (Figure 4-1) is located on
the left side of the pilots instrument panel. Po-
sitioning the switch to ANNU causes all an-
nunciators, MASTER CAUTION, and the
MASTER WARNING lights to illuminate. Il-
lumination verifies only annunciator lamp in-
tegrity. Some other associated system lights
Figure 4-1. Rotary Test Switch also illuminate when this switch is activated.
caused the light to illuminate has been cor-
rected. Pressing the MASTER WARNING
light does not normally extinguish the an- ILLUMINATION CAUSES
nunciator segment light. If the LH or RH 225-
amp current limiter opens (blows) both Ta b l e 4 - 1 s h o w s e a c h a n n u n c i a t o r l i g h t
MASTER WARNING lights come on steady. placard, color, and cause for illumination.
MASTER CAUTION AUDIO WARNING

RESET LIGHTS (AMBER) SYSTEM
There are two MASTER CAUTION lights, one Various audio warnings are incorporated into
located on the pilots instrument panel and one airplane systems that warn of specific condi-
located on the copilots instrument panel (lo- tions and malfunctions. The systems, sounds,
cated adjacent to the MASTER WARNING and test conditions are shown in Table 4-2.
lights). These lights will illuminate steady when
any amber annunciator panel light illuminates Testing the audio system and various other
flashing. On airplanes SNs 0001 through 0031, system functions is provided by the same ro-
separate amber annunciators located remotely tary test switch that is used to test the annun-
from the annunciator panel will also trigger the ciator system. When the switch is rotated
MASTER CAUTION lights. The amber annun- through each position, the associated system
ciators will flash when initially illuminated until functions as described in Table 4-2 will occur.
the MASTER CAUTION lights are reset at which
time they will illuminate steady until the fault is
corrected. The MASTER CAUTION lights may
be cancelled by pressing either MASTER CAU-
TION light switch or fixing the problem.

SNs 00010031
BATT CAB ALT OIL PRESS FUEL FUEL FUEL LOW FUEL LOW FUEL FLTR FUEL
O'TEMP 10,000 FT WARN GAUGE BOOST ON LEVEL PRESS BYPASS CROSSFEED
VF >160 LH RH LH RH LH RH LH RH LH RH LH RH
IA
DI
EL INVERTER GEN AFT F/W EMERG HYD FLOW HYD PRESS ATTEN FLAPS
O FAIL OFF J-BOX SHUTOFF PRESS ON LOW ON UNLOCK >35
AF FRESH SPD BRK
LH RH LMT CB LH RH LH RH LH RH
UA AIR EXTEND
DI
IL PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR NOSE COMP
O LOW PRESS LOCKED DE-ICE O'HEAT OFF ANTI-ICE ANTI-ICE O'HEAT O'TEMP
ANTISKID AOA HTR AIR DUCT
LH RH LH RH LH RH LH RH LH RH
INOP FAIL O'HEAT
NOTE: Has external lights

MASTER MASTER also Rotary Tested
ANNU.
WARNING CAUTION
RESET RESET
SNs 00320099
VF ATTN STOW
>160 LH RH LH RH LH RH LH RH LH RH LH RH
IA SELECTED
DI
EL INVERTER GEN AFT F/W EMERG HYD FLOW HYD PRESS ATTEN FLAPS
O FAIL OFF J-BOX SHUTOFF PRESS ON LOW ON UNLOCK >35
AF FRESH SPD BRK DISPLAY
LH RH LMT CB LH RH LH RH LH RH
UA AIR EXTEND FAN FAIL
DI
IL PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR NOSE AVN
O LOW PRESS LOCKED DE-ICE O'HEAT OFF ANTI-ICE ANTI-ICE O'HEAT FAN FAIL
ANTISKID DOOR AOA HTR AIR DUCT
INOP SEAL FAIL O'HEAT
MASTER MASTER
WARNING CAUTION
RESET RESET
SNs 01000359
VF ATTN STOW
>160 AC FAIL LH RH LH RH LH RH LH RH LH RH LH RH
IA SELECTED
DI
EL GEN INVERTER AFT F/W EMERG HYD FLOW HYD PRESS ATTEN FLAPS
O OFF FAIL J-BOX SHUTOFF PRESS ON LOW ON UNLOCK >35
AF FRESH SPD BRK DISPLAY
LH RH 1 2 LMT CB LH RH LH RH LH RH
UA AIR EXTEND FAN FAIL
DI
IL PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR NOSE AVN
O LOW PRESS LOCKED DE-ICE O'HEAT OFF ANTI-ICE ANTI-ICE O'HEAT FAN FAIL
ANTISKID DOOR AOA HTR AIR DUCT
INOP SEAL FAIL O'HEAT
MASTER MASTER
WARNING CAUTION
RESET RESET
Figure 4-2. CitationJet Annunciator Panels

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Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES
The red battery overtemperature An amber INVERTER FAIL 1 or 2

BATT INVERTER
light will flash when the battery light indicates a single inverter
OTEMP FAIL failure or the inverter select switch
temperature is over 145F. The
whole light will flash at tempera- is out of the NORM position. This
> 160 tures over 160F. Illumination of 1 2 light will be accompanied with a
the light also triggers the MASTER steady MASTER CAUTION light
WARNING lights flashing. SNs 0100
0359 Both INVERTER FAIL 1 and 2
lights indicate dual inverter failure
The red cabin altitude light is on
CAB ALT or the MASTER AVIONICS switch
above 10,000 feet. Illumination of
10,000 FT is OFF and will be accompanied
the light also triggers the MASTER
with a flashing red AC FAIL and
WARNING lights flashing.
flashing MASTER WARNING
lights. The optional AC FAIL
The red oil pressure warning light audio warning will sound if installed
OIL PRESS
advises that oil pressure is below
WARN 25 psi in the left or right engine.
Illumination of either light also The amber FUEL GAUGE light
FUEL
LH RH triggers the MASTER WARNING indicates that a fault has been
GAUGE detected in the respective fuel
lights flashing.
gauging system.
LH RH
The red inverter fail light indicates
INVERTER
an AC bus failure, that one or both
FAIL inverters have failed, or the
The white FUEL BOOST ON light
inverter switch is off. Illumination of FUEL
SNs 00010099 the light also triggers the MASTER indicates that the respective fuel
BOOST ON
WARNING lights flashing. The boost pump is either automatically
optional AC FAIL audio warning or manually receiving power.
LH RH
will sound if installed.
The red AC FAIL light indicates

The amber FUEL LOW LEVEL
AC FAIL dual AC bus failure, both inverters FUEL LOW
light advises that the fuel quantity
have failed, or the AVIONICS LEVEL is below 185 15 lbs in either
MASTER switch is OFF. The
SNs 0100 tank. The MASTER CAUTION
MASTER WARNING lights will LH RH
0359 illuminates with a 4-second delay
flash. The optional AC FAIL audio
to avoid nuisance trips.
warning will sound if installed. AC
FAIL light does not illuminate
during single inverter failure. The amber FUEL LOW PRESS
FUEL LOW
light advises that the fuel pressure
PRESS
is below normal limits in the left or
right engine fuel supply lines, ON
LH RH through 5 psi falling and OFF
through 7 psi rising.

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Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (CONT)
The amber FUEL FLTR BYPASS The amber FRESH AIR light indi-
FUEL FLTR FRESH
llight indicates fuel filter bypass is cates the air source selector is set
BYPASS AIR
impending/actual. to the fresh air position.
LH RH The amber HYD FLOW LOW light

HYD FLOW
advises that the left or right
LOW hydraulic pump flow rate is below
The white FUEL CROSSFEED
FUEL normal and the pump is
light indicates that the fuel LH RH inoperative below .35 to .55 gpm.
CROSSFEED crossfeed valve is open for
crossfeed operation. The selected
tank fuel boost pump annunciator The white HYD PRESS ON light
will also be illuminated. HYD PRESS
indicates the hydraulic bypass
ON valve is closed and the system is
The white ATTN STOW
pressurized.
ATTN STOW SELECTED annunciator indicates
SELECTED that the stow position has been
selected on the thrust attenuator The white SPD BRK EXTEND light
SPD BRK
(SNs 00010031 switch. The thrust attenuators will advises that the left and right
remotely located) EXTEND speedbrakes are fully extended.
not operate.
The amber GEN OFF light advises

GEN The white ATTEN UNLOCK light
that the associated generator ATTEN
OFF power relay is open. Illumination of indicates that the respective thrust
UNLOCK
both lights will trigger the MASTER attenuator is not in the stowed
LH RH WARNING lights flashing. The (locked) position.
LH RH
optional GENERATOR FAIL audio
warning will sound if installed.
The amber AFT J-BOX LMT light
AFT FLAPS
The amber FLAPS >35 light will
advises that the aft J-box left or
J-BOX illuminate if the flaps are extended
right 225A current limiter circuit >35 beyond 35 and both throttles are
breaker is opened, indicating
LMT CB advanced beyond approximately
probable blown current limiter.
85% N2, on the ground. This light
is on anytime the flaps are
The amber AFT J-BOX CB light
extended beyond 35 in flight.
indicates left or right start control aft
J-box circuit breaker(s) is opened.
The amber DISPLAY FAN FAIL
F/W The amber F/W SHUTOFF light DISPLAY
light indicates that the EFIS
indicates the left or right FUEL and FAN FAIL
SHUTOFF display tube cooling fan has failed.
HYDRAULIC valves are both fully
closed. The valves can be opened (SNs 00010031
LH RH by depressing the ENG FIRE remotely located)
switchlights a second time.
The amber PWR BRK LOW
The amber EMERG PRESS ON PWR BRK
EMERG PRESS advises that the power
light indicates the emergency LOW PRESS
PRESS ON pressurization system was selected
brake hydraulic pressure is low.
The ANTI-SKID INOP light will also
on the air source select switch.
be on.

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (CONT)
The amber engine anti-ice light indi-

The amber ANTISKID INOP light cates engine inlet temperature is
ANTISKID ENG below safe level for satisfactory ice
advises that the antiskid system is
INOP ANTI-ICE protection. The light illuminates
inoperative, the system is in a test
steady one minute after the rpm
mode, or the control switch is in goes under 70% N2 in flight or after
the off position. An open or short LH RH the cowl undertemperature of 104C
fault can turn this light on with the (220F). If still undertemperature or
gear handle up or down. underspeed after 2 minutes the light
flashes and MASTER CAUTION
comes on steady.
The amber DOOR NOT LOCKED The amber WING ANTI-ICE indi-
DOOR NOT
light advises that the main cabin cates wing leading edge is under-
LOCKED WING temperature, overtemperature, or
door is not secured and the tail
cone compartment or either nose ANTI-ICE when in flight under 70% N2 rpm.
There is a one-minute delay for the
baggage door is not key locked. light to come on steady for
LH RH underspeed inflight, or
The amber DOOR SEAL light indi- undertemperature. If still
DOOR undertemperature or underspeed
cates a loss of 23 psi service air
SEAL after 2 minutes the light flashes
pressure to primary cabin door and MASTER CAUTION comes on
seal. The light indicates 5.5 psi steady.
(SNs 00010031 above cabin pressure.
remotely located)
BLD AIR The amber bleed-air overheat light
indicates that a malfunction has
The white TAIL DE-ICE light indi- O'HEAT caused the bleed air leaving the
TAIL respective precooler to exceed
cates proper boot inflation pres-
DE-ICE LH RH allowable temperature of 282C
sure: LH 6 sec ON, then 6 sec (540F).
OUT; then RH 6 sec ON, then
LH RH OUT for the balance of 3 minutes
and cycles again, while the switch
is ON. In manual, both lights are NOSE AVN The amber nose avionics fan fail-
FAN FAIL ure light indicates that a high tem-
perature condition exists in the nose
The amber windshield air overheat (SNs 0032 and avionics compartment. Airplanes
W/S AIR subsequent) SNs 00010031 has a NOSE
light advises that bleed air to the COMP OTEMP annunciator which
OHEAT windshield exceeds safe tempera- NOSE COMP indicates nose compartment tem-
ture limits 149C (300F) with the perature is above normal. On SNs
O'TEMP 0032 and subsequent, the light in-
control switch in HI or LOW. With
the switch in OFF, it indicates the (SNs 00010031 dicates fan seizure.
remotely located)
shutoff valve has failed open or is
leaking bleed air, allowing line The amber air duct overheat light
pressure to exceed 5 psi. AIR DUCT advises that the temperature in the
OHEAT duct leading to the cabin exceeds
safe limits, over 149C (300F).
The amber angle-of-attack heater
AOA HTR VF The amber VIDEO FAIL light indi-
failure light advises that the heat-
FAIL I A
cates failure of the visual annun-
ing element in the probe is inoper- ciator test. Pressing either of the
ative, or the pitot heat switch is off. D I MASTER WARNING RESET
EL switches for 2 to 3 seconds will
cause the an-nunciator to leave the
O test mode and resume operation
P/S HTR The amber pitot static heater off light
until cause of the test failure can be
advises that the PITOT HEAT switch AF
OFF determined.
is off or, if the switch is on, that UA
power has been lost to any pitot tube D I The amber AUDIO FAIL light
LH RH heater or any static port heaters. indicates failure of the audio an-
I L nunciator test. Caution: one or more
O audio warnings may be inoperative.

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Table 4-2. TEST INDICATIONS
ROTARY SWITCH
INDICATION
POSITION
OFF The red light is extinguished and the test system is inoperative. When the rotary test
switch is not off, the red light indicates you are in the test modes.
FIRE WARN Both red ENG FIRE lights illuminate and associated aural warning will be heard. The
voice annunciation LEFT ENGINE FIRE/RIGHT ENGINE FIRE will be heard (voice
system only). Avionics power must be on or a headset must be worn to hear the audio
warnings.
LDG GEAR The green NOSE, LH, RH, and the red GEAR UNLOCKED lights, and associated aural
warning tone or the voice annunciation LANDING GEAR (voice system) will be
heard. The voice announcement or tone may be silenced by pressing the horn silence
button on the landing gear panel if flap position is 15 or less. Avionics power must
be on or a headset must be worn to hear the audio warnings.
BATT TEMP The BATT OTEMP light first flashes followed by the whole light segment flashing for
> 160(F) to show circuit integrity. The MASTER WARNING lights illuminate, ac-
companied with associated aural warning. Avionics power must be on or a headset
must be worn to hear the audio warnings.
AOA The stick shaker will operate. The angle-of-attack meter needle rotates past the red
area and the EADI fast/slow needle will go past slow. The indexer red chevron light
(optional) will flash on and off. Avionics power must be on to test the EADI and in-
dexer functions.
The W/S AIR O-HEAT light should illuminate if LOW or HI is selected on the windshield
W/S TEMP bleed-air switch, and the bleed air-solenoid control valve will close, if the W/S BLEED
switch is selected to LOW or HI. The MASTER CAUTION light will illuminate after a
4-second timer delay in HI and LOW positions. Check both HI and LOW positions.
OVER SPEED The audible Mach warning signal sounds (4 rapid chirps and a pause, then repeats).
Avionics power must be on or a headset worn to hear the audio warnings.
ANTI SKID Selecting the ANTISKID test position initiates a full dynamic self-test of the anti-skid
system. If the selector is left in this position the ANTISKID INOP light remains on (flash-
ing or steady) indefinitely. The selector must be moved out of this position to com-
plete the test. The ANTISKID INOP light illuminates 5 seconds (flashing or steady)
and extinguishes. The test of this system is accomplished by selecting the ANTISKID
test position, seeing the ANTISKID INOP light flashing, immediately selecting the ANNU
position and making the necessary checks there, and is a valid test if the ANTISKID
INOP light is confirmed extinguished in the OFF position. The anti-skid system test
is failed if the ANTISKID INOP light remains ON in the OFF position.

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Table 4-2. TEST INDICATIONS (CONT)
The annunciator panel video and audio fail lights illuminate. The annunciator panel lights
illuminate by rows. The MASTER WARNING and MASTER CAUTION lights repetitively
flash 4 times and pause as the top row illuminates and goes out. The MASTER WARN-
ANNU ING and MASTER CAUTION lights again flash 4 times and pause as the middle row of
lights illuminate and go out, repeating for the lower row, top row, etc., until any other ro-
tary test position is selected. The MASTER WARNING and MASTER CAUTION lights
can not be reset during this test. The N 1 , N 2 and fuel flow engine instrument LCDs show
1888s. The red turbine (N 2) lights slowly flash. The green turbine (N2) lights are on steady.
The pilot and copilot altimeter alert amber lights illuminate steady. The FD mode panel
green lights illuminate sequentially left to right and the AP panel lights illuminate se-
quentially downward. The Fan 1 (COMM 1) and Fan 2 (COMM 2) amber lights are on
steady. Extinguished DME lights are tested on. The compressor green light illumi-
nates. AP and FMS lights above the pilot altimeter illuminate. If a voice annunciation is
installed, a voice annunciation TEST will be heard during the test and READY will
be heard after all tests are successfully completed. In early units, external annunciator
lights illuminate and ATTITUDE REV/VG-14 #2 INVALID light comes on. The three op-
tional AOA indexer lights illuminate steady. The Davtron clock, RAT and digital cabin
pressure controller are not tested.

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QUESTIONS
1. An annunciator panel light will 3. The rotary test switch:
extinguish: A. Illuminates all annunciators in the
A. When pressed ANNU position
B. Upon landing B. Is spring-loaded to OFF
C. When the malfunction is corrected C. Only illuminates all red annunciators
D. If the master warning system is reset in the ANNU position
under all conditions D. Only illuminates all amber annunci-
ators in the ANNU position
2. The MASTER WARNING lights illumi-
nate flashing: 4. Amber annunciator lights illuminate:
A. When any annunciator panel light A. Steady
illuminates B. Flashing, then go steady when the
B. When a red annunciator panel light steady MASTER CAUTION light
illuminates switch is pressed out
C. When both the L and R GEN OFF C. And go out only when they burn out
annunciators illuminate D. Then are pressed out by the MASTER
D. Both B and C WARNING switchlights

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CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
DESCRIPTION AND OPERATION ...................................................................................... 5-2
Fuel Storage ..................................................................................................................... 5-2
MAJOR COMPONENTS FUEL CROSSFEED SYSTEM
(SNs 0001 THROUGH 0358) ................................................................................................. 5-4
Boost Pumps .................................................................................................................... 5-4
Ejector Pumps .................................................................................................................. 5-4
Fuel Crossfeed Valve ....................................................................................................... 5-4
SHUTOFF VALVES................................................................................................................ 5-4
Firewall ............................................................................................................................ 5-4
Controls............................................................................................................................ 5-5
INDICATING SYSTEM ......................................................................................................... 5-5
Quantity Indication .......................................................................................................... 5-5
Fuel Signal Conditioner ................................................................................................... 5-5
Annunciator Lights .......................................................................................................... 5-6
OPERATION ........................................................................................................................... 5-7
Crossfeed System Operation............................................................................................ 5-7
MAJOR COMPONENTS FUEL TRANSFER SYSTEM
(CJ SN 0359 AND SNs 0001 THROUGH 0358
MODIFIED BY OPTIONAL SB 525-28-10) ....................................................................... 5-10
Fuel Transfer Selector.................................................................................................... 5-10

Fuel Crossfeed Valve ..................................................................................................... 5-10

Controls.......................................................................................................................... 5-10
Fuel Transfer System Operation .................................................................................... 5-11
Safety Precautions.......................................................................................................... 5-11
FUEL SERVICING ............................................................................................................... 5-14
General........................................................................................................................... 5-14
QUESTIONS......................................................................................................................... 5-16
5-ii FOR TRAINING PURPOSES ONLY Revision 1

ILLUSTRATIONS
Figure Title Page
5-1 Right Wing Tank ...................................................................................................... 5-2
5-2 Fuel Vent Scoop (NACA)......................................................................................... 5-2
5-3 Filler Standpipe and Screen...................................................................................... 5-2
5-4 Fuel Filler Cap.......................................................................................................... 5-3
5-5 Sump Drains and Drain Check................................................................................. 5-3
5-6 Ejector Pump ............................................................................................................ 5-4
5-7 Fuel System Controls SNs 0001 through 0358 ........................................................ 5-5
5-8 Ametek Fuel Quantity and Flow Display................................................................. 5-5
5-9 B.I.T.E. Lights .......................................................................................................... 5-6
5-10 Crossfeed Switch...................................................................................................... 5-7
5-11 CitationJet Fuel Crossfeed System
Normal Operation (SNs 0001 through 0358) ........................................................... 5-8
5-12 CitationJet Fuel Crossfeed System
Fuel Crossfeed Operations (SNs 0001 through 0358).............................................. 5-9
5-13 Fuel Transfer Switch .............................................................................................. 5-11
5-14 CitationJet Fuel Transfer System
Normal Operation (SN 0359 and Earlier Modified by SB 525-28-10).................. 5-12
5-15 CitationJet Fuel Transfer System
Fuel Transfer Operations (SN 0359 and Earlier Modified by SB 525-28-10)....... 5-13
5-16 Filler Port ............................................................................................................... 5-14

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CHAPTER 5
FUEL SYSTEM
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FUEL
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INTRODUCTION
This chapter describes the CitationJet fuel crossfeed system in SNs 0001 through 0358
and the fuel transfer system in CitationJet SN 0359. The fuel transfer system is installed
in all Citation CJs SNs 0360 and subsequent. The same fuel transfer system installed in
CitationJet SN 0359 may be installed in SNs 0001 through 0358 by optional SB525-28-
10 (as updated). The fuel crossfeed and fuel transfer systems normal feed are similar,
but there are differences in the two fuel balancing systems.
GENERAL
Each wing tank provides fuel to its respective by colored annunciator lights and fuel dis-
engine. Fuel flow to the engines is accom- plays on Ametek gages. The airframe fuel sys-
plished with electrically driven boost pumps tem up to the engine-driven fuel pump is
and an ejector pump, one in each tank. The sys- presented in this chapter. For description and
tem is controlled by switches and a selector on operation of the engine fuel system, refer to
the pilots instrument panel and is monitored chapter 7, Powerplant.

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DESCRIPTION Tank Vents

AND OPERATION A vent system is installed in each wing to
maintain positive internal tank pressures within
the structural limitations of the wing. It per-
FUEL STORAGE mits overflow of fuel due to thermal expansion
and equalization of pressure within the tank as
Tanks fuel is consumed. The vent (Figure 5-2) is anti-
iced by design (NACA).
The wet wing fuel tank in each wing is an
integral part of the wing structure, sealed to
contain fuel (Figure 5-1). Each tank includes
all the wing area forward of the rear spar and
aft of the front spar except for the main gear
wheel well. Holes in spars and ribs permit fuel
movement within the tanks; however, baffles
in the outboard ribs prevent rapid movement
of fuel outboard during wing-low attitudes.
Each tank includes a vent system, fuel quan-
tity probes, a filler cap, sump drains, ejector
pumps, and an electrically driven boost pump.
Combined usable fuel quantity of both tanks
is approximately 3,220 pounds (238 U.S. gal-
lons per wing, 476 gallons total). Figure 5-2. Fuel Vent Scoop (NACA)
Tank Filler
One flush-mounted fuel filler assembly lo-
cated on the upper surface of each wing near
the wingtip is used for normal fuel servicing.
The filler assembly consists of an adapter,
standpipe, cap, and a chain to attach the cap
to the adapter (Figure 5-3).
Figure 5-1. Right Wing Tank Figure 5-3. Filler Standpipe and Screen

FlightSafety
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Identical filler assemblies are used on each valve to a no-leaking condition. If unable to
wing. Each cap is recessed for the flush fitting shut off a leak, a Phillips screwdriver can be
handles and is marked to indicate open and used to turn the valve a quarter turn counter-
closed positions. To remove the cap, lift the han- clockwise (CCW) to pop out and expose the
dle and rotate counterclockwise. The tab should leaking primary O-ring. This O-ring can eas-
be down and aft when fastened (Figure 5-4). ily be removed and replaced. Push up flush and
turn a quarter turn clockwise (CW) to seal
back on the primary O-ring. If no O-ring is
available, the airplane may be flown with the
valve popped out, sealed on the secondary O-
ring (not leaking), to an airport where an O-
ring is available.
NOTE
All aviation fuels absorb moisture
from the air and contain water in both
suspended particle and liquid forms.
Water contamination of the fuel is
normally remedied by daily drain-
ing of water from the tanks utilizing
Figure 5-4. Fuel Filler Cap the poppet drain valves.
Drain Valves
There are eight total fuel quick drains, four
valves in the lower surface of each wing (Figure
5-5). The drains are used to remove moisture
and sediment from the fuel and to drain resid-
ual fuel for maintenance. Each drain contains
a spring-loaded poppet that can be unseated for
fuel drainage. One flush drain is outboard of
the wheel well cutout, and the other three are
located in recessed holes in the skid pad under
the wing, near the wing centerline. Check the
drains before the first flight of the day and after
each refueling.
Allow as much time as possible for water con-

taminates to settle to the drain points before
the drain check.
Push the drain valve straight up to get the fuel

sample, and pull straight out to reseat the Figure 5-5. Sump Drains and Drain Check

FlightSafety
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MAJOR COMPONENTS FUEL CROSSFEED VALVE

FUEL CROSSFEED The fuel crossfeed valve is attached to the
rear spar near the sump in the left wing in
SYSTEM (SNs 0001 both installations. It is an electrically opened
THROUGH 0358) solenoid and springloaded (failsafe) closed
with the loss of normal DC power. It is con-
trolled by the crossfeed switch in SNs 0001
BOOST PUMPS through 0358.
One DC electric, centrifugal-type boost pump, Selecting LH TANK on the crossfeed switch
low pressure, in each tank sump supplies fuel immediately turns on the left wing electric
to the engine-driven fuel pump, high pres- boost pump, opens the crossfeed valve, and
sure, and transfer ejector pump. This pump pumps fuel from the left sump through the
supplies fuel to the respective engine, to both open crossfeed valve to
engines, or to the crossfeed fuel balancing the right (opposite) en-
system. Switches on the pilots instrument FUEL
gine and into the right
panel control the pumps. The left and right CROSSFEED wing sump. The heavy
feed extension DC buses supply power for wing is always selected
boost pump operation with the associated CBs to balance fuel. When the crossfeed valve is en-
located on the pilots CB panel. ergized, the FUEL CROSSFEED light illumi-
nates. Selecting OFF immediately deenergizes
EJECTOR PUMPS the crossfeed valve closed and extinguishes the
light.
There are two ejector pumps in each wing.
Both pumps are powered by fuel flow and de-
liver fuel to the engine by the venturi princi-
ple. The primary ejector pump receives motive SHUTOFF VALVES
flow from the engine-driven fuel pump and is
the primary source of pressurized fuel to the FIREWALL
engine-driven fuel pump and transfer ejector
pump. The transfer ejector operates on fuel Electrically operated motor-driven fuel fire-
flow from either the primary ejector or boost wall shutoff valves, located on the aft side of
pump and transfers fuel from the lowest point the aft wing spar in each engine fuel supply
in the forward area of the tank to the sump. line, are controlled by red LH or RH ENG
Figure 5-6 shows a functional schematic of an FIRE switchlights on the glareshield.
ejector pump. Normally the valves are closed only in the
event of engine fire or test. When both the fuel
and hydraulic firewall shutoff valves are
closed on an engine, the applicable amber LH
EJECTOR PUMP
or RH F/W SHUTOFF amber annunciator
OUTPUT
MOTIVE FLOW
light will illuminate.
INLET
NOTE
SUCTION If an engine is shut down in flight for
Figure 5-6. Ejector Pump reasons other than fire, the firewall
shutoff valves must be open and the
boost pump operated to prevent dam-
age to the engine-driven fuel pump.

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CONTROLS the Ametek dual indicating FUEL QTY indi-

cators on the upper center instrument panel.
Controls for the fuel system are located on the Each indicator is a vertical scale instrument
pilots left switch panel (Figure 5-7). The LH displaying quantity in pounds for left and
or RH FUEL BOOST pump switches control right tanks.
the electrically driven boost pumps. Each
switch has positions labeled ONOFF The fuel quantity system operates on DC
NORM. During normal operation of the fuel power through the respective FUEL QTY cir-
system, the NORM position is selected. In cuit breaker on the left and right circuit-
this position the boost pump operates auto- breaker panels. These are powered from the
matically during engine start, crossfeed op- left and right feed buses. The loss of DC power
eration, or when low fuel pressure is sensed causes the Ametek gage fuel quantity vertical
in the engine fuel supply line. If the throttle tapes to drop to zero and red flags to appear
is in cutoff, the boost pump will not come on at the top of the scales.
automatically in a low fuel pressure condition,
even though the switch is in NORM. When the Ametek fuel flow indicators (LCD) display 0
switch is in the OFF position, the boost pump to 1050 LBS/HR and are disabled until the
will not operate. In the ON position, the pump throttles are advanced to idle to prevent erratic
operates continuously. indications below 10% N 2 .
Figure 5-7. Fuel System Controls

SNs 0001 through 0358
The CROSSFEED selector has three positions,

each labeled LH TANKOFFRH TANK.
Moving the selector out of OFF to either of the
operating positions selects the tank from which
fuel is to be taken and the engine to be supplied.
Detailed operation of the fuel system during

normal and fuel balancing operations is pre- Figure 5-8. Ametek Fuel Quantity
sented under Operation later in this chapter. and Flow Display
FUEL SIGNAL CONDITIONER

INDICATING SYSTEM
The fuel signal conditioner is mounted on the
cabin side of the aft pressure bulkhead under
QUANTITY INDICATION the right top portion of the aft evaporator
The fuel system has 12 capacitance probes, 6 cover. A velcro carpet cover is removed, and
in each wing tank, which compensate for the unit is observed with a flashlight, ap-
changes in density caused by temperature proximately five inches below the opening. It
changes. The probes supply quantity infor- is a microprocessor with right and left tank
mation to the fuel signal conditioner, then to channel fault indications. It displays sensor

FlightSafety
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and self-test faults. A fault causes the RH or lumination in turbulent conditions with
LH FUEL GAUGE light to illuminate along low fuel.
with one or more of the three B.I.T.E. fault
lights on the signal conditioner. A specific
pattern of the three B.I.T.E. lights indicates a
NOTE
specific fault. The fuel boost pump should be man-
ually positioned to ON if the LH or
RH FUEL LOW LEVEL annunciator
0 1 2 is illuminated or indicated fuel quan-
RH
tity is below 185 pounds.
0 1 2
LH
If crossfeed or fuel transfer is re-
quired, turn boost pump OFF on the
side that is receiving fuel.
Figure 5-9. B.I.T.E. Lights
If a fault has been detected by the signal con-
ditioner in the fuel quantity system, the amber
ANNUNCIATOR LIGHTS LH or RH FUEL GAUGE annunciator and a
There are seven annunciator lights associ- MASTER CAUTION an-
FUEL nunciator light will illumi-
ated with the fuel system; each incorporating
GAUGE nate. The pilot should record
a LH or RH capsule, one of which also illu-
minates with the annunciator. All are shown the pounds of fuel in each
LH RH wing at the time the light
in Chapter 4.
comes on and the pattern of
The amber LH or RH F/W SHUTOFF and the six fault lights on the fuel signal condi-
MASTER CAUTION lights illuminate when tioner before turning off the battery switch.
both the fuel and hydraulic
F/W firewall shutoff valves have If fuel filter bypass is imminent, a fuel filter
SHUTOFF fully closed by depressing differential pressure switch mounted between
the red LH or RH ENG the centrifugal and high-pressure engine-
LH RH FIRE switchlight. Depress- driven fuel pumps will illu-
FUEL FLTR minate the amber LH or RH
ing the ENG FIRE switch- BYPASS
light a second time opens the shutoff valves FUEL FLTR BYPASS an-
and turns off the F/W SHUTOFF light. nunciator and MASTER
LH RH
CAUTION lights. This oc-
The amber LH or RH FUEL curs at approximately 4.5
FUEL LOW LOW PRESS and MASTER psi across the fuel filter indicating impending
PRESS CAUTION lights come on or actual bypass. Land as soon as practical.
when fuel pressure drops This light is discussed in Chapter 7.
LH RH below 5 psi, and goes out
above 7 psi. FUEL
The white LH or RH FUEL
BOOST ON BOOST ON light illumi-
The amber LH or RH FUEL nates when the boost pump
FUEL LOW LOW LEVEL and MAS- LH RH is energized (powered) for
LEVEL TER CAUTION annunci- operation.
ator lights are actuated by
LH RH a float switch or when the A white FUEL CROSS-
fuel quantity is 185 15 FUEL FEED annunciator will
pounds in that tank. The MASTER CAUTION CROSSFEED illuminate when the
for this annunciator is delayed 4 seconds to crossfeed solenoid
minimize inadvertent MASTER CAUTION il- valve is energized

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(powered).
OPERATION
Wi t h t h e F U E L B O O S T p u m p s w i t c h i n
NORM, depressing an engine START button
energizes the fuel boost pump, moving fuel
through the firewall shutoff valve to the engine-
driven fuel pump (Figure 5-11).
Figure 5-10. Crossfeed Switch
When the engine start terminates, the boost
pump is deenergized (FUEL BOOST ON light
goes out). Motive-flow fuel from the engine- feed system (Figure 5-10).
driven pump is directed to the primary ejec-
tor pump, which continues to supply fuel to Using the crossfeed system, both engines can
the engine-driven fuel pump and transfer ejec- be supplied from the tank.
tor pump. The transfer ejector pump transfers
fuel from the forward area of the tank to the Placing the crossfeed switch in the LH TANK
sump. The crossfeed valve is closed; therefore, position electrically opens the crossfeed valve
each engine is being supplied from its re- and energizes the electric boost pump in the
spective wing tank. left tank.
The firewall shutoff valves are normally open; Left tank boost pump pressure supplies fuel to
they can be closed by pressing the LH or RH the left engine; it also supplies fuel to the right
ENG FIRE switchlight in the event of an en- engine through the open crossfeed valve. Both
gine fire. Illumination of the amber LH or RH engines are now being fed from the left tank.
F/W SHUTOFF annunciator light verifies that
the fuel and hydraulic firewall shutoff valves A portion of the fuel being crossfed from the
have closed. left to the right fuel system is directed through
the transfer ejector pump into the right sump.
A pressure switch illuminates the amber LH Monitor the FUEL QTY indicator on the pilots
or RH FUEL LOW PRESS annunciator if fuel center panel (Figure 5-8) for fuel balancing.
pressure fails too low. If the LH or RH FUEL To verify that crossfeed is in fact occurring,
BOOST pump switch is in NORM, the boost it is necessary to monitor the fuel quantity in-
pump is energized automatically, and the white dicators. During crossfeed, fuel will normally
LH or RH FUEL BOOST ON annunciator il- transfer from the selected to the nonselected
luminates. If the boost pump can provide ad- tank at approximately 10 pounds per minute
equate pressure in the fuel supply line, the or 600 pounds per hour. Maximum normal
amber LH or RH FUEL LOW PRESS light fuel imbalance is 200 pounds. Maximum emer-
will go out. However, the boost pump will re- gency fuel imbalance is 600 pounds.
main on until it is manually reset.
To terminate crossfeed and return the system
to normal operation, move the crossfeed switch
CROSSFEED SYSTEM to OFF. The electric boost pump and white
OPERATION FUEL BOOST ON annunciator light deener-
This crossfeed system is the fuel balancing sys- gize, the crossfeed valve springloads closed,
tem currently installed and used in SNs 0001 and the FUEL CROSSFEED white light goes
through 0358. The crossfeed switch on the out. The system is now back to normal oper-
pilots left switch panel controls the cross- ation, each engine being supplied by its re-

5-8
LH RH
ENG ENG
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW CROSSFEED PUMP FUEL LOW
LEVEL LH OFF RH LEVEL
TANK TANK FUEL BOOST
LH RH LH ON RH LH RH

O
CHECK F
FUEL VALVE F FUEL
BOOST ON LH RH NORM NORM BOOST ON
ENG ENG
LH RH LH RH
CROSSFEED
SUMP SUMP
VALVE
PRIMARY PRIMARY
FAILSAFE
EJECTOR EJECTOR
CLOSED FUEL FILTER FUEL
PUMP PUMP
BYPASS GAUGE
LEFT FUEL LH RH LH RH RIGHT FUEL
FIREWALL LEFT RIGHT FIREWALL
SHUTOFF BOOST PUMP BOOST PUMP SHUTOFF
F/W FUEL
SHUTOFF CROSSFEED
ENG
DRIVEN LH RH
FUEL PUMP
FUEL LOW ENG

PRESS DRIVEN
FUEL PUMP
LH RH
FUEL LOW FUEL LOW

PRESSURE SWITCH P P PRESSURE
MASTER SWITCH
FUEL FILTER
(BYPASS) CAUTION FUEL FILTER
FlightSafety
DC POWER (BYPASS)
HM RESET
LH GEN BATT RH GEN FCU HM
SLINGER SLINGER
FCU
OFF OFF
international
START NOZZLE
Revision 1
RESET EMER RESET 9 PPH NOT IN F/F
Figure 5-11. CitationJet Fuel Crossfeed SystemNormal Operation (SNs 0001 through 0358)
Revision 2
LH RH
ENG ENG
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW CROSSFEED PUMP FUEL LOW
LEVEL LH OFF RH LEVEL
TANK TANK FUEL BOOST

O
CHECK F
FUEL VALVE F FUEL
ENG ENG
LH LH
CROSSFEED
SUMP SUMP
VALVE
PRIMARY PRIMARY
FAILSAFE
EJECTOR EJECTOR
PUMP PUMP
BYPASS GAUGE
F/W FUEL
SHUTOFF CROSSFEED
ENG
DRIVEN LH RH
FUEL PUMP
FUEL LOW ENG

PRESS DRIVEN
FUEL PUMP
LH RH
FUEL LOW FUEL LOW

PRESSURE SWITCH P P PRESSURE
MASTER SWITCH
FUEL FILTER
FlightSafety
DC POWER (BYPASS)
HM RESET
SLINGER SLINGER
FCU
OFF OFF
START NOZZLE
international
5-9
Figure 5-12. CitationJet Fuel Crossfeed SystemFuel Crossfeed Operations (SNs 0001 through 0358)
FlightSafety
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spective tank. If electrical power fails during FUEL TRANSFER SELECTOR

crossfeed operation, the crossfeed valve will
fail to the closed position. The FUEL TRANSFER selector has three po-
sitions, each labeled LH TANKOFFRH
TANK. The selector arrow determines the fuel
NOTE flow path when moved out of OFF to RH
If the boost pump switch is OFF, the TANK or LH TANK. The tail of the arrow is
crossfeed circuit will not function. normally the heavy wing from which fuel will
be drawn and the arrow points to the tank to
be filled, ie., the direction the fuel is to be
NOTE moved. Moving the selector out of OFF to ei-
ther of the operating positions, selects the
If both FUEL BOOST ON annunci- tank from which fuel is to be taken and the
ators come on when crossfeed is se- wing to be supplied.
lected, both boost pumps have been
energized and crossfeed can not
occur. Cycle the FUEL BOOST pump FUEL CROSSFEED VALVE
switch for the nonselected tank to
ON, then back to NORM. This should The fuel crossfeed valve is attached to the
deenergize the pump in the tank not rear spar near the sump in the left wing in
selected and allow crossfeed to begin. both fuel balancing in-
stallations. It is an elec-
FUEL trically opened
NOTE CROSSFEED solenoid and spring-
loaded (failsafe)
If the FUEL CROSSFEED annunci- closed. It is controlled
ator illuminates when crossfeed is by the fuel transfer switch in SN 0359 and
not selected, turn on both boost earlier modified CitationJets.
pumps (or both off) to preclude un-
wanted crossfeed. Selecting LH TANK to RH TANK on the fuel
transfer switch immediately activates the left
Unmodified SNs 0001 through 0358 may or wing electric boost pump, opens the cross-
may not crossfeed above FL290. Be sure to bal- feed valve, and pumps fuel from the left sump
ance fuel level before climbing above FL290. through the open crossfeed valve, through the
To improve the fuel crossfeed function at high right wing, nonoperational electric boost pump
altitudes, pilots may change to a fuel transfer into the right wing sump. The arrow on the fuel
system using SB 525-28-10 (as amended). transfer switch points toward the receiving
wing tank. When the crossfeed valve is ener-
gized, the FUEL CROSSFEED white light il-
luminates. In Citation CJ1s SNs 0360 and
MAJOR COMPONENTS subsequent, this white light is labeled FUEL
FUEL TRANSFER TRANSFER.
SYSTEM CONTROLS
(CJ SN 0359 AND SNs Controls for the fuel system are located on
0001 THROUGH 0358 the pilots left switch panel (Figure 5-7, ex-
MODIFIED BY OPTIONAL cept the fuel crossfeed switch is replaced with
the fuel transfer switch depicted in Figure 5-
SB 525-28-10) 13). The LH or RH FUEL BOOST pump
switches control the electrically driven boost
pumps. Each switch has positions labeled

FlightSafety
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ONOFFNORM. During normal opera- left tank electric boost pump, electrically
tion of the fuel system, the NORM position is opens the crossfeed valve, and pumps fuel out
selected. In this position the boost pump op- of the LH TANK, through the energized open
erates automatically during engine start, fuel crossfeed valve, through the nonoperating
transfer operation, or when low fuel pressure right boost pump causing the fuel to rise.
is sensed in the engine fuel supply line. If the
throttle is in cutoff, the boost pump will not During fuel transfer operations, the same pri-
come on automatically in a low fuel pressure mary ejector pump output to the engines is
condition, even though the switch is in NORM. operating the transfer ejector pumps. If the left
When the switch is in the OFF position, the engine is shut down by throttle or fire switch,
boost pump will not operate. In the ON posi- selecting LH ENG to RH ENG will operate the
tion, the pump operates continuously. left electric boost pump and transfer fuel to the
right wing sump.
FUEL TRANSFER SYSTEM To verify that fuel transfer is in fact occurring,
OPERATION it is necessary to monitor the fuel quantity in-
dications (vertical tapes).Fuel will normally
Normal wing to engine fuel feed is similar to transfer to the selected tank at approximately
crossfeed system operation (Figure 5-14). 10 pounds per minute or 600 pounds per hour.
Maximum normal fuel imbalance is 200
The fuel transfer fuel balancing system in- pounds. Maximum emergency fuel imbalance
is 600 pounds.
FUEL TRANSFER
OFF To terminate fuel transfer and return the sys-
tem to normal operation, move the fuel trans-
LH RH
fer switch to OFF. The electric boost pump
TANK TANK i s d e e n e rg i z e d , t h e F U E L C R O S S F E E D
white light goes out, and the crossfeed valve
LH RH
ENG ENG spring loads closed. The system is now back
to normal operation, each engine being sup-
plied by its respective primary ejector pump.
Figure 5-13. Fuel Transfer Switch If electrical power fails during fuel transfer
operation, the crossfeed valve fails to the
closed position ending fuel transfer opera-
stalled in SN 0359 and earlier airplanes mod- tions.
ified by SB 525-28-10, uses the fuel transfer
switch (Figure 5-13) on the pilots left switch
panel to control the fuel transfer system NOTE
(Figure 5-15). If the boost pump switch is OFF, the
fuel transfer circuit will not function.
The fuel transfer system transfers fuel from the
heavy wing tank sump directly to the opposite
wing tank sump. Selecting the fuel transfer
switch LH TANK to RH TANK energizes the
NOTE

5-12
LH RH
ENG ENG
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW FUEL TRANSFER PUMP FUEL LOW
LEVEL OFF LEVEL
FUEL BOOST
LH RH

O
CHECK TANK TANK F
FUEL VALVE F FUEL
ENG ENG
LH RH LH RH
CROSSFEED
SUMP SUMP
VALVE
PRIMARY PRIMARY
FAILSAFE
EJECTOR EJECTOR
PUMP PUMP
BYPASS GAUGE
F/W FUEL
SHUTOFF CROSSFEED
ENG
DRIVEN LH RH
FUEL PUMP
FUEL LOW
ENG
PRESS DRIVEN
FUEL PUMP
LH RH
FUEL LOW FUEL LOW

PRESSURE SWITCH P P PRESSURE SWITCH
MASTER
FUEL FILTER
FlightSafety
DC POWER (BYPASS)
HM RESET
SLINGER SLINGER
FCU
OFF OFF
START NOZZLE
international
Revision 2
Figure 5-14. CitationJet Fuel Transfer SystemNormal Operation

SN 0359 and Earlier Modified by SB525-28-10)
Revision 2
LH RH
ENG ENG
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW FUEL TRANSFER PUMP FUEL LOW
LEVEL OFF LEVEL
FUEL BOOST

LH RH O
CHECK TANK TANK F
FUEL VALVE F FUEL
ENG ENG
LH LH
CROSSFEED
SUMP SUMP
VALVE
PRIMARY PRIMARY
FAILSAFE
EJECTOR EJECTOR
PUMP PUMP
BYPASS GAUGE
F/W FUEL
SHUTOFF CROSSFEED
ENG
DRIVEN LH RH
FUEL PUMP
FUEL LOW
ENG
PRESS DRIVEN
FUEL PUMP
LH RH
FUEL LOW FUEL LOW

PRESSURE SWITCH P P PRESSURE SWITCH
MASTER
FUEL FILTER
FlightSafety
DC POWER (BYPASS)
HM RESET
SLINGER SLINGER
FCU
OFF OFF
START NOZZLE
international
5-13
Figure 5-15. CitationJet Fuel Transfer SystemFuel Transfer Operations

SN 0359 and Earlier Modified by SB525-28-10)
FlightSafety
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Anti-icing additive use is mandatory Fuel servicing is accomplished through flush

for Citation Model 525. filler cap on the outboard section of each wing
(Figure 5-16).
Illumination of the FUEL FLTR BYPASS light Normally, refuel to the screen at the bottom
is discussed in Chapter 7, Powerplant. of the filler standpipe for maximum usable
fuel for flight planning. It is possible to add
SAFETY PRECAUTIONS approximately 16 U.S. gallons (110 pounds)
in each wing. If the wing is fueled to the top
Refueling should be accomplished only in of the standpipe, this may not allow room for
areas which permit free movement of fire expansion and may result in fuel spillage
equipment. through the NACA vents.
Fuel is filtered by a screen at the bottom of the

NOTE filler standpipe. This screen in the in-tank
If both FUEL BOOST ON annunci- system filter in each wing. Maximum refuel-
ators illuminate when fuel crossing rate is accomplished by placing the refu-
feed/transfer is selected, both boost eling nozzle flush against the screen. The
pumps have been energized, and fuel screen must not be damaged or removed.
crossfeed/transfer can not occur.
Cycle the FUEL BOOST pump switch Follow approved grounding procedures for the
for the nonselected tank to ON, then airplane and the tender. One approved ground-
back to NORM. This should deener- ing point is installed under each wing tip.
gize the pump in the tank not selected
and allow fuel transfer to begin. Use appropriate radar procedures.
When adding anti-icing inhibitor, follow the

FUEL SERVICING manufacturers instructions for blending. The
concentration level must be between 0.10 and
0.15% by volume.
GENERAL
Fuel servicing includes those procedures nec- The following procedures, warnings, and cau-
essary for fueling, adding anti-icing additives, tions must be followed when using DIEGME
and checking for contaminants and conden- (MIL-I-85470). Current precautions for EGME
sation in the fuel. (MIL-I-27686) still apply.
WARNING
Die thyle ne Glyc ol Monom e thyl

Ether (DIEGME) is harmful if in-
haled, swallowed, or absorbed
through the skin and will cause eye
irritation. It is also combustible.
Before using this material, refer to all
safety information on the container.
Diethylene Glycol Monomethyl Ether

Figure 5-16. Filler Port (DIEGME) (MIL-I-85470) has been approved
as an additional fuel anti-ice additive, and con-

FlightSafety
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centration for Ethylene Glycol Monomethyl Refueling

Ether (EGME) (MIL-I-27686) has been
changed for consistent mixing of additives. Approved fuels for operation of the Model 525
are listed in the limitations and specifications
section of the AFM. No Avgas is allowed.
CAUTION Defueling
Assure the additive is directed into The quickest fuel downloading is by uncowl-
the flowing fuel stream and the ad- ing the engine, disconnecting the FCU supply
ditive flow is started after the fuel line, use and EPU and the wing fuel boost
flow starts and is stopped before fuel pump to off-load to desired tank quantity.
flow stops. Do not allow concen- Remember, no fuel can be downloaded from
trated additive to contact coated in- the wing fuel caps due to the filler neck and
terior of fuel tank or airplane painted screen. Do not run the boost pumps dry.
surface. Use not less than 20 fluid
ounces of additive per 156 gallons of
fuel or more than 20 fluid ounces of
additive per 104 gallons of fuel.
NOTE
Fuel is considered contaminated
when it contains any foreign sub-
stances that are not provided under
the fuel specification. These foreign
substances normally consist of water,
rust, sand, dust/dirt, microbial
growth, unapproved additives, and
approved additives mixed at im-
proper ratios to the fuel.

FlightSafety
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QUESTIONS
1. The most correct answer is: 4. If the LH or RH FUEL BOOST ON
A. The FUEL BOOST pump switches white annunciators illuminate without
do not have to be on for engine start. any action by the crew (engine operat-
ing normally), the probable cause is:
B. With the FUEL BOOST pump
switches off, the respective boost A. The engine-driven fuel pump has
pump can not turn on. failed.
C. The fuel boost pump will be auto- B. The firewall shutoff valve has
matically energized anytime the closed.
FUEL BOOST switches are in C. The low-pressure sensing switch
NORM and the START button is de- has energized the boost pump.
pressed, crossfeed/fuel transfer is D. The fuel flow compensator has ener-
selected, or low pressure (5 psi) is gized the boost pump below 5 psi.
sensed in the engine-supply line
(throttle at IDLE or above).
D. All of the above 5. To verify that crossfeed/fuel transfer is
in fact occurring, it is necessary to:
A. Monitor the fuel quantity indicators
2. After engine start, the fuel boost pump for appropriate quantity changes.
is deenergized by:
B. Only observe that the white FUEL
A. The FUEL BOOST pump switch CROSSFEED/FUEL TRANSFER
B. Start circuit termination light is on.
C. Discontinuing crossfeed/fuel transfer C. Ensure both white FUEL BOOST
D. A time-delay relay ON lights are illuminated.
D. Ensure that the FUEL BOOST pump
switch for the tank being fed is on.
3. If a LH or RH FUEL LOW LEVEL an-
nunciator light illuminates,
A. The fuel quantity indicator must 6. When crossfeed/fuel transfer is se-
read less than 185 pounds. lected by positioning the fuel transfer
switch to the desired tank and the white
B. The electric boost pump in the ap-
CROSSFEED/FUEL TRANSFER light
propriate tank will automatically be
comes on:
activated.
C. The pilot should activate the appro- A. This is normal, indicating the valve
priate fuel boost pump. is energized to open.
D. The MASTER WARNING light will B. The boost pump did not actuate.
flash. C. The crossfeed valve did not fully
close.
D. The crossfeed valve did not fully
open.

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7. Operation of the primary ejector pump 9. If right or left fuel crossfeed/transfer

is directly dependent upon: has been selected and normal DC elec-
A. DC electrical power trical power is lost (battery switch in
EMER with a dual generator failure):
B. High-pressure fuel from the engine-
driven fuel pump (motive flow) A. The system will remain in fuel
C. AC electrical power supplied by the crossfeed/transfer.
No. 1 or No. 2 inverter B. The crossfeed valve will fail closed.
D. Flow from the transfer ejector pump C. The boost pump will be energized to
terminate fuel crossfeed/transfer.
D. None of the above
8. If the engine-driven fuel pump fails:
A. The engine will flame out.
10. The maximum normal asymmetric fuel
B. The primary ejector pump will fail
differential is:
also, but the boost pump will be en-
ergized by low pressure and will A. 600 pounds
sustain the engine. B. 400 pounds
C. The transfer ejector pump will also C. 1,000 pounds
be inoperative. D. 200 pounds
D. Right or left crossfeed/fuel transfer
must be selected in order to obtain
high-pressure motive flow from the
opposite engine.

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The information normally contained in this chapter is not applicable to this

particular airplane.

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
MAJOR SECTIONS................................................................................................................ 7-1
Intake and Fan Section....................................................................................................... 7-3
Compressor Section ........................................................................................................... 7-3
Combustion Section ........................................................................................................... 7-3
Turbine Section .................................................................................................................. 7-4
Exhaust Section.................................................................................................................. 7-4
Accessory Section .............................................................................................................. 7-4
OPERATION ........................................................................................................................... 7-4
ENGINE SYSTEMS ............................................................................................................... 7-5
Oil System.......................................................................................................................... 7-5
Fuel System........................................................................................................................ 7-9
Ignition System ................................................................................................................ 7-11
Instrumentation ................................................................................................................ 7-12
Engine Power Control...................................................................................................... 7-14
FJ44-1A Salty/Sandy/Smog
Environment Water Wash Policy ..................................................................................... 7-15
Synchronizing .................................................................................................................. 7-16
QUESTIONS......................................................................................................................... 7-19

ILLUSTRATIONS
Figure Title Page
7-1 General View of Williams-Rolls FJ44-1A Engine .................................................. 7-2
7-2 Major Sections ......................................................................................................... 7-2
7-3 FJ44-1A Gas Flow ................................................................................................... 7-5
7-4 Oil Servicing Access ............................................................................................... 7-5
7-5 Center Instrument Panel (Engine Instruments) ....................................................... 7-7
7-6 Oil System ............................................................................................................... 7-8
7-7 Engine Fuel System ............................................................................................... 7-10
7-8 Ignition Switches ................................................................................................... 7-11
7-9 Ignition System (Left Engine Start) ...................................................................... 7-13
7-10 Center Pedestal ...................................................................................................... 7-14
7-11 Airstart Envelope .................................................................................................. 7-17
7-12 Engine SYNC Switch ............................................................................................ 7-18

CHAPTER 7
POWERPLANT
#1 DC
GEN
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INTRODUCTION
This chapter deals with the powerplant of the CitationJet. In addition to the powerplant,
this chapter also describes such related systems as engine oil, fuel, ignition, engine
instrumentation, engine power control, engine starting, engine synchronization, and the
thrust attenuators.
GENERAL MAJOR SECTIONS

Thrust is provided for the CitationJet by two For the purpose of explanation, the engine (Fig-
aft fuselage-mounted turbofan engines man- ure 7-2) is divided into six major sections:
ufactured by Williams-Rolls. The engines
(Figure 7-1) are lightweight, twin-spool, 1. Intake and fan
medium bypass ratio FJ44-1A. Each engine de-
velops 1,900 pounds of thrust, sea level con- 2. Compressor
dition, flat rated to 72F (22C).
3. Combustion

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Figure 7-1. General View of Williams-Rolls FJ44-1A Engine
LP FAN COMBUSTOR COVER COMBUSTOR PRIMARY TWO-STAGE, LOW-PRESSURE TURBINE

PLATE
EXHAUST
IP COMPRESSOR LP SHAFT HP TURBINE ROTOR

ACCESSORIES COMBUSTION CHAMBER HP TURBINE NOZZLE
Figure 7-2. Major Sections

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4. Turbine airflow under pressure from the booster stage.

It further increases the pressure and directs the
5. Exhaust airflow rearward.
6. Accessories
COMBUSTION SECTION
INTAKE AND FAN SECTION This section consists of a single folded annu-
lar-flow infusion-cooled combustor. A pre-
This section includes the air intake and the cise volume of the compressor airflow enters
fan assembly. the combustion chamber. Fuel is added by a
rotating slinger that atomizes and delivers
The air intake divides into two concentric fuel uniformly to the primary combustion
ducts aft of the fan assembly. One duct forms zone. The expanding and accelerating gases
a full length bypass air duct, and the other are directed rearward to the turbine.
duct is the inlet air duct to the engine.
The combustion section includes the com-
The fan assembly consists of a nose cone, a fan bustor cover, fuel slinger, start fuel nozzle, and
stage, a single axial compression stage, and combustor/HP turbine nozzle assembly. When
two sets of stator vanes. assembled, these parts form the combustion
chamber, minimizing the use of external tub-
ing and individual spray nozzles. Electric ig-
COMPRESSOR SECTION niters provide the spark for ignition. A start
The compressor section consists of a low- fuel nozzle continuously sprays fuel into the
pressure compressor and a high-pressure combustion chamber.
compressor.
Start Fuel Nozzle
The low-pressure compressor, consisting of the
nongeared fan and booster stage, is an axial A stationary fuel nozzle provides enhanced al-
compressor unit functioning to compress and titude restart capability. The nozzle receives
accelerate air rearward. high pressure metered fuel from the Fuel Con-
trol Unit (FCU), and delivers approximately
The outer span section of the fan stage accel- 9 pounds per hour (pph) of continuous flow
erates a relatively large mass of air to a low ve- anytime the engine is running. The 9 pph start
locity into the bypass duct. The inner section fuel nozzle consumption is not monitored or
of the fan accelerates air rearward to the booster taken into account by the fuel flow indicating
stage. This stage extends only into the primary system. A start nozzle control valve provides
air path and functions to increase air pressure positive shutoff to the nozzle when the throttle
and direct it to the high-pressure compressor. is OFF.
The bypass ratio is the difference in air mass Fuel Slinger

flow between the bypass duct and the engine
core. This is approximately 3.3:1. The fan The fuel slinger is part of the HP rotary group.
contributes 75% of the total thrust at sea level. Fuel is supplied to the underside of the slinger
For every pound of air flowing through the en- by the fuel manifold. Fuel is then ejected ra-
gine core, 3.3 pounds flow through the by- dially outboard by high pressure and cen-
pass duct. trifugal force into the combustion chamber
through a series of tiny laser-drilled holes/slots
The high-pressure compressor is a single- in the slinger.
stage centrifugal compressor which receives

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TURBINE SECTION Fuel pump and fuel control unit

This section consists of a single high-pres- Starter-generator
sure and two low-pressure turbines.
The starter spins up the N 2 shaft for starting
The high-pressure turbine is connected to the and when powered, the N 2 shaft will spin the
high-pressure compressor by a rotor shaft. generator shaft for DC electrical power.
The function of the high-pressure turbine is to
extract sufficient energy from the expanding
combustion gases to drive the high-pressure
compressor and the accessory section. OPERATION
The high-pressure compressor and turbine as- Air is directed from the nacelle inlet to the en-
sembly form the high-pressure spool. The rpm gine air intake (Figure 7-3). The outer span sec-
of the high-pressure spool is designated N 2 tion of the fan compresses and accelerates a
or turbine. large mass of air at a low velocity into the
full-length bypass duct.
The low-pressure turbine is two-stage. It is
connected to the low-pressure compressor by Simultaneously, the inner span section com-
a rotor shaft that runs through the high- presses and accelerates a volume of air to the
pressure compressor rotor shaft. The function primary gas path axial compressor stage. Air
of the low-pressure turbine is to extract suf- pressure is increased by the booster stage and
ficient energy from the combustion gases to directed to the high-pressure compressor which
drive the low-pressure compressor and fan. accelerates the air mass and directs it through
a diffuser. The diffusion process changes the
The low-pressure compressor and its turbine velocity energy to pressure energy. A rela-
form the low-pressure spool. The rpm of the tively small portion of the air enters the com-
low-pressure spool is designated N1, or fan. bustion chamber where fuel is added and
ignition occurs. The combustion process pro-
duces expansion and acceleration. The rest of
EXHAUST SECTION the compressed air is used to operate various
bleed-air services on the airplane and for
This section consists of the primary exhaust internal cooling in the engine.
duct and the bypass air duct. The primary ex-
haust includes a tapered cone and struts. The The high-pressure turbine extracts energy to
combination of primary exhaust and bypass drive its compressor and the accessory section.
airflow produces the total propulsive force The low-pressure turbine extracts energy to
for the airplane. drive the low-pressure compressor (fan and
booster). The remaining energy is directed
ACCESSORY SECTION into the exhaust section where it joins with the
bypass airflow to provide thrust.
The accessory section consists of a gear as-
sembly encased and mounted on the underside NOTE
of the engine. The accessory gear is driven by
the high-pressure rotor shaft through a tower Airflow disturbances across the en-
shaft and bevel gear. It functions to drive the gine intake, particularly during gusty
following accessories: or crosswind conditions, may result
in rpm fluctuations. This is normal at
Oil pump high-power settings during static or
low-speed operations. Start the
Hydraulic pump downwind engine first.

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LP FAN COMBUSTOR COVER COMBUSTOR PRIMARY TWO-STAGE, LOW-PRESSURE TURBINE

PLATE
IP COMPRESSOR LP SHAFT HP TURBINE ROTOR

COMBUSTION CHAMBER HP TURBINE NOZZLE
Figure 7-3. FJ44-1A Gas Flow

(Figure 7-4) which is accessible for servic-
ENGINE SYSTEMS ing and checking.
The engine systems include the following:
Oil system
Fuel system
Ignition system
Instrumentation
Power control
Synchronization
OIL SYSTEM
General
The oil system is fully automatic and provides
cooling and lubrication of the engine bear-
ings and the accessory section.
Oil Tank
The 2.5 quart oil reservoir is an integral part
of the interstage housing, which incorpo-
rates a filler port and a calibrated dipstick Figure 7-4. Oil Servicing Access

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Check the oil within 10 minutes after shut- the extended metal button. More than 15 psi
down. Ensure the dipstick is properly secured pops the button.
after the oil check and the cowl door secured.
The dipstick is marked at FULL and ADD.
On the test stand the oil volume between FULL Oil Pressure
and ADD is 1.0 quart. The way the engine is Engine oil pressure is maintained within limits
attached to the airframe makes this volume ap- by a mechanical relief valve located on the
proximately 3/4 quart (slightly canted and pump housing.
tilted). Do not fill above the FULL mark. Total
oil in each engine is 4.0 U.S. Quarts.
Indication
The only way to check oil in the first 25 units Oil pressure is sensed by dual transmitters
(approximately) is to carry a short, 3-step lad- within the system. A pressure transducer sends
der to reach and open the oil dipstick door. The the input to a dual vertical tape gage on the
dipstick is pulled, wiped clean of oil, then center instrument panel (Figure 7-5). The
reinserted, and pulled again to properly read indicator is calibrated in psi.
the amount of oil to service. Later Citation-
Jet engines included a sight glass with FULL
and ADD marks and a push-panel on the en- OIL PRESS A 25-psi pressure switch activates
gine cowl under the dipstick door to make it WARN a red LH or RH OIL PRESS
more convenient to check the sight gage oil WARN light and the MASTER
level. Some earlier SNs had the push-panel but LH RH WARNING annunciators.
no sight glass.
The oil pressure indicating system is powered
Oil Pump from DC power (the left indicator from the left
extension bus and the right indicator from the
An engine-driven oil pump (including one right extension bus). A red OFF flag appears
pressure and two scavenge elements) provides at the top of the indicator scale when DC power
for pressure and lubrication and scavenging. is not available to the indicator.
It is mounted on the accessory section.
NOTE
Oil Cooling
Starting under cold weather conditions:
The oil cooler is an oil-to-fuel heat exchanger
mounted on the engine gearbox. It uses output When starting a cold-soaked en-
fuel from the fuel control to cool engine oil. gine below freezing temperature,
high oil pressure can occur. As
oil temperature rises at idle, oil
Oil Filter pressure will fall. The engine
The oil filter, which is a disposable cartridge, should not be run above 85% N 2
is used to remove solid contaminants. It has by- until oil temperature is above
pass capability; However, there is no annun- 10C (50F). The relief valve
ciator light indicating the filter is bypassing. opens if oil pressure rises over
A bypass warning indicator on the oil filter is 100 psi to speed oil warmup.
checked not extended during the exterior
preflight by touching the indicator button
through an access panel on the lower engine Oil temperature is sensed by a resistance bulb,
nacelle. In early airplanes, the button extends then transmitted to a dual-scale vertical tape
and fills a rubber bulb. In later airplanes, the gage on the center instrument panel. The scales
rubber bulb is removed and the pilot feels for

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Figure 7-5. Center Instrument Panel (Engine Instruments)

are calibrated in degrees Celsius and require DC NOTE
power. A red OFF flag appears at the top of the
scale when DC power is not available. Maximum permissible normal op-
erating oil consumption is .023
Mobil Jet II and Mobil 254 are MIL-L-23699 gal/hr or approximately 0.1 quart
oils approved for normal use but not mixed. per hour. Inflight shutdown wind-
Exxon 2380 is MIL-L-23699 Emergency Use milling oil consumption is 0.2
Oil and may be used pure or mixed with Mobil gal/hr or approximately 0.8 quart
Jet II oil only, for a maximum of 25 hours run per hour.
time between major periodic inspections.
Record in the engine log book the total amount Oil Injectors
of run time with Exxon 2380 oil. Following any
usage of Exxon 2380 oil, the oil tank must be Accessory gearbox and engine bearing com-
drained, flushed with Mobil Jet II oil, and ser- partment oil-saturated air is drawn through the
viced with pure Mobil Jet II oil. (Definition of air-oil centrifugal impeller. The impeller keeps
flush is removal of chip collector screens, and most of the oil in the engine. A small amount
pouring one quart of Mobil Jet II through the of oil vents overboard with the relatively oil-
oil fill port). Check the current list of engine free air. The oil injector is located in the exhaust
oils in the Limitations section of the AFM. tube (airfoil shaped) at the 10 oclock position
(LH engine) and the 2 oclock position (RH en-
gine). To keep the oil off the inner exhaust tube
NOTE the oil deflector tab welded at the 9 oclock po-
Continuous operation at all engine sition (LH engine) and 3 oclock position (RH
speeds is permitted when engine oil engine) on the aft edge of the exhaust tube
temperature is between 10 and 121C pointing aft. This tab keeps the oil airborne.
(50 and 250F ). SB525-78-02 provides SNs 108 and subse-
quent and SNs 001 through 0107 modified.
Operation
Figure 7-6 illustrates the operation of the engine
oil system.

7-8
INTEGRAL OIL RESERVOIR

1 2 3 4 LEGEND
COOL SUPPLY OIL
HEATED RETURN OIL

OIL PUMP TO ACCESSORY

GEAR BOX
RELIEF
VALVE SCAVENGE
PUMP % RPM
L N2 R
OIL TO
ACCESSORY
GEAR BOX
O 100 O 140
SCAVENGE ACCESSORY O O
I I 120
PUMP GEAR BOX L 80 L I I
L 100 L
MASTER OIL PRESS
P
R
60 P
R T 80 T
WARNING WARN
E
S 40
E
S
E
M
P
60 E
M
P
S S 40
20
RESET OIL COOLER L R L 20 R
LH RH 0 0
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PSI PSI
FUEL IN FUEL OUT
15 PSI 25 PSI
BYPASS SPRING TRANSDUCER TEMP
SENSOR
TOTAL OIL4 US QTS
international
RESERVOIR2.5 QTS
Revision 2
OIL FILTER
Figure 7-6. Oil System

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FUEL SYSTEM If fuel filter bypass is imminent,

FUEL FLTR a fuel filter differential pressure
BYPASS switch mounted on the fuel
General
pump will illuminate the amber
A hydromechanical fuel system supplies LH RH FUEL FLTR BYPASS annunci-
metered fuel for engine starting, acceleration, ator and a MASTER CAUTION
deceleration, and steady-state operation. light at approximately 4.5 psi across the fuel
filter. If the FUEL FILTER BYPASS caution
The engine fuel system includes an engine- light illuminates, it indicates impending or ac-
driven pump, a high-pressure pump with a tual bypass. Land as soon as practical.
fuel filter, a fuel control unit (FCU), a mani-
fold leading to a fuel slinger, a fuel control
shutoff valve, and a start nozzle. Fuel Control Unit
The FCU is hydromechanical and consists of
High volume low-pressure fuel at 6 to 8 psi en- computing, governing, and metering sections.
ters the engine fuel pump, where it is pressur-
ized to 150 psi (motive flow), and delivered to The FCU is contained within an aluminum body
the hydromechanical fuel control unit (FCU). that is bolted to the engine fuel pump. Fuel flow
between the fuel pump and the FCU is through
Metered fuel leaves the FCU, passes through internal passages and there are no external fuel
the fuel flow meter and enters the oil cooler lines connecting the pump to the FCU.
(heat exchanger). From the oil cooler, the me-
tered fuel then enters the combustor through Five parameters are sensed by the comput-
the fuel manifold tube and fuel slinger. The fuel ing section:
slinger rotates with the high-pressure rotary
group (N 2 ) and ejects fuel radially through a P 3 or compressor discharge pressure
series of holes into the combustion chamber.
P A or ambient pressure T T2
Fuel Pump Compressor inlet temperature
The dual-stage fuel pump receives 6 to 8 psi N 2 rpm
high-volume fuel supply and delivers high- Throttle position
pressure, 110 to 150 psi, fuel to the FCU. This
pump is not a suction pump and must receive
fuel under pressure from the wing tank. If this The governing section senses N2 rpm and throt-
pump fails, the engine flames out since there tle position then modifies the signals transmit-
is no other source of high-pressure fuel ted by the computing section to the metering
available to the engine. section. This determines the position of the fuel
metering valve, and consequently, the volume
of fuel delivered to the combustion chamber.
Fuel Filter
A disposable fuel filter removes any solid con- Acceleration Bleed Valve
taminants from the fuel. This fuel filter is con-
tained in a stainless steel bowl located between A fuel control unit (FCU) moves a cable con-
the engine pump and fuel control unit. If the fuel nected to a butterfly bleed valve on top of the
filter becomes blocked, a filter bypass valve will engine in the interstage housing. The acceler-
bypass total fuel flow around the filter. ation bleed valve is open at start, closes over 85%
N 2 during engine acceleration, and reopens at

7-10
COMBUSTION
CHAMBER
FUEL
SLINGER
LEGEND

LOW-PRESSURE FUEL
HIGH-PRESSURE FUEL
START
NOZZLE
9 PPH
UNMETERED
FUEL
MANIFOLD
FUEL
LBS/HR
FUEL FILTER FUEL FLOW
FILTER
BYPASS
LH RH 0IL
IN
FROM WING
FUEL TANKS ESV .05" OI L
COOLER
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FUEL HIGH-PRESSURE FUEL FLOW
CENTRIFUGAL ENGINE-DRIVEN FUEL CONTROL
ENGINE-DRIVEN FILTER UNIT METER
FUEL PUMP OIL
FUEL PUMP OUT
international
Figure 7-7. Engine Fuel System
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approximately 85% N 2 during deceleration. the other at the 7 oclock position on the com-
The bleed valve unloads the HP compressor, al- bustion chamber. The ignition system provides
lowing improved acceleration response by vent- spark to ignite the air-fuel mixture inside the
ing bleed air into the bypass duct. combustion section. Each system includes a
capacitive-discharge, single output ignition
exciter firing through an igniter lead. Dual
Emergency Fuel Shutoff plugs are provided for redundancy only. One
An N1 shaft separation detection device detects plug is sufficient to start or sustain the engine.
N 1 shaft movement. This prevents N 1 rotor With one igniter inoperative, the start will be
overspeed if N 1 shaft separation occurs. If N 1 neither slower nor hotter.
shaft moves more than .050 inches, the FCU
fuel shutoff lever is automatically closed, ter- Ignition operation is divided into automatic
minating fuel flow. and selective phases.
Automatic ignition is available during engine

Indication starting and is terminated automatically when
A flow meter senses metered fuel flow down the start sequence is terminated. Ignition also
stream from the FCU and displays fuel flow automatically activates when engine anti-ice
in pounds per hour digitally on the center is selected on.
instrument panel.
Control
The fuel-flow indication system is DC powered
(the left gage from the left extension bus and The ignition system is controlled by a switch
the right gage from the right extension bus). A for each engine located on the pilots switch
red OFF flag appears at the top of the indicator panel (Figure 7-9). The IGNITION switch is
scale when DC power is not available. The 9 labeled ON and NORM.
pph to the start nozzle is not metered.
When the IGNITION switch is in NORM, au-
tomatic ignition will occur during engine
NOTE starting when the desired START button (Fig-
Fuel-flow indication is disabled ure 7-8) is pushed to arm the ignition circuit
when the associated throttle is moved and the associated throttle is moved from the
to cutoff. This prevents erratic fuel- cutoff position to idle at 8 to 12% N 2 and N 1
flow indications when rpm decreases rotation. Ignition and starter operation are
below 10%. both terminated by a 45% N 2 speed sensor on
the starter-generator when engine self-sus-
taining speed is achieved.
Operation
Figure 7-7 illustrates operation of the engine
fuel system.
IGNITION SYSTEM
General
The CitationJet incorporates a dual high energy
ignition system on each engine consisting of
two, side by side, exciter boxes mounted at the
one oclock position. Each exciter powers its
respective igniter plug, one at the 5 oclock and Figure 7-8. Ignition Switches

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Selecting the IGNITION switch to ON pro- N1 (Fan) RPM

vides continuous ignition (for the selected en-
gine) regardless of the position of the throttle. N 1 or fan rpm is supplied from a monopole
In this case, the left engine ignition power is pickup located in the compressor case next to
supplied by the right crossover bus, and the the oil dipstick. The monopole consists of a
right engine ignition power is supplied from coil of wire wound around a permanent mag-
the left extension bus. net, positioned near the teeth of a gear on the
low speed or inner shaft. The monopole pro-
When the IGNITION switch is in NORM, turn- duces a two-phase AC frequency proportional
ing on an engine ANTI-ICE switch (Figure 7-9) to N 1 rpm. The output is displayed on a ver-
will also provide continuous ignition for the tical tape, dual-scale indicator (Figure 7-5),
selected engine (refer to Chapter 10). DC power calibrated in percentage of rpm. A three-digit
is supplied from the same sources as previously LCD is also provided above N 1 vertical tapes.
described for the IGNITION switch.
N 1 is the primary thrust indicator for the
There is no time limit for ignition operation; FJ44-1A engine. All engine power settings
however, continuous use will reduce igniter life. are made with reference to N 1 .
NOTE The power supply for both N 1 instruments is

from the emergency bus; therefore, both the
The IGNITION switches must be on
vertical tape and the LCD will be available in
for all takeoff and landing opera-
the event of normal DC failure.
tions and during flight in heavy pre-
cipitation or turbulence, practice
stalls, and emergency descent. ITT (Interturbine Temperature)
ITT for the FJ44-1A is sensed by six chromel
Indication alumel probes located in the exhaust. The out-
put of the ITT probes is averaged in the harness
A green light near each IGNITION switch connector and displayed on vertical tapes (Fig-
will be on whenever power is available to one ure 7-5), calibrated in degrees Celsius. When
or both exciters. These lights do not indicate DC power is lost, the tapes drop to zero, and OFF
that the associated exciter or plugs are firing. flags appear at the top of each scale. An ITT CB
on each extension bus protects the gages.
Figure 7-9 illustrates operation of the engine
ignition system.
Turbine N2 RPM
INSTRUMENTATION (High-Pressure Compressor)
Turbine or high-pressure compressor rpm is
General supplied by the gearbox section and is dis-
Powerplant instruments are located at the top played in percentage of rpm by dual LCD in-
of the center instrument panel (Figure 7-5) dications on the turbine gage (Figure 7-5)
and are grouped as a horizontal row of gages. located above the oil temperature and oil pres-
From left to right, they display N 1 or fan rpm, sure tapes. The N 2 monopole pickup produces
ITT or interturbine temperature, N 2 or high- an N 2 AC frequency proportional to N 2 based
pressure turbine rpm, oil pressure, oil on fuel pump gear shaft speed.
temperature, and fuel flow.

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T
H
R
O
T
T
L
E
S
IDLE
OFF
LH IGNITER RH IGNITER
PC BOARD PC BOARD
ENGINE FUEL
ENGINE START IGNITION
LH FUEL LH LH FW LH FIRE LH
CONTROL BOOST SHUT OFF DETECT IGN
LH DISENGAGE RH LH RH
5 15 71/2 5 5
START
DISG
NORM NORM RH FUEL RH RH FW RH FIRE RH

CONTROL BOOST SHUT OFF DETECT IGN
ANTI-ICE/DE-ICE
SHIELD WING/ENGINE 5 15 71/2 5 5

TAIL
ALCOHOL ON WING XFLOW LH WING/ENG RH WING/ENG AUTO
O O
F F LEGEND
F F
OFF OFF ENG ON ENG ON MANUAL
LH NORMAL DC POWER
RH NORMAL DC POWER
HIGH ENERGY IGNITION
Figure 7-9. Ignition System (Left Engine Start)

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DC power failure will cause the N2 LCDs to ENGINE POWER CONTROL

fail. See Ice and Rain, Chapter 10, for N2
gage failures effect on wing and engine anti- General
ice protection.
Engine power control is achieved by a throttle
operating in a quadrant on the center pedestal
Oil Pressure (Figure 7-10). Throttle travel is from full aft or
See Oil System, this chapter. cutoff, through idle to full forward or maximum
thrust position. A cutoff stop prevents inad-
Oil Temperature vertent selection of cutoff. A latch on the throt-
tle must be raised before the throttle can be
See Oil System, this chapter. moved to, or from, the cutoff position.
Figure 7-10. Center Pedestal

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During the start sequence and upon reading 8 1000C

to 12% N 2 and indication of N 1 rotation, the
No N 1 rotation by 12% N 2
throttle is advanced to idle. Lift the latch and
quickly advance the throttle half way up the Hung startslow or no rotation after ITT
race, releasing the latch, and snap it back increases and prior to reaching idle rpm
against the idle stop. This will activate the
ignition microswitch. With fuel and ignition, To abort the start, move the throttle to OFF,
the ITT should increase within 10 seconds. motorize for 15 seconds, then start disengage.
A friction adjustment is provided for the throttle FJ44-1A SALTY/SANDY/SMOG

by a twist knob on the right side of the pedestal
(Figure 7-10). Forward rotation increases ENVIRONMENT WATER WASH
friction as indicated by arrows on the knob. POLICY
Operators who routinely fly at low altitudes
Engine Starting (4,000 feet or below for more than 30 minutes)
Engine starting is divided into two general over salt water environments should perform
categories: ground starting and air starting. the powerplant desalinization procedure (71-
00-03, P.B. 701) at the end of each days op-
erations.
Ground starting is divided into battery start-
ing, generator-assist starting, and external Operators who fly at higher altitudes or oc-
power unit (EPU) starting. Air starting is di- casionally lower altitudes (4,000 feet or higher
vided into starter-assist (battery) and wind- or below 4,000 feet for less than 30 minutes)
milling airstart. over salt water environments should perform
the powerplant desalinization procedure
For a description of engine starting, see Chap- (71-00-03, P.B. 701) at least once a week.
ter 2, Electrical Power Systems.
Operators who routinely takeoff or land in
All types of airstarts must be performed in sandy or smog environments should perform
accordance with the airstart envelope (Fig- the powerplant desalinization procedure
ure 7-11). Control and procedures for airstart- (71-00-03, P.B. 701) at least once per week.
ing, are in Chapter 2, Electrical Power Perform compressor cleaning to improve com-
Systems. pressor efficiency by removing normal accu-
mulations of dirt and grime (71-00-03, P.B.
To remain within the limitations for starting 701). Williams-Rolls recommends that all op-
in a crosswind condition, tow or hand-push
the aircraft into the wind. When moving the erators perform this procedure at every rou-
aircraft by hand, have a person in the cockpit tine periodic inspection (Check 1 or Check 2),
guarding the brakes. as a minimum. Consult Williams-Rolls FJ44-
1A Engine Training Manual, Level II, Ramp
and Transit.
Engine startups should be aborted for any of
the following starting conditions:
False startNo ITT/fuel flow within 10

seconds after advancing the throttle to idle
Hot startITT rapidly approaching

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Engine Cycles SYNCHRONIZING

Engine operating life limits are determined by
mechanical and thermal stresses which occur General
during engine operation. It is therefore nec- The engines incorporate a fan or turbine rpm
essary to record flight cycles (both partial and synchronizer. The system consists of a syn-
full in addition to operating hours. The total chronizer controller, an actuator, a control
true cycles will be the sum of full and partial switch, and a light. The left engine is the
cycles accrued during each flight and must be master engine and the right engine is the slave.
recorded in the airplane log book for each in-
dividual engine at the completion of each When selected, the system functions to ad-
flight as follows: just the FCU rpm of the right engine to pre-
cisely that of the left engine. The system
1. Full Cycle: operates in a very narrow band to prevent se-
rious spool down of the slave engine caused
a. Engine start, takeoff power setting, by power loss or failure of the master engine.
followed by engine shutdown, regard-
less of duration Prior to engaging the synchronizer, the en-
gines should be manually synchronized with
b. Inflight start the throttle to within 1 12%. When large
power changes are desired, the system should
2. Partial Cycle: be turned off, the power adjusted and syn-
chronized, and the system reengaged. The sys-
a. A touch-and-go landing0.50 cycle tem must be off during takeoff, approach and
landing, and single-engine operation.
b. A full stop landing without engine shut-
down0.50 cycle The synchronizer reduces the characteristic
out-of-sync beat of turbine engines, providing
c. Ground running: Idle to maximum con- a quieter cabin for maximum passenger comfort.
tinuous thrust0.50 cycle

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30
25
ALTITUDE1000 FEET
20
15
10
0
100 120 140 160 180 200 220 240 260 280
KIAS
LEGEND
STARTER ASSIST
STARTER ASSIST, INTENTIONAL
WINDMILLING OR STARTER ASSIST
NOTE:
AT LOW AIRSPEEDS IT MAY APPROACH 1000C. THE ITT
MUST BE MONITORED SO AS NOT TO EXCEED THE LIMITS OF FIGURE
2-4 IN THE AFM. INTENTIONAL STARTER ASSISTED AIRSTARTS SHOULD
BE CONDUCTED ABOVE 150 KIAS TO ENSURE COOLER START
TEMPERATURE AND PROLONG ENGINE LIFE.
IF THE ENGINE IS TO BE SHUT DOWN FOR INTENTIONAL AIRSTARTS, IT

SHOULD BE ALLOWED TO COOL AT IDLE FOR THREE MINUTES PRIOR TO
SHUTDOWN AND THEN ALLOWED TO COOL FIVE MINUTES WHILE SHUT
DOWN PRIOR TO RESTARTING.
Figure 7-11. Airstart Envelope

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Control
The engine synchronizer is controlled by a three-
position rotary switch (Figure 7-12) labeled
ENGINE SYNC FANOFFTURB. Turning
the switch off permits the controller to run the
actuator (located in the right nacelle) to a null or
center position. Selecting FAN or TURB permits
the controller to synchronize the left and right fan
or turbine rpm as selected. Select FAN for
passenger comfort or TURBINE for crew comfort.
Indication
When the ENGINE SYNC switch is at FAN or
TURB position, an amber ENGINE SYNC
light (Figure 7-12) will be on.
The system is turned on by the pilot when de-

sired after takeoff. The monopoles (turbine Figure 7-12. Engine SYNC Switch
and fan) supply rpm signals to the synchro-
nizer controller. The controller computes the actuator in the right nacelle, which adjusts the
error difference of the selected (fan or turbine) right FCU to synchronize the right rpm to
inputs and transmits an output signal to the that of the left engine.

QUESTIONS
1. The primary thrust indicator for the 6. Of the following statements concerning
Williams-Rolls FJ44-1A is: the FJ44-1A engine, the correct one is:
A. Fuel flow A. Fuel from the engine fuel system is
B. N 1 used to cool the engine oil through a
C. ITT fuel-oil heat exchanger.
D. N 2 B. The engine accessory gearbox has its
own oil lubricating system (indepen-
dent of the engine itself).
2. If one igniter should fail during eng-
ine start: C. The indication of low oil pressure is
only the LH or RH OIL PRESS WARN
A. The engine will start normally. annunciator light.
B. It will result in a hot start. D. Electrical power is not required to
C. Combustion will not occur. power the ITT instrument since it is
D. The exciter box will act as a backup self-generating.
and the engine will start.
7. The LH or RH OIL PRESS WARN light
3. Ignition during normal engine start is on the annunciator panel illuminates
activated by: whenever:
A. Turning the IGNITION switches to A. Oil temperature exceeds 121C.
ON at 8 to 12% N 2 B. Oil pressure is less than 25 psi.
B. Moving the throttle to IDLE at 8 to C. Oil filter clogs and bypasses oil.
12% N 2 and N 1 rotation D. The fuel-oil cooler becomes clogged.
C. Depressing the start button
D. Nothing; Ignition not needed during 8. The maximum allowable operating oil
normal engine start consumption for the FJ44-1A engine is:
A. 0.8 quart per hour
4. Ignition and boost pump operation during
B. .023 U.S. gallon per hour
engine start are normally terminated by:
C. .5 gallon every 40 hours
A. Turning the IGNITION switches to OFF
D. No specified figure since it depends
B. T h e s p e e d - s e n s i n g s w i t c h o n t h e upon TBO
starter-generator at approximately
45% N 2
9. If the N1 fan shaft shifts more than
C. Turning the boost pump switch off .050 inch:
D. Opening the ignition circuit breakers
A. The engine automatically shuts down.
on the right-hand circuit-breaker panel
B. T h e v i b r a t i o n d e t e c t o r c a u s e s
illumination of the MASTER WARN-
5. Power will be automatically applied to
ING lights.
the igniters when the IGNITION switch
is in NORM anytime: C. The synchronizer shuts the engine down.
D. Nothing occurs.
A. The start button is depressed and the
throttle is out of OFF.
B. The surface deice system is activated.
C. The engine anti-ice switch is on.
D. Both A and C.

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10. The following engine instruments are 14. What is the maximum engine ground start
available in the event of a loss of normal tailwind component?
DC electrical power: A. 15 KTS
A. N 1 rpm and ITT B. 10 KTS
B. N 1 rpm, N 2 rpm, and ITT C. 13 KTS
C. N 1 rpm (tape only) D. 20 KTS
D. N 1 rpm (tape and lighted display)
15. Maximum oil consumption for an oper-
11. The ENGINE SYNC switch: ating engine is:
A. Should be in FAN for takeoffs and A. 0.5 gallon per hour
landings B. 1.5 pints per hour
B. Should be in TURB at altitude C. 0.5 quarts per hour
C. Can be placed in FAN or TURB after D. .023 gallon per hour
takeoff and should be left there for
the remainder of the flight 16. During inflight windmilling, the engine
D. Should be off for large power changes will vent oil overboard. Typical con-
sumption is approximately:
12. The FJ44-1A: A. .20 gallon per hour
A. Start fuel nozzle pump 9 pph constant B. 2 gallons per hour
B. Green ignition light confirming one or C. 1 quart per minute
both exciters powered D. 3 quarts per hour
C. Mobil Jet II and Mobil 254 are approved
D. All of the above 17. What is the maximum engine ground start
crosswind component?
13. Left fuel filter is bypassed: A. 12 KTS
A. The engines will flame out soon, and B. 10 KTS
the airplane should be landed C. 21 KTS
immediately.
D. 13 KTS
B. The fuel boost pump will automati-
cally be activated.
C. Crossfeed should be selected to in-
sure that the fuel is filtered before
reaching the engine.
D. Fuel will not flow through the left
engines fuel filter. The LH fuel filter
bypass annunciator will illuminate.

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL............................................................................................................................... 8-1
ENGINE FIRE DETECTION AND INDICATORS ............................................................... 8-2
Components ....................................................................................................................... 8-2
Engine Fire Sensor ............................................................................................................. 8-2
ENGINE FIRE Switchlights .............................................................................................. 8-2
ENGINE FIRE-DETECTION TEST ...................................................................................... 8-4
ENGINE FIRE EXTINGUISHING ........................................................................................ 8-4
Extinguishing Bottles......................................................................................................... 8-4
Operation............................................................................................................................ 8-4
PORTABLE FIRE-EXTINGUISHER..................................................................................... 8-6
QUESTIONS ........................................................................................................................... 8-7

ILLUSTRATIONS
Figure Title Page
8-1 Engine Fire-Detection Sensor ................................................................................. 8-3
8-2 ENG FIRE Switchlights and Controls ..................................................................... 8-3
8-3 Rotary Test Switch .................................................................................................. 8-4
8-4 Engine Fire-Extinguishing System .......................................................................... 8-5
8-5 Portable fire-extinguisher ........................................................................................ 8-6

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CHAPTER 8
FIRE PROTECTION
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INTRODUCTION
The CitationJet is equipped with engine fire-detection and fire extinguishing systems
as standard equipment. The detection system consists of two separate detection circuits
(one for each engine) which provide visual and aural warnings. The fire-extinguishing
system consists of two fire bottles that are activated from the cockpit. The two fire bot-
tles are interconnected so that both bottles may be used for either engine. A hand-held
fire-extinguisher provides fire protection inside the airplane.
GENERAL
The engine fire and overheat detection system fire bottles charged with extinguishing agent,
consists of a detector/sensor, detection con- pressurized with nitrogen, and discharged by
trol unit, and a fire warning light. The system electrically activated squibs. The bottles are
requires normal DC power and is tested by the armed and activated manually from the cock-
rotary test switch located on the left panel. The pit. In addition, the bottles are guarded against
engine-extinguishing system consists of two overpressure.

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the guard is lifted and the switchlight is de-

ENGINE FIRE pressed, the following occurs:
DETECTION AND
The fuel and hydraulic firewall shutoff
INDICATORS valves close.
The field relay on the generator is tripped.
COMPONENTS
Both fire bottles are armed, white lights
The engine fire-detection system consists of en- illuminate.
gine fire sensors, detection control units, ENG
FIRE switchlights, and a rotary test switch.
Firewall shutoff and extinguisher arming are
indicated by the illumination of the following
ENGINE FIRE SENSOR annunciator panel lights:
Each engine fire sensor (Figure 8-1) is a flex- BOTTLE 1/2 ARMED
ible stainless steel tube containing a fixed
volume of inert gas (helium). An increase in LH or RH F/W SHUTOFF
temperature on any part of the tube increases LH or RH FUEL LOW PRESS
the pressure of the gas. A detector unit con-
taining two pressure switches is connected to LH or RH FUEL BOOST ON
the end of the tube. One switch is for alarm and LH or RH HYD FLOW LOW
the other for integrity. When a fire or overheat
condition causes the gas pressure to increase LH or RH GEN OFF
sufficiently to close the alarm switch, an elec- LH or RH OIL PRESS WARN (BELOW
trical signal is sent to the fire detection con- 25 PSI OIL PRESS)
trol unit. This illuminates the red ENG FIRE
switchlight in the cockpit. When the pressure MASTER CAUTION/WARNING
decreases, the alarm switch opens and deac-
tivates the ENG FIRE switchlight. The in- If the fire switchlight has been activated, de-
tegrity switch is normally closed. pressing the switchlight a second time reopens
the appropriate valves and extinguishes the re-
NOTE spective annunciator lights. It will not reset the
generator field relay.
Illumination of the ENG FIRE switch-
light does not activate the MASTER
WARNING lights. NOTE
The red LH or RH OIL PRESS
WARN annunciator will illuminate as
ENGINE FIRE SWITCHLIGHTS oil pressure drops below 25 psi as
The red ENG FIRE switchlights (Figure 8-2) engine spools down. The MASTER
are located in the center of the cockpit WARNING also illuminates.
glareshield. Four bulbs are in each FIRE
switchlight. These lights are guarded switch-
lights labeled LH or RH ENG FIRE. When

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LOWER COWL
DOOR
FIRE DETECT
SENSOR TUBE
ELECTRICAL
CONNECTOR
CLAMP
CLAMP
CLAMP
CLAMP
Figure 8-1. Engine Fire-Detection Sensor
LH RH
ENG ENG
FIRE FIRE
BOTTLE 1 BOTTLE 2
ARMED ARMED
PUSH PUSH
Figure 8-2. ENG FIRE Switchlights and Controls

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discharge control switches. The fire bottles in-

ENGINE FIRE- corporate fill and pressure relief valves, tem-
DETECTION TEST perature compensating switches, and explosive
cartridge-operated discharge valves. Each fire
The engine fire-detection system requires DC bottle contains a charge of Halon 1301. The
power for operation. The rotary test switch bottle uses a combination fill fitting and safety
(Figure 8-3) on the pilots instrument panel is relief valve. If the temperature of the bottle
used to test the fire-detection system. When should rise above 210F, the bottle will ther-
FIRE WARN is selected, both ENG FIRE mally relieve.
switchlights will illuminate.
OPERATION
An engine fire or overheat condition is indi-
cated by illumination of the applicable ENG
FIRE switchlight on the glareshield. The throt-
tle is retarded to IDLE to verify that a fire ac-
tually exists. The plastic cover is lifted and
depressing the illuminated ENG FIRE switch-
light causes both white BOTTLE ARMED
switchlights to illuminate, arming the circuits
to the bottles for operation. In addition, the fuel
and hydraulic firewall shutoff valves close
(respective FUEL LOW PRESS, FUEL
BOOST ON, HYD FLOW LOW, and F/W
SHUT OFF annunciators illuminate), and the
generator field relay is tripped open. The
tripped field relay opens the power relay il-
luminating the GEN OFF annunciator light.
The engine flames out, spools down, and re-
duces oil pressure below 25 psi illuminating
the engine oil pressure warning and master
warning lights.
Depressing either illuminated BOTTLE

ARMED switchlight fires the explosive car-
Figure 8-3. Rotary Test Switch tridge on the selected bottle, releasing its con-
tents into the engine nacelle. The BOTTLE
ARMED switchlight goes out. The BOTTLE
ENGINE FIRE ARMED switchlight does not confirm the bot-
tle is serviced. This can only be confirmed by
EXTINGUISHING visual check of the bottle gages at 600 psi on
a 70F day. A placard in the compartment can
EXTINGUISHING BOTTLES be used to adjust for different temperatures.
The engine fire-extinguishing system (Figure If the ENG FIRE switchlight remains on, in-
8-4) consists of two fire bottles in the tailcone dicating that the fire still exists, the remaining
area, deployment tubes and nozzles, and BOTTLE ARMED switchlight may be de-
pressed after 30 seconds to release the contents
of the remaining bottle into the same nacelle.

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Detection and extinguishing system electri- NOTE

cal power for the left engine is supplied by the
right crossover bus. Power for the right engine Mechanical damage to the pneumatic
systems is from the left feed extension bus. detector sensor tube cannot result in
a false alarm. Damage to the unit will
Depressing the ENG FIRE switchlight a sec- result in a NO TEST rather than a
ond time opens the fuel and hydraulic shutoff false alarm.
valves and disarms the extinguishing system.
The generator field relay is energized when the
engine is restarted or by resetting the gener-
ator switch.
LH RH
ENG LEGEND
ENG
FIRE FIRE EXTINGUISHING AGENT
CONTROL BOX
BOTTLE 1 BOTTLE 2
ARMED ARMED ELECTRICAL WIRING
PUSH PUSH
P P
BOTTLE 2
BOTTLE 1
Figure 8-4. Engine Fire-Extinguishing System

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PORTABLE FIRE-
EXTINGUISHER
One portable hand-held fire-extinguisher is in-
stalled in the cockpit and is accessible from ei-
ther the pilot or copilot positions (Figure 8-5).
The portable 2 12-pound hand-held fire-ex-
tinguisher is mounted to the floor to the left side
of the copilots seat in a quick-release mount-
ing bracket. The portable extinguisher is a pres-
surized bottle containing Halon Type 1211
extinguishing agent. The extinguisher is rated
for class A, B, and C fires. Check pressure in
the green arc.
Figure 8-5. Portable Fire-Extinguisher

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QUESTIONS
1. An ENG FIRE switchlight illumi- 5. If the contents of a bottle have been dis-
nates when: charged into a nacelle and the ENG FIRE
A. It is depressed. switchlight remains on for 30 seconds:
B. The MASTER WARNING lights A. The fire has been extinguished.
illuminate for an engine fire. B. The other bottle can be discharged into
C. Temperature in the engine reaches the same nacelle by depressing the
500F. other BOTTLE ARMED switchlight.
D. A pressure switch trips due to ther- C. The fire still exits, but no further
mally induced inert gas expansion action can be taken.
in a stainless tube. D. The same BOTTLE ARMED
switchlight can be depressed again,
2. In order to fire the explosive cartridges firing a second charge of agent from
on the fire-extinguisher bottles: the same bottle.
A. DC power need only be available to
the emergency bus. 6. Depressing the ENG FIRE switchlight
B. Normal system DC power is required. a second time:
C. The right BOTTLE ARMED light A. Opens the fuel firewall shutoff
must be pressed for a right engine valve
fire and the left BOTTLE ARMED B. Opens only the hydraulic firewall
light for a left engine fire. shutoff valve
D. The ENG FIRE switchlight need not C. Resets the generator field relay
be previously activated. D. All of the above
3. After a bottle has been discharged into 7. An engine fire or overheat is indicated by:
a nacelle: A. Illumination of a red ENG FIRE
A. No cleaning of the engine and na- light and a flashing MASTER
celle area is required. WARNING light
B. A thorough cleaning of the engine B. Illumination of the ENG FIRE light
and nacelle area is required. and automatic arming of the extin-
C. An inspection of the engine and na- guisher bottles
celle area is required to determine if C. Illumination of the red ENG FIRE
cleaning is necessary. warning light
D. None of the above. D. Automatic closing of the firewall
shutoff valves and subsequent en-
4. When the fire-extinguishing system is gine flameout
armed (both white lights ON):
A. The FUEL LOW PRESS and FUEL
BOOST ON lights come ON.
B. The HYD FLOW LOW light
illuminates.
C. The GEN OFF light illuminates.

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
SYSTEM DESCRIPTION....................................................................................................... 9-3
Distribution ........................................................................................................................ 9-3
Precoolers........................................................................................................................... 9-3
Control ............................................................................................................................... 9-4
QUESTIONS ........................................................................................................................... 9-8

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System Diagram (SNs 0001 through 0348)............................................ 9-2
9-2 Precooler Intake and Exhaust Door.......................................................................... 9-4
9-3 Air Source Selector .................................................................................................. 9-4
9-4 Pneumatic System Diagram (SNs 0349 through 0359)............................................ 9-6
TABLE
Table Title Page
9-1 Source Selections, Valve Positions, and Flow Rates
(SNs 0349 through 0359) ......................................................................................... 9-7

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CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The pneumatic system for the CitationJet uses engine compressor bleed air. The air is
extracted from both engines and routed through control valves into a pneumatic mani-
fold for distribution to systems requiring pneumatics for operation. In the event of
single-engine operation, air from one engine is sufficient to maintain all required sys-
tem functions. Safety devices are incorporated to prevent excessive pressure. A control
switch and condition indicating lights are installed in the cockpit.
GENERAL
Bleed air from each engine is extracted from Service air (23 psi)
the engine high-pressure compressor section
and routed to the following systems: Hydraulic reservoir
Cabin Door Seal
Cabin pressurization, brake reservoir,
and door seal control valve Horizontal tail deice boots
Engine and generator inlets Precooler temperature control
Wing leading edges Flood Cooling Vent
Windshield rain removal and anti-ice Pressurization dive solenoid for pressure
system Pressurization ejectors (vacuum)

9-2
AIR SOURCE SELECTOR

LH RH CABIN HEAT, WINDSHIELD BLEED AIR BOTH
FULL FULL PRESSURIZATION, LH RH
T T AND FRESH AIR
H H TO CABIN LH RH
R R MASTER
O O
T T
149C (300F) MAX
CAUTION FRESH EMER
T T
L L EMERG RESET AIR OFF
E E AIR DUCT PRESS ON
S S TO OHEAT TO

IDLE IDLE WING TEMP
TEMP SELECT
WING
OFF OFF M HOT A
WING ANTI-ICE WING ANTI-ICE A U
SHUTOFF VALVE SHUTOFF VALVE N T
U O
EMERGENCY A COLD
PRESSURIZATION L COLD HOT

MANUAL
VALVE 6 PPM
T
WINDSHIELD
ELECTRICALLY RAM AIR WINDSHIELD ANTI-ICE HEAT
HEATED PYLON CABIN ELECTRICALLY
MODULATING MODULATING EXCHANGER HEATED PYLON
INLET WHEN
FRESH VALVE
yyy
;;; HEAT VALVE
;;;
yyy
ENGINE ANTI-ICE ON EXCHANGER INLET WHEN
EXHAUST
;;;
yyy
AIR ENGINE ANTI-ICE ON
INTO
;;;
yyy
;;;
yyy
T TAIL CONE T
ENGINE ENGINE
ANTI-ICE EXHAUST
OVERBOARD ANTI-ICE
VALVE VALVE
FLOW CONTROL WINDSHIELD ANTI-ICE
yyyy
@@@@

;;;;
SHUTOFF VALVE CONTROL VALVE
;@yy;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@
8 PPM
@@@@

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yyyy
@@@@

;;;;
yyyy y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@
@@@@

;;;;
yyyy
@@@@

yyyy
;;;; T LH SHUTOFF RH SHUTOFF T
y;@y;@y;@y;@y;@
@@@@

yyyy
;;;; y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@
PYLON VALVE VALVE PYLON
PRECOOLER 282C (540F) MAX 282C (540F) MAX PRECOOLER
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23 PSI SERVICE AIR
BLD AIR SERVICE AIR

REGULATOR
PRECOOLER OHEAT
PRECOOLER
international
EXHAUST
LH RH EXHAUST
Revision 1
DOOR
DOOR
Figure 9-1. Pneumatic System Diagram (CitationJet SNs 0001 through 0348)
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Cockpit/cabin air diverter valve, if AS RH and LH pylon ram inlet air is routed to the
configured airplanes cabin distribution system if depressurized.
Four-position diverter valve and for- The entrance door seal is operated with engine
ward evaporator diverter door when in bleed air. The system consists of a check valve,
AT configured airplanes pressure regulating and relief valve, spring-
loaded door seal valve, inflatable door seal and
Control of airflow into the cabin area is ac- necessary pneumatic lines and fittings. The en-
complished with the AIR SOURCE selector lo- trance door seal control valve is located at the
cated on the lower instrument panel just to forward door frame. The lower forward door
the right of the pedestal. Sensors located in lock pin actuates the cabin door seal control
critical areas of the air system cause illumi- valve in the door locked position, allowing
nation of annunciator lights on the main an- bleed air to inflate the door seal. The DOOR
nunciator panel located on the center SEAL light illuminates if pressure drops to a
instrument panel. minimum value. The secondary seal should
maintain cabin pressure.
SYSTEM DESCRIPTION PRECOOLERS

The precoolers are stainless steel, cross flow
DISTRIBUTION heat exchangers mounted in the pylons which
Major components of the bleed-air distribu- reduce hot bleed air from 800F (427C), to
tion systems are the manifold assemblies, pre- 500F (260C) that is suitable for use in the
coolers, precooler actuators, and bleed-air airplane anti-ice, environment and pneumatic
ducts (Figure 9-1). systems. They are the primary means of reg-
ulating the upper temperature of the bleed air
Engine bleed air is routed from the nacelles to going to all bleed air systems. The precoolers
the respective manifold assembly. Each manifold have two fundamental paths: the hot bleed air
assembly provides three individual outlets. path and the cooling air path. Cooling air
through the pylon mounted precooler heat ex-
A cross fitting accepts bleed-air pressure from changer is induced through an eductor which
either or both operating engines. The aft side is located on the underside of the pylon, and
of the cross fitting supplies bleed air to a ser- exits aft of the pylon just in front of the thrust
vice air pressure regulator, which regulates 23 attenuators (Figure 9-2).
psi to the service air systems.
BLD AIR If bleed air is too hot for sys-
Bleed air is supplied out of the forward side OHEAT tem use, (>540F) the BLD
of the cross fitting to the windshield anti-ice AIR OHEAT annunciator and
system and the wing pressure regulating LH RH MASTER CAUTION lights
shutoff valves. will illuminate.
An inboard outlet provides bleed air to the

pressurization shut-off valve, passing into the
NOTE
flow control shutoff valve. Air from the flow High bleed-air temperature will also
control shutoff valve provides air to the cabin shut off the wing anti-ice pressure
distribution system. regulating shutoff valve on the side
of overheat, until the system cools.

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Figure 9-2. Precooler Intake and Exhaust Door

CONTROL
The AIR SOURCE SELECTOR (Figure 9-3) AIR SOURCE SELECT
determines the amount of air that enters the BOTH
cabin and from what source it is supplied. The
control switch has positions labeled LH RH
OFFFRESH AIRLHBOTHRH EMER.
The OFF position closes all environmental FRESH

bleed-air valves. It energizes the LH and RH AIR EMER
bleed-air shutoff valves, the flow control and OFF
shutoff valve, and the W/S anti-ice valve
closed. The EMER valve is deenergized
closed. Bleed air is still available to the service
air system only, and no air enters the pressure
vessel from the engines. Figure 9-3. Air Source Selector

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The FRESH AIR position of the the source selector switch is positioned to
FRESH AIR SOURCE selector will not BOTH. The emergency pressurization valve
AIR pressurize the airplane, and is fails closed, and the LH and RH bleed-air shut-
intended for ground use or low altitude un- off, flow control, and shutoff valves fail open.
pressurized flight if fresh air is desired. The The windshield bleed-air shutoff valve fails
source of air entering the cabin in FRESH AIR open, directing air to the two windshield bleed-
is ram air from the intakes on the forward edge air manual valves. The wing anti-ice valves
of the pylons. Selecting FRESH AIR will cause also fail open.
the FRESH AIR annunciator to illuminate
flashing, then steady when the steady MASTER When the EMER position is selected inflight,
bleed air from both engines is routed directly
CAUTION is reset. It energizes the LH and RH
into the cabin through the windshield bleed-air
bleed-air shutoff valves, the flow control and system ducting. In EMER, the LH and RH
shutoff valve, and W/S anti-ice valves closed. bleed-air shutoff, flow control, and shutoff
The EMER valve is deenergized closed. It valves are energized closed and the EMER
turns on the fresh air fan to deliver pylon fresh valve energized open regulating 6 ppm mass
air to the lower environmental ducts. flow. The windshield anti-ice valve is deener-
gized open, providing 120F air when the wind-
The LH and RH positions limit pneumatic shield anti-ice switch is in the OFF position,
bleed-air input to the engine associated with and 1386C (28010F) air when the the wind-
the selected switch position. The LH position shield anti ice switch is in the HI position and
allows use of air from the left engine and shuts 1276C (26010F) when in the LOW posi-
off air from the right engine. In LH, the RH tion. On the ground the EMER pressurization
bleed-air shutoff and W/S anti-ice shutoff valve cannot open by the left squat switch
valves are energized closed, and the LH bleed- logic.
air shutoff and flow control shutoff valves are
open. With the RH position selected, the pro- Selecting EMER in flight or on
cess is reversed. The amount of airflow EMERG the ground will cause the
entering the cabin is 8 pounds per minute (ppm) PRESS ON
EMERG PRESS ON annunciator
using LH, RH, or BOTH. to flash and the MASTER CAUTION lights to
come on steady. Inflight, the emergency valve
The BOTH position opens the LH and RH
bleed-air shutoff and flow control and shutoff will open under the copilot seat making a loud
valves and closes the W/S bleed-air shutoff hissing sound as an alternate means of pres-
valve, allowing bleed air from both engines to surization. When this mode is selected with
pass through the bleed-air manifold to the windshield anti-ice OFF, the W/S AIR OHEAT
cabin heat exchanger. The EMER valve is de- light and 5-psi pressure switch are deactivated
energized closed. The valves fail to the BOTH so the W/S AIR OHEAT light wont illuminate
position if normal DC power is lost. All take- for pressure. Air at 120F from the windshield
off performance data is based on the source se- heat exchanger is regulated to 6 ppm mass flow
lector being in the BOTH position. through the emergency valve to heat and pres-
surize the cabin.
If a complete DC electrical power failure oc-
curs, regardless of the PRESS SOURCE se-
lector position, pneumatic air is supplied as if

9-6
AIR SOURCE SELECTOR

T T AND FRESH AIR
H H TO CABIN LH RH
R R MASTER
O O
T T
149C (300F) MAX
CAUTION FRESH EMER
T T
S S TO OHEAT TO
TEMP
TEMP SELECT

IDLE IDLE WING WING
OFF OFF M HOT A
A
U
T
U O
O
EMERGENCY A COLD

MANUAL
VALVE 6 PPM
T
WINDSHIELD
INLET WHEN
FRESH VALVE
yyy
;;; HEAT VALVE
;;;
yyy
EXHAUST
;;;
yyy
INTO
;;;
yyy
;;;
yyy
T TAIL CONE T
ENGINE ENGINE
ANTI-ICE EXHAUST
OVERBOARD ANTI-ICE
VALVE VALVE
WINDSHIELD ANTI-ICE
LH PR RH PR
yyyy
@@@@

;;;;
CONTROL VALVE
;@yy;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@
SOV SOV
LH RH
@@@@

;;;;
yyyy
@@@@

;;;;
yyyy
FCV FCV
y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@
@@@@

;;;;
yyyy
4 4
PYLON ;;;;
@@@@

yyyy
;;;;
@@@@

yyyy
T 8 8 T
y;@y;@y;@y;@y;@y;@y;@y;@;y;@y@ PYLON
;y@;y@;y@;y@;y@
PRSOV - PRESSURE REGULATING
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23 PSI SERVICE AIR AND SHUTOFF VALVE
FCV - FLOW CONTROL VALVE

BLD AIR SERVICE AIR 4 OR 8 PPM (POUNDS PER
REGULATOR MINUTE)
PRECOOLER OHEAT
PRECOOLER
international
EXHAUST
LH RH EXHAUST
Revision 1
DOOR
DOOR
Figure 9-4. Pneumatic System Diagram (CitationJet SNs 0349 through 0359)
Dual bleed valves in a single housing are in-

stalled in SNs 0349 through 0359 to improve
cockpit engine displays.
Source selections, valve positions, and flow

rates may be traced through Table 9-1 for SN
0349 through 0359.
Table 9-1. SOURCE SELECTIONS, VALVE POSITIONS, AND FLOW RATES

(SNs 0349 THROUGH 0359)
SOURCE LH RH EMER NET FLOW TO CABIN

CONDITION SELECTOR FCV/PPM FCV/PPM VALVE/PPM PPM/TEMP/PRESS
POSITION
2 Engines Operating BOTH Open 4 Open 4 Closed 0 8 ppm 6585 F
2 Engines Operating LH Open 8 Closed 0 Closed 0 8 ppm 6585 F
2 Engines Operating RH Closed 0 Open 8 Closed 0 8 ppm 6585 F
2 Engines Operating EMER Closed 0 Closed 0 Open 6 6 ppm 120 F*
2 Engines Operating FRESH AIR Closed 0 Closed 0 Closed 0 0 Depress to Ambient
2 Engines Operating OFF Closed 0 Closed 0 Closed 0 0 Leak Rate till Depressurized
LH Throttle OFF, RH Engine Operating BOTH/RH Closed 0 Open 8 Closed 0 8 ppm 6585 F
LH Engine Operating, RH Throttle OFF LH/BOTH Open 8 Closed 0 Closed 0 8 ppm 6585 F
LH Engine OFF and Lost DC Power Any Position Closed 0 Open 4 Closed 0 4 ppm Cabin May Rise
RH Engine OFF and Lost DC Power Any Position Open 4 Closed 0 Closed 0 4 ppm Cabin May Rise
* Windshield Bleed Air: OFF=49C (120F), HI=138C (280F), LOW=127C (260F)
NOTES
The flow control valve (FCV) (4 or Anytime a throttle is selected OFF,
8 ppm) failsafes to the 4 ppm posi- the remaining engine FCV is en-
tion with lost DC power, and the ergized to 8 ppm flow to the cabin
PRSOV (pressure regulating and by logic.
shutoff valve) which normally reg-
ulates 16 psi is a failsafe open valve.
In the unlikely event of engine fail-
ure and the loss of normal DC power,
With both engines operating in the operating engine FCV failsafes
BOTH at 4+4=8 ppm flow to open to 4 ppm flow to the cabin. At
the cabin half the normal flow rate to the cabin,
cabin pressure may rise and
differential pressure reduce.
With LH or RH selected, the se-
lected FCV is energized to a full
8 ppm to cabin while the nonse-
lected FCV is closed by logic.

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QUESTIONS
1. The EMER PRESS ON light can only 3. The LH and RH bleed-air shut off
be selected ON by the source selector valves, when open, allow engine bleed
and the air source is: air to feed:
A. Left engine bleed air only A. 8-ppm flow control and cabin heat
B. Either/both engine bleed air exchanger for normal heating, cool-
through the W/S heat exchanger at ing, and pressurization
120F and regulated by the EMER B. 23-psi service air to the main cabin
valve at 6 ppm door seal
C. Right engine bleed air only C. The windshield anti-ice valve
D. Ram pylon inlet air D. All of the above
2. The systems that use pneumatic bleed 4. Fresh air draws pylon inlet air:
air for operation are: A. To pressurize the cabin
A. Instrument air, emergency brakes B. To circulate air during unpressur-
and the entrance door ized ground/inflight operations
B. Surface deice, windshield anti-ice, C. Turns on a fan to the lower ducts
entrance door seal and cabin or D. B and C above
emergency pressurization
C. Entrance door seal, ACM and
thrust reversers
D. Surface deice, windshield anti-ice,
entrance door seal and ACM

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
ANTI-ICE SYSTEMS........................................................................................................... 10-3
Pitot and Static Anti-ice System ...................................................................................... 10-3
Ice Detection System ....................................................................................................... 10-4
Precooler .......................................................................................................................... 10-4
Windshield Anti-ice and Rain Removal System.............................................................. 10-5
Windshield Alcohol System ............................................................................................ 10-7
Rain Removal System...................................................................................................... 10-7
Engine Anti-ice System ................................................................................................... 10-8
Pylon Ram-Air Inlet Duct Anti-ice System..................................................................... 10-9
Wing Anti-ice System.................................................................................................... 10-10
TAIL DEICE ....................................................................................................................... 10-16
Operation ....................................................................................................................... 10-16
Operations in Severe Icing Conditions .......................................................................... 10-18
Severe Icing Encounter.................................................................................................. 10-18
QUESTIONS....................................................................................................................... 10-20

ILLUSTRATIONS
Figure Title Page
10-1 Ice-Protected Surfaces ........................................................................................... 10-2
10-2 ANTI-ICE/DEICE Switches ................................................................................. 10-3
10-3 Windshield Ice Detection Lights and Switch ......................................................... 10-4
10-4 Wing Inspection Light and Switch ........................................................................ 10-4
10-5 Precooler Intake and Exhaust Door ....................................................................... 10-5
10-6 Windshield Anti-ice System .................................................................................. 10-6
10-7 Alcohol Sight Gage and Nozzles .......................................................................... 10-7
10-8 Rain Removal Controls and Doors......................................................................... 10-8
10-9 Pylon Ram Air Inlet and RAT Probe...................................................................... 10-9
10-10 Engine/Wing Anti-ice SystemBoth Engines ................................................... 10-12
10-11 Engine/Wing Anti-ice SystemOne Engine ..................................................... 10-13
10-12 Tail Deice System ............................................................................................... 10-17
TABLE
Table Title Page
10-1 WING/ENG ANTI-ICE Light Operation............................................................. 10-11

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CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The Citation is equipped with both anti-icing and deicing systems. The airplane is ap-
proved for flight into known icing conditions when the equipment is functioning prop-
erly. These systems should be checked prior to flight if icing conditions are anticipated.
Anti-ice protection systems are incorporated into wing, engine components, windshield,
pitot-static, and angle-of-attack systems, plus pylon inlet heat. These systems should
be activated prior to entering icing conditions.
The tail deice system consists of pneumatic boots on the horizontal stabilizers.
GENERAL
Electrically operated valves, controlled by of bleed air to anti-ice the wing leading edge and
switches on the pilots panel, control the flow engine nacelle lip.

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Engine bleed air is discharged through nozzles sent. Icing conditions exist on the
in front of the windshield for anti-ice protection ground when the indicated RAT is
of the windshield. Isopropyl alcohol is available +10C or below and where surface
for anti-icing the left windshield in the event that snow, slush, ice or standing water
bleed air is unavailable. Rain removal is provided may be ingested by the engines or
by deflecting air away from the windshield via freeze on engine nacelles, or engine
a set of doors. sensor probes. The wing/engine anti-
ice systems may be operated in the
Ice formation on the windshield causes a re- ENG/ON position and the windshield
flection of the glareshield ice detector lights anti-ice and the tail deice may be
at night. The ice and rain system switches are OFF provided it can be visually ver-
green capped for easy identification. ified that no ice is accumulating. Se-
lecting engine anti-ice also initiates
continuous ignition.
NOTE
Anti-ice systems and the tail deice
system should be turned on inflight Figure 10-1 depicts the ice-protected areas on
when icing conditions exist. Icing the airplane.
conditions exist when the indicated
RAT inflight is +10C or below, and
visible moisture in any form is pre-
Figure 10-1. Ice-Protected Surfaces

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The AOA HTR FAlL annuncia-

ANTI-ICE SYSTEMS AOA HTR
tor light illuminates when the
FAIL
vane heater has failed. Operation
PITOT AND STATIC may be checked on preflight by turning the
ANTI-ICE SYSTEM switch ON for approximately 30 seconds,
then OFF; then feeling each element during
The pitot and static anti-ice systems are com- the external inspection.
prised of two electrically heated pitot tubes,
four electrically heated static ports, and the
angle-of-attack vane heater. The pitot tubes CAUTION
are located on each lower side of the nose sec-
tion of the airplane. There are two static ports Limit ground operation of the
located just below the flight compartment win- pitot-static heater system to two
dows on each side of the airplane. Electrical minutes to preclude damage to the
power for the heating elements is controlled by pitot static heaters and angle-of-at-
the ANTI-ICE/DEICE PITOT & STATIC tack probe.
switch on the left cockpit instrument panel. The
PITOT & STATIC switch also controls elec-
trical power to the angle-of-attack vane heater NOTE
located on the right side of the fuselage. Should the pitot tube(s) and or static
port(s) become restricted or blocked
Power to operate the left-hand pitot and static from ice formation, unreliable or
system is from the emergency bus. The right complete failure of flight instru-
hand pitot and static system is powered from ments and other pitot-static sup-
the right hand crossover bus. The angle-of-at- ported systems will occur.
tack heater is powered from the left-hand feed
extension bus.
A failure in the pitot and static sys- CAUTION

P/S HTR
OFF tem is indicated by illumination of
Remove the pitot tube cover(s) prior
the P/S HTR OFF LH/ RH annun-
LH RH ciator light on the annunciator to energizing the anti-ice system.
panel. The P/S HTR OFF light will
illuminate whenever current failure occurs to
either pitot head or any static port heater or
when the pitot heat switch is in the off position.
Figure 10-2. ANTI-ICE/DEICE Switches

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ICE DETECTION SYSTEM A wing inspection light is a fixed-position

light located forward of the wing leading edge
Icing can be detected at night by the windshield and mounted on the left side of the fuselage
ice detection lights (Figure 10-3). These lights, (Figure 10-4).
are located on the glareshield and alert the pilot
that ice is accumulating on the windshield by The wing inspection light will illuminate the
reflection of a circular red glow on the pilots left wing to observe ice buildup during night
and copilots windshields. The pilots wind- flight. The light is controlled by a two position
shield ice detect light is located approximately ONOFF switch located on the pilots instru-
in the center of the pilots clear vision area, ment panel below the tail deice switch shown
and the copilots ice detect light is located just in Figure 10-4.
inboard of the unprotected clear vision area.
NOTE
When the anti-ice systems are oper-
ative, the copilots windshield ice
detection light must be monitored
for ice accumulation.
Figure 10-4 Wing Inspection

Light and Switch
PRECOOLER
The precoolers cool hot bleed air, from 800F
to 500F, to use in the wing leading edge, wind-
shield anti-ice, environmental, and service air
systems. The precoolers are the primary means
Figure 10-3. Windshield Ice Detection of regulating the temperature of bleed air going
Lights and Switch to the wing anti-ice system. They are conven-
tional stainless steel crossflow heat exchangers
The windshield ice detection lights are turned mounted in the engine pylons. Cooling air is
ON by the PANEL LIGHT CONTROL NIGHT- forced across the precoolers by an eductor that
DIM ONOFF switch, in the ON position. In uses engine bypass air to create variable air-
the OFF position, the lights are turned off. flow through the intake area of the precooler. The
precooler intake is located on the lower portion
Normal operation of the ice detection lights is of the engine pylon, and the precooler exhaust
verified by positioning the PANEL LIGHT door is near the thrust attenuator hinge (Figure
CONTROL ONOFF switch to the ON posi- 10-5). The precooler exhaust door opens and
tion, placing a finger tip over the lights, and closes by inputs from the precooler temperature
observing a red glow. control system. As the precooler door opens, en-
gine exhaust airflow draws air through the pre-
cooler by venturi effect. The precooler exhaust
door should not be pushed in during walkaround
preflight or damage may occur.

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Figure 10-5. Precooler Intake and Exhaust Door

BLD AIR If bleed air exiting the precooler is to HI or LOW. This action deenergizes the wind-
O'HEAT over 282C (540F) the BLD AIR shield bleed-air shutoff valve open to allow hot
OHEAT LH/RH annunciator light engine bleed air to flow to the system and ac-
LH RH illuminates warning the pilot of tivates an automatic temperature controller.
the overheat.
The automatic temperature controller maintains
windshield bleed-air temperature at 1386C
(28010F) in the HI position and 1276C
NOTE (26010F) in the LOW position by regulat-
ing pylon ram cooling air through a heat ex-
When BLD AIR OHEAT annuncia- changer. The controller receives three inputs:
tor illuminates it shuts off the wing the position of the W/S BLEED switch and
anti-ice pressure regulating shutoff two temperature probes. The controller signal
valve on the side of the overheat, is transmitted to the motorized air control
until the system cools to protect that valve, which controls the amount of pylon ram
wing from excessive heat. cooling air across the heat exchanger, cooling
the bleed air; then it exhausts. Temperature
regulated engine bleed air is then directed onto
WINDSHIELD ANTI-ICE AND the windshields through a series of nozzles.
RAIN REMOVAL SYSTEM
When windshield anti-icing is required, the
Both windshields may be anti-iced by use of manual WINDSHIELD BLEED AIR valves
engine bleed air or by alcohol (pilots side are opened, and the W/S BLEED switch is se-
only) in the event that the bleed-air system lected to LOW if the indicated RAT is warmer
fails. The bleed air to the windshield is con- than 18C (0F) or to HI if the indicated RAT
trolled by a W/S BLEED switch on the pilots is 18C (0F) or below. Normal system op-
switch panel and two manually operated W/S eration is indicated by an increase in air noise
bleed-air valves on the pilots lower instru- as the bleed air discharges from the nozzles.
ment panel. The three-position switch is la-
beled HIOFFLOW. The manual knobs
rotate to open and close shutoff valves, vary-
ing the volume of bleed air going to the wind-
shield. The windshield anti-ice controls are
shown in Figure 10-2.
The windshield anti-ice system (Figure 10-6)

is activated by placing the W/S BLEED switch

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W/S AIR An overtemperature sensor located switch in the OFF position. The pilot should
O'HEAT near the discharge nozzles auto- ensure that the manual W/S bleed-air valves are
matically energizes the electrical in the OFF position.
solenoid bleed-air shutoff valve closed and il-
luminates the W/S AIR OHEAT annunciator If an electrical failure occurs, the windshield
if the temperature exceeds 149C (300F). bleed-air solenoid valve fails open, and hot
This condition should not occur unless a sus- engine bleed air is available to the manual
tained high-power, low-airspeed condition is windshield bleed-air valves. With an electri-
maintained or a system malfunction occurs. cal power failure, the automatic temperature
The overheat sensor will also automatically re- control and overheat warning are inoperative.
open the windshield bleed-air solenoid valve If the manual control valves are opened, the
and extinguish the annunciator light as the noise level will increase as bleed air flows
system cools. If the overheat light illuminates, through the nozzles. The airplane is normally
the WINDSHIELD BLEED AIR valves should flown with the manual valves closed; they are
be partially closed to reduce airflow. opened only when bleed air to the windshields
is desired. This procedure protects the wind-
A pressure switch in the windshield duct illu- shields from possible hot bleed-air damage in
minates the W/S AIR OHEAT light if the duct the event of an electrical power failure of the
pressure exceeds 5 psi with the W/S BLEED bleed-air solenoid valve.
LEFT NOZZLE RIGHT NOZZLE

LH RH
OFF MAX OFF MAX

LEGEND
NOSE
PRECOOLED BLEED AIR
TEMPERATURE TEMPERATURE
RAM AIR SENSOR SWITCH
WARM AIR
149C
TAIL W/S AIR
TEMPERATURE PRESSURE O'HEAT
BLEED HI SENSOR SWITCH
O AIR
F TEMP
F CONTR
HI 1396C 5 PSI
LOW AIR
LOW 1276C CONTROL
AIR INTO VALVE PYLON RAM
HEAT
TAIL CONE EXCH AIR IN
W/S BLEED-AIR
SOLENOID VALVE
(FAILS OPEN)
LH RH
BLEED AIR SUPPLY
Figure 10-6. Windshield Anti-ice System

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The windshield anti-ice system is tested by windshield only. Six alcohol spray tubes are
positioning the rotary test switch to W/S TEMP incorporated in the pilots windshield bleed-
and placing the W/S BLEED switch to both HI air nozzle assembly. The sight gage for the al-
and LOW. A windshield overheat condition is cohol reservoir is located in the right hand
simulated and the WS AIR OHEAT annunci- nose storage compartment, and the nozzles
ator light illuminates. The switch varies tem- are shown in Figure 10-7.
perature and the valves vary volume. When
the switch is OFF the light is pressure moni- The capacity of the alcohol reservoir is 1.9 liters
toring, and when the switch is on HI or LOW (2 quarts), and it uses an isopropyl alcohol-
it is temperature monitoring. based fluid (TT-I-735). The system is designed
to be used in the event the windshield bleed-air
If the EMER position is selected in flight on anti-ice system fails. It is controlled by the W/S
the source selector, with the W/S bleed-air ALCOHOL switch, which has positions ON
system OFF, the 5-psi pressure switch and W/S and OFF. The electrical power source is the
AIR OHEAT light are deactivated for pressure crossover bus through the W/S ALCOHOL cir-
cuit breaker on the left circuitbreaker panel.
WINDSHIELD
ALCOHOL SYSTEM RAIN REMOVAL SYSTEM
The backup windshield anti-ice system con- The rain removal system uses the normal bleed-
sists of an alcohol reservoir, electrical pump, air anti-ice system for rain removal, with rain
and nozzles to provide ten minutes of contin- doors to provide deflected airflow over each
uous alcohol anti-ice capability for the pilots windshield in heavy rain. The doors are manu-
ally operated by pulling the PULL RAIN handle
located under the WINDSHIELD BLEED-AIR
knobs on the pilots panel (Figure 10-8).
For rain removal, the PULL RAIN handle

should be pulled out, the WINDSHIELD
BLEED-AIR knobs on the pilots control panel
should be rotated to the MAX position, and the
W/S BLEED switch positioned to LOW. Rain
door opening is difficult above 175 KIAS and
if the windshield bleed-air is already flowing
out of the nozzles. To increase airflow to the
windshield during periods of low-power set-
tings, such as during landing flare, rotate the
copilots WINDSHIELD BLEED-AIR knob
to the OFF position. This will divert all avail-
able bleed air to the pilots windshield. In ad-
dition, the use of an approved rain repellent
agent applied to the windshield before flight
greatly enhances the effectiveness of the rain
removal system.
FIgure 10-7. Alcohol Sight Gage

and Nozzles

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on the ground regardless of rpm setting by the left

squat switch.
ENG The ENG ANTI-ICE system is

ANTI-ICE monitored by an undertempera-
ture sensor which illuminates the
LH RH LH/RH ENG ANTI-ICE annunci-
ator lights one minute after na-
celle inlet temperature falls below 104C
(220F).
The Master Caution lights are initially dis-

abled when ENG ON is first selected until the
system heats and the ENG ANTI-ICE lights ex-
tinguish the first time.
Once extinguished, a one-minute timer delay

prevents nuisance trips and the MASTER CAU-
TION lights illuminate one minute after the
ENG ANTI-ICE light comes on.
NOTE
The 70% N 2 speed sensor does not
operate during ground operations.
Bleed air will be supplied to the en-
gine regardless of power setting
Figure 10-8. Rain Removal Controls while in ENG ON or WING/ENG on
and Doors the ground.
During takeoffs or landings, the nosewheel
chine deflects water and slush away from the Engines should be heated at all times in icing
engine inlets to prevent flameout. For normal conditions in flight and during ground taxi.
operations, takeoffs, and landings, avoid slush To test only the engine anti-ice system when
water depths of more than 3/4 inch. not in icing conditions; set the throttle(s)
above 70% N 2 then select ENG ON. Observe
the ENG ANTI-ICE lights initially on for un-
ENGINE ANTI-ICE SYSTEM dertemperature and out in as little as 1/2 a
minute on the ground or about 2 minutes in
The engine fan, stators, and spinner are aero- flight. The nacelle and generator inlets are
dynamically deiced. Ice will build on the spin- now properly heated over 104C (220F).
ner and shed due to centrifugal and aerodynamic Turn the switches OFF and pull the throttles
forces. Minor acoustical vibrations may be ev- to IDLE. The test is correct. The ITT may rise
ident at some power settings as this ice builds slightly and N 1 and N 2 drop slightly as the en-
and sheds. gine anti-ice valve opens.
Selecting the LH and RH WING/ENG anti-ice During ground operations in icing conditions,
switches to the ENG ON position (Figure 10-2), advance the throttles above 70% N 2 and select
during ground icing conditions deenergizes both ENG ON. The ENG ANTI-ICE lights come on
engine anti-ice shutoff valves open, allowing hot as undertemperature lights for a few seconds and
engine bleed air to anti-ice the engine inlet and go out. The nacelle and generator inlets are now
generator cooling air inlets. Bleed air is available properly heated warmer than 104C (220F).

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Leave the switches in ENG ON and pull the If DC power fails, the engine anti-ice shutoff
throttles to IDLE. If the ENG ANTI-ICE lights valve fails open and N 1 power should be com-
come on for undertemperature, cycle the throt- puted with engine anti-ice ON. Opening the en-
tles as often as required to keep the ENGANTI- gine anti-ice valve causes ITT to increase and
ICE lights out. N 1 and N 2 to decrease.
Ground operations are similar for the

WING/ENG selection, except the switches are
PYLON RAM-AIR INLET DUCT
moved from WING/ENG to ENG ON when ANTI-ICE SYSTEM
the lights extinguish to protect the wings from
When the wing/engine anti-ice switches are
overheat and the engines from icing.
placed to either the ENG ON or WING/ENG
position, power is supplied to electrically
During inflight icing operations, avoid pulling
heated blankets on the pylon ram air inlet ducts
the throttle below 70% N 2 which closes the en-
(Figure 10-9). These blankets prevent ice from
gine anti-ice valves. Throttle settings below ap-
blocking ram cooling air to the cabin and wind-
proximately 75 to 80% N 2 may not provide
shield heat exchangers, which could result in
enough heat to keep the lights out or mass flow
the loss of cabin and windshield bleed tem-
to inflate the tail deice boots.
perature control. During the preliminary cock-
pit checks, turn on pitot and engine anti-ice
Preheating the inlets and wings speeds extin-
switches for 30 seconds. Touch check the
guishing the ENG ANTI-ICE and WING
pitots, static ports, AOA, and pylon ram-air
ANTI-ICE lights when ready for takeoff.
inlet heater blankets on the hot items/lights
walkaround check exterior.
Selecting ENG ON or WING/ENG uses nor-
mal DC to power the:
1. Igniters
2. T T2
3. Pylon ram air inlet heater pads
These DC powered items do not contribute to
engine power loss like windshield, wing and
engine heat supplied by engine bleed air.
The squat switch activates a 70% N 2 gage

speed sensor at liftoff which closes the engine
anti-ice shutoff valve below 70% N 2 and opens
it above 70% N 2 while inflight. If rpm is re-
duced below 70% N 2 , the ENG ANTI-ICE
light comes on in one minute followed by the
MASTER CAUTION light after another minute
due to being under 70% N 2 or under 104C
(220F), whichever occurred first.
Exercise caution in high-speed descents in Figure 10-9. Pylon Ram Air Inlet
icing not to reduce the rpm below 70% N 2 and RAT Probe
speed setting. Below 75 to 80% N 2 may bring
on undertemperature lights or tail deice boots
not cycling.

WING ANTI-ICE SYSTEM The amber WING ANTI-ICE LH/RH annun-

ciator light(s) illuminate during ground or
The engines must be heated at all times in flight operations if wing root temperature
icing conditions during ground or flight op- drops below the 110C (230F) undertemper-
erations. The pilot may choose not to heat the ature sensor or inflight below the 70% N 2 un-
wings in icing conditions if no ice accumula- derspeed sensor setting. The WING ANTI-ICE
tions are observed on the wings. If ice is ob- light(s) also illuminate for any wing root
served accumulating on the wings on the bleed-air leak overheat over the 63C (145F)
ground, preheating is required. The wings overtemperature sensor setting.
must be heated at all times during flight if ice
is visibly accumulating. Preheating the wing and engine system dur-
ing ground operations requires the throttles to
The LH and RH wing and engine anti-ice be above 70% N 2 power setting. For better
switches are selected to WING/ENG (Figure understanding, this 70% N 2 power setting
10-2) for ground test of the system or for must be differentiated from and has nothing
ground and/or flight icing conditions. Se- to do with the 70% N 2 underspeed sensor.
lecting WING/ENG during ground opera- This power setting provides sufficient heat
tions deenergizes the LH and RH wing and pressure to heat the wing and engine anti-
pressure regulating and shutoff valves open. ice system and extinguish the wing and engine
This feeds precooler, hot engine bleed air to anti-ice lights quickly. Selecting WING/ENG
the wing leading edges. Hot bleed air trav- illuminates the wing and engine anti-ice lights
els by the undertemperature sensors at the as undertemperature lights. With sufficient
wing root outward through the wing leading heat and pressure available, the wing and en-
edge and exits through louvers on the lower gine system warms up and the lights extinguish
surface of the wing tips. During the walka- in approximately half a minute.
round, check the louvers are unobstructed. A
crossflow valve (XFLOWOFF switch) pro- For flight (weight-off-wheels [WOW]) the
vides anti-ice capability to both wings if one squat switch inputs the 70% N2 underspeed sen-
engine is shut down. sor. During high-speed descent in icing con-
d i t i o n s r e d u c i n g t h e t h r o t t l e s b e l ow t h e
During flight, ambient air is rammed through underspeed sensor electrically closes both
a finger-sized hole located just under the root wing and engine anti-ice valves. Once the
of each wing leading edge to the purge passage. throttles have been advanced to a safe power
Confirm the holes are unobstructed during the setting above 70% N 2 , following an under-
walkaround. The purge passage is installed temperature situation, it may take up to two (2)
between the heated wing leading edge and the minutes to reheat and extinguish the
forward portion of the fuel cell. Cool ambient WING/ENG ANTI-ICE lights. During high-
air is rammed through this passageway to the speed descents above 15,000 feet the throttles
wing tip to provide a cool air barrier between should be kept in the 73 to 78% N2 range to pro-
the hot air at the wing leading edge and the fuel vide sufficient heat to prevent illumination of
forward closure to the rear. Hot bleed air and the WING/ENG ANTI-ICE lights.
purge passage bleed air do not mix.
During ground operations engine bleed air is
The amber ENGINE ANTI-ICE LH/RH an- available to the wing and engine system at all
nunciator light(s) illuminate during ground throttle rpms (no underspeed sensor). For pro-
or flight operations if engine nacelle inlet longed ground operations, heating the wings
temperature drops below the 104C (220F) is limited to one (1) minute after the WING
undertemperature sensor setting. The EN- ANTI-ICE lights extinguish. Longer than this
GINE ANTI-ICE lights also come on during might cause structural damage to the wing
flight if engine N 2 is less than the 70% N 2 un- leading edge. When the wings are correctly
derspeed sensor setting. There is no overtem- heated, as indicated by the WING ANTI-ICE
perature sensing on the engine anti-ice system. lights extinguishing, the system is switched

FlightSafety
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Table 10-1. WING/ENG ANTI-ICE LIGHT OPERATION
This is a description of how the amber WING and ENG

ANTI-ICE lights and MASTER CAUTION lights operate.
MASTER WING ENG MASTER

CAUTION ANTI-ICE ANTI-ICE CAUTION
RESET RESET
LH RH LH RH
O N G R O U N D (After Heated and Lights Go Out)

GROUND CAUTION CAUTION CAUTION
EVENT LIGHTS LIGHTS LIGHTS
DURING THE 1st DURING THE 2nd DURING THE 3rd
MINUTE MINUTE MINUTE
AND BEYOND
UNDERTEMP No Lights ENG ANTI-ICE ENG ANTI-ICE

Steady Lights & No Flashing Lights
MASTER CAUTION & Steady MASTER
LIghts CAUTION LIghts
OVERTEMP WING ANTI-ICE WING ANTI-ICE

Lights Immediately Lights
On Steady & No Flashing/Cycling &
MASTER CAUTION Same
MASTER CAUTION
Lights Lights On Steady
Wing May Already
1 Minute Limit
Be Damaged
I N F L I G H T (70% N2 Minimum)
FLIGHT CAUTION CAUTION CAUTION
EVENT LIGHTS LIGHTS LIGHTS
DURING THE 1st DURING THE 2nd DURING THE 3rd
MINUTE MINUTE MINUTE
AND BEYOND
UNDERTEMP No Lights WING & ENG WING & ENG

Pilot Corrects ANTI-ICE Steady ANTI-ICE
Avoids Lights Lights & No Flashing Lights
MASTER CAUTION And Steady
Lights MASTER CAUTION
Lights
UNDERSPEED No Lights WING & ENG WING & ENG
Pilot Corrects ANTI-ICE Steady ANTI-ICE
Avoids Lights Lights & No Flashing Lights
MASTER CAUTION And Steady
Lights MASTER CAUTION
Lights
OVERTEMP WING ANTI-ICE WING ANTI-ICE

(All WING/ENG Lights Lights
ANTI-ICE Immediately On Flashing/Cycling & Same
Switch Flashing & No MASTER CAUTION
Positions) MASTER CAUTION Lights On Steady
Lights
NOTE: The underspeed sensor is removed on the ground.

NOTE: The MASTER CAUTION lights and the timers are activated after
warm-up when the WING and ENG ANTI-ICE lights extinguish.

10-12
ANTI-ICE/DE-ICE
WING/ENGINE
WING XFLOW LH WING/ENG RH WING /ENG
104C (220F) T
O MINIMUM
F
F
OFF ENG ON ENG ON

ELECTRICALLY HEATED
PYLON INLET WHEN 282C (540F) MAX
ENG ANTI-ICE IS ON T
63C
TO WINDSHIELD BLEED AIR, EMER, PRESS,

(145F)
MAX
AND SERVICE BLEED AIR SYSTEMS

110C (230F) MIN
PURGE AIR T BLD AIR ENG
TO LEFT AND RIGHT

INTAKE
SHUTOFF VALVES
T WING ANTI-ICE PRESSURE O'HEAT ANTI-ICE
WING CROSSFLOW REGULATING SHUTOFF VALVES
SHUTOFF VALVE (FAILSAFE OPEN) LH RH LH RH
(FAILS CLOSED)
PURGE AIR T
INTAKE
T
110C (230F) MIN
63C
(145F)
MAX
T
282C (540F) MAX
ELECTRICALLY HEATED
WING PYLON INLET WHEN
ANTI-ICE LEGEND ENG ANTI-ICE IS ON
LH RH ENGINE BLEED AIR
FlightSafety
104C (220F)
MINIMUM TT
PRECOOLER
RAM AIR
international
ELECTRICAL HEATER
Revision 1
Figure 10-10. Engine/Wing Anti-ice SystemBoth Engines

Revision 1
ANTI-ICE/DE-I CE
WING/ENGINE
WING XFLOW LH WING/ENG RH WING /ENG
104C (220F) T
O MINIMUM
F
F
OFF ENG ON ENG ON

ELECTRICALLY HEATED
PYLON INLET WHEN 282C (540F) MAX
ENG ANTI-ICE IS ON T
63C
(145F)
TO WINDSHIELD BLEED AIR, EMER, PRESS,

MAX
AND SERVICE BLEED AIR SYSTEMS

110C (230F) MIN
PURGE AIR T
BLD AIR ENG
TO LEFT AND RIGHT

INTAKE
SHUTOFF VALVES
T O'HEAT ANTI-ICE
WING ANTI-ICE PRESSURE
WING CROSSFLOW REGULATING SHUTOFF VALVES
SHUTOFF VALVE LH RH LH RH
(FAILS CLOSED) (FAILSAFE OPEN)
PURGE AIR T
INTAKE
T
110C (230F) MIN
63C
(145F)
MAX
T
282C (540F) MAX
ELECTRICALLY HEATED
WING PYLON INLET WHEN
ANTI-ICE LEGEND ENG ANTI-ICE IS ON
LH RH ENGINE BLEED AIR
FlightSafety
104C (220F)
MINIMUM TT
PRECOOLER
RAM AIR
international
ELECTRICAL HEATER
10-13
Figure 10-11. Engine/Wing Anti-ice SystemOne Engine

FlightSafety
international
OFF (for a system test) or ENG ON (if in icing when the ENGINE ANTI-ICE lights extinguish
conditions) and the throttles reduced to idle. and the wing is properly heated when the wing
This stops heat to the wings until the next time anti-ice lights extinguish. Select both switches
you need to preheat, as indicated by visible ac- OFF and reduce the throttles to IDLE. The wing
cumulations of ice on the wing leading edges. and engine anti-ice test is good.
WING Undertemperature is a ground CAUTION

ANTI-ICE and inflight possibility. During
flight if the throttles are reduced
LH RH During ground operation, for test or
below the underspeed sensor,
icing conditions, turn the WING/ENG
both engine and wing anti-ice
switch OFF immediately when the
valves immediately close and the one-minute
WING ANTI-ICE lights go out to
timer is activated. The WING ANTI-ICE
prevent wing overheat damage.
amber annunciator light(s) illuminate steady
one minute after the throttle is retarded to an
underspeed or an undertemperature condition, During ground operation in icing conditions
whichever occurred first. If the pilot does not advance the throttles above 70% N 2 and se-
advance the throttle above 70% N 2 by the end lect WING/ENG. Note the ITT increases
of the second minute, the MASTER CAU- slightly and the N 1 and N 2 drop slightly in-
TION lights illuminate steady and the amber dicating the wing engine anti-ice valves
WING and ENG ANTI-ICE lights flash to at- opened. The WING and ENG ANTI-ICE lights
tract the pilots attention to increase rpm and illuminate as undertemperature lights for ap-
temperature. The 70% N 2 minimum rpm set- proximately one-half minute and then extin-
ting must be maintained during flight icing. It guish. The engine and wings are now properly
may take up to two minutes at 75 to 80% N 2 , heated. Select the switches down to ENG ON
to extinguish undertemperature lights or pro- and reduce the throttles to IDLE.
vide sufficient bleed-air flow to inflate the
horizontal tail deice boots. If visible accumulations of ice are observed on
the wing leading edges, preheating is again re-
The MASTER CAUTION lights and one-minute quired. Advance the throttles above 70% N 2
timers are disabled when WING/ENG or ENG and select WING/ENG until the lights extin-
ON is first selected until achieving normal guish. Then select ENG ON and reduce the
heated temperatures as indicated by the WING throttles to IDLE. If the ENG ANTI-ICE lights
and/or ENG ANTI-ICE lights extinguishing. illuminate at IDLE RPM (undertemperature)
The timers are really 50-second timers but are and no ice is accumulating on the wings, re-
referred to as one-minute timers for simplicity. main in ENG ON and cycle the throttles above
70% N 2 until the ENG ANTI-ICE lights ex-
To ground test the wing and engine anti-ice tinguish, then reduce the throttles to idle. Pre-
systems, set the throttles above 70% N2 and heat as often as required. If stopped, set the
select WING/ENG. Note the ITT increases parking brakes and guard the brakes to prevent
slightly and the N 1 and N 2 drops slightly inadvertent movement of the airplane at mod-
indicating the wing and engine anti-ice valves erate power settings. When entering the take-
opened. Observe that the WING ANTI-ICE and off position, request a 30-second delay and
ENGINE ANTI-ICE annunciator lights initially activate your anti-ice systems. Line-up, with
illuminate steady for undertemperature and the nosewheel centered and brakes on. Set the
extinguish in approximately one-half minute. It throttles above 70% N 2 , and wait for the lights
is during this time, while the throttles are to extinguish (approximately 30 seconds).
advanced waiting for the WING/ENG ANTI- When cleared for takeoff youre rolling down
ICE lights to go out, to run the 18-second test of the runway with full confidence your anti-ice
the TAIL DEICE boots (if the RAT is warmer equipment is operating correctly. During day
than 35C). The engines are properly heated

FlightSafety
international
operations the wings can be easily observed in non-icing flight conditions with the switches
for ice accumulation and the need to anti-ice OFF. An overtemperature of the wings is im-
them. During night operations use the wing in- probable during flight, but if the switches are
spection light to see ice accumulations on the OFF and a WING ANTI-ICE light illuminates,
LH wing only. Dont forget the very important a wing overtemperature is indicated. Under-
check for wing icing five minutes prior to temperature monitoring is turned off in this
takeoff. If ice is accumulating behind the case. This could mean a wing anti-ice valve has
heated wing leading edge area, deicing by failed open allowing hot bleed air to flow to a
whatever means, is required prior to takeoff. wing. Reducing power and selecting XFLOW di-
That same icing is on the horizontals. rects half the bleed air to the apparently over-
heated wing and half to the opposite wing to
If an engine is shutdown during flight in icing reduce heat.
conditions, there may or may not be under-
temperature monitoring on the inoperative en- Wing overtemperature is normally not a prob-
gine wing. SB525-30-04 is installed in SNs lem during flight, however, it can be a prob-
0088 and subsequent, and is recommended in lem during ground operations where adequate
SNs 0001 through 0087, to provide under- velocity of cooling air is not available to ex-
temperature monitoring of the inoperative en- tract the wing bleed-air heat. Any wing struc-
gine wing. No wing undertemperature tural overtemperature over 63C (145F) or
monitoring is possible in OFF or ENG ON. If BLD AIR OHEAT light (precooler discharge
an engine is shutdown, selecting both switches air over 282C (540F) could damage the wing
to WING/ENG allows the pilot to monitor for leading edge. Either overtemperature situation
undertemperature on both the operating engine immediately closes the wing anti-ice valves to
wing and the inoperative engine wing. If ei- protect the wings. This condition can occur
ther WING ANTI-ICE light comes on, it is a during sustained ground operation at high
wing undertemperature and the pilot knows to RPM. Checklist procedure has the pilot re-
advance the remaining good engine for more tarding the throttle to assist in cool down for
heat. In unmodified SNs 0001 through 0087, either kind of overtemperature malfunction.
the pilot monitors the operating engines wing Wing structural overtemperature protection
only, and if the operating engine WING ANTI- is active in any switch position (WING/ENG,
ICE light comes on, it is for undertemperature. OFF, and ENG ON). If a wing overtempera-
The throttle on the operating engine should be ture occurs the (1) WING ANTI-ICE light(s)
advanced to provide more heat to both wings. immediately come on flashing, (2) the wing
In this one case only, it doesnt matter whether anti-ice valves immediately close to protect the
WING/ENG or ENG ON is selected because overheated wing, and (3) the MASTER CAU-
there is no undertemperature monitoring on the TION lights are armed to come on in approx-
inoperative engine wing. In either position imately one minute. The affected wing anti-ice
the pylon heater pads will be heated to avoid valve and light may cycle on the overtemper-
ice blockage of pylon ram cooling air to the ature sensor until the overtemperature is cor-
main cabin and windshield heat exchangers. rected. During prolonged ground test there is
During an inflight engine shutdown, set a one (1) minute limit to heat the wings after
7578% N 2 to prevent illumination of the the WING ANTI-ICE lights extinguish.
WING and ENG ANTI-ICE lights for under-
temperature. If normal DC fails the XFLOW Before any ground static engine power runups,
valve failsafes closed and the inoperative en- confirm after engines reach idle rpm, that the
gine wing can not be heated. WING/ENG switches are OFF and that the wing
anti-ice valves are properly closed (electrically
The XFLOW selection is used (1) to anti-ice closed by normal DC). Have maintenance per-
the inoperative engine wing, (2) to heat a wing sonnel check that no hot bleed air is venting the
if the operating engine wing anti-ice valve has louvers at each wing tip. If no air is venting the
failed closed, and (3) during an overtemperature wing tip louvers, the wing anti-ice valves are

FlightSafety
international
properly closed and the static ground power six-second cycle for each boot followed by
checks may be accomplished. If hot air is vent- approximately three minutes of rest counting
ing the louvers, the wing anti-ice valves(s) are from the time the system was initialized. Boot
failed open. Shutdown the engines and perform cycling is controlled by two control valves. The
maintenance on the affected wing anti-ice MANUAL position overrides AUTO and in-
valves(s) before attempting the static ground flates the boots as long as the switch is held.
power runups. Avoid touching the wing leading
edge when a defective wing anti-ice valve might When the tail deice switch is OFF, both hori-
be leaking hot bleed air into the wing. This zontal stabilizer boot control valves are deen-
could result in burns to the hand. ergized open and continuously bleed air
through ejectors, creating vacuum to hold the
If the N 2 speed display fails in icing conditions boots deflated.
(simulates rpms below 70% N 2 ) the wing and
engine anti-ice valves will energize closed To cycle the boots, place the tail deice switch
terminating needed bleed air to the wings and to the AUTO position. This energizes a system
engines. If normal DC fails, the engine and timer initiating the inflation cycle. During the
wing anti-ice valves fail open and the wings first 6 seconds, the left horizontal stabilizer
and engines are heated. To avoid overboost- boot control valve is energized closed for in-
ing the engines, calculate N 1 power with anti- flation. After 6 seconds, the control valve is
ice on. If the engine anti-ice circuit breakers deenergized open to create vacuum to return the
pop and are not resetable, the wing and engine left boot to its deflated position. During the
anti-ice valves are deenergized open heating middle 6-second time period, both control valves
the wing and engines and the WING and ENG remain deenergized open. Then, the right con-
ANTI-ICE annunciators are failed. trol valve closes inflating the right horizontal
boot for 6 seconds. At the completion of the last
cycle, both control valves remain deenergized
TAIL DEICE for three minutes from initiation of the cycle,
and then repeats the cycle.
Deicing of the horizontal stabilizer leading edges
is provided by inflatable boots controlled by TAIL As each set of boots is inflated, a 16
the tail deice AUTOOFFMANUAL switch DE-ICE psi pressure switch illuminates the
(Figure 10-2) on the pilots instrument panel. white TAIL DE-ICE annunciator
LH RH light to indicate actuating pressure
Bleed air is available to the system when the has been applied (Figure 10-12).
engines are operating. A timer controls auto-
matic sequencing of boot operation. Electrical The tips of the horizontals can be seen from
power is from the right crossover bus through the cockpit. It is difficult to judge the amount
the TAIL DEICE circuit breaker on the left of ice buildup. This is why the AUTO cycle
circuit-breaker panel. is provided.
If electrical power is lost, the system is inop- If the tail deice boot(s) fail, monitor the tips
erative, and icing conditions must be avoided. of the horizontals for observed icing and limit
flaps to 15 maximum to avoid unexpected
Do not activate the boots if the indicated RAT pitch transients due to tail-plane icing.
is below 35C (31F). Permanent boot dam-
age could result.
Keep the speed of 160 KIAS minimum in sus-
tained icing until necessary to slow down for ap-
OPERATION proach and landing.
AUTO is the normal system mode. When the
switch is in the AUTO position it provides one

FlightSafety
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FOR ANY ICING ENCOUNTER, WITH INOPERATIVE HORIZONTAL BOOTS,

THE MAXIMUM FLAP SETTING THROUGH LANDING IS 15. MAINTAIN
160 KIAS MINIMUM UNTIL THE APPROACH PHASE.
23 PSI REGULATOR
EJECTOR VALVES
LEGEND E E
VACUUM AIR
EJECTOR
SERVICE BLEED AIR
PS PS
16 PSI
PRESSURE SWITCH
TAIL
DE-ICE
LH RH
ANNUNCIATOR ACTIVATED BY PRESSURE
Figure 10-12. Tail Deice System

FlightSafety
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OPERATIONS IN SEVERE 2. Immediately request priority handling

from Air Traffic Control to facilitate a
ICING CONDITIONS route or altitude change to exit the icing
conditions.
WARNING
3. Leave flaps in current position, do not
extend or retract.
Severe icing may result from envi-
ronmental conditions outside of those 4. Avoid abrupt and excessive maneuvering
for which the airplane is certified. that may exacerbate control difficulties.
Flight in freezing rain, freezing driz-
zle, or mixed icing conditions (su- 5. If unusual or uncommanded roll con-
percooled liquid water and ice trol movement is observed, reduce angle-
crystals) may result in ice build-up of-attack.
on protected surfaces exceeding the
capability of the ice protection sys- Since the autopilot, when installed and oper-
tem, or may result in ice forming aft ating, may mask tactile cues that indicate ad-
of the protected surfaces. This ice verse changes in handling characteristics, use
may not shed when the ice protection of the autopilot is prohibited when:
systems are used, and may seriously
degrade the performance and con- 1. Unusual lateral trim is required while the
trollability of the airplane. airplane is in icing conditions.
2. Autopilot trim warnings are encountered

All wing icing inspection lights must be op- while the airplane is in icing conditions.
erative prior to flight into known or forecast
icing conditions at night.
SEVERE ICING ENCOUNTER
NOTE Severe icing may be encountered at tempera-
This supersedes relief provided by tures as cold as 18C. Increased vigilance is
the master minimum equipment list. required at temperatures around 0C ambient
air temperature with visible moisture present.
Severe icing conditions that exceed those for
which the airplane is certificated shall be de- NOTE
termined by the following visual cues: The following weather conditions may
be conducive to severe in-flight icing:
1. Unusually extensive ice accumulation on
the airframe and windshield in areas not
normally observed to collect ice. Visible rain at temperatures colder than
0C (32F) ambient air temperature.
2. Accumulation of ice on the upper sur- Droplets that splash or splatter at
face of the wing aft of the protected area. temperatures colder than 0C (32F)
ambient air temperature.
If one or more of these visual cues exist:
1. Use of the autopilot is prohibited.

FlightSafety
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If Severe Icing is Present

Severe icing conditions are indicated by one
or more of the following visual cues:
Unusually extensive ice accumulations

on the airframe and windshield in areas
not normally observed to collect ice.
Accumulation of ice on the upper surface
of the wing aft of the protected area.
1. Immediately request priority handling
from Air Traffic Control to facilitate
exiting the severe icing conditions.
2. FlapsLeave in current position (Do
not extend or extract).
3. AutopilotDisengage.
CAUTION
Be prepared for control wheel force re-
quired to maintain desired flight path.
4. Avo i d a b r u p t a n d ex c e s s ive
m a n e u ve r i n g t h a t m a y a g g r ava t e
control problems.
5. If unusual or uncommanded roll is
encounteredReduce angle-of-attack.

FlightSafety
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QUESTIONS
1. Anti-ice systems should be turned on in- 5. Select the one correct statement concern-
flight when operating in visible moisture ing the W/S AIR OHEAT annunciator light:
with an indicated RAT: A. If the light illuminates when the system
A. +10F and +30F is operating, the solenoid valve should
B. 30F close, cutting off windshield air.
C. 20C B. The light can only illuminate when
D. +10C or below the windshield bleed-air switch is po-
sitioned to HI or LOW.
C. The light always indicates that the
2. The P/S HTR OFF light: temperature of the air is uncontrolled.
A. Will illuminate, with the system se- D. When the light is illuminated, the
lected, when any pitot or static heat- rain removal augmenter doors will
ing element has failed not operate.
B. Will illuminate, with the system se-
lected, if the AOA heating element
6. Failure of the normal electrical system
has failed
will result in:
C. Will not illuminate if the pitot heat
switch is OFF A. Complete failure of the windshield
anti-icing system
D. Indicates that icing has caused all pitot
static instruments to be inoperative B. Continuous flow of hot bleed air, with
windshield temperature control possible
only through regulation of the volume
3. At night, ice formation can be detected by: of bleed air permitted to the windshield
A. Wing inspection lights on both sides C. Continued windshield anti-icing
of the airplane with complete control of the bleed-
B. Red windshield ice detection lights air temperature
C. Illumination of the ICING DETECTED D. Continuous isopropyl alcohol flow to
annunciator light the windshield, to replace the normal
bleed-air anti-icing
D. Any of the above
7. The W/S AIR OHEAT light will illuminate:

4. In the windshield anti-icing system:
A. If 5 psi pressure is sensed in the duct
A. The bleed-air control valve will fail with the W/S BLEED switch in OFF
electrically in the closed position
B. If the temperature of the air going to
B. An overtemperature condition is not the windshield exceeds 149C with
critical since neither the ducting nor the the W/S BLEED switch in the HI or
windshield are vulnerable to overheat LOW position
C. An overheat light, with the system C. Neither A or B
ON, indicates excessive bleed-air
temperature D. Both A and B
D. During rain removal, the W/S AIR
OHEAT light will not function

8. When using rain removal: 12. If the engine inlet temperature of the en-
A. The augmenter doors can be easily gine drops below , the LH or RH
pulled open with windshield bleed air ENG ANTI-ICE light illuminates.
in LOW or HI flow. A. 300C
B. The volume of bleed air to the wind- B. 104C
shield is regulated by the HILO W/S C. 90C
BLEED switch. D. 120C
C. A windshield bleed overheat will not
affect rain removal.
D. T h e a u g m e n t e r d o o r s s h o u l d b e 13. The cockpit indications of the engine anti-
opened prior to applying bleed air on ice system operating, and the opening of
the windshield. the valves will be:
A. Illumination of the MASTER CAU-
TION lights
9. The windshield alcohol system:
B. The stator valve opens and the ENG
A. Is a backup system for the windshield ANTI-ICE light comes ON
anti-ice system C. ITT rise, N 1 and N 2 decrease and the
B. Energizes ejectors which apply alco- amber LH and RH ENG ANTI-ICE
hol to both the pilots and the copilots annunciator panel lights ON
windshields D. T h e n a c e l l e t e m p e r a t u r e ex c e e d s
C. Utilizes a pump that supplies alcohol 320F, and the MASTER CAUTION
to the pilots windshield only for a light illuminates
maximum of ten minutes
D. Both A and C
14. If the MASTER CAUTION and WING
ANTI-ICE lights illuminate:
10. Once conditions necessary to extinguish A. Bleed-air temperature entering the
the ENG ANTI-ICE annunciator lights wing leading edge is less than 109 C.
are satisfied, a minimum power setting
B. T h e m i n i m u m p ow e r s e t t i n g t o
to sustain the operation inflight is:
extinguish the WING ANTI-ICE is
A. 70% N 1 RPM 85% N 2 .
B. 70% N 2 RPM C. If the left engine is shut down, the left
C. 60% N 2 RPM wing cannot be anti-iced.
D. 80% N 2 RPM D. T h e m i n i m u m p ow e r s e t t i n g t o
extinguish the WING ANTI-ICE is
60% N 2 .
11. The time for the ENG ANTI-ICE annun-
ciator lights to extinguish after initiating
operation inflight will vary with outside 15. When using the TAIL DEICE boots:
air temperature at cruise or climb thrust A. They may be cycled at any temperature
settings. Normally, no more than:
B. If the AUTO mode of operation is in-
A. 30 seconds operative, then the switch must be placed
B. 2 minutes to MANUAL twice to inflate all boots
C. 10 seconds C. Illumination of the SURFACE DE-
D. 5 minutes ICE light always indicates a system
malfunction
D. MANUAL mode serves as a backup
way to inflate the boots

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................ 11-1
GENERAL ............................................................................................................................ 11-1
SYSTEM DESCRIPTIONS ................................................................................................. 11-2
General ............................................................................................................................ 11-2
Pylon Precoolers ............................................................................................................. 11-3
SOURCE CONTROL ........................................................................................................... 11-3
Temperature Control ....................................................................................................... 11-5
System Protection ........................................................................................................... 11-7
VAPOR-CYCLE AIR CONDITIONING ............................................................................. 11-7
Introduction ..................................................................................................................... 11-7
General ............................................................................................................................ 11-7
Evaporators ..................................................................................................................... 11-9
Controls ........................................................................................................................... 11-9
Compressor Controls ...................................................................................................... 11-9
Fan Controls .................................................................................................................. 11-10
Flood-Cooling Door ...................................................................................................... 11-11
AIR DISTRIBUTION ........................................................................................................ 11-11
Description .................................................................................................................... 11-11
Operation ....................................................................................................................... 11-11

Air DistributionAS Configured.............................................................................. 11-12

COCKPIT AIR DIST KnobAT Configured ........................................................... 11-12
Defog Fan ..................................................................................................................... 11-13
Bleed-Air Supply to Cabin (SNs 0349 through 0359) .................................................. 11-17
QUESTIONS ...................................................................................................................... 11-19
11-ii FOR TRAINING PURPOSES ONLY Revision 1

ILLUSTRATIONS
Figure Title Page
11-1 PRESSURIZATIONENVIRONMENTAL Control Panels.................................. 11-2
11-2 Precooler Intake and Precooler Exhaust Door ....................................................... 11-3
11-3 Air Source Selector ................................................................................................ 11-3
11-4 LH Ram Air Intake and RAT Probe ....................................................................... 11-4
11-5 Windshield Bleed-Air Valves ................................................................................. 11-5
11-6 Environmental Control Panel ................................................................................. 11-5
11-7 Air Supply to Cabin (CitationJet SNs 0001 through 0348).................................... 11-6
11-8 Overhead WEMAC Valve ...................................................................................... 11-8
11-9 COMPRESSOR ON Light ..................................................................................... 11-8
11-10 Fan Switches ........................................................................................................ 11-10
11-11 Flood-Cooling Door ............................................................................................. 11-11
11-12 Cabin/Cockpit Distribution .................................................................................. 11-12
11-13 COCKPIT AIR DIST Knob ................................................................................. 11-13
11-14 AS or AT Cockpit Tilt Panel ......................................................................... 11-15
11-15 Air Supply to Cabin (CitationJet SNs 0349 through 0359) ................................. 11-16
TABLES
Table Title Page
11-1 Recommended Environmental
Panel Comfort Settings ........................................................................................ 11-14
11-2 Source Selections, Valve Positions, and Flow Rates
(SNs 0349 through 0359) ..................................................................................... 11-17

FlightSafety
international
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The air-conditioning system uses engine bleed air to heat, cool, and pressurize the cabin
and defog the cabin and cockpit windows. Most functions are automatic. The only man-
ual inputs required are temperature and fan selection. Controls for air conditioning are
on the environmental control panel. A vapor-cycle air conditioner is standard. The
bleed-air supply to the cabin is discussed in two segments. SNs 0001 through 0348 have
a single 8 ppm (pounds per minute) pressure regulating and shutoff valve (PRSOV) be-
tween the engine and the cabin. SNs 0349 through 0359 remove the single 8 ppm PRSOV
and change the bleed-air shutoff valves at each engine to a dual combined valve in one
housing performing both the PRSOV and flow control valve (FCV) functions at either
4 or 8 ppm flow to the cabin.
further cooling is necessary, two vapor-cycle
GENERAL evaporator units in the cabin are plumbed to
a compressor and condensor in the tail cone.
The airplane has a conditioned environment
with automatic and manual temperature con- The pilot can select the left engine, the right
trol. Hot bleed air is tapped off each engine, engine, or both engines to supply bleed air for
cooled by precoolers located in the pylons, system operation on the ground or in flight. The
pneumatically controlled, manifolded to and cabin can be supplied with fresh air during
cooled in the main cabin heat exchanger by ground operations. Emergency pressurization
pylon ram inlet air, and routed to the cabin. If is also available in flight from either engine.

AIR SOURCE SELECT

15 20 BOTH
10 25
FL 13 AIR COND LH RH
4 5 SET ALT AUTO
3 6 30
2 7
FL EXER O
5 1 8 35 F
FRESH
EMER
0 9 40 F
AIR
OFF
0 45 0 FAN
SET COMPRESSOR FAN
RATE ON AFT FWD DEFOG
ALT FLOOD HI HI
A O
H U
PRESSURIZATION - ENVIRONMENTAL I T
F
F
O
C
PRESS SYSTEM SELECT LOW LOW LOW
A UP
B
MANUAL M TEMPERATURE SELECT
I
A HOT
N M
N A A
U U
A N
D U T
L O
U DOWN A
M L COLD COLD
P AUTO HOT
DEPRESSURIZE CABIN
BEFORE LANDING MANUAL
"AS" CONFIGURED SNs 0001 THROUGH 0130 WITHOUT SB525-21-06
CABIN DUMP AIR SOURCE SELECT

COCKPIT AIR DIST BOTH
FL 13 AIR COND LH RH
SET ALT AUTO
FL EXER NORM MAX O

F FRESH
AIR EMER
F
OFF
0 FAN
RATE COMPRESSOR FAN
ON AFT FWD DEFOG
FLOOD HI HI
SET
A O
ALT H U F
I T F
15 20 O
10 25 PRESS SYSTEM SELECT
4 5 LOW LOW LOW
3 6 30 UP
2
MANUAL M TEMPERATURE SELECT
7 A HOT
5 1 8 35 N M
A A
0 9 40 U U
A N
U T
0 45 L O
DOWN A
AUTO L COLD COLD
DEPRESSURIZE CABIN HOT
BEFORE LANDING MANUAL
"AT" CONFIGURED SNs 0131 THROUGH 0359 AND 0001 THROUGH 0130 WITH SB525-21-06
Figure 11-1. PRESSURIZATIONENVIRONMENTAL Control Panel

control panel (Figure 11-1). Engine hot bleed
SYSTEM DESCRIPTIONS air is cooled by the precooler heat exchanger
then further cooled to comfort level by pylon
GENERAL ram inlet cool air to the cabin heat exchanger.
This bleed air flows to the pressure
The cabin environment, airflow, and tem- vessel/cabin area. The vapor-cycle evapora-
perature are controlled by switches on the tors in the cabin are used to extract moisture
PRESSURIZATIONENVIRONMENTAL and further cool the air if desired.

FlightSafety
international
Figure 11-2. Precooler Intake and Precooler Exhaust Door

PYLON PRECOOLERS SOURCE CONTROL
Bleed air from each engine passes through a
pylon mounted precooler that drops the bleed- The AIR SOURCE SELECTOR (Figure 11-3)
air temperature from 800 to 500F before it pro- determines the sources and amount of bleed
ceeds into airplane systems. Precoolers are air that enters the cabin. The control switch has
conventional stainless steel crossflow heat ex- positions labeled OFFFRESH AIRLH
changers mounted in the pylons. Ambient cool- BOTHRHEMER.
ing air is forced across the precoolers by the
use of an eductor that uses engine exhaust air The OFF position energizes the LH and RH
to create airflow through the precooler. The pre- bleed-air shutoff valves, the flow control and
cooler intake is located on the lower engine shutoff valve, and the W/S bleed-air shutoff
pylon, and a precooler exhaust door near the valve closed. The EMER valve is deenergized
thrust attenuator hinge (Figure 11-2). The pre- closed. Bleed air is still available to the ser-
cooler exhaust door should not be pushed in vice air system, but no bleed air enters the
(during preflight). pressure vessel from the engines. The airplane
will fully depressurize at leak rate.
As cooled bleed air exits the The FRESH AIR position will not pressurize
BLD AIR precooler, it passes a 540F the airplane and is intended for ground and un-
OHEAT overtemperature sensor which pressurized low altitude operation only. The
illuminates the LH/RH BLD LH and RH bleed air shutoff valves, the flow
LH RH AIR OHEAT annunciator to in- control and shutoff valve, and the windshield
form the pilot that bleed air en-
tering airplane systems is too hot. Reducing
power (rpm) should extinguish the lights.
NOTE
When BLD AIR OHEAT annuncia-
tor illuminates it will also shut off the
wing anti-ice pressure regulating
valve on the side of the overheat,
until the system cools to protect the
wing leading edge from heat damage.
Figure 11-3. Air Source Selector

FlightSafety
international
bleed-air shutoff valve are energized closed. The windshield bleed-air shutoff valve is en-
The EMER valve is deenergized closed. The ergized closed and the EMER valve is deener-
source of air entering the cabin in FRESH gized closed. With the RH position selected, the
AIR is ram air from intakes on the forward process is reversed. The amount of airflow en-
edge of the pylons (Figure 11-4) with an axial tering the cabin is regulated to 8 ppm in the LH
fan boosting airflow. If pressurized at the time or RH position.
of selection, no air will flow until internal
pressure leaks out to equal pylon ram inlet Selecting EMER provides windshield anti-ice
pressure. One-way check valves then unseat heat exchanger bleed air at 49C (120F) to be
and the fan ventilates the cabin. regulated by the emergency valve at 6 ppm to
the pressure vessel. Cooling air to the wind-
shield anti-ice heat exchanger is from the LH
The FRESH AIR annunciator
FRESH and RH pylon ram air inlets. Air from the
and MASTER CAUTION lights
AIR EMER valve, located under the floor of the
will illuminate when fresh air
copilot seat, is directed into the cabin bleed air
is selected.
distribution ducting. EMER provides an al-
ternate source of bleed air from one or both en-
The BOTH position deenergizes the LH and
gines to continue pressurization should the
RH bleed-air shutoff and flow control and
normal source fail. It is not intended for ex-
shutoff valves open and energizes the wind-
tended use. The windshield anti-ice valve is
shield anti-ice shutoff valve closed. The EMER
deenergized OPEN and the emergency valve
valve is deenergized closed. This allows reg-
is energized OPEN. The LH and RH bleed-air
ulated bleed air from LH, RH, or BOTH en-
shutoff and flow control and shutoff valves
gines to enter the cabin at 8 pounds per minute
are energized closed.
(ppm). Check valves prevent bleed-air flow to
any inoperative engine.
Selecting EMER in flight or on
The LH flows left engine air and shuts off right EMERG the ground will cause the
engine air. The selected bleed-air shutoff valve PRESS ON EMERG PRESS ON annunciator
is deenergized open and the nonselected en- to flash and the MASTER CAUTION lights to
gine bleed-air shutoff valve is energized closed. illuminate steady. Selecting EMER opens the
valve in flight but not on the ground by the left
squat switch. The emergency valve fails closed
with the loss of normal DC. Selecting the wind-
shield anti-ice system ON greatly impacts
EMER operations reducing source air volume
and increasing source air temperature from the
Windshield Anti-Ice heat exchanger to 138C
(280F) in HI or 127C (260F) in LOW.
If complete DC electrical failure occurs, re-

gardless of the AIR SOURCE SELECT position,
air is supplied to the cabin as if the source se-
lector switch were positioned to BOTH. With-
o u t e l e c t r i c a l p o w e r, t h e e m e rg e n c y
pressurization valve fails closed, and the left and
right bleed-air shutoff and flow control and
shutoff valves fail open supplying the cabin
with 8 ppm regulated airflow. The windshield
bleed-air shutoff valve fails open, delivering air
Figure 11-4. LH Ram Air Intake and to the two windshield bleed-air manual valves
RAT Probe

WINDSHIELD BLEED AIR

AIR SOURCE SELECT
LH RH BOTH
AIR COND
LH RH
AUTO
O
FRESH
F EMER
F
AIR
OFF
FAN
COMPRESSOR
ON AFT FWD DEFOG
FLOOD HI HI
A O
OFF MAX OFF MAX H
I
U
T
F
F
O
LOW LOW LOW

TEMPERATURE SELECT
Figure 11-5. Windshield Bleed-Air Valves M HOT
A A
U
which are normally closed except in icing con- N
U T
O
A
ditions (Figure 11-5). L COLD COLD HOT
MANUAL
TEMPERATURE CONTROL
Figure 11-6. Environmental Control Panel
The cabin temperature is controlled automat-
ically by an automatic TEMPERATURE SE- precooler exhaust doors if the sensed tem-
LECT rheostat or a MANUAL HOTCOLD perature differs from selected. If the temper-
switch (Figure 11-6). The system consists of ature difference is significant, selecting the
the cabin temperature sensor, cabin tempera- controller to FULL COLD or FULL HOT will
ture controller, duct temperature anticipator, result in overshoot, not in faster temperature
duct overheat switch, TEMPERATURE SE- change. Best results are obtained with a con-
LECT MANUAL switch and TEMPERATURE stant setting at 1 oclock.
SELECT AUTO knob.
Hot engine bleed air to the cabin is automat-
After engine bleed air exits the precooler, it en- ically shutoff during ground taxi or less than
ters a cabin air heat exchanger located in the 85% N 2 when the cabin temperature is warmer
tail cone where further cooling takes place. than 18C (65F) and when no pylon ram inlet
The extracted heat is exhausted overboard cooling air is available to cool the main cabin
(Figure 11-7). A ram-air modulating valve heat exchanger. The 18C (65F) cabin tem-
controls the amount of pylon ram cooling air perature sensor energizes the flow control and
that passes through the cabin heat exchanger. shutoff valve closed, stopping hot bleed air en-
The ram-air modulating valve has limit tering the cabin. The forward and aft evapo-
switches used to control the air-conditioning rators may be used to cool the air inside the
compressor. When the valve is full open and cabin or extract moisture, if desired. Bleed
the compressor switch is in the AUTO position, air may be restored at 8 ppm flow by:
the compressor operates. At approximately
70% closed, the compressor is disengaged. Selecting MANUAL temperature con-
trol
Rotating the TEMPERATURE SELECT knob Moving both throttles above 85% N 2
in the AUTO range will allow the temperature
controller to control cabin temperature. Tem- Moving the throttles above 85% N 2 for take-
perature is sensed by a cabin temperature sen- off will open the flow control and shutoff valve
sor located in the aft fan evaporator inlet at the restoring normal bleed-air flow for the takeoff.
lower rear pressure bulkhead. The automatic
temperature range is approximately 18 to 29C Turning the temperature selector to the MAN-
(65 to 85F). The ram-air modulating valve on UAL position enables the MANUAL
the cabin heat exchanger opens or closes the HOTCOLD switch for control of the cabin

11-6
AIR SOURCE SELECTOR
T T AND FRESH AIR
H H TO CABIN LH RH
R R MASTER
O O
T T
149C (300F) MAX
CAUTION FRESH EMER
T T
S S TO OHEAT TO
IDLE IDLE WING TEMP
TEMP SELECT
WING

OFF OFF M HOT A
U O
EMERGENCY A COLD
MANUAL
VALVE 6 PPM
T
WINDSHIELD
INLET WHEN
FRESH VALVE
yyy
;;; HEAT VALVE
;;;
yyy
EXHAUST
;;;
yyy
INTO
;;;
yyy
;;;
yyy
T TAIL CONE T
ENGINE ENGINE
ANTI-ICE EXHAUST
OVERBOARD ANTI-ICE
VALVE VALVE
FLOW CONTROL WINDSHIELD ANTI-ICE
yyyy
@@@@

;;;;
SHUTOFF VALVE CONTROL VALVE
8 PPM
;@yy;@y;@y;@y;@y;@y;@y;@y;@
@@@@

;;;;
yyyy
@@@@

;;;;
yyyy y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@
@@@@

;;;;
yyyy y;@y;@y;@y;@y;@y;@y;@y;@y;@
@@@@

yyyy
;;;; y;@y@
T LH SHUTOFF RH SHUTOFF T
@@@@

yyyy
;;;; @

;
y @

;
y @

;
y @

;
y ;
PYLON VALVE VALVE PYLON
;y@;y@;y@;y@;y@
23 PSI SERVICE AIR
FlightSafety
BLD AIR SERVICE AIR
REGULATOR
PRECOOLER OHEAT
EXHAUST PRECOOLER
LH RH EXHAUST
international
DOOR
DOOR
Revision 2
Figure 11-7. Air Supply to Cabin (CitationJet SNs 0001 through 0348)
FlightSafety
international
temperature. The manual switch takes about 15 controller. The cabin temperature controller
seconds to motorize the ram-air modulating limits the high and low temperature adjust-
valve from one extreme to the other. The man- ments received from the ram-air modulating
ual switch does not select temperature; it only valve. The cabin temperature controller does
positions the ram-air modulating valve. The a comparison between desired temperature
manual switch does not directly affect the po- and actual temperature, and signals the actu-
sition of the precooler exhaust doors; however, ator to move the ram-air modulating valve to
the precooler exhaust doors will be repositioned adjust the cabin air supply temperature. Au-
if the ram-air modulating valve is more than 30% tomatic air duct overheat protection is dis-
open and the wing anti-ice is not on, as in the abled while using manual temperature control,
AUTO mode.
but the AIR DUCT OHEAT annunciator will
continue to function.
SYSTEM PROTECTION
The temperature controller, mounted on the
aft pressure bulkhead, receives signals from the VAPOR-CYCLE AIR
TEMPERATURE SELECT MANUAL switch
or TEMPERATURE SELECT AUTO knob,
CONDITIONING
the cabin temperature sensor, and the duct tem-
perature anticipator. The controller then sends INTRODUCTION
a signal to the ram-air modulating valve to es-
tablish the necessary ram airflow across the The air-conditioning system for the Citation-
cabin heat exchanger. A duct temperature an- Jet provides conditioned air to both cockpit and
ticipator is installed between the heat exchanger cabin areas. The vapor-cycle system functions
and aft pressure bulkhead. The anticipator in conjunction with temperature-controlled
senses the temperature of incoming condi- bleed air. The compressor can operate from the
tioned air to the cabin, and sends a signal to the
right generator or EPU on the ground. It must
temperature controller to maintain desired
cabin temperature. The cabin temperature sen- have both generators operating when airborne.
sor is installed on the inlet of the aft evapora- The compressor is automatically loadshed in
tor, immediately forward of the aft pressure AS or AT configured airplanes if a gen-
bulkhead. It senses actual cabin temperature erator fails while airborne. CitationJet SNs
and sends a signal to the temperature controller 0001 through 0124, except 0103, have Freon
to maintain the desired cabin temperature. (R-12) refrigerant. SNs 0103, 0125 and sub-
sequent have R-0134 refrigerant.
A duct overheat temperature
AIR DUCT sensor is mounted between the GENERAL
OHEAT cabin heat exchanger and aft
Cabin air is circulated through two evapora-
pressure bulkhead. When cabin supply air
tors, one in the aft bulkhead and one in the for-
temperatures exceed 149C (300F) downward cabin under the side-facing seat. The aft
stream of the cabin air-to-air heat exchanger, evaporator provides conditioned air to over-
the temperature sensor illuminates an AIR head rotatable WEMACs (Figure 11-8) or the
DUCT OHEAT annunciator and the MASTER flood-cooling door.
CAUTION light. In the automatic temperature
mode, AIR DUCT OHEAT protection should A green COMPRESSOR ON light (Figure 11-9)
be provided by the system. on the PRESSURIZATIONENVIRON-
MENTAL control panel indicates that the com-
The TEMPERATURE SELECT AUTO knob pressor (located in the tail cone) has been turned
provides a signal to the cabin temperature on. The compressor will not run with the air

FlightSafety
international
conditioner switch in OFF/FAN in AS con- heat from the cabin air which evaporates the
figured units that have not complied with liquid refrigerant. The refrigerant vapor then
SB525-21-06, SNs 0001 through 0046 and 0048 returns to the compressor to repeat the process.
through 0130.
The compressor is wired to run in OFF/FAN

if DEFOG HI is selected in AT configured
units incorporating SB525-21-06, SNs 0047,
0131 and subsequent, and 0001 through 0046,
and 0048 through 0130.
The compressor will automatically shutoff

above 18,000 feet except in units that have
complied with SB525-21-10 which removed
the 18,000-foot aneroid. The aneroid was not Figure 11-8. Overhead WEMAC Valve
installed on SNs 0133 and subsequent.
Refrigerant is pumped through the system

which alternately evaporates and condenses to
move heat from one location to another. In
the CitationJet, the compressor is driven by an
electric motor at a constant speed and capac-
ity. The heat extracted is ducted overboard
through louvers under the fuselage.
The compressor compresses the warm low-

pressure refrigerant gas into a hot, high-pres-
sure gas. The hot high-pressure gas is then
passed through the condenser where it rejects
the heat picked up from the cabin along with
the heat of compression and then condenses
the refrigerant into a warm, high-pressure liq-
uid. This liquid is then passed through a re-
ceiver/dryer where the remaining gas is
separated from the liquid and any moisture is
removed by a desiccant. The receiver/dryer
also acts as a reservoir for the liquid refrig-
erant. The warm, high-pressure liquid then
travels to the constant pressure expansion
valves where the warm, high-pressure liquid
is expanded to a low-pressure, low-tempera-
ture liquid vapor mixture. This mixture then Figure 11-9. COMPRESSOR ON Light
travels through the evaporators and absorbs

FlightSafety
international
EVAPORATORS COMPRESSOR CONTROLS

There are two evaporators in the vapor-cycle The compressor control switch is labeled AUTO,
system. The forward evaporator is mounted OFF, and FAN (Figure 11-10). The compressor
in the armrest assembly of the side-facing seat, will not run with the air-conditioning switch in
while the rear evaporator is mounted at the OFF/FAN in AS configured units that have not
rear of the cabin under the hump cover. The aft complied with SB525-21-06, SNs 0001 through
evaporator is connected to the overhead dis- 0046 and 0048 through 0130. The compressor
tribution system as well as a flood-cooling is wired to run in OFF/FAN if DEFOG HI or
outlet located on the rear bulkhead. Care should LOW is selected in AT configured units in in-
be taken to ensure evaporator inlets are not corporating SB525-21-06, SNs 0047, 0131 and
blocked. The air is driven across the evapora- subsequent, and 0001 through 0046 and 0048
tor coils with electrically powered blowers. through 0130.
In the AUTO position, the blowers and the cabin

CONTROLS temperature control system are energized. Power
Controls for the air-conditioning system con- is also applied to the ram-air modulating valve
sist of a three-position compressor control which controls the amount of pylon ram air used
switch and two, three-position fan switches for the cabin air heat exchanger and operates the
located on the environmental control panel. The compressor limit switches. In flight with warm
aft fan switch also controls the flood-cooling cabin conditions, the ram-air modulating valve
diverter door. Additionally, the system is con- will drive full open (asking for maximum cool-
trolled by the cabin temperature control sys- ing of the bleed air) and the limit switch on.
tem and by an 18,000-foot barometric switch This will power the compressor. The cabin is pro-
in those units that have not complied with vided with refrigerant cooling while the ram-air
SB525-21-10. The aneroid is not installed on modulating valve controls bleed-air temperature
SNs 0133 and subsequent. The airplane is also to the cabin. As conditions change and the ram-
equipped with automatic load shedding. In air modulating valve drives 70% closed, a sec-
flight, both generators must be operating in ond limit switch will remove power from the
order for the compressor drive motor to oper- compressor. The compressor will automatically
ate. In the event of a generator failure, the shutoff above 18,000 feet, except in units that
compressor is automatically disconnected from have complied with SB525-21-10 which re-
the power source. The fans are energized any- moved the 18,000-foot aneroid. On the ground
time the air-conditioning select switch is placed when no ram air is available, the ram-air valve
in the AUTO or FAN positions. A COM- will drive full open any time the cabin temper-
PRESSOR ON green light will illuminate when ature is above the cabin temperature control set
there is power applied to the compressor. point engaging the compressor. The ram-air
modulating valve will drive toward closed any

FlightSafety
international
Figure 11-10. Fan Switches

time the cabin temperature is below the selected AS configured units. In AT configured
temperature removing power from the com- units, the rotatable louvers are removed and the
pressor. This provides temperature control of the air flows to flush-floor louvers (grill) between
vapor-cycle system in flight and on the ground. the pilot seats. The flush-floor louvers must not
be obstructed by brief cases, etc. Some of the
air is directed forward and some aft by posi-
FAN CONTROLS tion of the flush-floor louvers.
The forward (FWD) evaporator fan switch, la-
beled LOWAUTO HI (Figure 11-10), con- The AFT fan switch, labeled LOWHI FLOOD,
trols the forward evaporator fan. In the AUTO controls two speeds of aft fan operation and the
position, the forward fan will operate at a low flood-cooling door. The LOW and HI positions
speed only while the compressor is activated. provide airflow through the aft evaporator and
The LOW and HI positions will continuously exhaust it to the cabin through the overhead dis-
run the fan with or without compressor oper- tribution system. In the flood position all the air
ation. Air from the forward evaporator fan is is diverted out of a flood-cooling vent near the
directed to the rotatable louvers at the forward top of the aft pressure bulkhead, bypassing the
corner of the side-facing seat at floor level in overhead distribution ducting.

FlightSafety
international
Fresh air is available directly to the cabin for

ground or unpressurized low altitude ventilation
in lieu of bleed air. A fresh air blower, located
aft of the aft pressure bulkhead, delivers fresh
air through the bleed-air distribution system.
When selecting fresh air, an

FRESH amber FRESH AIR annunciator
AIR and a MASTER CAUTION
light should illuminate.
OPERATION
Figure 11-11. Flood Cooling Door
The overhead ventilation system is routed along
The circuit breakers for the evaporator fans are the ceiling forward of the aft pressure bulkhead.
located on the left-side cockpit circuit-breaker The system recirculates cabin air through the
panel with the other environmental breakers. aft evaporator and operates only when the AIR
COND switch is set to FAN or AUTO.
FLOOD-COOLING DOOR The overhead ducting system incorporates the
The flood-cooling door assembly (4 inches aft evaporator flood-cooling door and condi-
by 8 inches) is located behind the interior tioned air ducting and outlets. Air outlets lo-
panel near the top of the aft pressure bulk- cated at each passenger and flight crew
head (Figure 11-11). The door is spring- position are operated from full open to full
loaded to the flood position in the absence closed position individually. The RH aft air
of 23 psi service air pressure, i.e. no engine outlet is fixed open in AS configured units
running. The flood-cooling door will shut if to assure airflow to the automatic cabin tem-
the AFT fan switch is in the LOW or the HI perature sensor at floor level to properly sense
position when the service air system is pres- cabin temperature. In AT configured units,
surized (engine operating). many holes are drilled in the overhead ducts
to assure positive airflow to the cabin tem-
perature sensor and the overhead air vent is
changed so it can be opened and closed. The
AIR DISTRIBUTION flood-cooling door is pneumatically actuated
and controlled by the AFT fan switch in the
DESCRIPTION FLOOD position.
The cabin bleed-air distribution system (Fig-

ure 11-12) delivers air throughout the cabin
and cockpit. Components in the system are
cockpit foot warmer outlets, passenger foot
warmer outlets, passenger armrest outlets,
windshield defog outlets, flow divider, wind-
shield defog fan, and fresh air fan.

FlightSafety
international
WINDSHIELD BLEED AIR
EMER PRESS VALVE

(FAILS CLOSED)
COCKPIT AND CABIN BLEED AIR
DEFOG FAN
CABIN/COCKPIT
DIVERTER VALVE "AS" CONFIGURATION
FWD TWO POSITION
EVAP AUTOMATIC VALVE
"AT" CONFIGURATION
RH
MAX
FOUR POSITION
ROTATABLE NOZZLE BY "COCKPIT AIR
"AS" CONFIG DIST" SELECTOR
MAX OFF
LH
FIXED LOUVERS
"AT" CONFIG AFT
OFF
EVAPORATOR
WINDSHIELD
BLEED-AIR VALVE
AIR COND
AUTO
O
F
FAN F
FAN
COMPRESSOR
ON AFT FWD DEFOG
FLOOD HI A HI O
FWD PRESS H U AFT PRESS
BULKHEAD T F BULKHEAD
I
F
LOW LOW O LOW
LEGEND
GENERATOR NO. 1
FIELD CIRCUIT
EQ AND R.C.R.
Figure 11-12. Cabin/Cockpit Distribution
AIR DISTRIBUTIONAS COCKPIT AIR DIST KNOB

CONFIGURED AT CONFIGURED
The original AS configured airplanes share Recommended SB525-21-06 changes the
a single diverter valve with two positions lo- original AS configuration to AT con-
cated at the RH lower aft pressure bulkhead. figuration in CitationJet SNs 0047, 0131 and
It is automatically controlled by the position subsequent, and 0001 through 0046 and 0048
of the ram-air modulating valve at less than through 0130. The LH half of the PRES-
30% open, it flows 80% air to the cockpit and SURIZATIONENVIRONMENTAL t i l t
20% air to the cabin. If the valve is greater than panel is altered to add the COCKPIT AIR
30% open, it flows 40% air to the cockpit and DIST knob in the top center panel area. The
60% air to the cabin. AS configurations single, two-position
diverter valve at the aft pressure bulkhead is

FlightSafety
international
located along the outboard cabin wall at pas-

senger seat armrest level. Air outlet holes are
P located under the armrest cover assembly with
COCKPIT AIR DIST the origin of air being identical to the foot-
warmer outlets.
DEFOG FAN
A DEFOG fan is located in the right cockpit
NORM MAX sidewall. The two-speed blower is controlled
by a DEFOG (HIOFFLOW) switch on the
environmental control panel (Figure 11-10).
In AS configured CitationJets when the
DEFOG fan is in the HI or LOW position, a
flapper recirculates cockpit air with high mois-
ture content from behind the instrument panel
Figure 11-13. COCKPIT AIR DIST Knob to the inner windshield. The DEFOG fan
replaced by two valves giving four positions. switches are normally left OFF for climb and
The four detents of the COCKPIT AIR DIST cruise and HI prior to descent
knob electrically controls and pneumatically
actuates the two spring-loaded (retracted) Recommended CitationJet SB525-21-06 changes
valves, using 23 psi service air. This provides the original AS to AT configuration in Ci-
the crew a more comfortable environment tationJet SNs 0047, 0131 and subsequent, and
and better windshield moisture control. 0001 through 0046 and 0048 through 0130. The
forward evaporator diverter valve is installed
The selected positions are: under the pilots and copilots floor area. It is
spring-loaded to direct the forward evaporator
SWITCH CREW PASSENGER air to the flush-floor grill (register). The AS
DETENTS AIR AIR rotatable floor nozzle is removed. The DEFOG
fan switch should be selected to HI prior to de-
NORM (9 OCLOCK) 50% 50% scent and approach.
11 OCLOCK 60% 40%
1 OCLOCK 70% 30% Selecting HI or LO operates the vapor-cycle
MAX (3 OCLOCK) 80% 20% air-conditioning system below 18,000 feet
MSL (by aneroid) if the refrigerant is suffi-
The COCKPIT AIR DIST knob is normally ciently warm regardless of switch position
kept in NORM for climb and cruise and is se- (even OFF). SB525-21-10 removed the
lected to MAX for descent and approach. 18,000-foot aneroid in CitationJet SNs 0133
and subsequent, in which case, the compres-
Pilot and copilot footwarmer air flows from the sor may operate above 18,000 feet if the re-
sidewall ducts at floor level under the rudder frigerant is warm enough. Selecting HI or LO
pedals and picollos the air vertically across the automatically turns on the vapor-cycle com-
feet. pressor, the FWD evaporator fan speed to HI,
sends 23 psi service air to the diverter valve
Passenger footwarmer outlets are located along pneumatic actuator. This overcomes the spring
the outboard cabin walls at floor level. The out- moving the diverter door to direct the major-
lets receive air from under-floor ducting near ity of air from the floor grill (register) to the
the aft pressure bulkhead. A single cabin side DEFOG fan inlet. The DEFOG fan at HI or LO
duct supplies air to both the footwarmer and fan speed boosts the dry evaporator air to the
armrest outlets. Passenger armrest outlets are inside windshield surface. Water of conden-

sate is routed overboard through two heat listed in the left column and variations from
vents under the fuselage, one near the for- normal are listed for the conditions in the
ward evaporator and the other near the aft columns to the right. It is recommended that
evaporator. the autotemperature selector remain at the 1
oclock position. Recommended settings for
Table 11-1 shows AFM AT and AS con- descent are also listed.
figured recommended environmental panel
comfort settings. Cabin normal settings are
Table 11-1. RECOMMENDED ENVIRONMENTAL PANEL COMFORT SETTINGS
CABIN IF IF IF
NORMAL CABIN COCKPIT COCKPIT
SETTINGS WARM COOL
AIR SOURCE OR IF
INITIALLY INITIALLY
COOL WARM
OR OR
COLD HOT
SELECT (AS & AT) BOTH
AIR COND (AS & AT) AUTO
AFT FAN (AS & AT) LOW HI OR FLOOD
FWD FAN (AS & AT) AUTO HI LOW/HI
TEMP SELECT (AS & AT) AUTO

(AVOID CHANGING) (1 OCLOCK)
DEFOG FAN (AS & AT) OFF
GRILL (AS) UP & FWD UP & FWD DOWN &

APPROX 10 FORWARD
COCKPIT AIR DIST NORM NORM & 3RD PSN

(AT) 2ND PSN (1 OCLOCK)
(4 DETENTS TO (11 OCLOCK) OR MAX
PROPORTION AIR) DAY OPS NIGHT OPS
FOR DESCENT AFTER COLD SOAK AT ALTITUDE:
A. FWD evaporator fan speed HI.
B. Select the DEFOG fan switch to HI prior to descent and approach.
C. For AT configured units, COCKPIT AIR DIST to MAX routes additional warm air forward for crew comfort and windshield warm
up (MAX=80% air to crew and 20% air to passengers).
D. Select windshield anti-ice bleed air to LOW and open valves.
E. Use cruise descent with its higher N1s for warmer bleed-air temperatures to better heat the cabin and cockpit.

FlightSafety
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AT ONLY AS AND AT
COCKPIT AIR DIST AIR SOURCE SELECT

BOTH
AIR COND LH RH
AUTO
NORM MAX
O
FRESH
F EMER
F
AIR
OFF
FAN
COMPRESSOR
ON AFT FWD DEFOG
FLOOD HI HI
A O
H U F
I T F
O
LOW LOW LOW
TEMPERATURE SELECT
M HOT
A A
N U
U T
A O
L COLD COLD HOT
MANUAL
NORMAL CRUISE AND CLIMB
AT ONLY AS AND AT
COCKPIT AIR DIST AIR SOURCE SELECT

BOTH
AIR COND LH RH
AUTO
NORM MAX
O
FRESH
F EMER
F
AIR
OFF
FAN
COMPRESSOR
ON AFT FWD DEFOG
FLOOD HI HI
A O
H U F
I T F
O
LOW LOW LOW
TEMPERATURE SELECT
M HOT
A A
N U
U T
A O
L COLD COLD HOT
MANUAL
DESCENT AFTER COLD SOAK

Figure 11-14. AS or AT Cockpit Tilt Panel

11-16
AIR SOURCE SELECTOR

T T AND FRESH AIR
H H TO CABIN LH RH
R R MASTER
O O
T T 149C (300F) MAX
CAUTION FRESH EMER
T T OFF
L L EMERG RESET AIR

S S TO OHEAT TO
IDLE IDLE WING TEMP
TEMP SELECT
WING
M HOT A
OFF OFF WING ANTI-ICE WING ANTI-ICE A U
U O
EMERGENCY A COLD
MANUAL
VALVE 6 PPM
T
WINDSHIELD
ELECTRICALLY RAM AIR WINDSHIELD ANTI-ICE HEAT ELECTRICALLY
HEATED PYLON MODULATING CABIN MODULATING EXCHANGER HEATED PYLON
INLET WHEN
ENGINE ANTI-ICE ON FRESH VALVE
yyy
;;;
;;;
yyy
HEAT
EXCHANGER
VALVE
EXHAUST
INLET WHEN
;;;
yyy
INTO
;;;
yyy
;;;
yyy
T TAIL CONE T
ENGINE ENGINE
ANTI-ICE EXHAUST
OVERBOARD ANTI-ICE
VALVE VALVE
WINDSHIELD ANTI-ICE
LH PR RH PR
yyyy
@@@@

;;;;
CONTROL VALVE
SOV
LH RH
SOV
@y

;
y @y

;
y@y

; @y

;
y @

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;;;;
yyyy
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;;;;
yyyy
FCV FCV
y
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PYLON PYLON

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SERVICE AIR REGULATOR PRSOV - PRESSURE REGULATING AND

SHUTOFF VALVE
23 PSI SERVICE AIR FCV - FLOW CONTROL VALVE 4 OR 8
BLD AIR PPM (POUNDS PER MINUTE)
OHEAT
FlightSafety
PRECOOLER LH RH LEGEND
PRECOOLER
EXHAUST ENGINE BLEED AIR RAM AIR CABIN AIR NORMAL EXHAUST
DOOR
PRECOOLER SERVICE WINDSHIELD ANTI-ICE DOOR
BLEED AIR
international
SYSTEM AIR AIR/EMERGENCY
PRESSURIZATION
Revision 1
Figure 11-15. Air Supply to Cabin (CitationJet SNs 0349 through 0359)
BLEED-AIR SUPPLY TO CABIN The single LH and RH shutoff valves in Fig-

ure 11-7 are replaced with a double valve in
(SNs 0349 THROUGH 0359) a single housing as observed in Figure 11-15.
The pressurizationenvironmental control
panel in SNs 0349 through 0359 are the same This double valve has two parts: the LH and
as the previously mentioned AT configured RH pressure regulating/shutoff valve (PRSOV)
control panel (Figure 11-1), except the auto- and the LH and RH flow control valve (FCV).
manual switch, cherry picker, and Depres- The normal net effect of the changed system
surize Cabin before Landing placard are is still 8 ppm flow to the cabin.
repositioned immediately under the cabin
dump valve and cockpit air cabin distribu- Source selections, valve positions, and flow
tion knob as a precursor to the Citation CJ1 rates may be traced through Table 11-2 for
and CJ2 panels. SNs 0349 through 0359.
The flow control shutoff valve (8 ppm valve)

in Figure 11-7 is removed.
Table 11-2. SOURCE SELECTIONS, VALVE POSITIONS, AND FLOW RATES

SOURCE LH RH EMER NET FLOW TO CABIN

CONDITION SELECTOR FCV/PPM FCV/PPM VALVE/PPM PPM/TEMP/PRESS
POSITION
2 Engines Operating BOTH Open 4 Open 4 Closed 0 8 ppm 6585 F
2 Engines Operating LH Open 8 Closed 0 Closed 0 8 ppm 6585 F
2 Engines Operating RH Closed 0 Open 8 Closed 0 8 ppm 6585 F
2 Engines Operating EMER Closed 0 Closed 0 Open 6 6 ppm 120 F
2 Engines Operating FRESH AIR Closed 0 Closed 0 Closed 0 0 Depress to Ambient
2 Engines Operating OFF Closed 0 Closed 0 Closed 0 0 Leak Rate till Depressurized
LH Throttle OFF, RH Engine Operating BOTH/RH Closed 0 Open 8 Closed 0 8 ppm 6585 F
LH Engine Operating, RH Throttle OFF LH/BOTH Open 8 Closed 0 Closed 0 8 ppm 6585 F
LH Engine OFF and Lost DC Power Any Position Closed 0 Open 4 Closed 0 4 ppm Cabin May Rise
RH Engine OFF and Lost DC Power Any Position Open 4 Closed 0 Closed 0 4 ppm Cabin May Rise
NOTE:
1. The FVC (4 or 8 ppm) (flow control valve) failsafes to the 4 ppm position with lost DC power, and the PRSOV
(pressure regulating and shutoff valve) which normally regulates 16 psi is a failsafe open valve.
2. With BOTH engines operating in both at 4 + 4=8ppm flow to the cabin
3. with LH or RH selected, the selected FCV is energized to a full 8 ppm to cabin while the nonselected FCV is
closed by logic.
4. Anytime a throttle is selected OFF, the remaining engine FCV is energized to 8 ppm flow to the cabin logic.
5. in the unlikely event of engine failure and the loss of normal DC power, the operating engine FCV failsafes open to
4 ppm flow to the cabin. At half the normal flow rate to the cabin, cabin pressure may rise and differential
pressure reduce.

FlightSafety
international
QUESTIONS
1. When controlling the cabin tempera- 5. The cabin heat exchanger ram-air mod-
ture with the manual temperature tog- ulating valve is opened for cooler cabin
gle switch, the ram-air modulating air or closed for warmer cabin source
valve is positioned from full hot to air by:
full cold in approximately: A. Automatic temperature control
A. 18 seconds B. Manually toggling the 15 second
B. 6 seconds motorized valve
C. 3 seconds C. A and B above
D. 15 seconds D. None of the above
2. The AIR DUCT OHEAT annunciator 6. The source of bleed air when the EMER
light illuminates when the: PRESS ON annunciator is illuminated
A. ACM shuts down. in flight is:
B. Temperature of air in the duct to the A. Either the left, right, or both engines
cabin is over 149C (300F). B. Left engine only
C. Temperature of the air going to the C. Right engine only
windshield is excessive. D. Ram air
D. EMER source is selected unless the
left throttle is retarded. 7. The vapor-cycle compressor may be
ON (green lighton) when:
3. How can the windshield anti-ice shut- A. Air conditioner in AUTO on a hot
off valve be opened? day with the ram-air modulating
A. Lost DC power. valve full open
B. Select windshield anti-ice to HI B. Below 18,000 feet in AUTO
or LOW. C. On the ground without ram air, the
C. Select EMER pressure mode ram valve will motorize FULL
(6 ppm). OPEN anytime cabin temperature is
D. All of the above. above the cabin temperature control
set point engaging the compressor
4. The precooler exhaust doors are opened D. All of the above
for cooler engine bleed source air or
closed for hotter engine bleed source air: 8. The vapor-cycle compressor is OFF
A. Automatically by the precooler tem- (green lightout) when:
perature control system to keep the A. AIR COND circuit breaker is popped
BLEED AIR OHEAT lights out B. Ram-air modulating valve more
B. Precooler exhaust doors not to be than 70% closed in AUTO
pushed by hand during walkaround C. Automatic load shedding circuit
C. By the ram-air modulating valve during engine or generator failure
when more than 30% open in D. All of the above
AUTO when NO WING/ENG anti-
ice is required
D. All of the above

FlightSafety
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9. What closes the LH and/or RH bleed- 14. During climb and cruise the COCKPIT
air shutoff valves: AIR DIST knob is selected to:
A. Selecting LH or RH A. MAX, 80% air to crew
B. Selecting FRESH AIR, EMER, or OFF B. 11 OCLOCK, 60% air to crew
C. In AUTO during cabin taxi temper- C. NORM, 50% air to crew
atures over 18C (65F) tempera- D. 10 OCLOCK, 70% air to crew
ture sensor closes the flow control
and shutoff valves 15. Cabin air is circulated through two
D. All of the above evaporators; one is in the forward cabin
under the side-facing seat, and one is in
10. The pilot and copilot footwarmer out- the aft bulkhead. The aft evaporator
lets are located: provides conditioned air to the:
A. On the cockpit sidewalls A. Forward diffuser
B. Under the pilot and copilot rud- B. Overhead WEMAC valves
der pedals C. Side-wall outlets
C. On the side of the throttle pedestal D. Flood-cooling outlet only
D. Under the pilot and copilot seats
16. The cabin air temperature in the AUTO
11. In the AUTO position, the forward fan mode will keep the cabin temperature
is OFF except: in a selectable range of:
A. When flood cooling is selected A. 12 to 35C
B. When the compressor is on, then B. 50 to 75F
operating at low speed C. 65 to 85F
C. When the compressor is on, then D. 18 to 29C
operating at high speed
D. When the compressor is on, then 17. The ram-air modulating valve controls:
operating at medium speed
A. The amount of cooling ram air
that passes through the cabin
12. The AFT fan switch is labeled: heat exchanger
A. LOW, OFF, or HI B. The amount of air flowing into the
B. LOW, HI, and Flood cabin from the pylon air inlet when
C. LOW, AUTO, or HI the FRESH AIR position is selected
D. LOW, MED, or HI C. Below 18,000 feet, a barometric
switch shutting OFF the operation
13. The forward fan switch is labeled: of the air modulating valve
D. At approximately 50% closed posi-
A. LOW, AUTO, or HI
tion, the compressor is disengaged
B. LOW, OFF, or HI on the vapor-cycle air conditioner
C. LOW, MED, or HI
D. AUTO, OFF, or HI

FlightSafety
international
18. Selecting the FRESH AIR position: 19. The EPU is powering the compressor
A. Turns on the refrigerant to cool and both evaporators in AUTO on a hot
the cabin day before engine start. The pilot is
concerned that no cool air is venting
B. Depressurizes the cabin inflight
the crew overhead WEMACs when the
C. Must not be used during ground AFT evaporator fan switch is in HI or
operations LOW:
D. Will not affect normal pressur-
A. This is normal.
ized flight
B. The flood-cooling door spring-loads
to the flood cool (open) position
without 23 psi service air.
C. With any engine running, 23 psi ser-
vice air will close the flood-cooling
doors, thus sending all aft evaporator
cooling air to the overhead
WEMACs.

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................ 12-1
GENERAL ........................................................................................................................... 12-1
SYSTEM DESCRIPTION ................................................................................................... 12-2
Digital Pressure Controller ............................................................................................. 12-2
Outflow Valves ............................................................................................................... 12-3
PRESSURIZATION CONTROL ......................................................................................... 12-3
General ............................................................................................................................ 12-3
Automatic Mode ............................................................................................................. 12-4
Isobaric Mode ................................................................................................................. 12-6
Manual Pressurization Control ....................................................................................... 12-6
Exercise Test Button ....................................................................................................... 12-7
Emergency Cabin Dump ................................................................................................. 12-8
QUESTIONS ...................................................................................................................... 12-11

ILLUSTRATIONS
Figure Title Page
12-1 Environmental Control Panel................................................................................. 12-2
12-2 Pressurization System Diagram (Sheet 1 of 2) ...................................................... 12-4
12-3 Pressurization System Diagram (Sheet 2 of 2) ...................................................... 12-5
12-4 Primary Outflow Valve Operation ......................................................................... 12-5
12-5 Pressurization Controller........................................................................................ 12-6
12-6 Pressurization AUTOMANUAL Switch ............................................................. 12-6
12-7 Cabin Controller..................................................................................................... 12-7
12-8 Cabin Dump Switch ............................................................................................... 12-8
12-9 Auto Pressurization Schedule (Example)............................................................... 12-9
12-10 Climb/Descent Examples On Pressurization
Controller With AUTO-SCHEDULE .................................................................. 12-10

FlightSafety
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CHAPTER 12
PRESSURIZATION
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INTRODUCTION
The pressurization system on the CitationJet is used to maintain a lower cabin (pressure
vessel) altitude than actual airplane altitude. This is accomplished by ducting bleed air
into the cabin and then controlling the amount of air allowed to escape overboard. On
the CitationJet, the pressurization and air-conditioning system employ a common air-
flow; therefore, cabin pressurization is accomplished with conditioned air.
GENERAL
Two elements are required to provide cabin controlled automatically or manually. Auto-
pressurization. One is a constant source of matic control requires DC power and is not
air. The other is a method of controlling out- available during emergency electrical power
flow to achieve the desired differential pres- operations. Selecting AUTO mode with the air
sure and resultant cabin altitude. In the data sensor operating, generates an auto-sched-
CitationJet, airflow to the cabin is fairly con- ule based on the departure field elevation, the
stant (through a wide range of engine power maximum altitude reached, and the pilot input
settings), and the outflow of air is controlled of landing field pressure altitude plus 200
by the two outflow valves located on the aft feet. Maximum cabin differential pressure is
pressure bulkhead. The outflow valves are 8.6 psid.

SYSTEM DESCRIPTION DIGITAL PRESSURE

CONTROLLER
The components of the pressurization control
system are: the primary and secondary outflow The digital pressure controller is set to main-
valves, pressurization controller (Figure 12-1), tain 8.3 psid maximum. To get 8.6 psid, it is
manual toggle valve, and the cabin dump switch. necessary to use the red knob or cherry picker
Both outflow valves contain maximum differ- or drive onto the MAX DIFF valve. The con-
ential safety valves, and maximum cabin alti- troller will maintain an 8,000 foot cabin pres-
tude safety valves. The cabin altitude safety sure at FL410.
valves are capable of overriding the controller
inputs to the outflow valves avoiding the pos- The system can be adjusted to hold Sea Level
sibility of under- or overpressurization. pressure to 22,027 feet. An automatic sched-
ule built into the controller maintains proper
cabin pressurization and rate-of-climb in ac-
cordance to the automatic altitude inputs from
the air data sensor/computer and what the pilot
sets for takeoff, normally destination field el-
evation plus 200 feet.
CABIN DUMP
COCKPIT AIR DIST
15 20
6 10 25 I3
SET ALT 4 5 SET ALT
3 6 30
MAX
2 7
FL EXER NORM FL EXER
5 1 8 35
0 9 40
0 0 45 0
SET
RATE SET RATE
ALT
ALT
PRESSURIZATION - ENVIRONMENTAL
15 20
10 25 PRESS SYSTEM SELECT C
PRESS SYSTEM SELECT
4 5 UP UP
3 6 30 MANUAL M
A
MANUAL M
2 7 B
A I
A
5 1 8 35 N N
N DEPRESSURIZE CABIN
0 9 40 U U BEFORE LANDING
A A
D L
0 45 L U
DOWN DOWN
M
AUTO DEPRESSURIZE CABIN P AUTO
BEFORE LANDING
"AT" PRESSURIZATION TILT PANEL "AS" PRESSURIZATION TILT PANEL
Figure 12-1. Environmental Control Panel

FlightSafety
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OUTFLOW VALVES PRESSURIZATION

The primary and secondary outflow valves are CONTROL
identical to each other with the exception that
the primary valve has a vacuum ejector and
cabin altitude climb and dive solenoids GENERAL
mounted on it. The primary and secondary out- Squat switches and engine throttle lever set-
flow valves are connected through a port which tings are used to define three outflow valve op-
allows equal pressure or negative pressure to erating modes. On the ground with either engine
be applied to both valves (Figure 12-2). operating below 85% N 2 (ground taxi mode),
both outflow valves are kept fully open. When
The flow rate of exhausted cabin air is con- both throttles are set greater than 85% N2 on the
trolled by the position of a control chamber in ground (pre-pressurization mode) both outflow
the primary and secondary outflow valves. Air valves slowly close to bring cabin delta pressure
is added or removed from the control chamber to a maximum of 200 feet below field altitude
by climb and dive solenoids located on the pri- during takeoff roll. At liftoff, the right squat
mary outflow valve. The climb and dive switch puts the system into the flight mode.
solenoids respond to commands from the pres-
surization controller. If the controller opens the In flight, the cabin is pressurized by a constant
dive solenoid, 23 psi service air is used to apply 8 ppm of temperature-controlled engine bleed
pressure on the back side of both outflow valves air. The cabin pressure altitude is maintained
and drive them to the closed position. If the by controlling the exhaust airflow rate out of
controller opens the climb solenoid, a vacuum the cabin into the unpressurized tail cone. The
created by 23 psi service air opens the outflow pressurization system controls the cabin ex-
valves. If electrical power is lost, the air cham- haust airflow rate by positioning the modu-
ber will remain at a fixed position and cabin al- lating diaphragm in the primary and secondary
titude will be dependent upon the relative psid outflow valves. The diaphragm is positioned
sensed in the outflow valve diaphragms. by varying the pressure in the valve control
chamber behind the diaphragm. The primary
In the event that control vacuum should exceed and secondary outflow valve control chambers
limits due to a malfunction, cabin altitude are connected together by a tube and a flow-
limit valves are provided to prevent cabin al- limiting orifice in each outflow valve.
titude from exceeding 13,000 1,500 feet. If
the control vacuum exceeds the barometric The primary outflow valve has two normally
reference in the cabin altitude limit valves, closed solenoids which let air into and out of the
they open and allow cabin air to enter the con- valve control chambers. When the cabin dive
trol air line, reducing the vacuum. This causes solenoid is energized open, it allows 23 psi ser-
the outflow valves to move toward the closed vice air or cabin air to pressurize both valve con-
position and reestablish cabin pressure. trol chambers and push the valves toward closed.
When the cabin climb solenoid is energized
open, it allows vacuum from the 23-psi service
air ejector to move both valves toward open. The
solenoid airflow is designed so it cannot over-
power: (1) the maximum cabin altitude limit
valves, (2) the maximum differential pressure

CHERRY PICKER CABIN ALTITUDE MAX DIFF DIAPHRAGM

PRESSURE LIMIT VALVE VALVE
CHERRY PICKER
NOSEWHEEL SECONDARY
VACUUM OUTFLOW
CHERRY VALVE
PICKER
CABIN DIFFERENTIAL VALVE
PRESSURE GAGE
15 20 FILTER
10 25
FL 13%
4 5 SET ALT
3 6 30
2 7 DIGITAL PRESSURE
FL EXER
5 1 8 35 CONTROLLER
0 9 40
0 45 0%
SET
RATE
ALT
PRESSURIZATION - ENVIRONMENTAL
C
A PRESS SYSTEM SELECT
B MANUAL UP
I
N DEPRESSURIZATION CABIN
D
BEFORE LANDING PRIMARY
U
M AUTO OUTFLOW
P DOWN VALVE
LH RH CHERRY
FULL FULL PICKER
T T
H H CABIN ALTITUDE MAX DIFF
R R 85% N2 CLIMB DIAPHRAGM
O O LIMIT VALVE VALVE
T T SOLENOID
T T
L L DIVE
E E DC POWER
S S
BATT SOLENOID
OFF
SQUAT 23 PSI SERVICE SYSTEM AIR
OFF OFF SWT
EMER
VACUUM
EJECTOR NOTE:
ConditionGround Taxi Mode
LEGEND
CABIN PRESSURIZED AIR VACCUM OR PRESSURE TO OUTFLOW VALVES VENTURI AIR
VACUUM FROM NOSE WHEELWELL OUTFLOW AIR TO TAIL CONE CLIMB SOLENOID VACUUM FROM EJECTOR
CABIN PRESSURIZED AIR TO CHERRY PICKER 23 PSI SERVICE SYSTEM AIR
Figure 12-2. Pressurization System Diagram (Sheet 1 of 2)

valves, or (3) the manual toggle valve. The When the AUTOMANUAL switch (Figure
solenoids receive DC electrical pulses from the 12-4) is in the AUTO position, the pilot se-
controller that cause the solenoids to momen- lects destination field elevation plus 200 feet
tarily pop open and generate gradual pressure (accomplished during the Before Taxi
changes in the control chambers. Audible clicks checklist). Descent and landing are made by set-
are produced when the solenoids pop open. The ting the controller to destination field pressure
clicks can be heard when the engines are off. The altitude plus 200 feet.
system is designed to respond rapidly to small
cabin pressure variations and correct them be- In flight, the controller continuously generates
fore passengers and crew detect any discomfort. an AUTO-SCHEDULE based on the departure
field elevation, the maximum altitude reached in
the current flight (per the air data sensor/Com-
AUTOMATIC MODE puter), and the operator input destination field
The pressurization controller is comprised of pressure altitude plus 200 feet. The controller de-
two digital windows marked SET ALT and termines the pressure rate of change and the
RATE, an FL button, an EXER button and a cabin pressure altitude based on the AUTO-
SET ALT knob (Figure 12-3). SCHEDULE and the air data sensor/computer

CABIN VACUUM FROM

PRESSURE IN NOSE WHEEL WELL
UP
(VACUUM)
MANUAL
PRESSURIZATION
CONTROL VALVE
MAX
DIFF
DOWN
(PRESSURE)
CABIN ALT
LIMIT VALVE
FLIGHT
LANDING GEAR
SQUAT SWITCH
> 85% N2 GROUND

FILTER
< 85% N2 FLIGHT

(AUTO SCHEDULE)
EJECTOR
29 VDC
VACUUM
CLIMB
29 VDC DUMP DIGITAL CABIN 29 VDC
PRESSURE CONTROLLER DIVE
AUTO
PRESSURE
MAX
SENSOR PORT DIFF
(WORKING WITH ADS)
CABIN ALT
MANUAL PRESSURE LIMIT VALVE
MANUALAUTO
SWITCH CABIN DUMP
SWITCH
LEGEND
SERVICE
AMBIENT AIR PRESSURE (23 psi) AIR 23 psi
CABIN AIR VACUUM CONTROL AIR
Figure 12-3. Pressurization System Diagram (Sheet 2 of 2)
CABIN AIR FREELY CABIN AIR RESTRICTED NO FLOW TO TAIL CONE

FLOWS TO TAIL CONE FLOW TO TAIL CONE
MAX DIFF VALVE
DIAPHRAGM DIAPHRAGM DIAPHRAGM DIAPHRAGM

VACUUMED OPEN RELAXED OPEN INFLATED FULLY INFLATED
NO PRESSURIZATION NO PRESSURIZATION SOME DIFFERENTIAL (DRIVE TO MAX DIFF LIMIT
DEVELOPING VALVE PULSES DIAPHRAGM
OPEN & CLOSED TO
HOLD 8.6 PSI)
Figure 12-4. Primary Outflow Valve Operation

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I3
PRESS SYSTEM SELECT
SET ALT MANUAL UP
FL EXER
AUTO
0
DOWN
SET
ALT RATE
Figure 12-5. Pressurization Controller Figure 12-6. Pressurization AUTO

MANUAL Switch
pressure altitude. The controller sends DC pulses
through the primary outflow valve climb and The controller then controls the cabin pressure
dive solenoids to obtain a specific cabin pressure. rate of change to maintain the displayed cabin
The AUTO-SCHEDULE will have the cabin altitude. The pilot may flip-flop the FL and
completely depressurized at the set landing pres- CA displays at any time by pressing the FL
sure altitude (200 feet) before touchdown. pushbutton on the controller.
If the air data sensor/computer information re-

ISOBARIC MODE sumes, the controller automatically removes
If the air data sensor/computer information is the FL indication and the yellow caution light
interrupted, the controller will automatically extinguishes to normal operation.
switch the flight mode from AUTO to ISO-
BARIC. A yellow caution light appears on the Complete cabin pressure controller failure is
upper LH corner of the pressurization con- indicated by a steady red light in the upper LH
troller display face to advise of this malfunc- corner of the controller. The digits go blank
tion. The pilot selected destination field and the outflow valves capture and hold cur-
pressure altitude plus 200 feet on the con- rent cabin pressure. The red knob must then
troller display will be replaced with flight level be used to manually control cabin pressure.
(FL) allowing the pilot to set the desired cruis-
ing altitude. The controller uses the flight level MANUAL PRESSURIZATION
to control the cabin pressure rate of change and
the cabin pressure altitude to maintain near CONTROL
maximum differential pressure (Figure 12-5). When the AUTOMANUAL switch is in the
MANUAL position, electric power to open
The pilot may recall the selected destination the climb and dive solenoids is removed. The
field altitude by pressing the FL pushbutton pilot must control the cabin pressure altitude
on the controller. The selected flight level on by moving the MANUAL toggle valve. Cabin
the controller display will be replaced with altitude can be increased or decreased by hold-
cabin altitude (CA), allowing the pilot to set ing the red knob (cherry picker) in the UP or
the desired cabin altitude prior to landing. DOWN positions. Manual control uses cabin

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air for positive pressure to stop outflows, and operation requires considerable attention to as-
it uses nosewheel compartment air, through a sure reaching desired cabin altitude.
regulator, for vacuum to open both outflow
valves. This system is independent of airplane The cabin altitude (warning)
vacuum or electrical power. The UP position CAB ALT pressure switch is located under
allows outflow valve control chamber air to 10,000 FT the pilots left console. It turns
be vented into the nose wheel well. The DOWN the CAB ALT 10,000 FT light ON. The oxy-
position allows cabin air pressure into the out- gen mask should be donned immediately.
flow valve control chamber, closing the out-
flow valve causing cabin pressure altitude to
dive (Figure 12-2). EXERCISE TEST BUTTON
The cabin pressure rate of change is limited The pilot is provided with a preflight ground
by the orifice in the MANUAL toggle valve test function. It is activated with an engine run-
and is not adjustable by the pilot. The MAN- ning and the entrance door closed and locked
UAL toggle valve orifice cannot overpower the by pressing and holding the system exercise
maximum differential pressure valve or the (EXER) button on the face of the pressuriza-
maximum altitude limit valve, but can over- tion controller on the cockpit tilt panel. If the
ride the solenoid valves. Manual toggle valve button is held, the cabin will gradually pres-
surize at 100 fpm to 200 feet below field ele-
vation in about two minutes. Releasing the
button terminates the exercise. Punching the
EXER button inflight is a light test and does
not effect pressurization.
FL I3
SET ALT The light test consists of pressing the EXER
button for approximately one second and re-
FL EXER leasing the button. The SET ALT and RATE
displayed numbers disappear and the four
LEDs illuminate in sequence. First the SET
0 ALT LEDs and yellow light (upper LH corner)
come on briefly then the SET ALT goes blank
SET
RATE (yellow light still on). Then the RATE LEDs
ALT
come on with the yellow light (upper LH cor-
ner) still on. The test ends as the former num-
bers reappear to set destination field elevation
plus 200 feet for takeoff in the SET ALT win-
dow from () 1000 feet to 10,000 feet.
CA I3
SET ALT
FL EXER
0
SET
ALT
RATE
Figure 12-7. Cabin Controller

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EMERGENCY CABIN DUMP

An emergency cabin pressure dump switch C
(Figure 12-8) may be manually actuated at A
any time to reduce cabin pressure. The
CABIN DUMP switch activates the climb B
solenoid to remove air from the outflow valve I
control chamber. The maximum altitude limit N
valves will prevent complete cabin depres-
surization above 13,000 feet altitude. The
switch requires normal DC and is protected D
from accidental operation by a red guard. U
M
P
Figure 12-8. CABIN DUMP Switch

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49
SCHEDULE
BOUNDARY
44
TAKEOFF FIELD LANDING ALTITUDE

ELEVATION (SET ON CONTROLLER)
39
34 C
AIRCRAFT ALTITUDE (THOUSANDS)
29
24
19 B
14
9
D
4 A
1
1000 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
CABIN ALTITUDE (THOUSANDS)
A TO B: THE CABIN DIGITAL CONTROLLER MAINTAINS TAKEOFF FIELD ELEVATION 200 FEET
UNTIL THE AIRCRAFT REACHES THE ALTITUDE CORRESPONDING TO THE
SCHEDULED LIMIT LINE.
B TO C: THE CABIN PRESSURE CLIMBS TO THE SCHEDULE BOUNDARY TO AIRCRAFT CRUISE

ALTITUDE. MAX DELTA P IS REACHED AT FL 410.
C TO D: THE CABIN RATES PROPORTIONALLY ON DESCENT TO LANDING FIELD ELEVATION.
Figure 12-9. Auto Pressurization Schedule (Example)

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TAKEOFF AND PRESSURIZATION DEPRESSURIZATION

IN CLIMBS IN DESCENTS
CRUISE TO LANDING AIRPORT

41,000 FEET
500'
500 FEET UNDER
HIGHEST CRUISE
39,000' ALTITUDE, THE CABIN
STARTS DOWN
STRAIGHT-LINE
TO 200 FEET ABOVE
PASSING 1500' AGL AIRPORT
IN CL CABIN DRIVES
DOWN TO 8,000'. 1500' AGL
8,500 FEET
8,300 FEET
CABIN PRESSURE
8,000 FEET
7,500 FEET
7,300 FEET
NOTE:
USE CHERRY PICKER
TO DRIVE CABIN LOWER,
IF DESIRED, AT HIGHER
TAKEOFF PRESSURE
ALTITUDES.
21,000'
1500' AGL
1,300 FEET
1,100 FEET CABIN AT 200' AGL
17,000' ACFT 1500 FEET AGL

CABIN AT 200' AGL
NEAR ZERO PSID
CABIN STARTS UP AT
SL -200 FEET AUTO-SCHEDULED ALTITUDE
Figure 12-10. Climb/Descent Examples On Pressurization Controller With AUTO-SCHEDULE

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QUESTIONS
1. Pressurization of the airplane is normally 5. What CLOSES the two outflow valves to
maintained by: dive the cabin?
A. Controlling the amount of air entering A. AUTO uses digital cabin pressure con-
the cabin troller to meter 23 psi service air pres-
B. Controlling the amount of air escaping sure to close the primary valve
the cabin B. In the MANUAL switch position, using
C. Modulating the temperature of the the red knob to manually meter cabin
cabin temperature controller pressurized air to the secondary valve
D. Manipulating the throttles C. None of the above
D. A and B above
2. The normal outflow valve control
modes are: 6. If control vacuum becomes excessive in-
A. Ground taxi mode flight, cabin altitude:
B. Prepressurization mode A. Explosively decompresses to cruise
C. Flight mode altitude
D. All of the above B. Stays where it is
C. Rises to the maximum altitude limit
3. Both throttles are advanced above 85% N 2 valve setting of 13,000 feet, where
on the ground. The outflow valves slowly cabin pressure enters the valve re-
close, driving cabin pressure 200 feet ducing vacuum effect and the cabin
below field altitude. This is the: levels at 13,000 feet
D. Decreases to a value as determined
A. Flight mode
by the maximum differential pressure
B. Ground mode valve setting
C. Prepressurization mode
D. None of the above 7. The normal mode for controlling cabin
pressure is the:
4. What OPENS the two outflow valves to A. AUTO mode
climb the cabin?
B. MANUAL mode
A. AUTO uses the digital cabin pressure C. Isobaric mode
controller to meter ejector vacuum to
the climb solenoid of the primary
valve
8. The source of bleed air for cabin pres-
B. The CABIN DUMP switch sends DC
surization when the EMERG PRESS ON
power to the climb solenoid and the
light is illuminated inflight is:
cabin rises to the 13,000 feet cabin
altitude limit valve A. Vapor-cycle air
C. With the MANUAL switch selection B. Right engine
and using the red knob to manually C. Either or both engines
meter ambient low pressure air to the D. Pylon ram air
secondary valve
D. All of the above

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9. The source of bleed air for cabin pres- 12. During taxi out, the controller is set to:
surization when the EMERG PRESS ON A. Destination field elevation plus 200
light is illuminated is: feet in the CA mode
A. Freon B. Cruise plus 1,000 feet in the FL mode
B. 120F bleed air from the windshield C. Field pressure altitude plus 500 feet
anti-ice bleed-air shutoff valve and D. 300 to 500 fpm on the cabin rate-of-
6 ppm flow from the EMER valve climb control
C. LH and RH bleed-air shutoff valves
D. Pylon ram air 13. The controller on the tilt panel continu-
ously generates an AUTO-SCHEDULE
while in flight, based on:
10. The DC-powered pressure controller
modes are: A. Departure field elevation, the maximum
altitude reached, and pilot input of des-
A. Isobaric mode
tination field elevation plus 200 feet
B. AUTO mode
B. Information inputs made in MANUAL
C. MANUAL mode using red knob
D. A and B above C. Cabin always at maximum differen-
tial pressure
11. I f t h e a i r d a t a s e n s o r / c o m p u t e r D. Departure field elevation only
fails inflight:
A. The controller amber light illuminates 14. On the ground with either engine operating
and CA switches to FL Isobaric mode. below 85% N 2 :
B. It remains in the CA AUTO mode. A. Only the primary outflow valve opens.
C. Only manual control remains. B. Neither outflow will open.
D. I t a u t o m a t i c a l l y s w i t c h e s t o t h e C. Both outflow valves are open.
EXER mode. D. Only the secondary outflow valve opens.

CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 13-1
GENERAL ........................................................................................................................... 13-1
MAJOR COMPONENTS .................................................................................................... 13-2
Reservoir ......................................................................................................................... 13-2
Pumps ............................................................................................................................. 13-2
System Bypass Valve ...................................................................................................... 13-2
Firewall Shutoff Valves .................................................................................................. 13-3
Filters .............................................................................................................................. 13-3
Flow Switches ................................................................................................................. 13-3
OPERATION ........................................................................................................................ 13-3
HYDRAULIC SUBSYSTEMS ............................................................................................ 13-5
Thrust Attenuators .......................................................................................................... 13-5
QUESTIONS ...................................................................................................................... 13-12

ILLUSTRATIONS
Figure Title Page
13-1 Hydraulic Reservoir .............................................................................................. 13-2
13-2 Hydraulic Reservoir Access Door ......................................................................... 13-2
13-3 ENG FIRE Switchlights ........................................................................................ 13-3
13-4 Hydraulic System Schematic ................................................................................ 13-4
13-5 Thrust Attenuator .................................................................................................. 13-5
13-6 Thrust Attenuator Switch ...................................................................................... 13-6
13-7 Thrust Attenuator System Schematics (Stowing) ................................................. 13-7
13-8 Thrust Attenuator System Schematics (Deploying) .............................................. 13-8
13-9 Thrust Attenuator Actuator ......................................................................................13-9

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;;;;
;
CHAPTER 13
HYDRAULIC POWER SYSTEMS
INTRODUCTION
;
;;
The CitationJet hydraulic system is pressurized by two engine-driven pumps, one on each
engine. The system provides pressure for four subsystems: landing gear, speedbrakes,
flaps, and thrust attenuators. The system operation is monitored by annunciator lights.
GENERAL
The hydraulic system is classified as open The reservoir is pressurized to provide an ad-
center, bypassing pump output to return with equate supply of fluid to the pumps under all
essentially no buildup of pressure. Fluid by- operating conditions. Fluid is filtered prior to
passing ceases and pressure is provided when entering a subsystem enroute to the reservoir.
operation of a subsystem is initiated.
Annunciator lights warn of low flow and in-
The pumps are supplied with fluid through dicate when the system is pressurized.
motorized firewall shutoff valves controlled
from the cockpit.

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The wheel brake system is powered by a sep- clean, red, MIL-H-83282 fluid to the FULL
arate, completely independent hydraulic mark and recap.
system.
Approved hydraulic fluid for both systems is

CAUTION
red MIL-H-83282 as well as in the gear struts. The use of any purple phosphate es-
MAJOR COMPONENTS
RESERVOIR
The reservoir (Figure 13-1) is mounted on the
right side of the fuselage under the right en-
gine pylon. It is pressurized by the 23 psi ser-
vice bleed-air system to reduce foaming and
assure positive flow. A relief valve on top of
the reservoir opens at approximately 30 psi to
Figure 13-2. Hydraulic Reservoir

Access Door
ther-based hydraulic fluid will
damage O-rings and the system and
is prohibited.
Figure 13-1. Hydraulic Reservoir
prevent overpressurization. PUMPS

The constant volume hydraulic pumps, driven
Servicing connections are provided below the by the accessory section of the engines, are
hydraulic reservoir under the hydraulic access rated at 3.25 gpm each. The pumps are in op-
door (Figure 13-2), and does not require equip- eration when the engines are operating. Either
ment capable of delivering hydraulic fluid under pump is capable of operating all subsystems.
pressure. A sight gage is marked at FULL and
ADD levels. The reservoir capacity at the FULL SYSTEM BYPASS VALVE
level is 2 liters (125 cubic inches). The hy-
draulic reservoir can be hand-filled. Verify that The solenoid-operated hydraulic bypass valve
the flaps are zero to 15 degrees, speedbrakes, is spring-loaded open to route pump output to
and attenuators are retracted and the landing gear the return line. When energized by selecting
is extended. Push the manual relief valve on top the operation of a subsystem, the valve ener-
of the reservoir to relieve trapped service air gizes closed increasing hydraulic pressure. If
pressure before removing filler cap. Pour in electrical power is interrupted, the valve fails

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to the open position. A mechanical relief valve A flow switch installed in each pump pressure line
in parallel with the bypass valve maintains controls the HYD FLOW LOW LH/RH annuncia-
the system pressure at a maxi- tor. As flow from a pump exceeds 1.33 gpm, a cir-
F/W mum of 1,500 psi. cuit opens to extinguish the LH or RH segment of
SHUTOFF the annunciator, as applicable.
LH RH FIREWALL SHUTOFF
VALVES As flow decreases below .35 TO .55 gpm, the
HYD FLOW LOW annunciator will illuminate
A hydraulic firewall shutoff accompanied by MASTER CAUTION lights.
valve is installed in the supply A check valve in the flow switch prevents
line to each hydraulic pump. back flow into the pump.
The valves are motorized and
are controlled by ENG FIRE
OPERATION
When an engine is started, the pump draws
fluid from the reservoir through the normally
open firewall shutoff valve (Figure 13-4).
Pump output flow through the flow switch
opens a circuit to extinguish the LH or RH seg-
ment of the HYD FLOW LOW light.
Assuming that no subsystem is being operated,

the deenergized system bypass valve is open,
bypassing pump output to return. As the sec-
ond engine is started, the entire HYD FLOW
Figure 13-3. ENG FIRE Switchlights LOW annunciator is extin-
HYD PRESS guished.
ON
switchlights on the glareshield (Fig-
ure 13-3). The valves are normally open and When any subsystem is electrically activated,
are to be closed only in the event of an engine a circuit is completed to energize the system
bypass valve to the closed position.
fire or to perform maintenance. The hydraulic
F/W SHUTOFF LH/RH lights come on when
a FIRE switch light is pressed. As pressure increases, the HYD
PRESS ON annunciator illu-
minates. System pressure is limited to
FILTERS 1,500 psi as the system relief valve opens.
The system incorporates three filters, two for When system operation is completed, the cir-
filtering fluid leaving the pumps and one for fil- cuit to the system bypass valve opens. The
tering return fluid prior to entering the reser- deenergized hydraulic bypass valve spring-
voir. Each filter incorporates a bypass valve that loads to the open position, again bypassing
opens at 100 psid if the filter el- pump output to return. The system depres-
HYD FLOW ement clogs. surizes and the HYD PRESS ON annunciator
LOW goes out. The system remains in the bypass-
There is no cockpit indication ing (open center) condition until another sub-
LH RH or filter indication of bypassing. system is selected for operation.
When an engine is shut down, the applicable seg-

FLOW SWITCHES ment of the HYD FLOW LOW annunciator il-

13-4
LH FLOW ONE-WAY
SWITCH CHECK VALVE
F F
LANDING
GEAR RH FLOW
SWITCH
HYD FLOW
SPEED- LOW
BRAKES HYDRAULIC
SYSTEM
BYPASS VALVE LH RH
SPD BRK RETRACT

THRUST
ATTENUATOR EXTEND
FAILSAFE
OPEN EXTEND
WING 1500 psi
FLAPS P
FILTER RELIEF VALVE FILTER FILTER
LH MLG RH MLG
LH SPEED LH PWR BRK RH PWR BRK RH SPEED

BRAKE ANTISKID ANTISKID BRAKE
LH HYD RH HYD
F/W F/W
SHUTOFF SHUTOFF
LH HYD RH HYD
PUMP PUMP
HYD PRESS RESERVOIR F/W

ON SHUTOFF
ATTEN
UNLOCK
SPD BRK LH RH
LH THRUST RH THRUST
EXTEND ATTENUATOR ATTENUATOR LH RH
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MASTER
CAUTION
international
RESET
Revision 2
Figure 13-4. Hydraulic System Schematic

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luminates. With both engines shut down, the

entire annunciator illuminates. Loss of a pump
during system operation is indicated by illumi-
nation of the LH or RH segment, as applicable.
Depressing an ENG FIRE switchlight closes
the hydraulic firewall shutoff valve and the fuel
firewall shutoff valve for that engine. The gen-
erator field relay trips open and the fire-extin-
guishing system is armed. Closing of both fuel
and hydraulic firewall shutoff valves illumi-
nates the F/W SHUT OFF LH/RH annunciator.
HYDRAULIC
Figure 13-5. Thrust Attenuator
SUBSYSTEMS
If inadvertent inflight deployment occurs,
Hydraulically powered subsystems include engine exhaust blast against deployed paddles
landing gear, speedbrakes, flaps, and thrust at- moves the hydraulic actuator up the cylinder
tenuators. Thrust attenuators are discussed in against spring tension allowing the paddles to
this chapter. Application of hydraulic power move toward stow.
to the other three subsystems is presented in
Chapter 14, Landing Gear and Brakes, and SNs 0001 through 0144 use a three-position,
in Chapter 15, Flight Controls. white-booted control switch labeled STOW
AUTOTEST. This switch is mounted on the
THRUST ATTENUATORS control quadrant below the throttles (Figure
13-6). It is detented in the STOW and AUTO
positions and spring-loaded out of the TEST
General position to AUTO.
A thrust attenuator vertical paddle is posi-
tioned at the rear of each engine pylon. Elec- SNs 0145 and subsequent, and earlier units by
trically controlled by retarding the throttles attrition, incorporate a similar acting switch
to idle, both paddles are hydraulically stowed with lever-lock protection. This lever-lock,
when either throttle is advanced 1/4-inch three-position switch must be pulled up and
ahead of idle (Figure 13-5). Deployment re- forward from AUTO into the STOW position
duces idle thrust by approximately 50% to and will slide aft and drop into the AUTO po-
minimize brake energy levels during ground sition. This prevents accidentally selecting
operations. The system consists of a control STOW. Thrust attenuator position is moni-
switch, hydraulic control valves and actuators, tored by observing the HYD PRESS ON,
exhaust deflecting paddles, stow limit ATTEN UNLOCK LH/RH, and ATTN STOW
switches, electrical control circuitry, and ad- SELECTED annunciator lights.
visory lights. Each actuator is contained in a
spring-loaded surrounding cylinder. A strong
spring seats the actuator at the end of the
cylinder for normal deployment and stowing.

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Operation
Selecting AUTO, with LH and RH THRUST
ATTEN CB power and one or both engines run-
ning, automatically deploys both paddles:
At landing touchdown anytime both

throttles are in idle
If one throttle is at idle and the other in
the cutoff position with either squat
switch on the ground for FAA certifi-
cation, or both squat switches on the
ground for CAA certification
Both thrust attenuators stow automatically when:
Either or both throttles are advanced

above IDLE during ground operations
(Figure 13-7).
The thrust attenuator switch is in STOW.
The LH and RH throttles are both moved
to the cutoff position.
Both the squat switches in the air prevent
inflight deployment for FAA certification.
Either squat switch in the air position,
prevents inflight deployment for CAA
certification.
The MASTER CAUTION lights illuminate Figure 13-6. Thrust Attenuator Switch
with: and the paddles deployed.
Aircraft is inflight and the attenuators Selecting STOW brings on the ATTEN STOW
are locked. SELECTED light. Advancing the RH throttle
Aircraft is inflight, attenuator stow is se- quickly above 85% N 2 brings on the MASTER
lected, and flaps are beyond 15. CAUTION lights, and quickly reduces the RH
throttle to IDLE before rpm increases and
Aircraft is on the ground and either throt- MASTER CAUTION lights go out. Repeat
tle is above 85% N 2 , with attenuator
stow selected. the same action on the LH throttle and see
similar light indications. This is a test of the
The thrust attenuator paddles are deployed rejected takeoff circuitry which illuminates the
and stowed by main hydraulic system pressure MASTER CAUTION lights to inform the pilot
(Figure 13-7 and 13-8). The thrust attenuators the STOWTESTAUTO switch was either
are hydraulically locked at the DEPLOY and purposefully placed in STOW for takeoff (in-
STOW positions. dicating malfunctioning thrust attenuators
using the Dispatching checklist) or the
The Thrust AttenuatorChecked/Auto test switch is in the STOW position through a pro-
is performed during the Before Taxiing cedural error.
checklist with both engines running, the throt-
tles at idle, both squat switches on the ground, TEST is then selected, with both throttles at

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STOWING
STOWING THRUST ATTENUATOR STOWING

ACTUATORS
NOTE:
PISTONS EXTEND MOVING
BELL CRANKS TO STOW
THRUST BUCKETS
ATTENUATOR
SOLENOID
VALVES
STOW
A THRUST
U ATTENUATOR
T
O TEST
PRESSURE
RETURN
ATTEN
UNLOCK
LH RH HYD PRESS
ON
STOWED
THRUST ATTENUATOR
ACTUATORS
THRUST
ATTENUATOR
SOLENOID LEGEND
VALVES
TRAPPED FLUID
ATTEN PRESSURE
UNLOCK
RETURN
LH RH
STATIC PRESSURE
Figure 13-7. Thrust Attenuator System Schematics (Stowing)

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DEPLOYING
DEPLOYING THRUST DEPLOYING

ATTENUATOR
ACTUATORS
NOTE:
PISTONS RETRACT MOVING
BELLCRANKS TO DEPLOY
BUCKETS
THRUST
ATTENUATOR
SOLENOID
VALVES THRUST
ATTENUATOR
STOW
A
DEPLOY
U
T
O TEST
PRESSURE
IDLE
STOW
RETURN
ATTEN
UNLOCK
HYD PRESS
LH RH ON
DEPLOYED
THRUST
ATTENUATOR
ACTUATORS
THRUST
ATTENUATOR
SOLENOID
VALVES
LEGEND
ATTEN TRAPPED FLUID
UNLOCK
PRESSURE
LH RH
RETURN
STATIC PRESSURE
Figure 13-8. Thrust Attenuator System Schematics (Deploying)

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DEPLOY
MICROSWITCH
THRUST ATTENUATOR
CENTERLINE
ACTUATOR
PUSH-PULL
TUBE
ENGINE AXIS
SPRING
BELL
CRANK
THRUST ATTENUATOR
BUCKET/PADDLE
STOWED
TOP VIEW OF THRUST ATTENUATOR ASSY

(PYLON SKIN REMOVED FOR CLARITY)
Figure 13-9. Thrust Attenuator Actuator

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IDLE, turning on the MASTER CAUTION ATTN STOW A w h i t e AT T N S T O W S E -

lights. This is a test of the inflight unlock SELECTED LECTED light will illuminate
circuitry, i.e., if the thrust attenuators un- any time the switch is in the
lock inflight the MASTER CAUTION lights STOW position.
illuminate to warn the pilot of the problem.
The white ATTN STOW SELECTED light is
located on the annunciator panel in SNs 0032
NOTE
and subsequent, but is externally mounted If an attenuator unlock advisory light
on the instrument panel in earlier units. The should illuminate during flight, the
TEST circuit is inoperative inflight because thrust attenuator switch should be
the thrust attenuators are stowed and both placed in the STOW position.
squat switches are inflight.
Selecting AUTO, with the throttles at IDLE, During the first engine start, when the throt-
automatically deploys the paddles bringing on tle is advanced to IDLE, both engine thrust at-
the ATTEN UNLOCK LH and RH lights. The tenuator buckets deploy. When the throttle is
RH throttle is advanced slightly above IDLE advanced, during second engine start, both
and both paddles stow as indicated by the thrust attenuator buckets electrically stow mo-
ATTEN UNLOCK RH and LH lights going mentarily, then redeploy. The bucket of the sec-
out. The RH throttle is then pulled to IDLE and ond engine is momentarily stowed to reduce
both paddles deploy as indicated by the ATTEN engine exhaust back pressure to allow easier
UNLOCK RH and LH lights illuminating. The engine acceleration to idle. Both buckets de-
LH throttle is then advanced and reduced with ploy at the same time or stow at the same time
the similar light indications. Remember the because a single microswitch controls both
HYD PRESS ON light flashes on and off with LH and RH thrust attenuator hydraulic actu-
each deployment and each stow- ators. During ground taxi with either engine
ing. shutdown (throttle OFF), movement of the
ATTEN operating engine throttle will actuate both RH
UNLOCK and LH engine buckets. If one of the thrust at-
On deployment, the attenuator tenuator circuit breakers were popped, that
LH RH paddles will deflect to a position thrust attenuator would not respond.
30 from the exhaust plane of the
engine (64 of movement) and
w i l l i l l u m i n a t e t h e w h i t e AT T E N Limitations
UNLOCK annunciator light. Deploy- The Kinds of Operations Equipment List in
ment of the thrust attenuators in flight will also the AFM Limitations states: If the thrust at-
illuminate the MASTER CAUTION lights. tenuators deploy as a malfunction during taxi
and if they can be stowed by selecting the
The thrust attenuators can be stowed manually control switch to STOW, a takeoff may be
by moving the stow switch to STOW. Hy- made with 15 flaps. Takeoff with thrust at-
draulic pressure causes the actuators to stow tenuators stowed is not allowed with flaps
the paddles and they will move to the stow po- selected at 0. The 15 flap takeoff field length
sition on the engine pylon. The paddles are (TFL) is multiplied by 1.05 and the ultimate
held stowed by trapped hydraulic pressure and
are inoperative. In the STOW position the
ATTEN UNLOCK LH and RH lights extin-
guish.

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corrected TFL must not exceed 4,500 feet. is increased by 1.05%. If selecting STOW fails
Similarly, if deployment occurs inflight, mul- to stow the errant thrust attenuators, use suffi-
tiply landing distance by 1.05. The Dispatch cient power to keep the airspeed at safe margins
with Thrust Attenuator Stowed checklist is through flight to touchdown. Engine exhaust
provided for takeoff or landing. blasts on the paddles (hydraulically locked de-
ployed) forcing the actuator to slide up the
cylinder against spring tension. The paddles
Emergency should blow back, even to the full stow po-
If a malfunction causes either thrust attenuator sition resulting in only a small loss of available
to deploy, with either squat switch inflight, the thrust. If power is reduced, the internal spring
MASTER CAUTION lights immediately illu- forces the actuator toward its normal spring-
minate. Selecting STOW should move the pad- loaded position and the paddles redeploy.
dles to the stow position and landing distance

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QUESTIONS
1. The hydraulic system bypass valve is: 6. Access to the hydraulic reservoir sight
A. Spring-loaded closed glass is:
B. Spring-loaded open A. In the right forward baggage
C. Energizes closed compartment
D. Both B and C B. On the copilots instrument panel
C. Ahead of the tail cone baggage
compartment
2. Depressing an ENG FIRE switchlight: D. Under a door behind the right flap
A. Shuts off hydraulic fluid to the pump under right engine
B. Trips the generator field relay
C. Arms the fire-extinguishing system 7. The hydraulic system:
D. All of the above A. Uses only red MIL-H-83282 fluid
B. Has a reservoir capacity of 2 liters
(125 in. 3 )
3. Closing of a hydraulic valve is indi-
cated by: C. Is limited to 1,500 psi when loaded
D. All of the above
A. A warning horn
B. Illumination of the applicable F/W
8. Hydraulic system operation is indicated
SHUTOFF annunciator if the fuel
by illumination of the:
firewall shutoff valve also closes
C. Illumination of the HYD PRESS A. HYD LEVEL LO annunciator
ON annunciator B. HYD PRESS ON annunciator
D. None of the above (1,500 psi)
C. LH or RH HYD LEVEL LO
annunciator
4. If DC power is lost, the system by- D. LH or RH HYD FLOW LOW
pass valve: annunciator
A. Spring-loads to the closed position
B. Motorizes open 9. A hydraulic leak may be detected by:
C. Spring-loads to the open position A. Visible red fluid observed during -
D. None of the above pre- or post-flight walkaround
B. May be a possibility if both HYD
FLOW LOW lights illuminate
5. The hydraulic system provides pressure
to operate the: C. Below ADD on the sight gage
D. All of the above
A. Landing gear, speedbrakes, flaps,
and thrust attenuators
10. The thrust attenuators are stowed
B. Landing gear and speedbrakes only
any time:
(all airplanes)
C. Antiskid brakes, landing gear, A. The switch is in STOW.
and flaps B. During taxi, the switch is in AUTO
D. Speedbrakes, landing gear, and with either throttle forward of the
wheel brakes IDLE STOP.
C. The left and right throttles are both
in CUTOFF.

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11. The MASTER CAUTION lights 12. Thrust attenuators in AUTO will:
illuminate: A. Deploy automatically at touchdown
A. If inflight and unlocked (both squat switches on the ground)
B. If inflight with STOW selected and B. Stow automatically with the throt-
flaps beyond 15 (normally AUTO tles above IDLE for taxi
for landing) C. Deploy when both piggy back throttles
C. During taxi with STOW selected are pulled up to IDLEDEPLOY
and either throttle above 85% N 2 D. A and B above
(normally AUTO for takeoff)
D. All of the above

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION ................................................................................................................ 14-1
GENERAL ........................................................................................................................... 14-1
LANDING GEAR ................................................................................................................ 14-2
General ............................................................................................................................ 14-2
Controls and Indicators ................................................................................................... 14-3
Operation ........................................................................................................................ 14-6
NOSEWHEEL STEERING ............................................................................................... 14-10
BRAKES ............................................................................................................................ 14-11
General .......................................................................................................................... 14-11
Operation ...................................................................................................................... 14-12
Parking Brakes .............................................................................................................. 14-14
Emergency Brakes ........................................................................................................ 14-15
QUESTIONS ...................................................................................................................... 14-17

ILLUSTRATIONS
Figure Title Page
14-1 Left Main Gear and Door ...................................................................................... 14-2
14-2 Nose Landing Gear and Doors .............................................................................. 14-3
14-3 Landing Gear Control Panel .................................................................................. 14-3
14-4 Landing Gear Handle Locking Solenoid and Switches ........................................ 14-4
14-5 Landing Gear Position Indications ........................................................................ 14-5
14-6 Landing Gear SchematicRetraction .................................................................. 14-7
14-7 Landing Gear SchematicExtension ................................................................... 14-8
14-8 Landing Gear Emergency Extension ..................................................................... 14-9
14-9 AUX GEAR CONTROL T-Handle .................................................................... 14-10
14-10 Powerbrake System Schematic ........................................................................... 14-13
14-11 PARK BRAKE Handle ....................................................................................... 14-14
14-12 Emergency Brake System ................................................................................... 14-15

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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The CitationJet landing gear is electrically controlled and hydraulically actuated. When
retracted, the nose gear and the struts of the main gear are enclosed by mechanically ac-
tuated doors. The trailing link main gear wheels remain uncovered in the wheel wells. Gear
position and warning are provided by colored indicator lights and an aural warning.
Nosewheel steering is mechanically actuated through linkage from the rudder pedals.
A self-contained shimmy damper is located on top of the nose gear strut.
Power braking is provided with or without antiskid. Emergency braking is also provided.
Gear position indication is provided by one red

GENERAL and three green position indicator lights on the
landing gear control panel. In addition, an
Each inboard-retracting main gear uses two hy-
aural warning sounds when throttle or flap
draulic actuatorsone for gear actuation and
and gear position are not compatible when the
one for uplock release. Two hydraulic actua-
airspeed is less than 130 KIAS at <85% N 2 .
tors perform identical duties for the forward
retracting nose gear. An electrically posi-
The nosewheel steering system is mechani-
tioned gear control valve directs hydraulic
cally actuated by cable linkage from the rud-
pressure for gear extension or retraction.
der pedals. The system is enabled with the

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gear extended, on or off the ground. Nose gear

centering is accomplished mechanically
during retraction.
The powerbrake system uses a separate hy-

draulic system powered by an electrically
driven pump. Each main gear wheel houses a
multiple disc brake assembly that can be ac-
tuated by pressure from an electrically driven
pump or stored nitrogen pressure during
e m e rg e n c y b r a k i n g . A p a r k i n g b r a k e i s
provided for parking the airplane.
LANDING GEAR
GENERAL
The main and nose landing gear struts are con-
ventional air-oil struts. The landing gear is nor- Figure 14-1. Left Main Gear and Door
mally hydraulically actuated but can be T-handle mechanical cable or by the round
mechanically and pneumatically released and concentric knob releasing high pressure ni-
extended if the normal gear actuation system trogen from the bottle in the right nose com-
fails. The gear can be extended and retracted partment to push the piston to its unlocked
(V LO ), and operated with the gear extended position. Fluid is now sequenced to the down
(V LE ) at airspeeds up to 186 KIAS. It takes side of the strut actuator until mechanically
less than six seconds to extend or retract the locked at the fully extended position.
landing gear.
The downlock mechanism consists of a spring-
Main Gear loaded slider ring which is pushed along the
piston shaft till it spring-loads down into a slot
The main gear assembly (Figure 14-1) in- at the fully extended position. A second lock-
cludes a trunion, oleo struts, actuators, trailing ring is now hydraulically forced over the
ing link, a single wheel with a multiple disc slider ring is now hydraulically forced over the
brake, and a squat switch that senses in slider ring striking the down-and-locked mi-
flight/on-ground conditions. croswitch illuminating that struts down-and-
locked green indicating light. The downlocks
The main landing gear struts are mechanically can only be released by applying hydraulic
locked in the retracted position by the uplock pressure to the retract side of the actuator;
cylinder. This cylinder has a piston that is therefore, no blocks or external downlock pins
spring-loaded extended and mechanically are required.
holds the strut in the up-and-locked position.
To release any strut from its uplock, fluid is A door actuated by gear movement covers the
first sequenced to the uplock piston, pushing main gear strut when retracted; the wheel fairs
the piston against spring tension fully inside into the wheelwell.
the cylinder. The strut is now unlocked to
start extension (the strut roller is freed from Each main gear wheel incorporates a fusible
the uplock slot). The uplock is normally elec- plug that melts to deflate the tire if excessive
trically controlled and hydraulically un- temperature is generated by an overheated brake.
locked, but also may be unlocked by the

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Nose Gear
The nose gear assembly (Figure 14-2) includes
a strut, two hydraulic actuators, torque links,
a single wheel, and a self-contained shimmy
damper. The nose gear is held in the retracted
position by a spring-loaded uplock mecha-
nism that is released by a hydraulic actuator
prior to gear extension. When the gear is ex-
tended, an internal locking mechanism in the
gear actuator engages to lock the gear down.
This locking device is similar to the one in the
main gear actuator. No external downlock
blocks or pins are required for the nose gear.
The nose gear is mechanically centered dur-
ing retraction. When the nose gear strut goes
to the down-and-locked position, the heads-
up angle-of-attack indicator is activated.
Three doors are actuated by nose gear move-

ment to completely enclose the nose gear and Figure 14-2. Nose Landing Gear
wheel at retraction. The two forward doors are and Doors
closed with the gear extended or retracted, and
are open only during gear transit. The aft spade
door remains open with the gear extended.
CONTROLS AND INDICATORS

The landing gear is controlled by the LDG
GEAR control handle to the left side of the cen-
ter panel (Figure 14-3). Gear position is shown
by one red and three green indicator lights on
the gear control panel. A warning horn pro-
vides warning of abnormal conditions.
Controls
The LDG GEAR control handle actuates
switches to complete circuits to the extend or
retract solenoid of the gear control valve. On
the ground, the solenoid spring-loaded plunger
holds the handle in the DOWN position, pre-
venting inadvertent movement of the handle
to the UP position (Figure 14-4). Figure 14-3. Landing Gear Control Panel

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PLUNGER of a detent prior to movement to either the

UP or DOWN position.
Indicators
The green NOSE, LH, and RH lights on the
RETRACT
SWITCH
gear control panel indicate gear down and
EXTEND locked. As each gear locks down, its respec-
SWITCH tive green light is illuminated.
The red GEAR UNLOCKED light indicates an

unsafe gear condition. It illuminates when the
LOCKING gear handle is moved out of the UP detent and
SOLENOID
remains on until all three gear are down and
locked. At retraction, the light comes on when
Figure 14-4. Landing Gear Handle Locking any downlock is released and remains on until
Solenoid and Switches all three gear are up and locked.
CAUTION Normal indication with the gear down is three
green lights illuminated. All lights should be
Never attempt to pull the gear handle
out with the gear retracted.
up during taxi and special attention
must be given to checking the gear
handle in the down position before Figure 14-5 shows indicator light displays for
punching the start button to prevent various gear positions. The GEAR UN-
inadvertent nose gear retraction. LOCKED light and warning horn can both be
tested by positioning the rotary TEST switch
to LDG GEAR.
DC power for the gear position indicator lights,
aural warning, and the locking solenoid on
the gear handle is through the LDG GEAR Aural Warning
circuit breaker on the left hand feed extension A LANDING GEAR aural warning is pro-
bus located on the left circuit-breaker panel. vided by the warning/caution advisory system
The LDG GEAR circuit breaker is in the if one or more gear are not locked down, one
WARNING section of the panel and should not or both throttles are retarded below 85% N 2
be confused with the GEAR CONTROL cir- rpm, and airspeed is below 130 KIAS. The
cuit breaker in the SYSTEMS section of the warning can be silenced by pressing the HORN
same panel. SILENCE pushbutton on the gear control panel
(Figure 14-3).
Airborne, with the left main gear squat switch
in the in-flight position, the locking solenoid The aural warning also sounds if flaps are ex-
is energized to retract the plunger. This frees tended beyond TAKE OFF AND APPROACH
the handle for movement to the UP position. (15) with one or more gear not down-and-
This safety feature cannot be overridden. If the locked regardless of any other condition.
solenoid fails or electrical power is lost, the Under these conditions, the aural warning can-
gear handle cannot be moved to the UP not be silenced with the pushbutton.
position. The gear handle must be pulled out

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DOWN AND
LDG GEAR
LOCKED LDG GEAR
NOSE NOSE
UP UP
LH RH LH RH
ANTI- ANTI-
HORN SKID HORN SKID
SILENCE ON SILENCE ON
PUSH OFF PUSH OFF

GEAR GEAR
UNLOCKED UNLOCKED
DOWN UP AND DOWN

LOCKED
NOSE GEAR
NOT DOWN
LDG GEAR LDG GEAR
AND LOCKED
NOSE NOSE
UP UP
LH RH LH RH
ANTI- ANTI-
HORN SKID HORN SKID
SILENCE ON SILENCE ON
PUSH OFF PUSH OFF

GEAR GEAR
UNLOCKED UNLOCKED
ONE OR MORE
DOWN GEAR NOT UP DOWN
AND LOCKED
Figure 14-5. Landing Gear Position Indications

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OPERATION have been actuated, the gear control valve

circuit is interrupted and the valve returns to
General the neutral position. All position indicator
lights on the control panel are out.
In addition to energizing the gear control
valve, LDG GEAR handle movement to the UP
or DOWN position also closes the hydraulic Extension
system bypass valve, creating pressure as
indicated by illumination of the HYD PRESS Placing the LDG GEAR handle in the DOWN
ON annunciator. position energizes the extend solenoid of the
gear control valve (Figure 14-7). The valve is
positioned to apply pressure to the uplock ac-
At the completion of either tuators, releasing the gear uplocks. When the
HYD PRESS cycle, the bypass valve opens uplocks have released, pressure continues to
ON and the HYD PRESS ON an- the gear actuators. As each gear reaches the
nunciator goes out. fully extended position, a downlock mi-
croswitch is actuated. When all three downlock
The DC power for the landing gear control cir- switches are actuated, the control valve circuit
cuit is through the GEAR CONTROL circuit is interrupted and the gear control valve returns
breaker located in the SYSTEMS section of the to the neutral position. With pressure no longer
feed extension bus of the left circuitbreaker being applied to the gear actuator, the internal
panel. locking mechanism within each actuator as-
sumes the downlocked position and illumina-
Retraction tion of the green NOSE, LH, and RH position
indicator lights on the gear control panel.
Placing the LDG GEAR handle in the UP po-
sition energizes the retract solenoid of the
gear control valve. The control valve is posi-
tioned to direct pressure to the retract side of
Emergency Extension
each gear actuator and to preload the uplocks. If the hydraulic system fails or an electrical
The downlock mechanism in each actuator re- malfunction exists in the landing gear system,
leases and retraction begins (Figure 14-6). the gear uplocks can be manually released for
gear free-fall. An air bottle (Nitrogen), which
As each gear reaches the fully retracted po- is charged to 1,800 to 2,050 psi, is located in
sition, it is engaged by a spring-loaded uplock the right nose storage compartment. This bottle
mechanism, and an uplock microswitch is ac- is used for positive gear uplock release and gear
tuated. When all three uplock microswitches downlocking (Figure 14-8).

PRESSURE
MAIN LANDING MAIN LANDING
GEAR ACTUATOR RETURN GEAR ACTUATOR
GEAR CONTROL
SOLENOID VALVE
UPLOCK HOOK UPLOCK HOOK

ACTUATOR PNEUMATIC ACTUATOR
DUMP VALVE

SHUTTLE
VALVE
LEGEND PRESSURE FILL BLOW

GAGE PORT DOWN
HYDRAULIC PRESSURE BOTTLE
HYDRAULIC RETURN (ACTIVE)
STATIC HYDRAULIC FLUID
VENTED LINE
PNEUMATIC (NITROGEN) PRESSURE VENT EMERGENCY
BRAKE
EMERGENCY GEAR
EXTENSION
HANDLE
UPLOCK HOOK
ACTUATOR NOSE
GEAR
ACTUATOR
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14-7
Figure 14-6. Landing Gear SchematicRetraction

14-8
PRESSURE
MAIN LANDING MAIN LANDING
GEAR ACTUATOR RETURN GEAR ACTUATOR
GEAR CONTROL
SOLENOID VALVE
UPLOCK HOOK PNEUMATIC UPLOCK HOOK

ACTUATOR DUMP VALVE ACTUATOR

SHUTTLE
VALVE
LEGEND PRESSURE FILL BLOW

GAGE PORT DOWN
HYDRAULIC PRESSURE BOTTLE
VENTED LINE
PNEUMATIC (NITROGEN) PRESSURE VENT EMERGENCY
BRAKE
EMERGENCY GEAR
EXTENSION
HANDLE
UPLOCK HOOK
ACTUATOR NOSE
GEAR
ACTUATOR
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Figure 14-7. Landing Gear SchematicExtension
PRESSURE
MAIN LANDING GEAR CONTROL MAIN LANDING
SOLENOID VALVE RETURN GEAR ACTUATOR
GEAR ACTUATOR
UPLOCK HOOK PNEUMATIC UPLOCK HOOK

ACTUATOR DUMP VALVE ACTUATOR
SHUTTLE
VALVE
LEGEND
HYDRAULIC PRESSURE
PRESSURE BLOW
VENTED LINE GAGE DOWN
FILL
PNEUMATIC (NITROGEN) PRESSURE BOTTLE
PORT
NITROGEN/HYDRAULIC FLUID MIX PRESSURE
VENT
EMERGENCY BRAKE
UPLOCK HOOK
ACTUATOR
EMERGENCY GEAR
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TO UPLOCK
NOSE GEAR HOOKS EXTENSION HANDLE
ACTUATOR
international
14-9
Figure 14-8. Landing Gear Emergency Extension

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Emergency extension is initiated by pulling the

AUX GEAR CONTROL T-handle and rotat-
ing clockwise 45 to lock (Figure 14-9). This
mechanically releases the gear uplocks, al-
lowing the gear to free-fall. If necessary, use
the rudder to yaw the airplane, first in one di-
rection, then the other to fully extend the main
gear actuators. After the gear has extended,
pull the round knob (or collar) behind the T-
handle. This releases air bottle pressure to the
gear uplocks and actuators and: at the same
time, opens a dump valve to assure a path for
fluid return to the reservoir and to inhibit any
further hydraulic operation of the gear (Fig-
ure 14-8). Air pressure drives the gear actua-
tors to the fully extended position where they
are maintained by the internal lock mecha-
nism in each actuator. Once the air bottle has
been actuated, hydraulic operation of the gear
is not possible. Maintenance action is required
after an emergency extension to restore nor-
mal operation of the landing gear. The opti-
mum speed for this procedure is 150 KIAS with
flaps up.
Figure 14-9. AUX GEAR CONTROL
T-handle
NOTE
For towing, ensure that the flight control lock
Pneumatic pressure should be used to is disengaged, and do not exceed 95 nose
assure positive locking of all three wheel deflection. If 95 is exceeded, the steer-
gear actuators. ing attachment bolts will be sheared with re-
sultant loss of steering capability. If the control
lock is engaged, towing beyond 60 may cause
NOSEWHEEL STEERING structural damage.
Nosewheel steering is manually actuated
through cables and a mechanical linkage con-
nected to the rudder pedals. Steering is oper- CAUTION
ative with the gear extended. With the gear
retracted, rudder pedal movement does not If the nosewheel steering bolts are
deflect the nosewheel. sheared (indicated by loss of nose-
wheel steering with the rudder pedals),
Normally, steering is limited by rudder pedal flight should not be attempted. This is
stops to 20 nosewheel deflection either side due to the possibility of the nosewheel
of center. A spring-loaded bungee in the sys- not remaining centered after takeoff
tem provides an additional 64 nosewheel de- even with the gear extended.
flection via castering accomplished with
application of differential engine power or
Flying the airplane with inoperative
braking. The nosewheel is mechanically
nosewheel steering can also result in violent
centered for retraction.
nosewheel shimmy.

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Since the nosewheel deflects with rudder pedal precharge are exterior inspection items in the
movement anytime the gear is extended, the right nose baggage compartment area.
pedals should be centered just prior to nose-
wheel touchdown during a crosswind landing. The antiskid system is designed to provide
maximum braking efficiency on all runway
surfaces. A speed transducer in each main
gear wheel transmits 36 Hz wheel speed sig-
BRAKES nals to an electronic control box as a variable
frequency. Detection of sudden deceleration
GENERAL of a wheel (impending skid) causes the con-
trol box to command the antiskid valve to re-
The powerbrake system uses a multi-disc brake duce pressure being applied to the brakes.
assembly in each main gear wheel, powered by When the slow wheel catches up to the fast
a hydraulic system that is completely inde- wheel and the transducer signal returns to nor-
pendent of the airplane hydraulic system. The mal, braking pressure is restored to the brakes.
system automatically maintains constant pres- Touch-down protection is a feature of the an-
sure for brake operation. The brakes are nor- tiskid system that prevents touching down
mally used as antiskid powerbrakes, but can with locked brakes. The skid control CB pro-
operate as powerbrakes without antiskid provides touch-down system protection. The
tection. In the event that brake system hy- wheels must be rotating (same speed trans-
draulic pressure is lost, emergency braking is ducer voltage) and weight-on-wheels (both
available. The brake system CB protects the squat switches) for normal operation of the
powerbrake and antiskid systems. powerbrake and antiskid system. Optimum
braking technique is obtained by lowering the
Braking is initiated by brake pedal-actuated nose to the ground, applying brakes, and then
master cylinders. If both the pilot and copilot selecting the ground flap position which au-
apply brakes simultaneously, the one applying tomatically extends the speedbrakes. Firmly
the greater force on the rudder pedals has con- applying and holding the brakes until the de-
trol since they are plumbed together in series. sired speed has been reached. Do not pump the
brakes.
System components include a hydraulic ac-
cumulator and a reservoir pressurized by cabin
air. Reservoir fluid level and accumulator air NOTE
The antiskid system is not operative
with the parking brake set.

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OPERATION If a fault develops in the anti-

ANTISKID skid system, the ANTI-SKID
With the LDG GEAR handle DOWN and DC INOP INOP annunciator light comes
power available, a pressure switch controls the on, and the system should be switched off.
DC motor-driven hydraulic pump to maintain Brake operation remains the same except that
900 to 1,300 psi for brake operation (Figure antiskid protection is not available. Care
14-10). An accumulator dampens pressure should be taken to ensure that brake pressure
surges and provides a reserve of pressure. The is released prior to turning the antiskid system
powerbrake and antiskid systems receive DC off, and that the airplane is not moving prior
power from the BRAKE SYSTEM circuit to turning the antiskid system on.
breaker located on the left circuit-breaker panel.
When brake system pressure
The master cylinders are supplied with fluid PWR BRK drops below 750 psi, the ANTI-
from the brake reservoir. Depressing the brake LOW PRESS SKID INOP and POWER
pedals applies master cylinder pressure to BRAKE LOW PRESS annuncia-
actuate the powerbrake valve, which meters tors will illuminate.
pump pressure to the brake assemblies in di-
rect proportion to pedal force.
Ground test of the antiskid system is accom-
With the ANTI-SKID switch on the LDG GEAR plished by clockwise rotation of the rotary
panel in the ON position and a ground speed of test switch to the ANTI-SKID test position,
at least 12 knots, maximum braking without seeing the ANTI-SKID INOP light flashing,
wheel skid is available. Any tendency of a immediatley selecting the ANNU position and
wheel to rapidly decelerate (skid) is detected making the necessary checks there, and is a
by the wheel speed transducer, and the antiskid valid test if the ANTI-SKID INOP light is
valve is signaled to momentarily dump pressure confirmed extinguished in the rotary test OFF
from both brakes. As wheel speed returns to nor- position. The antiskid system test is failed if
mal, dumping ceases and pressure is once again the ANTI-SKID INOP light remains on in ro-
increased in the brake assemblies. When wheel tary test OFF position. This is a full dynamic
speed drops below approximately 12 knots, self-test of the antiskid system.The full dy-
the antiskid function disengages. namic self-test may be done by turning the
ANTI-SKID switch OFF and then ON at a full
Braking on each main wheel is controlled by the stop. The ANTI-SKID INOP light comes on
applicable master cylinder and pedal; therefore, for 5 seconds and then goes out. The airplane
differential braking is available. Manual brak- should be stopped prior to moving the rotary
ing is possible if the powerbrake system fails, test switch to ANTI-SKID because the test
but pneumatic braking is recommended. could interfere with system operation.
The ANTI-SKID switch, located on the LDG

GEAR control panel, is normally in the ON po- NOTE
sition. In the OFF position, the antiskid sys- When the antiskid system fails the
tem is deactivated and the ANTI-SKID INOP ANTI-SKID INOP annunciator light
annunciator is on. The powerbrakes receive DC will illuminate. Differential power
power through the BRAKE SYSTEM circuit braking is available. However, since
breaker on the left circuit-breaker panel. the antiskid is inoperative, exces-
sive pressure on the brake pedals
may cause wheel brakes to lock, re-
sulting in tire blowout.

LEGEND
SUPPLY FLUID
MANUAL BRAKE PRESSURE
POWER BRAKE PRESSURE
DC POWER
RETURN FLUID BRAKE

BATT
METERED BRAKE PRESSURE RESERVOIR PUMP OFF
PNEUMATIC PRESSURE MOTOR

EMER
STATIC AIR
ANTISKID ELECTRICAL SYSTEM
ON < 750 PSI

PWR BRK
BLOW LOW PRESS OFF > 900 PSI
PRESSURE
PRESSURE DOWN GAGE P
FILL ANTISKID
GAGE BOTTLE
PORT INOP
P
ACCUMULATOR
METERING
TO LANDING GEAR VALVE TEST
EMERGENCY EXTENSION OFF

ANNU FIRE
SERVO VALVE WARN
OVERBOARD ANTI
SKID
LND
GEAR
EMERGENCY BRAKE VENT OVER BATT
SPEED TEMP
PARKING BRAKE W/S TEMP AOA
SPARE
LDG GEAR
ANTISKID
CONTROL UP
ANTI-
(SPEED HORN SKID
COMPARISON) SILENCE ON
PUSH OFF
FlightSafety
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SHUTTLE SHUTTLE
VALVE VALVE
international
14-13
Figure 14-10. Powerbrake System Schematic

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NOTE Two circuit breakers located in the

systems section of the pilots circuit-
If the powerbrake pump fails after the breaker panel. The first is a 20-amp
accumulator pressure exceeds 750 brake system CB. Disengaging the
psi, the POWER BRAKE LOW brake system CB electrically de-
PRESS light may not illuminate until energizes the antiskid system and the
normal brakes are used. powerbrake system.
The second is a 5-amp skid control

CAUTION CB, disengaging the skid control CB
does not turn the antiskid system off,
If the powerbrake system fails, the it only defeats touchdown protection.
POWER BRAKE LOW PRESS and
ANTI-SKID INOP caution annunci-
ators will illuminate. The antiskid PARKING BRAKES
system does not function during
emergency braking. Excessive pres- The parking brakes can be set by applying the
sure on the emergency brake handle brakes in the normal manner, then pulling out
can cause both wheel brakes to lock, the PARK BRAKE handle (Figure 14-11) on
resulting in blowout of both tires. the left lower side of the pilots instrument
panel. This mechanically actuates the parking
brake valve, trapping fluid in the brakes. Re-
NOTE lease the parking brakes by depressing the
brake pedals, then pushing in the PARK
The model 525 aircraft does not ini- BRAKE handle. One-way check valves allow
tiate the dynamic self-test upon ex- setting increased, trapped pressure once the
tension of the landing gear. The brakes are set by simply depressing the brake
initiation of the dynamic self-test is pedals harder.
only upon initial power up of the an-
tiskid system, by turning on the
ANTI-SKID switch or by rotary
TEST. An eight-second timer pre-
vents the ANTISKID INOP light
from illuminating during gear ex-
tension except when powerbrake
pressure is under 750 psi building to
900 psi. It would then be out in the
normal powerbrake pressure range
with the balance of the eight-second
timer preventing its illumination.
When the aircraft is inflight with the

ANTI-SKID switch on, the antiskid
control unit is constantly monitoring
for shorts and opens in the trans-
ducer and servo-valve circuits. This
is the self test function. If an open or
short occurs with the gear handle up
or down in flight, the ANTI-SKID Figure 14-11. PARK BRAKE Handle
INOP light will illuminate.

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NOTE Operation
Do not set the brakes subsequent to Pulling the red EMER BRAKE PULL lever aft
a hard stop. Brake heat transfer to the mechanically actuates the emergency brake
wheel could melt the fusible plugs, valve (Figure 14-12). The valve meters air
deflating the tire. pressure through shuttle valves to the brake as-
semblies in direct proportion to the amount of
A 1,000 psi thermal relief valve is incorporated lever movement.
in the parking brake valve.
Since air pressure is applied to both brakes si-
multaneously, differential braking is not pos-
EMERGENCY BRAKES sible. Returning the lever to its original
position releases pressure from the brakes and
In the event the hydraulic brake system fails, vents it overboard, releasing the brakes.
a pneumatic brake system is available. The sys-
tem uses air pressure from a pneumatic bottle The emergency brakes should be applied
which can also be used for emergency land- only enough to obtain the desired rate of de-
ing gear extension. Air bottle pressure is ad- celeration, then held until the airplane stops.
equate for stopping the airplane, even if the Repeated applications waste air pressure.
landing gear has been pneumatically extended. Antiskid protection is not available during
POWER BRAKE SYSTEM

}
SHUTTLE VALVE
(ONE IN EACH
BRAKE ASSEMBLY)
EMERGENCY
BRAKE VALVE
OVERBOARD
LEGEND
AIR PRESSURE
EMERGENCY
MECHANICAL AIR BOTTLE
Figure 14-12. Emergency Brake System

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emergency braking. Do not attempt to taxi NOTE

after clearing the runway when using the
emergency brakes. Approximately ten ap- Do not depress the brake pedals while
plications are available for emergency brak- applying emergency airbrakes. Shuttle
ing if the emergency air bottle is full, five valve action may be disrupted, allow-
applications may be available if the bottle has ing air pressure to enter the hydraulic
been used for emergency gear extension. lines and rupture the brake reservoir.
Maintenance action is required subsequent to

emergency braking.
NOTE
Best performance can be obtained
using a smooth, steady, continuous
pull of the handle to obtain the de-
sired deceleration rate. Multiple pulls
and releases of the handle will de-
plete the nitrogen charge.

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QUESTIONS
1. On the ground, the LDG GEAR handle 6. The gear warning horn cannot be si-
is prevented from movement to the UP lenced when one or more gears are not
position by: down-and-locked and:
A. Mechanical detents A. Flaps are extended beyond the 15
B. A spring-loaded locking solenoid position.
C. Hydraulic pressure B. Airspeed is less than 130 KIAS.
D. A manually applied handle lock- C. Either throttle is retarded below
ing device 85% N 2 rpm.
D. Both throttles are retarded below
2. The landing gear uplocks are: 85% N 2 rpm.
A. Mechanically held engaged by springs
7. When the LDG GEAR handle is
B. Hydraulically disengaged
positioned either UP or DOWN:
C. Pneumatically engaged
A. The hydraulic bypass valve is ener-
D. Both A and B
gized open.
B. The hydraulic bypass valve is ener-
3. Landing gear downlocks are disengaged:
gized closed.
A. When hydraulic pressure is applied to C. The bypass valve is not affected.
the retract side of the gear actuators
D. The HYD PRESS ON annunciator
B. By action of the gear squat switches light goes out.
C. By removing the external down-
lock pins 8. Emergency extension of the landing
D. By mechanical linkage as the gear gear is accomplished by actuation of:
begins to retract
A. A switch for uplock release and
application of air pressure
4. Each main gear wheel incorporates a
B. One manual control to release the
fusible plug that:
uplocks and apply air pressure for
A. Blows out if the tire is overserviced extension
with air C. Two manual controlsone to me-
B. Melts, deflating the tire if an over- chanically release the uplocks and
heated brake temperature occurs another to apply air pressure for
C. Is thrown out by centrifugal force if gear extension and downlocking
maximum wheel speed is exceeded D. None of the above
9. Nosewheel steering is operative:
5. At retraction, if the nose gear does not A. Only on the ground
lock in the up position, the gear panel
B. With the gear extended or retracted
light indication will be:
C. With the gear extended, in flight or
A. Red light on, green LH and RH on the ground
lights on
B. Red light out, green LH and RH
lights on
C. Red light on, all three green lights out
D. All four lights out

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10. The powerbrake valve is actuated: 14. Concerning the landing gear, the cor-
A. Mechanically by the rudder pedals rect statement is:
B. Mechanically by the emergency A. The red GEAR UNLOCKED light
airbrake control lever will illuminate and the warning
C. Hydraulically by master cylinder horn will sound whenever either or
pressure both throttles are retarded below
85% N 2 and the gear is up.
D. Automatically at touchdown
B. The gear warning horn can be si-
lenced when the gear is not down
11. Do not actuate the brake pedals while and locked and the flaps are ex-
applying brakes with the emergency tended beyond 15.
brake system because: C. The landing gear pins must be in-
serted on the ground due to loss of
A. Air bubbles will be induced into the
hydraulic pressure as the engines
brake fluid.
are shut down.
B. The shuttle valve may allow air
D. The landing gear is secured in the ex-
pressure into the brake reservoir,
tended position by mechanical locks.
rupturing it.
C. The shuttle valve will move to the 15. Concerning landing gear auxiliary
neutral position, and no braking ac- extension, the correct statement is:
tion will occur.
A. If three green lights are observed after
D. The brakes will be spongy. yawing the airplane, it is not neces-
sary to use the pneumatic bottle.
12. The DC motor-driven hydraulic pump B. The optimum airspeed for this
in the brake system operates: procedure is 150 KIAS.
C. The LDG GEAR handle is placed in
A. During the entire time the LDG GEAR the DOWN position to release the
handle is in the DOWN position gear uplocks in order to allow the
B. As needed with the LDG GEAR red T-handle to release the doors.
handle DOWN in order to maintain D. After the gear is extended by this
system pressure procedure, it can be retracted in
C. Only when the PWR BRK PRESS flight if the hydraulic system is re-
LO annunciator illuminates turned to normal operation.
D. Even when the LDG GEAR handle
is UP to keep air out of the system 16. The wheel brakes:
as the airplane climbs to altitude A. Will be inoperative with a HYD
LOW LEVEL light illuminate
B. Must be applied with the emergency
13. When using the emergency brake:
system if a HYD LOW LEVEL light
A. Differential braking is not available. is illuminated
B. Antiskid protection is provided. C. Use a different type of approved
C. The handle should be pumped. fluid from that used by the airplane
D. Nosewheel steering is inoperative. hydraulic system
D. Are totally independent of the open
center airplane hydraulic system

FlightSafety
international
17. When the emergency brakes are used: 19. The HYD PRESS ON light remains il-
A. The EMER BRAKE PULL lever luminated after the landing gear is up
should be pumped in order to build up and locked. The corrective action is to:
sufficient pressure to stop the airplane. A. Extend the gear, and leave it down
B. The normal toe brakes must also be for the remainder of the flight.
applied to allow the bottle pressure B. Pull the hydraulic pump CB to
to reach the brakes. prevent system damage.
C. Differential braking is not available. C. Pull the GEAR CONTROL CB to
D. Braking action will be insufficient allow the system bypass valve to
if the gear has been extended pneu- open.
matically, since that process will D. Do nothing. The landing gear are
exhaust the bottle pressure. held in the retracted position by hy-
draulic pressure.
18. The parking brake: 20. Which is the incorrect statement?

A. May be set immediately after a A. When the landing gear are extended
maximum braking effort due to the outside the OM, powerbrake and
modulation of the antiskid system antiskid are inoperative.
B. Will still be operable if the emer- B. There is no powerbrake or antiskid
gency brakes have to be utilized until the main wheels touch down
C. Must be off to ensure proper opera- and spin up and the squat switch(es)
tion of the antiskid system go to ground.
D. Has thermal relief valves to pre- C. To defeat touchdown protection,
vent the fusible plugs in the tire pull the skid control CB.
from melting D. To defeat antiskid protection, pull
the skid control CB.

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-2
General............................................................................................................................. 15-2
Control Lock System ....................................................................................................... 15-2
TRIM SYSTEMS .................................................................................................................. 15-3
General............................................................................................................................. 15-3
Rudder and Aileron Trim................................................................................................. 15-3
Elevator Trim ................................................................................................................... 15-3
SECONDARY FLIGHT CONTROLS.................................................................................. 15-4
General............................................................................................................................. 15-4
Flaps................................................................................................................................. 15-6
Speedbrakes ..................................................................................................................... 15-9
STALL WARNING............................................................................................................. 15-13
QUESTIONS....................................................................................................................... 15-14

ILLUSTRATIONS
Figure Title Page
15-1 Flight Control Surfaces .......................................................................................... 15-2
15-2 Control Lock Handle.............................................................................................. 15-3
15-3 Rudder and Aileron Trim Systems......................................................................... 15-4
15-4 Elevator Trim System............................................................................................. 15-5
15-5 Flap Lever and Position Indicator .......................................................................... 15-6
15-6 Flap Operation (Sheet 1 of 2)................................................................................. 15-7
15-6 Flap Operation (Sheet 2 of 2)................................................................................. 15-8
15-7 Speedbrake System ................................................................................................ 15-9
15-8 Speedbrake Extension.......................................................................................... 15-10
15-9 Speedbrake Retraction ......................................................................................... 15-11
15-10 Speedbrake Blowdown (Electrical Failure) ......................................................... 15-12
15-11 Stall Strip ............................................................................................................. 15-12

CHAPTER 15
FLIGHT CONTROLS
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INTRODUCTION
The primary flight controls of the CitationJet consist of ailerons, rudder, and elevators.
They are manually actuated by rudder pedals and conventional control columns and can
be immobilized by control locks when on the ground. Trim is mechanical in all three
axes. Electrical elevator trim is also provided.
Secondary flight controls consist of electrically controlled and hydraulically actuated
flaps and speed brakes.

FlightSafety
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The elevator tabs can also be electrically po-

PRIMARY FLIGHT sitioned by pitch trim switches on the control
CONTROLS wheels. The pilots switch has priority.
All flight control surfaces, including primary, sec-

GENERAL ondary, and trim tabs, are shown in Figure 15-1.
The ailerons, rudder, and elevators are man-
ually operated by either the pilot or the copi-
lot through a conventional control column and CONTROL LOCK SYSTEM
rudder pedal arrangement. Control inputs are
transmitted to the control surfaces through Control locks, when engaged, restrain the
cables and bellcranks. The rudder pedals can primary flight controls and lock both throt-
be adjusted to the forward, middle, and aft tles off. Prior to engaging the control lock,
detented positions for comfort by depressing move both throttles to CUTOFF and neu-
a spring-loaded latch on the side of each rud- tralize the flight controls. Rotating the
der pedal. CONTROL LOCK handle (Figure 15-2) 90
clockwise and pulling out until the handle
The rudder, both elevators, and the left aileron returns to the horizontal position locks the
are each equipped with a trim tab mechanically flight controls in neutral and the throttles
actuated from the cockpit. in CUTOFF.
ELEVATOR TRIM TAB
TRIM TAB
FLAP RUDDER
SPEEDBRAKE
TRIM TAB
AILERON
Figure 15-1. Flight Control Surfaces

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TRIM SYSTEMS
GENERAL
Rudder and aileron trim are mechanically op-
erated by cables from trim wheels in the cock-
pit. Mechanically and electrically operated
trim tabs are provided for the elevators and are
controlled by a manual trim wheel on the
pedestal or electrical elevator trim switches on
the outboard control wheel grips.
RUDDER AND AILERON TRIM

Operation
Rudder or aileron trim is initiated by rotation
of the rudder trim wheel or aileron trim knob
on the pedestal (Figure 15-3). Cable systems
position the rudder and aileron trim tabs. A me-
chanical indicator adjacent to the trim wheel
or knob indicates direction of trim input. The
rudder servo tab deflects 13 in the opposite
Figure 15-2. Control Lock Handle direction for each degree of rudder deflection
To unlock the flight controls and throttles, ro- to aid the pilot in rudder deflection. It is the
tate the handle 90 clockwise and push in until only servo tab on the airplane.
it returns to the horizontal position.
ELEVATOR TRIM
NOTE
The nosewheel steering and the rud- Manual Trim
der are connected through the rudder Manual elevator trim is initiated by rotating
pedal linkage. The airplane must not the elevator trim wheel (Figure 15-4). Mo-
be towed with the locks engaged. To tion is mechanically transmitted to position the
do so can damage the steering system. elevator tabs. As the tabs move, a pointer on
Do not fly the airplane if the nose- the elevator TRIM indicator moves toward
wheel steering is inoperative. This the NOSE UP or NOSE DOWN position.
condition cannot be detected until
steering is attempted during taxi.

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Electrical Trim Runaway or malfunctioning trim can be in-

terrupted by depressing the red AP/TRIM
Electrical trimming of the two elevator trim DISC switch on the control wheel and pulling
tabs is accomplished with a split-element trim the PITCH TRIM circuit breaker on the left cir-
switch on the outboard side of each control cuit breaker panel.
wheel (Figure 15-4). Both elements of the
switch must be moved simultaneously to com-
plete a circuit to the electric motor trim
actuator in the tail cone. The pilots pitch trim NOTE
inputs override those made by the copilot. Do not engage the autopilot with
electric trim inoperable.
As the trim switch is moved to the UP or DOWN
position, the elevator tabs are repositioned as
indicated by the elevator TRIM indicator.
Prior to flight, the system can be checked for
SECONDARY FLIGHT
proper operation by moving both elements of CONTROLS
the switch, in turn, in both directions, noting
that trim occurs in the appropriate directions. GENERAL
Check for system malfunction by attempting to
trim with one element of the switch. If trimming The secondary flight controls consist of wing
occurs, the system is malfunctioning and must flaps and speedbrakes; both are electrically
be restored to normal operation prior to flight. controlled and hydraulically actuated.
LEGEND AFT END OF

MECHANICAL PEDESTAL VERTICAL
Figure 15-3. Rudder and Aileron Trim Systems

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LEGEND
MECHANICAL
MANUAL TRIM
ELECTRICAL
ELECTRIC TRIM
Figure 15-4. Elevator Trim System
A single flap section on each wing can be hy- The speedbrakes consist of smooth panels
draulically positioned from 0 to 60. Me- on top and panels with holes on the bottom
chanical interconnection of left and right wing of the wing forward of the flaps. They pro-
flap segments prevent asymmetrical flap op- vide increased descent rates and increased
eration and permits flap operation with one hy- drag to aid braking during landing rollout.
draulic actuator.

FlightSafety
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the throttles above and below 85% N 2 while

in the ground flap position.
WARNING
The ground flap position is not

locked out in flight. Selection of
GROUND FLAPS will significantly
increase drag and sink rate. Inten-
tional selection of GROUND FLAPS
in flight is prohibited.
If an inflight malfunction results in 60 flaps

and can not be corrected, consider carrying
Figure 15-5. Flap Lever and power to touchdown. Reducing power to idle
Position Indicator at 50 feet could result in high sink rate.
FLAPS Even though the ground flap position is pro-
hibited in flight, it has been demonstrated
General that the airplane can be safely flown at the 60
The flap selector lever (Figure 15-5), can be position whether caused by malfunction or in-
selected to: advertent selection. Do not exceed 140 KIAS.
The FLAPS >35 annunciator and MASTER

UP .................................................. 0 CAUTION lights illuminate immediately on
TAKEOFF AND APPROACH .......... 15 the ground if the flaps are beyond 35 and
LAND ............................................ 35 both throttles are above 85% N2. On the ground
GROUND FLAPS ............................ 60 with throttles below 85% N 2 , no annunciator
lights come on.
A slight downward pressure is required to
move the handle out of the TAKEOFF AND In flight, with the throttles below 85% N 2 ,
APPROACH detent to the LAND position. the MASTER CAUTION and FLAPS >35
The handle must be lifted at the landing stop lights illuminate after an 8-second delay any-
before it can be moved aft to the GROUND time flaps are beyond 35. The lights illumi-
FLAPS (60) position. nate immediatley if the throttles are above
85% N 2 .
The GROUND FLAPS (60) flap position pro-
vides increased aerodynamic drag for landing Go-around should not be attempted once
rollout. Landing performance data is based GROUND FLAPS have been selected.
on touchdown, nose down, brakes on, then
selecting the GROUND FLAPS position. Se-
lecting the GROUND FLAPS position closes Operation
the 60 flap position switch in the quadrant, Moving the flap lever to any position causes
extending the speedbrakes, and directs the the hydraulic system bypass valve to close
flaps from 35 to 60. Selecting the FLAPS for pressure buildup as indicated by illumi-
handle from 60 to 35 opens the 60 flap po- nation of the HYD PRESS ON annunciator. It
sition switch,retracting the speedbrakes, and also energizes the flap solenoid valve, rout-
moving the flaps from 60 to 35. Avoid cycling ing pressure for flap operation (Figure 15-6).

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RETRACTION
RETRACTING RETRACTING
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
FLAP CONTROL SOLENOID
200 KIAS
LAND 35
161 KIAS
PRESSURE GROUND
60
HYD PRESS FLAPS
RETURN GROUND
ON USE ONLY
NOTE:
CABLE INTERCONNECT BETWEEN ACTUATORS NORMALLY
PREVENTS ASYMMETRIC FLAPS IF ONE ACTUATOR FAILS.
RETRACTED RETRACTED
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
200 KIAS
LAND 35
161 KIAS
GROUND
60 PRESSURE
FLAPS
GROUND RETURN
USE ONLY
LEGEND
TRAPPED FLUID
PRESSURE
RETURN
Figure 15-6. Flap Operation (1 of 2)

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EXTENSION
EXTENDING EXTENDING
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
200 KIAS
LAND 35
161 KIAS
PRESSURE GROUND
60
HYD PRESS FLAPS
RETURN GROUND
ON USE ONLY
NOTE:
CABLE INTERCONNECT BETWEEN ACTUATORS NORMALLY
PREVENTS ASYMMETRIC FLAPS IF ONE ACTUATOR FAILS.
EXTENDED EXTENDED
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
200 KIAS
LAND 35
161 KIAS
GROUND
60 PRESSURE
FLAPS
GROUND RETURN
USE ONLY
LEGEND
TRAPPED FLUID
PRESSURE
RETURN
Figure 15-6. Flap Operation (2 of 2)

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Figure 15-7. Speedbrake System

When the flaps reach the selected position, the SPEEDBRAKES
bypass valve opens to relieve hydraulic pres-
sure, and the flap solenoid valve de-energizes General
and moves to the neutral position. In the neu-
tral position, the valve blocks all fluid lines Two speedbrake panels on each wing, one on
to the actuators, hydraulically locking the top and one on the bottom surface of the wing,
flaps in that position. are operated by hydraulic actuators. They pro-
vide increased descent rates and increased
In the event of electrical failure, the flap drag to aid braking during the landing rollout.
solenoid valve remains in the neutral posi- The speedbrakes have two positions ex-
tion, and the flap position cannot be changed. tended and retracted. The system includes two
hydraulic actuators, a solenoid valve, four
If hydraulic system failure occurs with the speedbrake panels, a safety valve, and a white
flaps retracted, they cannot be extended. With SPEED BRAKE EXTEND annunciator. The
the flaps in an extended position, the flaps system control switch and extended speed-
will remain in the selected position unless the brakes are shown in Figure 15-7.
handle is moved. Once the solenoid valve is
energized, the flaps may blow upward to a
deflection proportionate to air loads.

EXTENDING
LH SPEEDBRAKE RH SPEEDBRAKE
ACTUATOR ACTUATOR
THERMAL
RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
EXTENDED
ACTUATOR ACTUATOR
THERMAL
RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
LEGEND
PRESSURE DRAIN LINE
RETURN SPRING RETURN
CHECK VALVE SOLENOID OPERATED
Figure 15-8. Speedbrake Extension

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ACTUATOR ACTUATOR
THERMAL
RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
LEGEND
PRESSURE DRAIN LINE
Figure 15-9. Speedbrake Retraction

Operation To retract the speedbrakes, place the switch in
the RETRACT position. The hydraulic system
Placing the speedbrake switch in the EXTEND again pressurizes, the safety valve is de-en-
position causes the hydraulic system bypass ergized and moves to the open position, and
valve to close, providing pressure as indicated the speedbrake solenoid valve is positioned to
by illumination of the white HYD PRESS ON direct pressure for retraction (Figure 15-9).
annunciator. The speedbrake solenoid valve is The SPEED BRAKE EXTEND annunciator
energized, directing pressure to force the speed- goes out, the speedbrakes retract, and the
brakes out of their mechanical locks and extend solenoid valve returns to neutral, hydrauli-
them (Figure 15-8). The speedbrake safety cally locking the speedbrakes in the retract po-
valve, in parallel with the control valve, is also sition, and the hydraulic system depressurizes.
energized closed.
If either throttle is advanced past 85% N 2
With the speedbrakes fully extended, the white with speedbrakes extended, circuitry is com-
SPEED BRAKE EXTEND annunciator illumi- pleted to the solenoid and bypass valve for
nates. Simultaneously, the hydraulic system by- speedbrake retraction.
pass valve opens to relieve pressure, and the
HYD PRESS ON annunciator goes out. The The speedbrakes can be extended with the
solenoid valve returns to neutral, trapping all SPEED BRAKE switch or by moving the
fluid lines to the actuator, thus hydraulically FLAPS handle to the GROUND FLAPS po-
locking the speedbrakes in the extended position. sition. The speedbrakes retract with the

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ACTUATOR ACTUATOR
THERMAL
RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
LEGEND
PRESSURE DRAIN LINE
Figure 15-10. Speedbrake Blowdown (Electrical Failure)
Figure 15-11. Stall Strip

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SPEED BRAKE switch, or either throttle

above 85% N 2 , or if FLAPS are selected to
FLAPS 35.
If electrical failure occurs with the speedbrakes

extended, the safety valve (Figure 15-10) spring
loads open, allowing the speedbrakes to blow
down. If electrical failure occurs with the speed-
brakes retracted, they cannot be extended.
STALL WARNING
Stall warning consists of one stall strip on the
leading edge of each wing, and a stick shaker
operated by the angle-of-attack system. The
stick shaker and angle-of-attack system are dis-
cussed in chapter 16, Avionics.
Stall strips (Figure 15-11) create turbulent

airflow at high angles of attack, causing a buf-
fet to warn of approaching stall conditions.
NOTE
The stall strips are critical items for
favorable stall characteristics and
should be replaced if damaged.

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QUESTIONS
1. The ailerons are operated by: 5. If hydraulic power is lost:
A. Hydraulic pressure A. The flaps will be inoperative.
B. Mechanical inputs from the con- B. The flaps will operate with the
trol wheels backup electrical system, but will
C. A fly-by-wire system extend and retract at a reduced rate.
D. An active control system that to- C. There is no effect on wing flap
tally eliminates adverse yaw operation.
D. A split flap condition could result if
2. The aileron trim tab is operated by: the flaps are lowered.
A. An electrically operated trim tab
motor 6. The wing flaps:
B. A hydraulically operated trim tab A. Can be preselected to only four
motor positions (up, 15, 35, 60)
C. A mechanical trim knob on the B. Depend on both actuators to func-
throttle control quadrant tion to prevent a split flap condition
D. Changing the angle of the aileron C. Can be lowered manually if electri-
fence cal power is lost, but only if all hy-
draulic fluid has not been lost
3. Regarding the rudder: D. Can be selected to GROUND FLAP
position on the ground or inflight;
A. The pilots and copilots pedals are
the ground flap selection is prohib-
interconnected.
ited in flight
B. The trim tab actuator is powered
only electrically.
7. Regarding the gust lock:
C. The servo is connected to the air
data computer to restrict rudder A. The engines may be started with it
pedal deflection at high airspeeds. engaged.
D. It is independent of the nose-wheel B. The airplane should not be towed
steering on the ground. with it engaged.
C. It may be engaged for towing.
4. The elevator: D. If the airplane is towed past the 60
limit, nosewheel steering may be
A. Trim tabs are controlled only
lost. It is still permissible to fly the
electrically.
airplane if the gear is left down.
B. Runaway trim condition can be alle-
viated by depressing the AP/TRIM
DISC switch and pulling the PITCH
TRIM circuit breaker.
C. Electric pitch trim has both high
speed and low speed positions.
D. Trim tab is located on the right
elevator only.

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8. Moving the flap selector lever to any 12. A true statement concerning the speed-
position: brake is:
A. Energizes the hydraulic system by- A. The white SPD BRK EXTEND light
pass valve closed will illuminate when both sets of
B. Energizes the flap solenoid valve to speedbrakes are fully extended.
the selected position B. If DC electrical failure occurs while
C. A and B the speedbrakes are extended, they
D. Energizes the electric hydraulic will remain extended since the hy-
pump for flap operation draulic pressure is trapped on the
extend side of the actuators.
9. If hydraulic failure occurs with the C. If hydraulic pressure loss should
flaps extended and the FLAPS handle is occur while the speedbrakes are ex-
moved, the flaps: tended (system bypass valve fails
open), the speedbrakes will auto-
A. May move upward depending on matically blow to trail.
air-load
D. The speedbrakes can only be re-
B. Cannot be fully retracted tracted by placing the speedbrake
C. Can be retracted to the midrange switch to RETRACT.
position
D. Can be completely retracted 13. Speed brakes must not be extended
within:
10. Extended speedbrakes are maintained A. 50 feet on landing
in that position by:
B. 110 feet on landing
A. Hydraulic pressure C. 40 meters
B. Trapped fluid in the lines from the D. 50 meters
control and safety valves
C. Internal locks in the actuators 14. The speedbrakes will fully retract if:
D. External locks on the actuators
A. A complete electrical failure occurs
B. A hydraulic failure occurs
11. The white HYD PRESS ON light on the
annunciator panel will illuminate dur- C. Either throttle is advanced above
ing speedbrake operation: 85% N 2 position with the electri-
cal and hydraulic systems operat-
A. When the speedbrakes are fully ing normally
extended
D. Hydraulic quantity drops below
B. While the speedbrakes are extend- 0.2 gallons
ing and retracting
C. Both A and B
D. Neither A nor B

CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
FLIGHT INSTRUMENTATION (SNs 0001 through 0359)................................................. 16-1
General............................................................................................................................. 16-1
Pilots Flight InstrumentsEFIS .................................................................................... 16-2
EHSI ................................................................................................................................ 16-3
Partial Compass Format................................................................................................... 16-4
EHSI Status, Caution or Failure Annunciations .............................................................. 16-5
EADI................................................................................................................................ 16-7
EADI Caution Failure Annunciations ............................................................................. 16-9
EFIS Display Fan........................................................................................................... 16-11
Copilots Flight Instruments .......................................................................................... 16-11
Copilots Horizontal Situation Indicator ....................................................................... 16-12
Copilots Attitude Indicator (510-36A)(SNs 0001 through 0099) ............................ 16-12
Copilots Attitude Indicator (AR-500)(SNs 0100 through 0359).............................. 16-17
Airspeed Indicators........................................................................................................ 16-18
Vertical Speed Indicators ............................................................................................... 16-19
Inclinometer................................................................................................................... 16-19
Ram Air Temperature Indicator..................................................................................... 16-19
Magnetic Compass ........................................................................................................ 16-19
Flight Hour Meter.......................................................................................................... 16-19
Digital Clock ................................................................................................................. 16-20

Standby Attitude Indicator ............................................................................................ 16-20

Stall Warning and Angle-of-Attack System .................................................................. 16-21
The EADI Fast (F) Slow (S) Pointer ............................................................................. 16-21
COMMUNICATION/NAVIGATION ................................................................................. 16-23
VHF COMM Transceivers ............................................................................................ 16-23
KY-196A Controls......................................................................................................... 16-23
Mode/Frequency/Channel Selector ............................................................................... 16-24
HF KHF-950 with KFS 594 Control (Optional) ........................................................... 16-24
HF KHF-950 with KCU 951 Control (Optional) .......................................................... 16-26
Flitefone VI (Optional).................................................................................................. 16-27
Cockpit Voice Recorder GA-100 (Optional) ................................................................. 16-28
Cockpit Voice Recorder A-200S (Optional beginning at SN 525-0155) ...................... 16-29
VHF Navigation Receivers............................................................................................ 16-30
Automatic Direction FinderKR-87 (ADF) ................................................................ 16-31
Timer Operation ............................................................................................................ 16-32
Radio Magnetic Indicator (RMI)................................................................................... 16-32
C-14D Compass System (Pilots).................................................................................. 16-33
Copilots Directional Gyro System (KCS-55A)............................................................ 16-33
KR-21 Marker Beacon Receiver ................................................................................... 16-35
Audio Control Panels .................................................................................................... 16-36
Locator Beacon (Optional) ............................................................................................ 16-37
Artex Locator Beacon (Optional) .................................................................................. 16-37
FLIGHT GUIDANCE ........................................................................................................ 16-38
SPZ-5000 Display and Flight Guidance System (SNs 0001 through 0359) ................. 16-38
Short Range Navigation (SRN) Mode........................................................................... 16-54
Long Range Navigation (LNAV) Mode ........................................................................ 16-56
16-ii FOR TRAINING PURPOSES ONLY

Omni Bearing Select (OBS) Mode................................................................................ 16-57

Indicated Airspeed (IAS) Hold Mode ........................................................................... 16-59
Altitude Preselect Mode ................................................................................................ 16-59
Altitude Hold Mode....................................................................................................... 16-60
Vertical Speed Hold Mode............................................................................................. 16-61
Ground Maintenance Test.............................................................................................. 16-69
Pulse Equipment............................................................................................................ 16-69
KT-70 Control Panel...................................................................................................... 16-70
DISTANCE MEASURING EQUIPMENT (DME) ............................................................ 16-72
KN-63 with KDI-574 Indicators ................................................................................... 16-72
Radio Altimeter (Optional)............................................................................................ 16-73
WEATHER RADAR........................................................................................................... 16-75
RDR 2000 Color Radar ................................................................................................. 16-75
Controls ......................................................................................................................... 16-78
RDS-81 Color Radar ..................................................................................................... 16-80
Controls ......................................................................................................................... 16-81
PREFLIGHT CHECKS....................................................................................................... 16-82
High Altitude Operation ................................................................................................ 16-83
Operational General Information .................................................................................. 16-83
LONG RANGE NAVIGATION ......................................................................................... 16-84
KLN 88 LORAN-C ....................................................................................................... 16-84
KLN 90 Global Position System (GPS) Receiver (Optional) ....................................... 16-86
Instrument Panel Annunciators ..................................................................................... 16-87
Operators Manual......................................................................................................... 16-87
KLN 90B Global Positioning System (GPS) Receiver
(Standard beginning at Airplanes 525-0107 and On).................................................... 16-87

GNS-X/SC Flight Management System (Optional) ...................................................... 16-89

Limitations..................................................................................................................... 16-90
Operators Manual......................................................................................................... 16-90
GNS-XLS Flight Management System (Optional on later SNs) ................................... 16-90
Airborne Flight Information System (AFIS) ................................................................. 16-92
INSTRUMENT PANEL ANNUNCIATORS...................................................................... 16-94
UNIVERSAL UNS-1K FLIGHT MANAGEMENT SYSTEM ......................................... 16-95
Description .................................................................................................................... 16-95
Function Keys................................................................................................................ 16-96
PITOT-STATIC SYSTEM................................................................................................... 16-99
General .......................................................................................................................... 16-99
FMS Long Range Navigation Unit Limitations................................................................ 16-100
Bendix/King KLN 88 LORAN-C (Optional).............................................................. 16-100
Global GNS-X/SC (Optional) ..................................................................................... 16-101
GLOBAL GNS-X/SC (Optional)................................................................................ 16-101
Trimble TNL 3000T GPS/LORAN Navigation System ............................................. 16-103
BENDIX/KING KLN 90 GPS Navigation System..................................................... 16-103
BENDIX/KING KLN 90A GPS Navigation System.................................................. 16-104
BENDIX/KING KLN 90B GPS Navigation System .................................................. 16-104
FMS OPERATING LIMITATIONS ................................................................................. 16-105
KLN 90B Configuration S22-AD ............................................................................... 16-105
KLN 90B Configuration S22-AC ............................................................................... 16-105
KLN 90B Configuration S22-AB ............................................................................... 16-106
GLOBAL GNS-XLS Configuration S23-AB......................................................... 16-106
16-iv FOR TRAINING PURPOSES ONLY

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GLOBAL GNS-XLS Configuration S23-AC......................................................... 16-108

Allied Signal GNS-XLS with GPS Fault Detection
ans Exclusion (FDE) ................................................................................................... 16-109
FDE OPERATING LIMITATIONS .................................................................................. 16-110
FDE Configuration S31-AB ........................................................................................ 16-110
FDE Configuration S31-AC ........................................................................................ 16-111
Allied Signal KLN 900 GPS Navigation System........................................................ 16-113
Universal UNS-1K Flight Management System ......................................................... 16-114
CITATIONJET CE-525 AUTOPILOT REVIEW ............................................................. 16-116
What Disengages the Autopilot? ................................................................................. 16-116
What Prevents Engaging the Autopilot? ..................................................................... 16-118
How to Reset the AP after Tripping so it can be Re-Engaged .................................... 16-118
CITATIONJET EFIS SPZ-5000 KNOWLEDGE TEST AND ANSWERS ..................... 16-118
ANSWERS TO EFIS SPZ-5000 KNOWLEDGE TEST.................................................. 16-120
FOR TRAINING PURPOSES ONLY 16-v

ILLUSTRATIONS
Figure Title Page
16-1 Pilots Instruments.................................................................................................. 16-2
16-2 Display Controller.................................................................................................. 16-2
16-3 Remote Instrument Controller................................................................................ 16-2
16-4 EHSI....................................................................................................................... 16-3
16-5 EHSI CompassFull and Partial Display ............................................................. 16-5
16-6 EHSI Symbol Definition ........................................................................................ 16-6
16-7 EADI ...................................................................................................................... 16-7
16-8 EADI Symbol Definition ....................................................................................... 16-8
16-9 EADI Caution and Failure Messages (Amber).................................................... 16-10
16-10 Glideslope, Expanded Localizer and Fast/Slow Command Failures................... 16-10
16-11 Internal Failures ................................................................................................... 16-11
16-12 Copilots Instruments (SNs 0001 through 0099) ................................................. 16-11
16-13 HSI Display.......................................................................................................... 16-13
16-14 SPZ-5000 Gyro Changes ..................................................................................... 16-15
16-15 Composite Display............................................................................................... 16-16
16-16 Composite Display Symbol Locations................................................................. 16-17
16-17 Copilots AR-500 Attitude Indicator ................................................................... 16-17
16-18 Airspeed Indicator (SNs 0081 through 0359)...................................................... 16-18
16-19 RAT Indicator....................................................................................................... 16-19
16-20 Magnetic Compass............................................................................................... 16-19
16-21 Flight Hour Meter ................................................................................................ 16-19
16-22 Digital Clock........................................................................................................ 16-20
16-23 Standby Attitude Indicator................................................................................... 16-20
16-vi FOR TRAINING PURPOSES ONLY

16-24 AOA Vane............................................................................................................ 16-21

16-25 AOA Indicator ..................................................................................................... 16-22
16-26 Approach Indexer................................................................................................. 16-22
16-27 Consolidated Control Panel ................................................................................. 16-23
16-28 HF COMM KFS 594 Control (Optional)............................................................. 16-25
16-29 HF COMM KCU 951 Control (Optional) ........................................................... 16-26
16-30 A200S Cockpit Voice Recorder ............................................................................ 16-29
16-31 GA-100 Microphone and Cockpit Voice Recorder.............................................. 16-29
16-32 KNI-582 RMI....................................................................................................... 16-32
16-33 Pilots Switch Panel ............................................................................................. 16-33
16-34 KA-51B Slave Accessory .................................................................................... 16-34
16-35 Altimeters............................................................................................................. 16-34
16-36 Audio Control Panel ............................................................................................ 16-36
16-37 Integrated Flight Guidance System Block Diagram ............................................ 16-39
16-38 Mode Selector ...................................................................................................... 16-41
16-39 Display Controller................................................................................................ 16-41
16-40 Remote Instrument Controller and Autopilot Control Panel ............................... 16-43
16-41 A/P TRIM DISC/TCS Button.............................................................................. 16-44
16-42 VOR (NAV) Mode Capture Displays .................................................................. 16-46
16-43 Localizer (NAV) Mode Intercept Displays .......................................................... 16-47
16-44 Localizer (NAV) Mode Capture Displays............................................................ 16-48
16-45 Localizer (NAV) Mode Tracking Displays .......................................................... 16-48
16-46 Localizer (NAV) Mode Capture Plan View ......................................................... 16-49
16-47 Localizer (NAV) Mode Track Plan View............................................................. 16-49
16-48 ILS Approach Mode Localizer Intercept Displays .............................................. 16-50
16-49 ILS Approach Mode Localizer Capture Displays................................................ 16-50
FOR TRAINING PURPOSES ONLY 16-vii

16-50 ILS Approach Mode Track Plan View................................................................. 16-51

16-51 ILS Approach Mode Localizer Tracking Displays .............................................. 16-51
16-52 Back Course Mode Intercept Displays ................................................................ 16-52
16-53 Back Course Capture Displays ............................................................................ 16-52
16-54 Back Course Tracking Displays........................................................................... 16-53
16-55 EHSI Map FormatVOR Selected for Display.................................................. 16-54
16-56 EHSI Map FormatFMS Selected for Display .................................................. 16-55
16-57 Long Range Navigation Mode Plan View ........................................................... 16-56
16-58 Long Range Navigation Mode Displays.............................................................. 16-56
16-59 Go-Around Wings Level Display ........................................................................ 16-58
16-60 Indicated Airspeed Hold Mode Display .............................................................. 16-59
16-61 Altitude Preselect Mode Plan View ..................................................................... 16-60
16-62 Altitude Hold Mode Display................................................................................ 16-60
16-63 Vertical Speed Hold Mode Display...................................................................... 16-61
16-64 Ground Maintenance Test Displays ..................................................................... 16-70
16-65 Transponder Control Panels................................................................................. 16-70
16-66 Transponder Ident Button .................................................................................... 16-70
16-67 DME Indicator (KN-574) .................................................................................... 16-72
16-68 KNI-415 Radio Altimeter Indicator (Optional) ................................................... 16-75
16-69 RDR 2000 Standard Azimuth View..................................................................... 16-79
16-70 RDR 2000 Vertical Profile View.......................................................................... 16-79
16-71 RDS-81 Radar Indicator/Controller..................................................................... 16-80
16-72 KLN 88 LORAN-C Receiver .............................................................................. 16-84
16-73 KLN 90 GPS Receiver......................................................................................... 16-86
16-74 KLN 90B GPS Receiver ...................................................................................... 16-88
16-75 GNS-X/SC FMS CDU......................................................................................... 16-89
16-viii FOR TRAINING PURPOSES ONLY

16-76 GNS-XLS Control Display Unit .......................................................................... 16-91

16-77 UNS-1K Display.................................................................................................. 16-95
16-78 Message Display .................................................................................................. 16-96
16-79 Pitot-Static System Schematic ............................................................................. 16-99
16-80 Static WicksWing............................................................................................. 16-99
16-81 Static WicksRudder ....................................................................................... 16-100
TABLES
Table Title Page
16-1 NAV Source Annunciation Color References........................................................ 16-3
16-2 Glossary of Terms (Sheet 1, 2, and 3 of 3) .......................................................... 16-63
16-3 System Performance/Operating Limits (Sheet 1, 2, and 3 of 3) .......................... 16-66
16-4 Ground Maintenance Test .................................................................................... 16-69
FOR TRAINING PURPOSES ONLY 16-ix

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CHAPTER 16
AVIONICS
INTRODUCTION
The CitationJet avionics include flight instrumentation, flight guidance, communica-
tion/navigation, pitot-static system, and the static discharge wicks. Specific avionics may
vary with customer preference and few optional avionics items are available. The user
should consult the applicable supplements in the AFM, Section III of the Airplane Op-
erating Manual, and vendor manuals for detailed information on avionics systems.
Flight Guidance System (IFGS) which includes

FLIGHT dual EFIS displays on the pilots instrument
INSTRUMENTATION panel (identical and interchangeable). The IFGS
is a completely integrated fail passive autopi-
(SNs 0001 THROUGH lot/flight director and display system. Con-
0359) ventional electrical/mechanical flight
instruments are located on the copilots instru-
ment panel. The standard avionics package in-
GENERAL cludes dual audio control panels, dual VHF
COMM transceivers, dual NAVs, single RMI,
Standard flight instrument configuration con-
ADF, DME, dual transponders, autoflight sys-
sists of an integrated Honeywell SPZ-5000
tem and weather radar.

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Included as a part of the autoflight system is Selections for navigation sources and bearing
altitude preselect, altitude alerting and altitude needle presentations are controlled by means
reporting. A long range navigation system is of buttons and knobs on the display controller
also included as standard equipment. (DC). The selected sources are annunciated
on the electronic displays.
The two COMMs, two NAVs, two transpon-
ders, and single ADF receiver are mounted in
a stacked arrangement behind the consoli-
dated control panel located in the center in-
strument panel. Three fans cool the
communications rack; fans 1 and 2 (located
in the rack) cool the rack and fan 3 (located
at floor level) cools the rack and the KLN 88
LORAN-C/KLN 90/A/B GPS which is lo-
cated adjacent to the rack. The FAN 1 and
FAN 2 annunciators, located at the top right
of the panel, will illuminate to warn of mal-
function of the cooling fans. The FAN 1 an-
nunciator monitors the top two fans and will
illuminate if one or both of those fans fail. The
FAN 2 annunciator will illuminate if the lower
cooling fan fails. Figure 16-1. Pilots Instruments
PILOTS FLIGHT
INSTRUMENTSEFIS
The standard flight instrument configuration
consists of a dual-tube Honeywell ED-600
Electronic Flight Instrument System (EFIS) lo-
cated on the pilots instrument panel (Figure
16-1). The upper EFIS tube is an attitude di-
rection indicator (EADI) and the lower EFIS
tube is a horizontal situation indicator (EHSI).
These two electronic displays are identical
and interchangeable. The heart of the EFIS
system is the display guidance computer (DGC
or IC-500) which receives and processes all air- Figure 16-2. Display Controller
plane sensor data. The DGC is a combination
flight director computer and EFIS symbol gen-
erator. The data generated by the DGC is trans-
mitted to the two electronic displays (EDs).
The pilot controls the display formatting by

means of the display controller (Figure 16-2).
You may choose full or partial compass dis-
plays or MAP/RNG presentation. The heading
and course select knobs, as well as a knob for
altitude select (ASEL) mode, are located on the
remote instrument control located on the center Figure 16-3. Remote Instrument Controller
pedestal (Figure 16-3).

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Operation of the EFIS is similar to a standard Heading Select Blue Bug and Heading
flight director system except for the presen- Select ReadoutPositioned by HDG
tation of additional information on the small knob on the remote instrument controller
format of two electronic display units. More (Figure 16-3). Read the heading select
information is available in a more compact display for the exact heading, in the
composite arrangement and the format is vari- EHSI lower left corner (Figure 16-4).
able as desired. Presentations that are not nec- Course Deviation Indicator (CDI)
essary or desired at any one time can be Course pointer is positioned by COURSE
removed and replaced with more appropriate knob on the remote instrument controller
data for the existing flight conditions. (Figure 16-3). Each dot is 5 for VOR and
1 for ILS operations. The CDI is di-
EHSI rectional on BC approaches.
To/From AnnunciatorArrow on the
The EHSI (Figure 16-4) has full time displays course pointer depicting airplane tracking
which are always present, part time displays to or from the selected NAV or WPT. It is
which are sometimes present, and a partial not in view during localizer operations.
(ARC) compass format (pilot selected).
The color of the distance digits follow
Honeywell the navigation source annunciator:
(green for SRN (short range navigation),
CRS APP MAG1 WPT VOR1 and blue for LRN (long range naviga-
260 21.8NM tion). Depending on equipment, the dis-
+IO tance is displayed in a 0-399.9 or a
33
30
N 0-3999 nautical mile format.
W
Distance DisplayIndicates nautical

24
G miles to selected station or waypoint.

21
VOR1 DME HOLD is indicated by an amber H

5
15
12 next to readout.
ADF2
GSPD Navigation Source AnnunciatorsAn-
200 KTS
335 nunciation of the navigation source is
displayed in the upper right hand corner.
Navigation source annunciations are de-
scribed in Table 16-1.
Figure 16-4. EHSI Table 16-1. NAV SOURCE

Full time displays that are always present: ANNUNCIATION COLOR
REFERENCES
Airplane symbolVisual cue of air-
plane position.
NAV Source Annunciation Color
Heading display dial and fore and aft
lubber linesGyro stabilized magnetic On-side NAV Green
compass information is displayed on the
heading dial that rotates with the air- Cross-side NAV Yellow
craft throughout 360. The azimuth ring LRN Cyan(blue)
is graduated in 5 increments. Fixed
heading marks are at the fore and aft
lubber line positions and at 45 bearings. Heading Source AnnunciationIn
Heading dial (compass) and digital w h i t e a t t o p l e f t c o r n e r. M A G 1
heading readout (ARC mode) (slaved); DG1 (free)

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Heading SYNC AnnunciatorDisplays (Figure 16-4). A desired track (DTRK)

below CRS window in upper left corner. digital display will appear in upper left
Bar commands to slew in the indicated corner of the EHSI and FMS in the upper
direction. Increase heading; decrease right corner of the EHSI. The CDI will
heading, slow oscillationNormal. indicate deviation from desired track.
Part time displays as selected on the
display controller or the flight director NOTE
mode selector (Figures 16-39 and 16- If the installed LRN has only global
38). positioning system (GPS) ap-
GlideslopeNAV receiver tuned to a proaches, the approach (APP) an-
LOC frequency. G displayed in the ver- nunciator flashes for ten seconds
tical deviation pointer. Each dot is 1/3. when it first annunciates. The an-
Saturation leaves the G but removes the nunciator flashes when the capture
pointer. criteria for an LRN/GPS approach
are satisfied. This display is a digi-
Bearing Pointers and Source Annunci- tal readout in degrees of the course
ationThe bearing pointers ( white: indicated by the course select pointer.
VOR 1 or ADF 1 or FMS 1; magenta: The color of the pointer follows the
VOR 2 or ADF) indicate relative bear- navigation source annunciator; green
ing to the selected navaid and is selected for short range navigation (SRN) and
by BRG knobs on the display controller blue for long range navigation
(Figure 16-2). If a LOC frequency is (LRN). If long range navigation is se-
tuned, the bearing pointer and annunci- lected, desired track (DTRK) is dis-
ation will disappear. Bearing pointer played. If the selected FMS lets the
annunciators appear in the lower left of
pilot select a course with the remote
the EHSI.
selector knob, the annunciation is
Drift Angle BugIf available from the changed to OBS.
LRN, the drift angle bug with respect to
the lubber line represents drift angle left
or right of the desired track. The drift PARTIAL COMPASS FORMAT
angle bug with respect to the compass
card represents aircraft actual track. The Pressing the FULL/MAP button on the display
bug is displayed as a green triangle that controller (Figure 16-2) toggles the EHSI
moves around the outside of the compass compass between the full and partial display
card (either partial or full). (Figure 16-5). Partial display presents an ex-
panded 90 arc format. Additional features
Time-To-Go and Ground SpeedPress- presented in partial display are:
ing GSPD/TTG button on the display
controller (Figure 16-2) alternates TTG Wind VectorsIn the MAP mode dur-
to next navaid or waypoint and ground ing LRN operations.
speed displays. Display is in lower right
corner of EHSI. Range RingsMAP/RNG button on the
display controller (Figure 16-2). 100
Elapsed TimeAppears in lower right NM is default.
corner. Controlled by ET button on
display controller (Figure 16-2). (Re- Navaid PositionNavaid position in
places GSPD/TTG display). range and bearing is selected by pressing
the MAP/RNG button. Must have a DME
Desired TrackWhen long range nav- readout associated with the NAV selected.
igation is selected (FMS) on the display
controller (Figure 16-2), the course
pointer becomes a desired track pointer

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Various caution (amber) annunciations will ap-

OFF RANGE pear in the EHSI to indicate changing actions,
ARROW alerts, cautions, exceeding limits, non-safety of
flight failures, and test modes. Failure (red) an-
nunciations will appear to indicate a heading
failure (compass) or a failure of course devia-
tion or glideslope.
Honeywell
CRS
260
MAG 1 260 VOR1 EHSI STATUS, CAUTION OR
14.3NM
+IO FAILURE ANNUNCIATIONS
W
24
30 Amber caution annunciations will appear in the
EHSI to indicate the following situations (Fig-
ure 16-6):
VOR1 50 DME HoldWhen the DME is selected
VOR2
to HOLD, an amber H will appear to the
25 CSPD left of the DME readout.
335 201 KTS
FMS MSGExternal System Warning.
Indicates that an FMS message is dis-
played on the CDU.
TRN KNBAmber. Indicates the turn
knob is out of detent when the autopilot
is disengaged. The autopilot will not en-
gage with the turn knob out of detent.
Honeywell
WPTAn amber WPT (waypoint) an-
DTRK MAG 1 000 FMS
nunciation in the upper right side of the
000 100NM display indicates long range NAV way-
+IO
N
point passage.
33 3
AP TESTAmber. Indicates autopilot
test mode is active. Appears immediately
after power up.
VOR1 50
Digital Display CautionsWhen DME,
ground speed (GSPD), time-to-go (TTG),
VOR2 or elapsed time (ET), digital readouts fail,
022
25 CSPD
100 KTS
the digital display will be replaced by
amber dashes. These are located in the
lower right side of the display in cyan
digits with white labels.
Course Select and Heading Select Fail-
ure of the course or heading select signals
will cause these displays to be replaced
by amber dashes. They are also dashed
WIND when the heading display is invalid.
VECTOR
DISPLAY Heading Source and Navigation Source
When the pilot selects NAV 2, or ADF 2
Figure 16-5. EHSI CompassFull and (if installed), thereby selecting the same
Partial Display NAV source as the copilot, the source an-
nunciators will be amber.

FlightSafety
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LRN HEADING FORE HEADING

STATUS SOURCE LUBBER SELECT
DRIFT ANNUNCIATOR ANNUNCIATOR LINE BUG
ANGLE
NAVIGATION
BUG
Honeywell SOURCE
ANNUNCIATOR
COURSE/DESIRED
TRACK/OBS DISPLAY
CRS APP MAG1 WPT VOR1 DISTANCE
315 H 130 NM DISPLAY
COMPASS SYNC
+IO
ANNUNCIATOR 33 DME HOLD
30
N
COURSE
W
SELECT
24
3
POINTER G
HEADING DIAL
TO-FROM
21
6
ANNUNCIATOR VOR1 GLIDESLOPE
5
ADF2
15
12
DEVIATION
GSPD POINTER
BEARING
POINTER 335 160 KTS COURSE OR
SOURCE AZIMUTH
ANNUNCIATOR DEVIATION BAR
GROUNDSPEED
DISPLAY (NOTE)
HEADING AIRCRAFT AFT RECIPROCAL BEARING

SELECT SYMBOL LUBBER COURSE POINTERS
DISPLAY LINE POINTER
COURSE LRN STATUS NAV SOURCE

SELECT HEADING SOURCE (CYAN) (AMBER) ANNUNCIATOR
CRS ANNUNCIATOR APP WPT VOR1 ILS2
DTRK MAG1 XTK DR VOR2 FMS
OBS DG1 MSG DGR ILS1
Honeywell
CRS APP MAG1 WPT VOR1

315 H 130 NM
+IO
33
30
N
ELAPSED
W
TIME TIME-
24
BEARING TO-GO, OR
G GROUND
SOURCES
21
SPEED
ADF1 VOR1 DISPLAY
ADF2 5 12
VOR1 ADF2
15 ET
VOR2 TTG 59:59
FMS 30MIN ET
335 H9:59
ET
399 MIN
GSPD
999 KTS
Figure 16-6. EHSI Symbol Definition

FlightSafety
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AP FAIL Amber. Indicates that the au- Airplane symbol

topilot has disconnected due to an inter-
nal system failure detected by an autopilot Angle of attack (AOA)left side
monitor. InclinometerFixed to lower bezel
TCS ENGAmber. Indicates the touch Part time displays that are present when se-
control steering is engaged. lected or during certain phases of flight are
IC HOTAmber. Indicates the IC 500 (Figure 16-8):
computer temperature has exceeded a
predetermined level. Radio Altitude (if installed)Lower
right corner (RA). It goes to amber
IC FANAmber. Indicates the IC 500 dashes if the radio altitude is lost.
computer cooling fan has failed.
Decision HeightDH window in lower
Red failure annunciations will appear in the left corner, set by DH/TST knob on the
following instances and locations: display controller (Figure 16-2). When
the radio altitude is within +100 feet of
Heading FailureA heading failure will the decision height, a white box appears
result in the following indications: head- in the center left side of the EADI. When
ing and bearing annunciations and bear- at or below the decision height, an amber
ing pointers will disappear; HDG FAIL DH appears inside the white box.
will appear at the top of the heading dial.
Flight Director Mode Annunciators
Deviation Indicator FailureA failure Appear along the top of the EADI.
in the course deviation or glideslope sys- Armed modes display in white and cap-
tem will result in removal of the applicable ture in green. A white box is electroni-
pointer and a red X being drawn through cally drawn around the green
the scale. annunciation during transition from
armed to capture for five seconds. Lat-
EADI eral modes at the left area and vertical
modes in the upper right area.
The EADI (Figure 16-7) has permanent
electronic displays which are: Marker BeaconAppears below glide-
slope indicator when ILS frequency is
Blue and brown sphere tuned, displayed in a white box with blue
O, amber M, or white I.
Pitch and roll attitude reference marks
Rising RunwayAppears only if an op-
tional radio altimeter is installed. It ap-
pears at 200 feet and contacts miniature
aircraft at touchdown.
Glideslopeappears when an ILS
frequency is tuned (right side). It is a G
inside a pointer.
Expanded LocalizerWhen the No. 1
NAV localizer is displayed, the scale
and pointer are green. When the No. 2
NAV localizer is displayed, both turn
yellow. It is the expanded scale and is
7.5 times more sensitive than normal. It
is used for reference only. It is always
directional in BC or when 90 from air-
plane heading.
Figure 16-7. EADI

CAPURED LATERAL ARMED VERTICAL

FLIGHT DIRECTOR ROLL FLIGHT DIRECTOR
ROLL MODE
ARMED HEIGHT MODE SCALE CAPTURED VERTICAL
POINTER
FLIGHT DIRECTOR FLIGHT DIRECTOR
MODE MODE (NOTE 3)
Honeywell
ATTITUDE
SPHERE
VOR HDG GS ASEL
20 20
ALTITUDE
DECISION HEIGHT 150
AOA PRESELECT
ANNUNCIATOR
10 10
DH GLIDESLOPE
FAST/SLOW SCALE AND POINTER
POINTER G
PITCH AND ROLL

SINGLE CUE 10 10
COMMAND CUE
AIRCRAFT SYMBOL
(NOTE 2) CMD 20 20 AP ENG MAKER
124KTS
120 RA BEAKON
AIR DATA 200 DH
COMMAND
STATUS
DISPLAY
MESSAGE
RADIO
ALTITUDE
DECISION HEIGHT INCLINOMETER RISING EXPANDED LOCALIZER
SETTING RUNWAY SCALE (NOTE 1)
NOTE: WHEN NOT TUNED TO AN ILS FREQUENCY, THE EXPANDED DISPLAY IS REMOVED. THE SINGLE
CUE CAN BE CHANGED TO CROSS POINTERS BY A SWITCH ON THE DISPLAY CONTROLLER.
A WHITE BOX IS DRAWN AROUND THE MODE ANNUNCIATOR FOR FIVE SECONDS AT CAPTURE
(I.E. ASEL ARM TO ASEL CAP)
LATERAL CAPTURE (GENERAL)

HDG LNAV
CROSS POINTER VERTICAL ARM (WHITE)
VOR LOC FLIGHT DIRECTOR ASEL
VAPP BC GS
BARS
Honeywell
LATERAL ARM (WHITE) VERTICAL CAPTURE (GREEN)

VOR LNAV VOR ALT IAS
VAPP BC LOC GS ALT ASEL VS
LOC ATT2 GS GA
20 20 15000
AOA
F
10 10
DH
G
10 10 MARKER BEACON
S
I I-WHITE
AIR DATA (COMMAND) M-AMBER
CMD 20 20 AP ENG O-CYAN
CMD +1500FPM
120 RA
6000 FPM 200 DH
CMD
265 KTS
CROSS POINTER
AIRCRAFT SYMBOL
Figure 16-8. EADI Symbol Definition

FlightSafety
international
Flight Director Command CueSingle Radio Altimeter Failure (if radio al-
cue or crosspointer display can be se- timeter is installed)If the radio al-
lected by the SC/CP button on the dis- timeter fails, the radio altitude readout
play controller (Figure 16-39). If single will be replaced by dashes. If the rising
cue is selected and a lateral mode on runway is present, it will be removed.
the mode selector (Figure 16-38) is not
selected, the command bar will be biased Attitude FailureAttitude failure is an-
from view, unless GO AROUND is se- nunciated by appearance of ATT FAIL in
lected (pilots throttle). red in the middle of the attitude sphere.
The sphere will change to solid blue,
Air Data Command FunctionSelec- and the airplane symbol will disappear.
tion of vertical speed (vs) or indicated
airspeed (IAS) is selected on the mode Other Indicator FailuresIf the glides-
selector (Figure 16-38), the reference lope, expanded localizer, or fast/slow
(FPM or KTS) will be displayed on the command should fail, the system pointer
lower left corner. The reference may be will be removed and a red X will be
changed by using the autopilot pitch drawn through the scale.
wheel or the TCS button (Figure 16-40 Internal FailuresInternal failure of the
and 16-41). display system will result in a blank dis-
Various caution or failure annunciators will be play. Failure of the display guidance com-
puter or of its circuitry will result in a red
displayed to alert and warn the pilot of chang- X on the otherwise blank display along
ing functions, warnings and failures. Cautions with the annunciation SYS FAIL.
will be annunciated in amber. Failures will
annunciate as dashes or red Xs or warning See Figure 16-9 for the location of the caution
flags. Warning flags, dashes, and cautions will and failure annunciations described below.
appear during the test (test button) function of
the display controller (See Figure 16-2). FMS MSGCheck the FMS message
in the CDU.
EADI CAUTION OR FAILURE TRN KNBThe turn knob is out of de-
tent. The AP will not engage.
ANNUNCIATIONS
AP TESTAmber AP test mode active
Below Decision Height (if radio al- immediately after power up.
timeter installed)When the radio al-
titude is within 100 feet of the selected AP FAILAmber light on due to AP
decision height, a white box will appear disconnect by internal system failure
in the upper left side of the EADI atti- (unreliable FD calculations) as detected
tude display. At decision height, an by AP monitor. May be cancelled by
amber DH will appear in the box, which pressing the AP and TRIM DISC switch
will change to amber. for three seconds or pulling and resetting
the flight guide system circuit breaker.
Flight Director FailureIf the flight di-
rector fails, the flight director cue dis- TCS ENGAmber light on when TCS
appears and an amber FD warning button is engaged.
appears to the top left center of the at- IC HOTAmber IC-500 too hot.
titude sphere. All FD annunciators will
be removed. IC FANAmber IC-500 cooling fan
failure.
Air Data Command FailureIf the air
data command function fails, dashes Internal FailuresIn the event of an internal
will replace the air data numeral read- failure within the display system itself or fail-
outs (airspeed and vertical speed). ure of the IC-500 Display Guidance Computer

COMPARATOR
MONITOR CAUTION
(AMBER)
HDG PIT
LOC ROL
GS ATT
ILS
Honeywell
FLIGHT AIR DATA
DIRECTOR FD FAIL SENSOR
FAILARE FAILURE
20 20
AOA
10 10 I
DH L
S STATUS MESSAGE
(AMBER)
G
H A
D T FMS MSG IC HOT*
NOTE G 10 10 T AP FAIL IC FAN*
TCS ENG AP TEST
TRN KNB
I
20 20 FMS MSG * IFRFIX BEFORE FLIGHT
DECISION RA * VMCIO TO GET OFF GRND
DH
HEIGHT
FAILURE
(AMBER DASHES) RADIO
ALTITUDE
NOTE: FAILURE
FAILURE OF AIR DATA SENSOR (AMBER)
RESULTS IN REMOVAL OF THE
AIR DATA COMMAND DISPLAY.
Figure 16-9. EADI Caution and Failure Messages (Amber)
ATTITUDE FAILURE
ATTITUDE FAILURE FLAG (RASTER
FLAG (RED) ALL SKY BLUE)
Honeywell
AOA VERTICAL DEVIATION

ATT
FAIL
FAILURE FLAG
(AMBER)
G
FAST/SLOW
FAILURE
(RED)
EXPANDED LOCALIZER
FAILURE
FLAG (RED)
Figure 16-10. Glideslope, Expanded Localizer and Fast/Slow Command Failures

EFIS function, the display blanks, as shown CAUTION RESET annunciator can be extin-
in Figure 16-11. Failure of the input/output cir- guished by pressing it; the DISPLAY FAN
cuitry of the symbol generator is annunciated FAIL will remain illuminated.
by a red X centered on the EADI with the
notation SYSTEM FAIL. In case of EFIS display fan failure, follow the
EFIS DISPLAY FAN FAILURE procedure in
the Abnormal Procedures section in Vol-
NOTE ume 1 of this Training Manual.
Maintenance uses hexadecimal fail-
ure codes to isolate specific system COPILOTS FLIGHT
failures.
INSTRUMENTS
The copilots instrument panel has standard
Honeywell equipment which consists of a normal DC
powered attitude director indicator (ADI) in
SNs 0001 through 0099, and a DC powered )
KI 525A horizontal situation indicator (HSI)
(Figure 16-12) with internal 26 VAC inverter
for DG 2. Separate airspeed indicators, verti-
00000000
SYSTEM FAIL cal speed indicators and altimeters are in-
40000000
s t a l l e d o n b o t h t h e p i l o t s a n d c o p i l o t s
instrument panels. The pilots and copilots al-
timeters are encoding altimeters with stan-
dard counter/pointer displays of barometrically
corrected altitude.
Figure 16-11. Internal Failures
EFIS DISPLAY FAN

An EFIS display cooling fan is mounted be-
hind the instrument panel to cool the EADI and
EHSI displays. An amber annunciator light
(DISPLAY FAN FAIL), mounted below the
EHSI (airplanes 0001 through 0031) or in-
corporated into the annunciator panel (air-
planes 0032 and On), will illuminate to warn
the pilot if the cooling fan fails. If the fan
fails, prolonged use of the EFIS without cool-
ing could lead to failure of either or both EFIS
display tubes. If a prolonged flight remains Figure 16-12. Copilots Instruments
after a cooling fan failure, consideration should (SNs 0001 through 0099)
be given to operating the EFIS system in com-
posite mode and alternating tubes in order to 115 VAC power goes to the blind gyro in SNs
minimize production of heat. 0001 through 0099 (VG2) for comparator mon-
itoring with VG1. In SNs 0100 through 0359,
Illumination of the DISPLAY FAN FAIL an- 115 VAC goes to VG2 to operate the AR-500
nunciator will cause the MASTER CAUTION copilot attitude indicator and comparator mon-
RESET light to illuminate. The MASTER

FlightSafety
international
itoring. VG1 and VG2 are one amp circuit played heading and the received signal be-
breakers on the right circuit breaker panel. comes excessive.
Pitch and roll angles of the copilots VG-14A The course knob sets the course cursor. The
vertical gyro are compared with those of the course deviation bar, which forms the inner seg-
pilots VG-14A vertical gyro by the com- ment of the course cursor, rotates with the course
parator monitor system. If the results exceed cursor. Like the HDG cursor, the course cursor
predetermined tolerances, the information is rotates in its set position with compass card.
presented on the comparator monitor display
in the pilots EHSI and may cause the autopilot The course deviation bar moves laterally in the
to disengage. HSI in relation to the course cursor. Course de-
viation dots in the HSI act as a displacement
The number two (copilots) VG-14A atti- reference for the course deviation bar. When
tude gyro may be used as an EADI backup tracking a VOR, the outer dot represents 10,
gyro. The ATT REV switch may be used at while on an ILS localizer it represents 2-12.
any time to display the number two VG-14A White TOFROM flags point to or from a sta-
on the EADI, however, the autopilot/flight tion along the VOR radial when operating on
director will continue to operate using the a VOR. A red NAV warning flag comes into
number one VG-14A. view when power is OFF, when NAV infor-
mation is unreliable, or when signals from the
NAV receiver are not valid. The copilots HSI
COPILOTS HORIZONTAL normally can display only NAV 2 informa-
SITUATION INDICATOR tion. An optional NAV 1/NAV 2 switch is
available, and if installed, is mounted adjacent
The copilots standard horizontal situation to the copilots HSI.
indicator (HSI) is a three-inch instrument
without digital readouts of course or distance.
Dual glideslope pointers are provided, one The dual glideslope pointers display glides-
on each side of the instrument. lope deviation. When receiving glideslope in-
formation during an ILS approach, the pointer
will appear on both sides of the HSI, displaying
The HSI displays compass heading, glideslope deviation from the glideslope beam. If the ILS
and localizer deviation, and airplane position signal is unuseable or unreliable, the glideslope
relative to VOR radials. The compass card is pointers will disappear from the scale.
graduated in 5 increments and a lubber line
is fixed at the forward position. Azimuth The KA-5lB slaving accessory, which is
markings are fixed at 45, 135, 225, and mounted directly below the copilots HSI, se-
315 of the compass face. A fixed reference lects either free gyro or slaved gyro operation
airplane is in the center of the HSI, aligned of the HSI. For operation of the KA-51B slav-
longitudinally with the lubber line markings. ing accessory refer to Copilots Directional
Gyro System in this section (Figure 16-34).
The heading cursor and course cursor are set
by knobs located on the instrument. Once set,
the heading and course cursors rotate with the COPILOTS ATTITUDE
compass card. INDICATOR (510-36A)(SNs
0001 THROUGH 0099)
A heading flag (HDG) will appear in the in-
strument when the compass system is OFF, The copilots 510-36A attitude indicator (AI)
the heading signal from the directional gyro is an electrically-driven instrument which allows
becomes invalid, primary power to the indi- 360 of roll without tumbling. The four-inch in-
cator is lost, or the error between the dis dicator has a self-contained gyro and there is no
flight director capability (Figure 16-12).

FlightSafety
international
CITATION JET SNs 0001 THRU 068 HAVE ALL BEEN

NO. 2 MODIFIED BY SB 525-34-08 TO THE BLIND GYRO
VG-14A CONFIGURATION TO REDUCE AP TRIPPING AND
VERTICAL SNs 0069 AND ON HAD THE FACTORY INSTALLATION
GYRO
(BLIND GYRO)
NO. 1
VG-14A COPILOT ATT IND
VERTICAL 510-36A
GYRO 29 VDC
INTERNAL GYRO
ATTITUDE
WIND SHIELD BLEED AIR REV
LH RH
ED-600 ELECTRONIC DISPLAY VG-14 #2

INVALID
OFF MAX OFF MAX

PASS LIGHTS
STBY LANDING
FLOOD LTS LEFT CENTER RIGHT EL
ON GYRO SAFETY LH RH
EADI O O
F F
F F
TEST XXXXX XXXXX

DIM OFF DIM DIM DIM DIM SEAT XXXX XXXX
BELT
PULL XXX CONTROL LOCK PULL EMER BRAKE PULL
IN SNs 100 AND SUBSEQUENT, THE BLIND GYRO

NO. 2
BECOMES NO. 2 VG-14A POWERING THE CP AR-500
VG-14A
(A PRECESSION SYSTEM WITH NO FD).
VERTICAL
THE ATT REV BUTTON REVERTS THE SOURCES
GYRO
COMPARISON TAKES PLACE BETWEEN THE 2
PRECISION GYROS.
NO. 1
VG-14A
VERTICAL
GYRO
WIND SHIELD BLEED AIR
LH RH
ATT REV
ED-600 ELECTRONIC DISPLAY

OFF MAX OFF MAX
PASS LIGHTS
STBY LANDING
O O ATT
F F
EADI F F
XXXXX XXXXX
DIM OFF DIM DIM DIM DIM TEST
SEAT
BELT
XXXX XXXX AR-500 ATTITUDE
PULL XXX CONTROL LOCK PULL EMER BRAKE PULL DISPLAY INDICATOR
Figure 16-13. HSI Display

FlightSafety
international
Pitch attitude reference marks of 10, 20, ROL Roll comparison differs by more than 6.
and 30 up and down are marked on the atti-
tude sphere. Bank angle increments of 10, PIT Pitch comparison differs by more than 5.
20, 30, 60, and 90 are provided. The sym-
bolic sky is blue and the ground is brown. ATT Both roll and pitch axes differ by more
than the above parameters.
A conventional inclinometer is attached to
the bottom of the instrument. HDG Heading comparator monitorindi-
cates heading malfunction.
A Pull to Erect caging knob is located to
the lower right on the instrument case. It is GS Glideslope comparator monitorGS
spring loaded to prevent it being inadver- indicators show 1/2-scale difference.
tently locked in the caged position. The knob
is pulled out to erect or cage the gyro. The LOC Localizer comparator monitor1/2
gyro should be erected on the ground prior to scale difference in localizer.
takeoff. The comparator monitor feature is re-
moved in all units to avoid nuisance trips of ILS ILS comparator monitor1/2-scale dif-
the AP. This was done by adding a dedicated ference in GS and localizer indications.
blind gyro (VG-14A) in SNs 0001 through
0099 to do the comparing on VG2 circuit ROL, PIT, and ATT comparators may also
breaker in the AC group. cause the autopilot to disengage. Autopilot
disengage points are slightly more than 6 roll
A red GYRO warning flag will appear on the and 5 pitch and vary as functions of pitch, roll,
left side of the instrument to warn of airspeed, and altitude.
instrument power failure.
Number Two VG-14A Gyro
The attitude indicator will operate any time the
battery switch is in the BATT position and On airplanes -0069 through -0099 and air-
the Avionics Master switch in ON. planes -0001 through -0068 incorporating
SB525-34-08 there is a second (blind) VG-14A
Twenty-nine volt DC power to the instrument attitude gyro which may be used as an EADI
is provided from the right main DC bus through backup gyro. The autopilot has an attitude
a five amp circuit breaker on the right circuit comparator monitor system which compares
breaker panel. the pilots No. 1 VG-14A and the No. 2 (blind)
attitude gyros, in roll and pitch, whether or not
the autopilot is on. ROLL, PITCH, or ATT (in
Comparator Monitor System the case of both), messages will appear in the
Displays EADI if the two gyro systems do not agree
within 5 of pitch and/or 6 of roll. Com-
The IC-500 comparator monitor compares air- parator monitor trips will disengage the au-
plane heading, attitude and ILS status. If the topilot. Loss of either attitude gyro will disable
pitch or roll attitude sensed by the pilots and the autopilot. In this installation the copilots
copilots VG-14A attitude gyros in SNs 0100 ADI does not provide any comparator infor-
through 0359, and by the pilots VG-14A and mation (see above).
blind gyro VG-14A in SNs 0001 through 0099
differs by more than a predetermined amount, On these airplanes the ATT REV switch may
a flashing amber comparator warning will ap- be used at any time to display the No. 2 VG-
pear in the EADI, followed by an autopilot dis- 14A on the EADI, however, the autopilot/flight
connect. Other comparator warnings will occur director will continue to operate using the No.
according to the following schedule: 1 VG-14A. An amber annunciator VG-14 #2
INVALID will illuminate if the No. 2 VG-14

FlightSafety
international
SPZ500 CHANGES IN GYROS TO

IMPROVE COMPARATOR MONITORING
AND REDUCE AUTOPILOT TRIPS
CITATION JET SNs 0001 THRU 068 HAVE ALL BEEN

NO. 2 MODIFIED BY SB 525-34-08 TO THE BLIND GYRO
VG-14A CONFIGURATION TO REDUCE AP TRIPPING AND
VERTICAL SNs 0069 AND SUBSEQUENT HAD THE FACTORY
GYRO INSTALLATION.
NO. 1 (BLIND GYRO)

VG-14A
VERTICAL COPILOT ATT IND
GYRO 510-36A
29 VDC
ATTITUDE
REV
INTERNAL GYRO
LH RH
VG-14 #2
INVALID

OFF MAX OFF MAX
PASS LIGHTS
STBY LANDING
O O
F F
F F
EADI
TEST XXXXX XXXXX
BELT
IN SNs 100 AND SUBSEQUENT, THE BLIND

GYRO BECOMES NO. 2 VG-14A POWERING NO. 2
THE CP AIAR-500 VG-14A
(A PRECESSION SYSTEM WITH NO FD). VERTICAL
THE ATT REV BUTTON REVERTS THE SOURCES GYRO
COMPARISON TAKES PLACE BETWEEN
NO. 1 THE 2 PRECISION GYROS.
VG-14A
VERTICAL
GYRO

LH RH
ATT REV

OFF MAX OFF MAX
PASS LIGHTS
STBY LANDING
O O
F F
EADI F F ATT
TEST XXXXX XXXXX

BELT
AR-500 ATTITUDE
DISPLAY INDICATOR
Figure 16-14. SPZ-5000 Gyro Changes

FlightSafety
international
fails. If either No. 1 VG-14 or No. 2 VG-14 NOTE

fails, the autopilot will disconnect.
Due to system limitations, the fol-
In SNs 0100 through 0359, the 29VDC Copi- lowing symbols are not available for
lot 510-36A Attitude Indicator was replaced display during composite mode:
with a precision Honeywell AR-500 Attitude
Indicator without flight director. The former Radio altitude and decision height
blind gyro (VG 2 CB) SNs 0001 through 0099 set
is used to power the VG-14A and the AR-500.
Comparison monitoring takes place between Box around selected altitude
the two precision VG-14As and attitude re- Filled single cue command bars
version is accomplished with the ATT REV (if displayed)
black button on the lower left pilots instru-
ment panel. If either No. 1 or No. 2 VG-14 When selected, air data command
fails, the autopilot will disconnect. display replaces heading source
annunciator
Composite Display Marker beacon display
In the event of a display unit failure, the re- Distance and DME hold display
spective DC-550 Display Controller DIM
knob is turned counterclockwise to OFF to dis- NOTE
play a composite attitude and NAV format on The composite mode deviation dis-
the remaining good display. As in normal play functions as a simple fixed card,
EADI and EHSI presentations, all elements are CDI for VOR data. As long as the air-
not displayed at the same time. The presence craft is headed within 90 of the se-
or absence of each display element is deter- lected course or selected radial and
mined by flight phase, navigation radio tun- as long as the TO-FROM annuncia-
ing, selected flight director mode, etc. The tion is correct, the CDI is directional.
failure, caution, and warning annunciations Otherwise it displays reverse sensing
function virtually the same as for the normal and the techniques required for re-
display mode. verse sensing apply.
Honeywell
For localizer (LOC) data, this CDI
display contains some additional ca-
CRS LOC GS pability. When the aircraft has a
160 2000 heading greater than 90 to the se-
20 20 lected inboard localizer course, the
CDI reverses polarity. In this case, it
10 10
remains directional.
G
10 10
178 158
MAG 1
2 15 18
AP ENG
ILS1
Figure 16-15. Composite Display

FlightSafety
international
FLIGHT
DIRECTOR ROLL ATTITUDE ROLL
TO/FROM MODE POINTER SCALE
ANNUNCIATOR
COURSE/DESIRED Honeywell
TRACK DISPLAY
ATTITUDE
DECISION HEIGHT CRS 10 LOC GS SPHERE
ANNUNCIATOR 280
20 20
AIRCRAFT GLIDESLOPE DEVIATION
SYMBOL POINTER AND SCALE
10 10
DH
HEADING
DISPLAY G PITCH AND ROL
COMMAND CUE
HEADING SELECT
DISPLAY
10 10
315 301 STATUS
HEADING SOURCE MAG 1 MESSAGE
ANNUNCIATOR 27 32 3 3 AP ENG
(NOTE) NAVIGATION SOURCE
ILS1 ANNUNCIATOR
COURSE
FORE COURSE COURSE HEADING TAPE
SELECT
LUBBER DEVIATION DEVIATION DISPLAY
POINTER
LINE BAR DISPLAY
Figure 16-16. Composite Display Symbol Locations
COPILOTS ATTITUDE
INDICATOR (AR-500)
The copilots AR-500 attitude indicator (AI) A red ATT warning flag will appear in the top
is an electrically-driven instrument which al- of the instrument to warn of instrument power
lows 360 of roll without tumbling (Figure failure.
16-17). The four-inch instrument is supplied
attitude information by the remotely mounted
copilots VG-14A attitude gyro. There is no GA DH
flight director capability.
Pitch attitude reference marks of 10, 20 and

30 up and down are marked on the attitude
sphere. Bank angle increments of 10, 20, 20 20
30, 45, 60 and 90 are provided. The sym- 10 10
bolic sky is blue and the ground is brown.
10 10
A conventional inclinometer is attached to
20 20
the bottom of the instrument.
An ATT button on the lower left side of the in- ATT
strument case may be used to test the indica-

tor. Pressing and holding the ATT button will
cause the indicator to assume a 30 right bank
and 15 nose up attitude, which indicates Figure 16-17. Copilots AR-500
proper operation. Attitude Indicator

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The attitude indicator will operate any time the indicated by a red and white slashed barber
battery switch is in the BATT position, an in- pole and there is an overspeed switch.
verter is operating, and the Avionics Master
switch is ON. Four finger adjustable plastic airspeed bugs
make handy references and may be moved
115 volt AC power to the VG-14A gyro is around the instrument bezel to set V 1 (Red),
provided from the right AC bus through a one V R (green), V 2 (yellow) and V ENR (white) in
amp circuit breaker (VG 2) on the right circuit the takeoff phase. Normal plastic bugs have a
breaker panel point at the middle of the tip. Some airplanes
have the optional red and green plastic bugs
The AR-500 indicator also requires 26 volt AC which allows them to be pushed together to
power which it uses as a synchro reference. The look like one bug with one tip because V 1 and
one-ampere circuit breaker is always located V R are often the same speed. The point of
on the right circuit breaker panel and is marked these red and green bugs is at the inboard
ADI 2. edge. In the approach phase the bugs are set
to V REF (red), V APP (green), V REF + 10 (yel-
Pitch and roll angles of the copilots VG-14A low) and V ENR (white). The plastic bugs may
vertical gyro are compared with those of the be installed/removed through a slot at the top
pilots VG-14A vertical gyro by the com- of the instrument bezel on the pilot and copi-
parator monitor system. If the results exceed lot airspeed indicators. The set index bug al-
predetermined tolerances, the information is lows for a possible fifth bug to be set. The
presented on the comparator monitor display above speeds are marked and often pilots will
in the pilots EHSI and may cause the autopi- mark V 2 + 10. However you use the colored
lot to disengage. airspeed bugs, consistently fly and train the
same to avoid confusion.
AIRSPEED INDICATORS
The pilot and copilot airspeed indicators op-
In SNs 0001 through 0080 the pilot and copi- erate from uncorrected pitot-static inputs.
lot airspeed indicators are different. The copi-
lot airspeed indicator has a set index knob at
the lower left corner that allows setting a yel-
low airspeed bug from zero to approximately
135 KIAS.
The pilots airspeed indicator does not have the

set index knob with yellow airspeed bug. The
instruments incorporate a single rotating nee-
dle, a fixed scale calibrated in knots and a ro-
tating Mach scale. A red radial mark is located
at 263 KIAS to indicate the maximum allow-
able speed from Sea Level to 30,500 feet. The
indicated Mach limit of 0.710 above 30,500
feet is indicated by a single red radial line.
The pilot and copilot airspeed indicators in

SNs 0081 through 0359 (Figure 16-18), are the
same but different from indicators in the ear-
lier units. The airspeed indicators both have the
set index knob with yellow airspeed bug which
can be rotated 360 around the face of the in- Figure 16-18. Airspeed Indicator
dicator. Maximum speed limit (V MO /M MO ) is (SNs 0081 through 0359)

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VERTICAL SPEED INDICATORS MAGNETIC COMPASS

The two instantaneous vertical speed indica- A standard liquid filled magnetic compass is
tors indicate vertical velocity from 0 to 6,000 mounted above the glareshield (Figure 16-20).
feet per minute, either up or down (Figures 16-
1 and 16-12). Their operation differs from Seating height indicators are located directly
conventional VSIs in that there is less time above the compass.
lag between airplane displacement and in-
strument indication. Accelerometers sense
any change in normal acceleration and iner-
tially displace the needle before an actual
pressure change occurs.
INCLINOMETER
A conventional inclinometer is installed on the
bottom of the pilots electronic attitude di-
rector indicator (EADI) display (Figure 16-1).
The copilots attitude indicator also includes
a built in inclinometer (Figure 16-12).
RAM AIR TEMPERATURE

INDICATOR
A ram air temperature indicator which dis-
plays air temperature uncorrected for ram rise
is located on the right side of the center in-
strument panel (Figure 16-19). It reads Cel- Figure 16-20. Magnetic Compass
sius, but Fahrenheit can be read by a switch
which springloads to Celsius.
FLIGHT HOUR METER
The meter, located on the copilots meter panel,
displays the total flight time on the airplane
in hours and tenths (Figure 16-21).
Figure 16-19. RAT Indicator
Figure 16-21. Flight Hour Meter

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The landing gear squat switch activates the when the alarm time is reached, the clock will
meter when the weight is off the gear. A small automatically select FT for display. Pressing
indicator on the face of the instrument rotates either the SEL or CTL button will turn off the
when the hour meter is in operation. alarm and reset the alarm time to zero. Flight
time is unchanged and continues counting.
DIGITAL CLOCK The clock display may be tested when power
The model M877 clock can be made to display is on the airplane by holding the SEL button
four time functions: local time, GMT, flight down for three seconds. The display will show
time and elapsed time (Figure 16-22). Two 88:88 and activate all four annunciators.
versions of the elapsed time function may be
selected: count up or count down. STANDBY ATTITUDE
INDICATOR
The standby attitude indicator is located on the
upper left side of the center instrument panel
(Figure 16-23). The gyro normally operates on
29 volts direct current (VDC) power from the
main DC system. It is powered through a five-
ampere circuit breaker marked STDBY GYRO
on the left circuit breaker panel. Power to the
gyro is controlled by a switch marked STBY
GYRO/OFF/TEST located on the pilots lower
instrument panel. The gyro has an emergency
source of power from an emergency lead acid
battery pack located in the nose avionics com-
partment of the airplane. If the airplane volt-
age falls below a minimum amount, the
Figure 16-22. Digital Clock
standby gyro relay will activate and gyro
power will be supplied from the battery back.
The flight time mode of the clock is enabled
by a ground-air landing gear squat switch
which causes the clock to operate any time the
airplane weight is off the landing gear. The
flight time may be reset to zero by selecting
FT mode with the SEL button and holding
down the CTL button for three seconds. Flight
time is zeroed when the CTL button is re-
leased. A total of 99 hours and 59 minutes
can be shown.
A flight time alarm mode is provided which

will flash the clock display when the desired
flight time is reached. To set the alarm func-
tion, select FT with the SEL button and enter
the set mode by pressing both buttons simul-
taneously. Enter the desired alarm time in the
identical manner that GMT or local time is set.
When flight time equals the alarm time, the dis-
play will flash. If FT is not being displayed Figure 16-23. Standby Attitude Indicator

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The battery pack also provides emergency in-

strument lighting for the standby gyro.
The battery pack is constantly charged by the

airplanes electrical system, and should be fully
charged in the event of an electrical power fail-
ure. The gyro power switch must be ON for au-
tomatic transfer to battery pack power to occur.
The standby gyro will operate for a minimum
of 30 minutes on battery pack power. An amber
POWER ON light next to the STDBY GYRO
switch illuminates when the gyro is turned ON
and the airplanes electrical system is not charg-
ing the emergency power supply batteries.
When the STDBY GYRO switch is held to the
spring-loaded TEST position, a self-test of the Figure 16-24. AOA Vane
battery pack and circuits is accomplished. The
green GYRO TEST light, also next to the
STDBY GYRO switch and indicator lights, THE EADI FAST (F) SLOW (S)
will illuminate if the test is satisfactory and the POINTER
battery pack is sufficiently charged.
The pointer indicates relative approach air-
The gyro is caged by pulling the PULL TO speed as calculated by the angle-of-attack
CAGE knob and rotating it clockwise. When (AOA) system. The pointer deflects toward F
uncaged, the horizon is not adjustable. (Fast) when the aircraft is flying at more than
approach angle-of-attack. The opposite is true
when the pointer deflects toward S (Slow).
STALL WARNING AND
ANGLE-OF-ATTACK SYSTEM The flap position sensor provides a signal to
the computer, allowing compensation for any
The angle-of-attack system is powered by 29 flap position selected. The computer then pro-
volts main (DC) power through a five-ampere vides a signal to drive the AOA indicator (and
circuit breaker on the left circuit breaker panel. EADI fast-slow display and optional indexer)
It incorporates a signal summing unit (com- which is accurate throughout the weight and
puter), an angle-of-airflow sensing vane, a CG range of the aircraft.
flap position sensor, an angle-of-attack indi-
cator and an optional indexer. The angle-of- The AOA indicator is a full range type, cali-
attack system activates a stick shaker, located brated from 0.1 to 1.0 and marked with red,
on the pilots control column, at a predeter- yellow and white arcs (Figure 16-25).
mined angle-of-attack. The stick shaker
provides tactile warning of impending stall. The 0 represents a very low angle-of-attack,
whereas the 1.0 indicates the aircraft has ex-
The vane type angle-of-airflow sensor, in- ceeded the critical angle-of-attack and has
cluding associated transducer, is mounted on stalled. The area from 0.1 to 0.57 represents
the right forward fuselage of the airplane (Fig- the normal operating range of the airplane,
ure 16-24). The swept airfoil-shaped vane except for approach and landing. The white arc
streamlines with the relative airflow and the (0.57 to 0.63) covers the approach and land-
transducer sends a signal to the computer lo- ing range with the middle of the arc at 0.60.
cated in the right console. For each flap configuration 0.60 is calibrated
to represent 1.3 VS1; this equates to V APP
for 15 flaps and V REF for 35 flaps. The yel-

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Figure 16-26. Approach Indexer

Figure 16-25. AOA Indicator
nation will dim and the top red chevron illu-
low range (0.63 to 0.85) represents a caution mination will increase until the top chevron
area, indicating the airplane is approaching the is fully illuminated and the circle is extin-
critical angle-of-attack. The red arc (0.85 to guished. As the angle-of-attack becomes high
1.0) is a warning zone that represents the be- the top chevron will begin to flash.
ginning of low speed buffet followed by full
stall. Stick shaker activation for the Cita- When the airplane is accelerating from the on-
tionJet begins at a point between 0.80 and speed reference the illumination of the green
0.95 on the angle-of-attack indicator, de- circle will dim and illumination of the bot-
pending on the flap setting and disengages tom yellow chevron will increase until the cir-
the autopilot. cle is extinguished and only the bottom
chevron is illuminated.
If the angle-of-attack system loses power or
becomes inoperative for other reasons the The top chevron points down, indicating that
needle will deflect to the top of the scale and the angle-of-attack must be decreased to elim-
stow at a 1.0 indication. A red X will also ap- inate the deviation. The bottom chevron points
pear at the EADI slow/fast indication. up to indicate that the angle-of-attack must be
increased to eliminate the deviation.
An optional approach indexer, mounted on The optional indexer is active any time the nose
the pilots glareshield, provides a heads up gear is down and locked.
display of deviation from the approach refer-
ence (Figure 16-26). The display is in the form The system test is accomplished by rotating
of three lighted (red-green-yellow) symbols the rotary test switch to AOA and immedi-
which are used to indicate the airplane angle- ately feeling the stick shaker followed by the
of-attack. High angle-of-attack is analogous AOA needle rotating counterclockwise to the
to low airspeed; low angle-of-attack is anal- red. Also see the EADI AOA indicator move
ogous to high airspeed. and all lights on the indexer. With Safeflite
AOA on the ground with EPU power, battery
switch OFF and pitot switch OFF, there is DC
Illumination of the symbols is progressive as
power to the round portion of the AOA that
the airplane angle-of-attack changes. When the
rotates flush to the fuselage but not to the
airplane speed is on reference the center green
vane. It is hot and the vane cold. Removing
circle will be illuminated. As the speed de-
EPU lets it cool down.
creases from reference (.6) the circle illumi-

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precipitation, it is possible for static elec-

COMMUNICATION/ tricity to build-up and cause the VHF COMMs
NAVIGATION to automatically squelch to a point where re-
ception range is greatly reduced. Disabling
The AlliedSignal CNI-5000 Radio Stack con- the automatic squelch by pulling out the
tains two COMMs, two NAVs, two transpon- on/off/volume control (OFF PULL/TEST)
ders, and single ADF receiver are mounted in knob will cause background static in the
a stacked arrangement behind the consolidated speaker or headset, but normal reception range
control panel located in the center instrument will be restored. Pushing the knob back in
panel (Figure 16-27). Three fans cool the com- will restore the automatic squelch. If the head-
munications rack; fan 1 and 2 cool the rack and set microphone fails to function properly,
fan 3 (located at the floor level) cools the rack check the side console switch in MIC HEAD-
and the KLN 88 LORAN-C (other LRN sets) SET, and verify that the hand microphone is
which is located adjacent to the rack. FAN 1 fully engaged in its socket.
and FAN 2 annunciators, located at the top
right of the panel, will illuminate to warn of a
cooling fan malfunction. Fan 1 light will illu- KY-196A CONTROLS
minate if one or both of the upper fans fail. Fan The KY-196A control uses two digital read-
2 light will illuminate if the lower fan fails. outs to display the controlling (USE) fre-
quency and a pilot selected preset (STBY)
frequency. It has four modes of operation;
Frequency mode; Channel mode; Channel Pro-
gramming mode; and direct Tuning mode. The
frequency mode of operation allows the pilot
to tune a frequency in the standby frequency
display and then flip-flop the standby and
active frequencies by pressing the frequency
transfer (double arrow) button for more than
two seconds. The Channel mode allows up to
nine frequencies and the corresponding chan-
nel numbers to be recalled from memory. Dur-
ing channel mode of operation, the channel
number is displayed in the CHAN window,
and rotation of either the small or large knob
Figure 16-27. Consolidated Control Panel will increase or decrease the channel number
and the corresponding frequency in the STBY
VHF COMM TRANSCEIVERS window, one channel at a time. The channel
display will roll over at either end of the cor-
Dual KY 196A transceivers and controls are responding channel selection. The channel
mounted at the top of the consolidated control programming mode allows the pilot to program
panel located on the center instrument panel desired frequencies for use in the channel
(Figure 16-27). Each radio is a very high mode of operation. The direct tuning mode is
frequency (VHF) unit with a frequency range a back-up mode which allows frequency
from 118.000 to 136.975 megahertz (MHz) changes to be made directly into the active fre-
with 25 kHz spacing. The frequency displays quency display. The use (USE) display is the
are self-dimming seven-segment gas discharge left window and the standby (STBY) display
digital readouts. is the right window. Dimming of the digital
readouts is automatic and controlled by the
The COMM 1 antenna is on the underside of background lighting.
the fuselage and the COMM 2 antenna is on
top of the fuselage. When flying through dry

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The KY-196s flip-flop preselect feature seconds have elapsed, and the status of the
enables the pilot to store one frequency in the frequency mode will remain the same as it was
standby display while operating on another and prior to entering the channel mode. When
then interchange them instantly with the touch CHAN is selected the last active frequency
of a button. Both the active (USE) and the will remain tuned and displayed in the USE
standby (STBY) frequencies are stored in a cir- window. The last used channel number (1 to 9)
cuit component called EAROM (Electrical will be displayed in the CHAN window unless
Alterable Read Only Memory) that provides no channels have been programmed, in which
a non-volatile storage of frequencies and case the system defaults to Channel 1 and
programmed channels, so that when the radio dashes are displayed in the STBY window.
i s t u r n e d o ff a n d t h e n b a c k o n , c h a n n e l When either end of the display is reached the
information is retained. display will roll over and start again at the
respective end of the display.
When the transmitter is in operation an illu-
minated T will appear in the center of the The CHAN button is pressed and held for three
digital display. seconds to enter the channel programming
mode. The last used channel number will flash
in the CHAN window and the last used active
MODE/FREQUENCY/CHANNEL frequency will remain displayed in the USE
SELECTOR window. Channel numbers from 1 through 9
can then be selected by rotating either the
In the frequency mode of operation the outer, small or large knob. Pressing the frequency
larger, selector knob of the two concentric transfer button (double arrow) will cause the
knobs located to the right of the display is frequency associated with that channel to
used to change the MHz portion of the fre- flash; the frequency select knobs will then
quency display; the smaller knob (PULL 25K) change the frequency as described in the fre-
changes the kHz portion. This smaller knob is quency mode of operation above, with the ex-
designed to change the indicated frequency in ception that between the rollover points dashes
steps of 50-kHz when it is pushed in and in 25- are displayed. To exit the channel program-
kHz steps when it is pulled out. At either band ming mode, press the CHAN button, or after
edge the frequency will wrap-around; thus twenty seconds of no programming activity,
it is not required to move completely across the system will automatically exit the mode.
the frequency display in order to select a much
lower or higher frequency. In the frequency
mode of operation the tuning knobs control the HF KHF-950 WITH KFS 594
frequency in the STBY window, which may CONTROL (OPTIONAL)
then be transferred to the active (USE) win-
dow by pressing the frequency transfer (dou- The KHF-950 with HFS 594 Control is a 150-
ble arrow) button. watt transceiver system that provides 280,000
frequencies at 100 Hz increments with 19
The channel mode of operation is entered by channel preset capability in the HF band (2.000
momentarily pressing the CHAN button while to 29.9999.9 MHz). It operates in AM and
in the frequency mode. (Channel program- single sideband. Upper sideband (USB) is nor-
ming mode is discussed below.) If there is no mally used for sideband operation, but lower
activity for approximately five seconds the sideband (LSB) is available where that mode
radio will return to the frequency mode of op- may be used.
eration. In this case the channel frequency will
be placed in the STBY window. The system In TEL (A3J) mode, any of the ITU telephone
may also be returned to the frequency mode by channels (401 through 2241) may be selected.
pressing the CHAN button again before five

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Control and Indicators The smaller right-most knob, when pushed

in, moves the cursor (represented by a flash-
All controls and indicators are located on the ing digit) from left to right. One push incre-
radio set control, which is normally mounted ments the cursor one digit to enable that digit
low and to the left on the copilots instru- to be selected as required. When the knob is
ment panel. The smaller left-most knob con- turned, it increments or decrements the digit
trols power to the receiver/transmitter and selected by the cursor.
controls the volume of the received audio.
Clockwise rotation turns the unit on and in- The STO button is used to perform three sep-
creases the volume. arate functions. (1) When in the channel mode
(NOT in program modeprogram mode is an-
nunciated by the flashing dash adjacent to the
CH
channel number), pressing and holding the STO
M
button causes the control to display the letters
I0 I3
H
Z TX and the tuned transmit frequency while
the receiver monitors the transmit frequency.
This enables the pilot to listen for signals on
320.0
K
H
Z
S
T the transmit frequency of duplex channels. (2)
O
If STO is pushed while the microphone is keyed,
a 1,000 Hz tone is broadcast, which may be used
to break the squelch of some stations. In the pro-
gram mode, selected by incrementing the cur-
sor until the dash appears in flashing mode,
the selected frequency may be entered into the
VOL USB AM
channel appearing under the CH designation on
LSB TEL the display.
OFF SQ (A3J)
In order to program any one of the 19 user pro-
grammable channels, proceed as follows: (1)
Select the channel to be programmed. (2) Step
Figure 16-28. HF COMM KFS 594 the cursor to the frequency digits, as described
Control (Optional) above, and set in the desired frequency. Chang-
ing the displayed frequency of a programmable
The larger left-most knob controls the thresh- channel will automatically place the control
old of the received signal above which the head in program mode, as indicated by the
audio is enabled (squelch). Turning the knob flashing dash adjacent to the channel num-
clockwise reduces the signal threshold (de- ber. (3) Press STO to transfer the frequency
creases the squelch). into the T/R unit receiver. The flashing TX
will appear in the upper right of the display and
The larger right-most knob selects the emis- the cursor will move to the 10/1 MHz digits.
sion modes; LSB, lower sideband; USB, upper (4) Change the display to the desired transmit
sideband; AM, amplitude modulation; and frequency (if different from the receive fre-
TEL (A3J, or ITU mode). When LSB, USB, quency). (5) Press STO again. When the trans-
or AM is selected, the radio is set to the cor- mit frequency is accepted, the letters TX and
responding mode and a frequency is displayed the cursor will disappear.
in the control head, which may be directly se-
lected on one of the 19 user programmable If the user desires to operate the radio in the
channels. When TEL (A3J) is selected the directly tuned mode without a channel num-
radio is set to the corresponding mode and an ber annunciated or a flashing dash, he may
ITU channel is displayed in the control head. tune the channel selector to zero and then
tune a frequency. The zero will disappear and

the annunciated frequency will be relocated. two concentric knobs on the lower right of
Other frequencies may be selected in like the panel. The outer knob is used for frequency
manner as long as a channel other than zero selection and the inner knob for channel. Fre-
is not selected. quency control is not functional when the
FREQ/CHAN switch is in CHAN position.
Photocell activated dimming circuit adjusts the
brightness of the display to compensate for Control functions for the KCU 951 controller
changes in the ambient light level. are:
FREQ/CHAN Selects frequency or chan-

HF KHF-950 WITH KCU 951 nelize mode of operation.
CONTROL (OPTIONAL)
MODE Selects LSB, AME, or USB
The KHF-950 with KCU 951 Control is a 150- mode of operation. Mode is
watt transceiver that provides 280,000 fre- displayed in lower part of
quencies at 100 Hz increments with 99 channel frequency display.
preset capability in the HF band (2.0000 to
29.9999 MHz). It operates in AM and single PGM Selects programming of
sideband. Upper sideband (USB) is normally frequency for channelized
used for sideband operation, but lower sideband operation.
(LSB) is available where that mode is used.
STO When pressed, stores se-
Controls and Indicators lected frequency for chan-
nelized operation.
All controls and indicators are located on the
radio set control (Figure 16-29). A two-posi- Tuning knobs Tw o c o n c e n t r i c t u n i n g
tion FREQ/CHAN switch in the upper right knobs for selecting fre-
corner determines the form of operation. The q u e n c y d i s p l a y. C o n t r o l
flush position provides direct frequency op- channel or frequency mode
eration. A momentary MODE pushbutton of operation as selected by
switch, next to the FREQ/CHAN switch, se- FREQ/CHAN switch.
lects the mode of operation (AME or USB).
This switch is not active during transmit. Fre- OFF/VOLUME O N / O F F s w i t c h ; v o l u m e
quency or channel selection is controlled by control when set is ON.
KING HF
12345.6 99
USB
MODE FREQ CHAN
FREQ KHZ CHANNEL
PULL
ON
OFF
CLARIFIER SQVELCH VOLUME
STO PGM
Figure 16-29. HF COMM KCU 951 Control (Optional)

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SQUELCH Controls squelch threshold. cabin. The standard cockpit location of the
Flitefone is on the forward right side of the
CLARIFIER Used for improving clarity cockpit divider.
of reception during SSB
operation. The base of the Flitefone is equipped with a
switch (BELL/OFF/PHONE) which may be
Channel frequency can be changed by use of used to silence the bell if the passenger does
the PGM or STO switches on either side of the not wish to be disturbed or to select Flitefone
concentric tuning knobs. An ON/OFF/VOL- function (PHONE).
UME control applies power to the system and
controls volume. A SQUELCH knob provides The Flitefone also serves as a cabin/flight
control of the squelch threshold. A pull/on compartment interphone. To use the system as
CLARIFIER knob is used for fine tuning up an interphone, dial 4(I) 2(C) # Key. The
to +250, 250 Hz and is active during receive audio signal will sound in the other unit and
operation only. the IC indicator light will illuminate and re-
main on as long as the handset is off the cra-
USB is used for communication with other dle. The intercom system can be used at any
stations operating in single sideband on the time, even while in queue. To place a tele-
upper sideband. AME allows communication phone call, ascertain that the system is in Flite-
with the older AM or AME stations. AME fone mode (PHONE). The airplane must be
mode is not compatible with stations operat- within range of a ground station in order to
ing on USB. LSB mode is disabled. complete a call. The Flitefone VI offers the ca-
pability to dial directly from the airplane if de-
To tune the HF system antenna coupler to the sired, however, not all ground stations have
frequency selected, rotate the VOLUME knob direct dial capability and the airplane may not
out of the OFF detent. Receiver frequency be in range of such a station. The direct dial
will be displayed after approximately one (D/Dial) LED in the base of the Flitefone will
minute of warmup. Key the transmitter by illuminate if the ground station contacted has
momentarily pressing microphone button. that capability. If a dial tone is heard and the
The antenna coupler will tune automatically. direct dial LED is illuminated, a direct dial
Channel number will continue to be displayed; AGRAS (Air Ground Radio Telephone Auto-
however, frequency will be blanked until au- mated Service) call may be made.
tomatic tuning is complete. After tuning, ad-
just for desired squelch threshold. During To initiate the call, remove the handset from
reception, adjust CLARIFIER control for the base, observe the D/Dial light and listen for
maximum signal clarity or most natural sound- a dial tone. If a regular dial tone is heard and
ing voice. the D/Dial light illuminates, dial 1 (or 0) +
area code + desired number; listen to the audio;
an alternating tone will be heard in a few sec-
FLITEFONE VI (OPTIONAL) onds. Hang up the handset. When the call in
The optional Flitefone system provides air-to- progress is completed, the ground station will
ground telephone communication. It operates complete the call and will call you. The queue
in the ultra high frequency (UHF) band and is may be cancelled by pressing the * key.
a frequency modulated (FM) unit. The oper-
ating frequency is in the 450 MHz range. If the handset is removed from the base, the
Twelve telephone channels are provided plus D/Dial light does not illuminate and there is
one ground-to-air selective calling channel a high pitched tone in the handset, it indicates
(SEL CALL). that direct dialing is not available. Dial 8 + 9
+ # Key. The ground station attendant will re-
The standard cabin location of the Flitefone spond, requesting billing information and de-
is on the rear divider on the right side of the sired number.

FlightSafety
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If a voice is heard when the handset is re- Operators Manual

moved from the base, momentarily depress
the hookswitch. If a voice is still present, For detailed information concerning opera-
place the call later. If a standard busy signal tion of the Flitefone VI, consult the Flitefone
is heard, place the call later. VI Operators Manual, Revision E, or later
revision, of the Global-Wulfsberg Systems
If in range of a station with direct dial capa- Division of Sundstrand Data Control Inc.
bility but a manual (operator assisted) call is
desired, ascertain that the D/Dial light is on and COCKPIT VOICE RECORDER
that the dial tone is present; then dial 8 + 9 +
# Key. The ground station attendant will re- GA-100 (OPTIONAL)
spond. Manual selection of a desired channel The GA-100 cockpit voice recorder system
is possible, if desired. Dial the channel num- provides a continuous recording of the last
ber (there are 12 channels available) + # Key. 30 minutes of all voice communications and
If that channel is available at that location, a aural warning occurring in the cockpit, as well
dial tone, high pitched tone, etc., will be heard as sounds from warning horns and bells. The
as described above, and the call is completed system is protected by a 5-ampere circuit
using the appropriate procedure described for breaker located in the electrical junction box
the tone heard. If silence or voice conversation in the tailcone.
is heard, dial another channel and proceed
until a usable station is available. A sensitive cockpit microphone is located on
the instrument panel to the left of the fire tray.
A rapid busy signal (re-order tone) indicates The recorder is energized any time the battery
faulty dialing or other difficulty. If such a sig- switch is in the BATT position. The control
nal is heard, hang up and try the procedure again. panel, normally located on the copilots in-
strument panel, contains a TEST button and
If in the range of a ground station offering au- an ERASE button (Figure 16-30). System op-
tomatic dialing capability, and when properly eration is checked by pressing the TEST but-
dialed, the Flitefone VI will automatically ton. When the TEST button is held down for
scan and lock onto the best available ground five seconds, illumination of the green light
station, process the number dialed, complete on the control panel indicates correct func-
the connection and the call is ready. Should the tioning of the voice recorder system. To erase
number be busy, the last number called will be the cockpit voice recorder the airplane must
stored in memory for automatic redial. be on the ground with the landing gear squat
switch compressed. Pressing the ERASE but-
Placing the Flitefone VI ton for approximately two seconds will cause
the entire record to be erased.
In Voice Privacy
To activate the voice privacy function of the
Flitefone VI, simply place a direct dial call and
press 8(V) 7(P) # Key. When voice privacy
is engaged, a slight warbling in the back-
ground will be heard, or if voice privacy is un-
available, five rapid beeps will be heard. To
switch off the voice privacy, press 8(V) 7(P)
* Key, and voice privacy function will dis-
engage after ten seconds. The voice privacy
function will also automatically disengage at
the end of a call if the operator simply hangs
up the handset.

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COCKPIT VOICE
RECORDER
HOLD
5 SEC
TEST HEADSET ERASE
Figure 16-30. A200S Cockpit Voice Recorder
COCKPIT VOICE RECORDER button, and an ERASE button. System oper-

ation is checked by pressing the TEST button.
A-200S (OPTIONAL BEGINNING When the TEST button is held down for five
AT SN 525-0155) seconds illumination of the green light on the
An A-200S cockpit voice recorder system control panel indicates correct functioning of
(Figure 16-31) provides a continuous 120- the voice recorder system. Pressing the ERASE
minute record of all voice communications button for approximately two seconds will
originating from the cockpit as well as sounds cause the entire record to be erased. Erasure
from warning horns and bells. The system is can only be accomplished on the ground with
protected by a 5-ampere circuit breaker lo- the main entry door opened.
cated in the tailcone electrical junction box.
The installation is equipped with a five-G
The sensitive microphone is located to the switch which will activate any time the air-
left side of the fire tray. The system is ener- plane is subjected to a five-G force; this will
gized when the battery switch is in the BATT disable the systems erasure mechanism until
position. The control panel, normally located a reset button on the G switch is pressed. The
on the right instrument panel, contains a TEST switch, and the unit, are located forward of the
tailcone baggage compartment.
COCKPIT VOICE RECORDER ERASE
TEST
HOLD
5 SEC
Figure 16-31. GA-100 Microphone and Cockpit Voice Recorder

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VHF NAVIGATION RECEIVERS The OFF/PULL/ID knob operates as an on/off/

volume control as well as a control for se-
Dual KN-53 navigation receivers provide lecting voice/code identification (ID), or only
VOR, localizer and glideslope capability. The code ID signals of VOR stations. Pulling the
receivers are mounted with other avionics knob out allows the station identification tone
navigation and communication (NAV/COM) signals to be heard, as well as the station voice
equipment in the center of the consolidated announcements. Pushing it in will allow only
control panel (Figure 16-27). The con- NAV voice signals to be heard. Rotation of the
trols/receivers of both NAV radios are one- knob allows volume control of the audio sig-
piece units. nals; complete counterclockwise rotation turns
off power to the NAV receiver.
Each system has 200 VOR/LOC operating fre-
quencies and 40 glideslope frequencies. VOR Interface of the NAV receivers with other
and localizer (VOR/LOC) frequencies are equipment which use and display NAV sig-
from 108.00 to 117.95 MHz. Glideslope fre- nals is discussed in the various parts of this sec-
quencies are from 329.15 to 335.00 MHz. The tion. Controls and displays of the distance
localizer/glideslope frequencies are paired measuring equipment (DME), radio magnetic
and are automatically tuned together. When the indicator (RMI), the pilots NAV indicator re-
published localizer frequency is tuned, the peater (omni bearing selector [OBS]), the copi-
glideslope frequency is also tuned. Multiple lots horizontal situation indicator (HSI), and
outputs drive the Flight Director, HSIs, RMI, the pilots electronic attitude director indica-
and autopilot. All the basic functions have a tor (EADI) and the electronic horizontal situ-
built-in self-test. ation indicator (EHSI) are discussed separately.
The pilot can display NAV 1 or NAV 2 on his
EHSI by selecting either NAV by means of the
KN-53 Controls NAV push button on his DC-550 display con-
The KN-53 controls use two seven-digit gas troller (Figure 16-2). Upon power up NAV 1
discharge displays for the controlling (USE) will be selected; selection progression is then
frequency and a pilot-selected preset (STBY) NAV 2, NAV 1, NAV 2, etc., as the button is
frequency. The displays are dimmed auto- pressed. The NAV selected by means of the
matically by means of automatic photo sens- NAV button is displayed on the EHSI course
ing. Dual concentric frequency select knobs pointer and ILS localizer and glideslope indi-
control the display. The larger (outer con- cator. It provides course guidance to the flight
centric) knob dials the MHz portion of the director and autopilot if they are engaged.
display in one MHz steps. The small tuning NAV 1 may be selected on the bearing nee-
knob (inner concentric) dials in 50 kHz steps. dle and NAV 2 may be selected on the
The frequency will roll over or under, as ap- bearing needle, by the applicable or
plicable, at the end of the tuning band so that bearing selector knobs. Selections made by
tuning completely across the band to a much means of the bearing knobs are for display on
higher or lower frequency is not required. the EHSI only; they cannot interface with the
Tuning of the NAV frequencies in normal flight director or autopilot.
mode of operation is done in the STBY win-
dow and then flip-flopped into the USE win- Selecting NAV 1 or NAV 2 on the EFIS dis-
dow by pressing the frequency transfer (double play controller also automatically selects the
arrow) button. This allows the pilot to pretune distance measuring equipment (DME) display
the desired frequency and then interchange on the EFIS to that of the NAV selected. The
the old and new frequencies with a touch of a display in the DME indicator will also be from
button. The STBY window is then available the same NAV as displayed on the EFIS, and
for a new pretuned frequency. will be so annunciated in the indicator. The
DME will follow the selection NAV 1 or NAV
2, and cannot be otherwise tuned.

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NAV 2 is normally (standard installations) Power to the system is controlled by the

permanently connected (hard wired) to the ON/OFF/VOL knob on the control panel. Ro-
copilots HSI and provides VOR course guid- tating the knob clockwise from the detented
ance, and ILS localizer and glideslope guid- position applies power to the ADF. Rotation
ance, to that indicator, but it can also be of the control also adjusts audio volume. Con-
selected to the pilots flight guidance system. trol of the frequency is by the two concentric
NAV 1 normally cannot be selected to the co- knobs on the right side of the control panel.
pilots instruments. An optional NAV 1/NAV The inner knob controls the 1 digits when
2 selector switch is available. There is no co- pulled, and the 10 digits when pushed in. The
pilots flight director and the autopilot cannot outer concentric knob controls the 100 and
be coupled to the copilots instruments. If the 1000 digits up to a frequency of 1799 kHz.
same NAV (VOR) selections are made on the When FRQ is annunciated in the display the
pilots and copilots systems (i.e., the pilot frequency select knobs control the tuning of
s e l e c t s N AV 2 ) t h e s e l e c t i o n w i l l b e the standby (STBY) window digits. Once
annunciated on the pilots EHSI in amber. tuned, the standby frequency may then be in-
serted into the active window by pressing the
If an ILS frequency is tuned on the pilots and FRQ (double arrow) button which will flip-
copilots NAVs, localizer and glideslope de- flop the standby and active frequencies.
viation will be displayed on the pilots EHSI
and the copilots HSI if the airplane is within Operating Modes
range of the ILS. If the localizer signal is un-
reliable or absent, a red X will appear in the Two modes of operation are selected by the
center of the pilots EHSI, and on the ex- ADF button (push-in, push-out) on the
panded localizer indication on the EADI. A control face. When the button is out antenna
warning flag will appear in the copilots HSI. (ANT) mode is selected and will be annunci-
If glideslope information is absent or unreli- ated. ANT mode provides improved audio sig-
able, a red X will appear at the glideslope nal reception for tuning and is used for
indication on the pilots EADI and EHSI. A identification. In ANT mode the ADF pointer
warning flag will appear in the copilots HSI will park at 90 to the airplane heading. When
at the glideslope indicator position. the ADF button is in the depressed position
ADF mode is selected and annunciated, and
relative bearing will be indicated, which will
AUTOMATIC DIRECTION also cause magnetic bearing to be indicated on
FINDERKR-87 (ADF) the RMI.
The KR-87 ADF is a single-unit receiver/ The BFO (beat frequency oscillator) mode is
control mounted in the consolidated control selected by pressing in the BFO button on the
panel (Figure 16-27). The digitally tuned au- face of the control. BFO will then be annun-
tomatic direction finder system operates in ciated. BFO mode is used to better identify
the frequency range of 200 to 1799 kHz. The coded station identifier signals from stations
KR-87 control panel uses two gas-discharge which are unmodulated.
digital readouts to display the controlling (ac-
tive) frequency and a pilot-selected preset To perform a pre-flight or in-flight test of the
(STBY) frequency. The system is comprised ADF system, select ANT mode which will
of a receiver, a built-in electronic timer, the cause the pointer to park. Tune and identify a
bearing indicator on the RMI, and a KA-44B station with a strong usable signal and select
combined loop and sense antenna. The control ADF mode. The pointer should seek the sta-
of audio signals from the ADF is discussed tion without hesitation. Wavering, hesitation,
under Audio Control Panels in this section. or reversals indicate that the station is too
weak or that there is a system malfunction.

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TIMER OPERATION A second KR-87 ADF may be installed, in which

case the first system is duplicated with a sec-
The flight timer incorporated into the ADF will ond complete system, and operation of the sec-
always be reset when the power to it is inter- ond ADF is identical to the first. If a second ADF
rupted, either by the ON/OFF switch, the is installed, its bearing information will be dis-
avionics master switch, or the loss of power played on the double barred needle on the RMI
to the system. Flight time should be read be- when ADF is selected on that needle.
fore shutdown for that reason. Flight time may
also not be accurate since it is time from elec-
trical power on. The timer has two functions RADIO MAGNETIC INDICATOR
flight time and elapsed time. Flight time and
elapsed time are displayed and annunciated al-
(RMI)
ternately by depressing the FLT/ET button on A single KNI-582 radio magnetic indicator is
the control panel. The flight timer continues mounted on the pilots instrument panel (Fig-
to count up until the unit is turned off. The ure 16-32). Both ADF and VOR magnetic bear-
elapsed timer may be set back to :00 by pressing information may be displayed on the RMI.
ing the SET/RESET button on the control
panel. It will then start counting up again.
Pressing the SET/RESET button will reset the

elapsed time whether it is being displayed or
not. There is also a countdown mode in the
elapsed time function. To enter the countdown
mode, the SET/RESET button is depressed
for about two seconds, or until the ET an-
nunciation begins to flash. When the annun-
ciation flashes it indicates that the system is
in ET set mode and a time of up to 59 hours
and 59 minutes may be preset into the elapsed
timer, with the concentric knobs. The preset
time will be displayed and remain unchanged
until SET/RESET is pressed again which will
start the countdown from the preset time.
When the timer reaches :00 it will begin to
count up and the display will flash for about
15 seconds.
While flight time (FLT) or elapsed time (ET) Figure 16-32. KNI-582 RMI
modes are being displayed, the standby fre-
quency is kept in memory. It may be called The single bar pointer presents NAV (VOR)
back by pressing the FRQ button, and then 1 or ADF1 information. The double bar pointer
transferred to the active frequency by press- presents NAV (VOR) 2 or (if installed) ADF
ing the FRQ button again. 2 information. In standard airplanes with sin-
gle ADF installations, ADF1 information is
While FLT or ET is displayed, the in use fre- provided to both pointers. Push-type selector
quency on the left side of the display may be switches are used for selecting desired
directly changed by using the frequency select information.
knobs, without any effect on the stored standby
frequency or the other modes. This feature is
useful when tuning for stations the exact
frequency of which the operator may not know.

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The compass card (heading reference) for the

RMI indicator is powered by the built-in static
inverter in the copilots KG-102A directional
gyro, and is available during emergency op-
eration with the BATT switch in the EMER po-
sition. With the battery switch in EMER
position, the VOR and ADF pointers on the
RMI will be inoperative.
In the event of RMI compass card failure

(frozen card), the VOR pointer will remain
slaved to the compass card and continue to in-
dicate magnetic bearing to the selected station.
The ADF pointer will indicate relative bear-
ing to the selected station.
Figure 16-33. Pilots Switch Panel
NOTE Under normal operating conditions, the pilots
In the event of RMI compass card C-14D gyro slave switch should be left in the
failure, all VOR and ADF bearings AUTO position. Fast slaving in the AUTO
must be cross-checked with other re- mode occurs at a minimum rate of 30 per
liable navigation information and minute and will continue at that rate until the
used with caution. gyro is slaved to the magnetic compass head-
ing. It will then continually maintain a slow
slaving rate of 2.5 to 5.0 per minute. If the
C-14D COMPASS SYSTEM gyro slave switch is in AUTO position at
(PILOTS) power-up, the system will slave itself. If the
gyro has obtained operating speed in the MAN
The pilots electronic horizontal situation in- position, or is otherwise unslaved while op-
dicator (EHSI) and the flight director are driven erating, the LH/RH switch must be activated
by the pilots C-14D slaved gyro system. The to start fast slaving action in the AUTO mode.
directional gyro (DG) receives 29-volt power
from the main DC system through a five-am-
pere circuit breaker on the right circuit breaker COPILOTS DIRECTIONAL
panel. The system consists of a directional
gyro, a flux detector, a mode selector switch,
GYRO SYSTEM (KCS-55A)
a remote compensator, and a slaving indicator The copilots KCS-55A directional gyro sys-
on the EHSI. The mode selector switch is lo- tem is comprised of the KG-102A directional
cated on the left switch panel and is labeled LH gyro, the KA-51B slaving accessory, the KMT-
GYRO SLAVE (Figure 16-33). It has two po- 112 flux valve, and the KI-525A horizontal sit-
sitions; MAN and AUTO. In MAN position, the uation indicator (HSI) on which the heading
C-14D gyro operates in unslaved (gyro) mode. information is displayed. The KG-102A gyro
In the AUTO position, it operates in slaved is located in the nose avionics compartment.
(gyro stabilized magnetic) mode. When MAN The system is operated by the KA-51B slav-
is selected, the EHSI compass card can be ing accessory which is mounted just below
moved left or right at a rate of 30 per minute the copilots HSI (Figure 16-34).
by toggling the LHRH switch, located to the
right of the MAN/AUTO switch, to the RH or The KG-102A is powered from the emer-
LH position. Manual operation gives accurate gency DC bus through a 5-ampere circuit
short term heading reference when magnetic breaker on the right circuit breaker panel. In
information is unreliable. the event of a DC power failure, placing the

If the system is cycled from the free mode to

the slaved mode with the SLAVEFREE switch
o n t h e s l a v i n g a c c e s s o r y, t h e f a s t s l a v e
operation will be repeated.
The slaving indicator on the face of the slav-

ing accessory indicates the compass systems
response, in rate and direction, to the mag-
netic inputs from the slaving amplifier. In
normal operation the slaving indicator will
slowly oscillate up and down between the +
and indications.
Encoding Altimeters
The altimeters (Figure 16-35) are provided
Figure 16-34. KA-51B Slave Accessory with a servoed drum/pointer display of baro-
battery switch to the EMER position will re- metrically corrected pressure altitude. The
gain the copilots KG-102A and continue to barometric pressure is set manually with the
provide gyro stabilized heading information baro knob and is displayed in both inches of
to the copilots HSI. The KG-102A has a mercury and millibars on the baro counters.
built-in static inverter which will also con- Both altimeters are encoding altimeters; the
tinue to provide heading information to the pilots altimeter provides altitude information
radio magnetic indicator (RMI). Under emer- to the number one transponder and the copi-
gency conditions the RMI VOR and ADF lots altimeter provides like data to the num-
pointers will be inoperative. b e r t w o t r a n s p o n d e r. T h e t w o a l t i m e t e r
transponder combinations work in pairs and
The KA-51B slaving accessory, mounted just the encoding altimeters are not switchable.
below the copilots HSI, can be used to select When XPDR 1 is selected on the XPDR
FREE (unslaved directional gyro) or SLAVE
(gyro stabilized magnetic) operation. In FREE
mode the gyro can be moved clockwise (spring
loaded switch up) or counterclockwise (spring
loaded switch down) in order to manually align
the compass with the desired compass heading.
When power is first applied to the KCS-55A

system, and the system is in the SLAVED
mode, the heading display is automatically in
the fast slave rate of 180 per minute to align
the slaving control transformer in the KI-525A
HSI with the magnetic heading signal from the
KTM-112 flux valve. The system will remain
in the fast slave mode until the slaving error
is reduced to zero (0) and then reverts auto-
matically to the normal slave rate of approx-
imately 3 per minute.
Figure 16-35. Altimeters

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1/XPDR 2 switch located on the consolidated time light conditions, or the cockpit lights. A
control panel, traffic control and altitude in- sensitivity selector switch (H/L/T) is located
formation will be supplied by the number one on the right side of the panel. The switch is used
transponder and the pilots altimeter. If XPDR to select low receiver sensitivity (L), high re-
2 is selected, transponder two and the copi- ceiver sensitivity (H), or to test the lights in the
lots altimeter will supply the data. If altitude display (T). The test (T) position is
(mode C) data transmission to air traffic con- springloaded. Three lights; white A, blue
trol is lost it will be necessary to select the O, and amber M are located on the center
opposite transponder. of the display. The white marker light (A) may
be used to indicate passage of an airway fan
The altimeters are equipped with a red CODE marker, where those are still used, or indicates
OFF warning flag which will show on the passage of an ILS inner marker. For use along
face of the altimeter if the transmission of al- airways to identify fan markers, H (high
titude data to its mated transponder fails. If sensitivity) should be selected on the sensitivity
the CODE OFF flag appears, the opposite switch; for ILS operation, L (low sensitiv-
transponder should be selected. The encod- ity) should be used. The blue marker light (O)
ing altimeters receive power from 5-ampere indicates passage of an ILS outer marker, and
circuit breakers (ENC ALT 1 and ENC ALT the amber light (M) indicates passage of an ILS
2) on the right circuit breaker panel. middle marker. Marker beacon aural signals are
selected by switches on the pilots and copi-
An amber altitude alert light (ALT) on the al- lots audio control panels, which will cause dif-
timeter bezel illuminates to provide a visual ferent tone signals and codes to be introduced
indication when the airplane is within 1000 into the speakers (or headsets) to reinforce the
feet of the preselected altitude and extin- visual signals. Inner or fan marker passage is
guishes when the airplane is within 250 feet indicated by a continuous signal of six (Morse
of the preselected altitude. After capture, the code) dots per second at a 3000 Hz tone. Outer
light will illuminate if the airplane departs marker passage is indicated by a signal of two
more than 250 feet from the selected altitude dashes per second at a tone of 400 Hz. The sig-
and a warning tone or the voice annunciator nal for middle marker passage is alternate dots
will announce ALTITUDE. and dashes at a tone of 1300 Hz. The aural sig-
nals correspond to the rate of blinking of the
KR-21 MARKER BEACON visual signals. Control of the aural signals
through the audio panels is covered under
RECEIVER Audio Control Panels in this section.
The KR-21 single-unit marker beacon receiver
system is mounted in the copilots panel above The visual marker beacon annunciators for
the attitude gyro (Figure 16-12). It provides the pilot are located on the lower right side of
marker beacon presentations by its lights to the the electronic attitude director indicator
copilot and on the electronic attitude director (EADI) display below the glideslope scale
indicator (EADI). The marker beacon receiver (Figure 16-12). A white box identifies the lo-
is in operation whenever the avionics power cation of the marker beacon annunciator when
switches are on and power is available. It op- a localizer frequency is tuned. The EADI
erates on a frequency of 75.00 MHz. The face marker beacon presentation uses codes and
of the indicator incorporates all controls except colors similar to those used on the copilots
those controlling selection of aural signals. A marker beacon display.
photo-cell light sensor located on the left of the
panel provides automatic dimming for the
marker lamps to compensate for ambient day-

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AUDIO CONTROL PANELS SPKR mode. Incoming transmissions from

COMM 1, COMM 2, and HF AUDIO (if in-
Two audio control panels are installed to pro- stalled), and all audio warnings are muted to
vide individual audio selection by each pilot the cockpit speaker on the side with PASS
(Figure 16-36). Three-position switches SPKR selected on the audio panel. If oxygen
(SPKROFFHDPH) enable all audio inputs masks are in use, the cockpit speaker on the
to be selected to the speakers or headphones. side with PASS SPKR selected will not receive
A two-position IDENT/VOICE switch is used interphone communications from the opposite
in conjunction with the NAV and ADF switches side pilot. Headset audio is not affected.
to monitor either voice or coded identifiers.
For airplanes 0001 through 0147, if MOD B
audio control panels are installed and Service
Bulletin SB525-23-06 has not been complied
with, all incoming transmissions and audio
panel warnings to both cockpit speakers will
be lost if either side audio control panel has
PASS SPKR mode selected. Headset audio is
not affected in this mode.
NOTE
Figure 16-36. Audio Control Panel
Depending on the modification level
of the audio installed, all incoming
Two concentric MASTER VOLUME knobs transmissions and audio warnings to
control the headset or speaker volume of all one or both cockpit speakers may be
selected audio sources. A PASS SPKR VOL- muted if either audio panel has pas-
UME knob controls the output volume of the senger speaker mode selected.
passenger compartment speaker.
A rotary microphone selector switch has four A three-position AUTO SEL switch
standard positions. COMM 1 or COMM 2 con- (SPKROFFHDPH) automatically selects
nects the microphone in use to the respective the proper speaker or headphone to match the
VHF transmitter. PASS SPKR allows for an- position of the rotary microphone selector
nouncements to passengers through the cabin switch. All audio sources can be monitored at
speakers. EMER/COMM 1 position may be any time by use of the appropriate
used to operate COMM 1 radio directly, by- SPKROFFHDPH switch regardless of the
passing the audio amplifier, but requires the microphone selector switch or the AUTO SEL
use of a headset, and volume control is avail- switch positions. A MKR MUTE button, when
able only at the radio. Transmitting remains pressed, silences the marker beacon audio for
normal from all microphone sources. An op- approximately 30 seconds.
tional audio control panel has a fifth position
to be used for the HF system, if installed. A two-position switch on the control wheel has
MIC position for keying the transmitters and
For airplanes 0001 through 0147 with audio INPH for interphone communication when
panel modification level A (MOD A), and for using the lip microphone or oxygen mask mi-
airplanes 0001 through 0147 with audio panel crophone. If a hand-held microphone is used,
modification level C (MOD C) incorporating transmission is determined by the position of
Service Bulletin SB525-23-06, and for air- the microphone selector switch.
planes 0148 and On; caution should be exer-
cised while operating the audio panel PASS

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The copilots audio panel is powered from the obtained and/or the time constraints should
emergency DC bus through a circuit breaker be observed. A RESET button is located next
marked AUDIO 2. The pilots audio panel is to the EMERNORM switch on the meter
normally powered from main DC bus through panel. Pressing the RESET button resets the
a circuit breaker marked AUDIO 1. When the ELT transmitter if it has been energized by
battery switch is placed to EMER position the the impact switch. The RESET button must
audio normal/emergency relay relaxes and be held depressed for a minimum of three
connects the pilots audio panel to the emer- seconds. A remote control, accessible from
gency bus; thus in case of loss of both gener- outside the airplane, is located above the en-
ators both audio panels will continue to operate gine pylon on the right side of the fuselage
with the battery switch in the EMER position. near the leading edge of the vertical fin, under
COM 1 transmit and audio will be operative a plug button. The ELT can be turned ON,
and NAV 1 audio may be received. OFF, or RESET from that control. The sin-
gle whip type antenna is located on top of the
aft fuselage just to the rear of the number
LOCATOR BEACON two COMM antenna.
(OPTIONAL)
The emergency locator beacon (ELT) system ARTEX LOCATOR BEACON
is an emergency transmitter designed to assist (OPTIONAL)
in locating a downed airplane. The transmit-
ter has a self-contained battery pack which The Artex 110-4 is a second generation emer-
must be changed every three years or after a gency locator transmitter (ELT) system which
cumulative total of one hour of operation. The transmits the standard swept tone signal on
system is activated, automatically, by an im- 121.5 and 243.0 MHz. The system consists
pact of 5.0, +2, 0 G along the flight axis of of an antenna mounted on top of the fuselage,
the airplane or manually by a remote EMER a transmitter and tray mounted in the tailcone
switch on the instrument panel. When the trans- area, and a remote switch mounted on the in-
mitter is activated, a modulated omni-direc- strument panel. When transmitting, the cock-
tional signal is transmitted simultaneously on pit ELT ACTIVATED WHEN LIT light will
emergency frequencies 121.50 and 243.00 flash continuously.
MHz. The modulated signal is a downward
swept tone signal starting at approximately The transmitter is activated by one of three
1600 to 1300 Hz and sweeping down every methods:
two to four seconds continuously and auto-
matically. In the event of a crash (provided the
transmitter has been securely mounted
The transmitter has an ARMONOFF switch and locked in its tray).
which is normally left in ARM. ON position When the cockpit switch is placed in the
is used to test the system from the ground and ON position.
OFF position turns the system off.
When the transmitter switch is placed
A guarded EMERNORM switch on the co- in the ON position.
pilots lower right side panel provides man- Once activated, the ELT must be reset using
ual activation of the system as well as a means one of the following methods:
of testing the operation. In NORM position,
the system is armed for activation by the im- From the cockpit, place the switch to the
pact switch. In EMER position, the impact ON position. Ensure the ELT ACTI-
switch is bypassed and the emergency signal VATED WHEN LIT indicator is illu-
is transmitted. EMER position can be used to minated. Immediately place the switch
test the system; however, prior approval from to the ARM position. Ensure the light
control tower and flight service should be is extinguished.

FlightSafety
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From the transmitter, place the switch to tem (EFIS). The EHSI and EADI are identi-
the ON position, and then immediately cal and interchangeable. The EADI has a con-
place the switch to the OFF position. ventional slip/skid indicator attached at the
lower edge of the indicator. Manual and pho-
NOTE toelectric dim is used on the EADI and EHSI.
Normal switch configuration is for
the transmitter switch to be placed The heart of the EFIS system is the display
in the OFF position and the cockpit guidance computer (DGC) which receives
switch to be placed in the ARM po- and processes all the airplane sensor inputs.
sition. It is impossible to disarm the The display guidance computer acts as a com-
ELT by improper placement of the bination flight director computer and EFIS
cockpit (or transmitter) switches. symbol generator. The data it generates and
formats is then transmitted to the two elec-
tronic displays (EDs).
System testing is accomplished by placing
the cockpit switch in the ON position, ob- The pilot controls the display formatting by
serving steady illumination of the ELT AC- means of the display controller (DC). He may
TIVATED WHEN LIT indicator light for the choose full or partial compass displays or
first three seconds, and confirming audio tone MAP/RNG presentation. These functions are
through a COMM radio tuned to either 121.5 explained under Display Controller below.
or 243.0 MHz. Once testing is complete, ELT The heading and course select knobs, as well
must be reset. as a knob for altitude select (ASEL) mode, are
located on the remote instrument control lo-
cated on the center pedestal.
FLIGHT GUIDANCE Selections for navigation sources and bearing
needle presentations are controlled by means
SPZ-5000 DISPLAY AND of buttons and knobs on the display controller
FLIGHT GUIDANCE SYSTEM (DC). The selected sources are annunciated on
the electronic displays.
The SPZ-5000 Display and Flight Guidance Operation of the EFIS is similar to a standard
System (IFGS) is a complete automatic inte- flight director system except for the presen-
grated flight control system which includes tation of additional information on the small
flight director, automatic pilot, pilots elec- format of two electronic display units. More
tronic attitude director indicator (EADI), information is available in a more compact ar-
pilots electronic horizontal situation indica- rangement and the format is variable as de-
tor (EHSI), air data sensor with associated sired. Presentations that are not necessary or
outputs, autopilot controller, altitude alerting desired at any one time can be removed and
system, touch control steering, and autopilot replaced with more appropriate data for the ex-
servos. A system block diagram is shown in isting flight conditions. The units of the sys-
Figure 16-37).The air data sensor (SNs 0001 tem are discussed below.
through 0099)/Shadin Air Data Computer (See
AFM Supplements) provides pressure alti- Failure of the single display guidance com-
tude, altitude hold, IAS hold and vertical speed puter (DGC or IC-500) requires pilots to be
hold. The system may be flown manually or trained in partial panel approaches.
automatically. The primary component of the
system is the IC-500 display guidance com- The DGC has a built-in multi-level test. This
puter (DGC). It contains the autopilot and test includes an automatic power up self-
flight director computer and the symbol gen- check and initiated testing. Initiated tests in-
erator for the electronic flight instrument sys- clude on-ground test and in-flight checking.

FlightSafety
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ENCODING
ALTIMETER
FX-220 AIRSPEED EADI
FLUX
VALVE
VERTICAL
SPEED
CS-412 ED-600 ELECTRONIC DISPLAY

REMOTE PC-400 AUTOPILOT CONTROLLER
COMPENSATOR
EHSI
MS-560 MODE SELECTOR

C-140 IC-500
DIRECTIONAL DISPLAY
GYRO GUIDANCE
COMPUTER
DC-550 DISPLAY CONTROLLER
RADIO RI-553 INSTRUMENT

ALTIMETER REMOTE CONTROLLER
NO. 1 NO. 2
VG-14A VERTICAL
VERTICAL GYRO
GYRO
NAV/DME
NO. 1
RG-204
RATE GYRO
AG-222
NAV/DME ACCELEROMETER
NO. 2 AZ-429
AIR DATA OPT SHADIN
SENSOR AIR DATA
NO. 2 COMPUTER
VERTICAL
GYRO
TRIM
SERVO
SM-200 SM-200 SM-200

RUDDER AILERON ELEVATOR
SERVO SERVO SERVO
Figure 16-37. Integrated Flight Guidance System Block Diagram

FlightSafety
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They also include an on-ground maintenance VS Vertical speed hold has been selected
test and fault storage. and captured.
Most of the equipment supplied in this sys- IAS Indicated airspeed hold has been se-
tem is 28 VDC powered. The vertical gyros lected and captured.
(VG 1 and VG 2) require 115 V, 400 Hz AC.
The directional gyros DG 1 and DG 2 requires LNAV Long range NAV (FMS) mode has
26 VAC. been selected.
(For detailed operating instructions, consult GA Go-around mode has been selected.
the Honeywell 5000 Integrated Flight Con-
trol System Pilots Manual for the CitationJet.
This handbook must be on board the airplane Lateral Transitions
immediately available to the crew). VOR arm to VOR cap
LOC arm to LOC cap
BC arm to BC cap
Mode Annunciation V APP arm to V APP cap
Flight director mode annunciations are inte- L NAV arm to L NAV cap
gral to the EADI. The vertical and lateral
modes are annunciated along the top of the dis-
play (Figure 16-7). Armed vertical and lateral
NOTE
modes are annunciated in white and appear Some installations immediately cap-
slightly to the left of the position of the capture the L NAV when mode is selected.
tured vertical and lateral mode annunciations,
which are presented in green. Lateral mode an-
nunciations are located to the left of top cen- Vertical Transitions
ter and vertical modes are annunciated in the GS arm to GS cap
upper right corner. A white box appears around ASEL arm to ASEL cap
a capture or hold mode for five seconds after ASEL cap to ALT
mode transition. Lateral and vertical mode
annunciations and transitions are listed below:
Miscellaneous Annunciations
HDG Heading select mode engaged. CMD IAS hold or VS hold engaged (air data
command). Annunciated in lower left
VOR A NAV mode (VOR) is armed or has side of EADI display.
been captured and is being tracked.
DH Illuminated when the airplane reaches
LOC Localizer has been armed or captured.
the preset decision height. (Annunciated
in lower right side of EADI display.)
V APP VOR approach selected or course cap-
ture has occurred.
G Vertical deviation indicator is display-
GS Glideslope armed or captured. ing glideslope information. (Annunci-
ated in vertical deviation indicator.)
ASEL Altitude preselect armed or captured.
ALT Altitude hold mode engaged.
BC Back course armed or captured.

FlightSafety
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Mode Selector access to NAV 1 navigation information on the

right panel instruments. The pilot, however,
The mode selector consists of seven push-on, may select either NAV 1 or NAV 2 by means
push-off back-lighted switches (buttons) that of the NAV button on the DC-550 display con-
select various flight director/autopilot modes troller, which will be annunciated (VOR1 or
of operation (Figure 16-38). The buttons have VOR2) on the EHSI.
green mode activation lights which will be il-
luminated if the corresponding mode is in the
ON, arm, or capture state, as applicable. The
current status of the selected mode is then dis-
played by various annunciations in the
electronic attitude director indicator (EADI).
Figure 16-39. Display Controller

Operation of the various modes is explained
Figure 16-38. Mode Selector under Autopilot/Flight Director System
Operation below.
The flight director can be turned off (command
bars biased out of view) by deselecting all of Display Controller
the modes on the mode selector or by pressing The display controller, located on the pilots
the go-around button on the left throttle knob, instrument panel, allows selection of the dif-
followed by the TCS button (Figure 16-41). ferent display formats such as full or partial
The autopilot is then usable only in the basic au- compass display and provides for selection
topilot modes of pitch hold and heading hold, and of required navigation sources and bearing
is controlled with the turn knob and pitch knob select knobs (Figure 16-39).
on the autopilot controller (Figure 16-40).
Each button may have more than one toggling
The selection of NAV 1, NAV 2, or FMS on sequence. The individual controls follow.
the DC-550 display controller (Figure 16-39)
(NAV and FMS buttons) controls the source
of navigation information to the flight direc- FULL/MAP Button
tor, as well as selects the source of navigation The FULL/MAP button is used to change the
information displayed on the course devia- electronic horizontal situation indicator
tion indicator (CDI) of the EFIS. The selec- (EHSI) display compass format. In the full
tion of NAV 1, NAV 2, or FMS is annunciated compass mode, 360 of heading is displayed.
in the upper right corner of the EHSI as VOR In the arc or partial compass mode, 90 of
1, VOR 2 and FMS respectively. Selection of heading is displayed.
NAV 1 or NAV 2 is accomplished by pressing
and repressing the NAV button on the mode se- A second push of the button selects the partial
lector. Progression is NAV 1, NAV 2, NAV 1, compass format plus a map display for the
etc. If FMS is selected, pressing the NAV but- navigation source selected. If the VOR navi-
ton will select NAV 1. gation source has been selected. a short range
map is displayed. If the FMS source is se-
NAV 2 is permanently connected to the co- lected, and depending on its capability, a long
pilots conventional horizontal situation in- range map is displayed. Map range is con-
dicator (HSI) and the copilot does not have trolled by the map range (MAP/RNG) button.

FlightSafety
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Successive toggling of the FULL/MAP button frequency is tuned in NAV). The flight director
changes the display from FULL to ARC to MAP. interfaces with the NAV that is selected and
displayed on the EHSI.
NOTE
FMS
When NAV is the selected navigation
source and LOC is tuned, the Selects flight management system (FMS) for
FULL/MAP button only toggles be- display on the EHSI; the flight director will
tween full and partial compass (ARC). interface with the FMS. The EHSI course needle
represents FMS course.
MAP/RNG Button Bearing O Knob

MAP mode must be selected prior to activation. This knob has four positions. The OFF position
Pressing the MAP/RNG button activates the removes the bearing pointer from the display. In
range display on the EHSI. Default range is 100 NAV 1 position, VOR 1 bearing information is
NM. Toggle sequence of the button is then 50, displayed. In ADF 1 position, ADF 1 bearing is
25, 10, 5, 300, 200 NM, and repeat. Display is displayed. Selecting FMS displays FMS
terminated by pressing the FULL/MAP button. information on the bearing pointer. It is a white
Range is depicted on the middle range marks single line pointer and a white circle.
line only at half the selected distance.
ADI DIM (Outer Concentric)
SC/CP Button
The DIM knob sets half of the overall brightness
Toggles alternately between single cue and cross for raster and stroke writing on the EADI. When a
pointer display on the EADI. The power up state reference level is set, photoelectric sensors will
is single cue presentation. For DGAC certification maintain the relative brightness level in various
only single cue comm and bars are used. lighting conditions. Full counterclockwise OFF
position turns off the EADI and selects the
GSPD/TTG Button composite display on the EHSI.
Ground speed (GSPD) or time-to-go (TTG) is
displayed in the lower right corner of the EHSI. Decision Height (Inner
Pressing the GSPD/TTG button provides Concentric DH/TST)
alternating selection of GSPD or TTG to next Rotation of the DH knob adjusts the deci-
station or waypoint. Data is supplied by the sion height display in the lower left hand cor-
DME or FMS. ner of the EADI. Rotating the knob fully
counterclockwise removes decision height in-
ET Button formation from the display. Settings are 5 feet
increments 0 feet to 200 feet and ten foot in-
Displays elapsed time. If elapsed time is being
crements 200 feet to 900 feet.
displayed, stops the display. Sequence of the ET
button: Start, Stop, Zero.
Test Function (TEST)
NAV Button Pressing the TEST button causes the displays to
Pressing the NAV button selects VOR/LOC enter the standard preflight test mode. Flags and
information for display on the EHSI. Pressing cautions are presented along with a check of the
the button alternately selects NAV 1 and NAV 2 flight director mode annunciations. TEST
(annunciated VOR 1 and VOR 2 on the upper (magenta) is displayed if the mode annunciation
right side of the EHSI; ILS 1 and ILS 2, if ILS check is satisfactory. An unsatisfactory test
results in an FD FAIL annunciation. The test

FlightSafety
international
will also result in a self-test of fifty feet on the ALT SEL (Altitude Select) KnobThe ALT
radio altimeter system. The TEST button is SEL knob controls the value of selected alti-
wired through a squat switch and is completely tude displayed on the EADI. The selected al-
active only when the airplane is on the ground. titude is also sent to the automatic flight
A self-test of the radio altimeter system may be control function of the DGC as the selected al-
made in flight if the flight director is not in the titude reference.
glideslope capture mode. Holding the TEST
button beyond 5-6 seconds enters the initiated HEADING Select KnobThe HEADING
test mode and the maintenance tests begin. knob positions the heading bug on the EHSI
heading display. When the heading bug is set,
HSI DIM the EFIS function of the DGC is the source for
the light guidance system (FGS) function
Controls brightness of the raster and stroke heading error signals.
writing on the EHSI display. OFF position turns
off the EHSI and selects the composite display
on the EADI. Autopilot Control Panel
The autopilot control panel, mounted on the
Bearing Knob pedestal, provides a means of manually con-
trolling the autopilot through the turn knob and
This knob has three positions. The OFF posi- pitch wheel, as well as a means of engaging
tion removes the bearing pointer from the dis- and disengaging the autopilot and yaw damper
play. In NAV 2, NAV 2 bearing is displayed. In (Figure 16-40).
ADF 2 position (if installed), ADF 2 bearing
is displayed. The diamond and double line
pointer are magenta.
Remote Instrument Controller

The RI-553 Remote Instrument Controller,
shown in Figure 16-40, is used to select course
and heading on the EHSI, and to select the
value on altitude preselect on the EADI.
The functional controls are as follows:
COURSE KnobThe COURSE knob is used

to select the navigation course to be used with
VOR, and some FMSs with an omni bearing
selector (OBS) mode. When the course is set, Figure 16-40. Remote Instrument
the DGC EFIS function signals course error Controller and Autopilot
and deviation to the automatic flight control Control Panel
function of the IC-500 Display Guidance Com-
puter (DGC). The push-on/push-off AP and YD switches
are illuminated (ENGAGE) when engaged.
The autopilot (AP) engage switch is used to
NOTE engage both the autopilot and the yaw damper.
The desired track can be selected The yaw damper (YD) switch is used to engage
using the course knob on some FMS the yaw damper without the autopilot; press-
systems. This is called the OBS mode. ing it a second time will disengage the yaw
damper. Pressing the AP switch a second time
will disengage the autopilot but the yaw
damper will remain engaged. Both the yaw

FlightSafety
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damper and autopilot may be disengaged by Preflight Check

pressing the red AP TRIM DISC button located
on the pilots and copilots control wheels A comprehensive preflight check of the auto-
(Figure 16-41). pilot may be made by engaging the autopilot
with the elevators and ailerons in the neutral
position. Rotation of the pitch wheel must re-
sult in movement of the elevators in the di-
rection of pitch wheel movement. Rotation of
the turn knob must result in movement of the
ailerons in the direction of the turn knob move-
ment. Engage the heading mode with the head-
ing cursor under the lubber line. Move the
heading cursor to the left of the lubber line and
the control wheel should roll left. Engage the
altitude hold mode, then set the pilots al-
timeter to a lower altitude; the control wheel
should move aft. Disengage the altitude hold
mode and reset the altimeter. Disengage the au-
topilot with the AP/TRIM DISC switch on the
control wheel. The autopilot must disengage,
the AUTOPILOT DISCONNECT voice warn-
ing or tone will be heard, and the AP OFF
Figure 16-41. A/P TRIM DISC/TCS Button light will illuminate for one second. Check au-
topilot disengagement with the copilots
Operating the electric trim will disengage the AP/TRIM disconnect switch.
autopilot but not the yaw damper, unless the au-
topilot turn knob is out of its detent. Use of the A dead front trim indicator, which is not
yaw damper while manually controlling the visible until illuminated, is located between
airplane aids in stability and passenger comfort. the low bank limit and engage buttons on the
autopilot control. The indicator shows an out-
The pitch wheel allows manual pitch control of of-trim condition, in the direction indicated by
the airplane proportional to the rotation of the illumination of UP or DN in the TRIM an-
wheel and in the direction of wheel movement. nunciator, when a sustained trim input is being
In IAS (indicated airspeed) and VS (vertical applied to the elevator servo. The indicator
speed) modes, movement of the pitch wheel must be OFF before engaging the autopilot. If
will change the selected IAS or VS. Movement the TRIM annunciator is illuminated and the
of the pitch wheel cancels only altitude hold autopilot must be disengaged, the pilot must
(ALT green) or altitude preselect capture (ASEL be prepared for an out-of-trim condition in
green). Movement of the pitch wheel has no the annunciated direction. An AP OUT OF
effect when captured on the glideslope. The turn TRIM annunciator is also located above the
knob allows manual bank control of the airplane pilots altimeter.
proportional to and in the direction of knob
movement. Turns with a maximum bank angle The bank limit mode may be selected if it is
of 30 at 3 per second can be performed with desired to limit the maximum bank angle dur-
the autopilot. The turn knob must be in the ing autopilot operation. When the mode is en-
center detent position before the autopilot can gaged, the autopilot maximum bank angle is
be engaged. Rotation of the turn knob out of limited to 14 instead of 27. The mode is
detent cancels any other previously selected limited to use in conjunction with heading
lateral mode. (HDG) mode only. When the mode is engaged,
LOW will annunciate in the push button. Low
bank mode is automatically selected by climb-

FlightSafety
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ing through 34,000 feet altitude. Automatic Basic Autopilot

canceling of low bank occurs descending
through 33,750 feet. If the autopilot is engaged The basic autopilot, without any inputs from
above 34,000 feet low bank mode is automat- the flight director system, can be used for
ically selected. Low bank can be deselected by pitch, roll and heading hold. The autopilot
pressing the bank limit push button. will hold the pitch attitude existing at the mo-
ment of AP engagement or the pitch attitude
The autopilot is normally disengaged in one of existing at the moment of disengagement of a
four ways: (1) depressing the red AP/TRIM vertical mode.
DISC switch on either yoke, (2) electrically
trimming the elevator trim system, (3) The autopilot can be engaged in any reasonable
depressing the go-around button on the left attitude; however, unless touch control steering
throttle, or (4) depressing the illuminated AP (TCS) is used in conjunction with autopilot
ENGAGE switch (the yaw damper will remain engagement, the autopilot will roll wings level
engaged). Actuation of the touch control steering if engaged while in a bank. If the bank is less
button on the control wheels will interrupt the than 6 at engagement, the autopilot will hold
autopilot while the switch is depressed and re- the heading indicated when the autopilot is
engage after the switch is released. If the engaged. If the bank is over 6 at engagement, it
autopilot is disengaged by any of the above four will hold the heading indicated when the
ways, a verbal warning of AUTOPILOT (verbal airplane rolls through 6 of bank on the way to
system) will be heard or a tone audio autopilot wings level. If a lateral mode is disengaged, the
off warning (tone system) and the amber AP autopilot will hold the heading existing at the
OFF light will illuminate for one second. Any moment of disengagement. If the turn controller
other disconnect will cause the verbal or aural is out of the center detent position, the autopilot
warning to be heard and the amber AP OFF light will not engage.
to stay illuminated as well as an AP FAIL
message to also appear in the EADI. The amber Touch Control Steering
light can be turned off by pressing the AP/TRIM Touch control steering (TCS) enables the air-
DISC switch. If the situation which caused the plane to be maneuvered manually during au-
disconnect is back within limits, the autopilot topilot operation without cancellation of any
can be reset by pressing and holding the selected flight director modes. To use touch
AP/TRIM DISC button for approximately two control steering, press the TCS button, maneu-
seconds until the AP FAIL message is ver the airplane and release the TCS button.
eliminated. Applying an overriding force to the TCS is operable with all autopilot modes.
autopilot will also cause it to disconnect. Other
events that trip the autopilot are the stick shaker,
excess current to the current monitor, and any If the autopilot is engaged in a bank and it is
comparator problem. The vertical gyro fast erect desired to hold the bank, press the TCS but-
switch to HI (fast erect at 20 per minute) trips ton, engage the autopilot and release the TCS
the AP. The No. 1 DG if selected to manual and button. The bank will be maintained if it is in
when slewing the compass heading cancels any excess of 6. The airplane may be rolled level
FD lateral modes but does not trip the AP. Any with the turn knob. The memory function hold-
comparator fail light appearing in the EADI, i.e.; ing the autopilot in a bank will be canceled
ROL, PIT, ATT, ILS, etc., will trip the AP and when the turn knob is moved out of the detent.
the AP will not engage until the comparator
problem is repaired. In the case of indicated airspeed (IAS) mode,
vertical speed (vs) mode or altitude hold (ALT)
mode, the TCS button may be depressed and the
airplane maneuvered to a new reference. When
the TCS button is released, the flight director/
autopilot will maintain the new reference.

Heading Mode the capture limits, HDG will extinguish in the

EADI, the green light in the HDG button will
The heading mode (HDG) can be used with the extinguish, and VOR will illuminate in the
flight director (FD) only, or in conjunction with EADI. If the airplane is within the capture
the autopilot. When the heading mode is limits when NAV is selected, VOR will be an-
selected, the command bars will come into view nunciated in green on the EADI. For a VOR
and display a steering command that is approach (APR mode), the desired VOR fre-
controlled by the HDG cursor (bug) on the quency is selected on a NAV receiver, the
EHSI. The command bars will synchronize course bearing set on the EHSI, and the APR
vertically to the pitch attitude at the time of mode is selected. The green light will illumi-
HDG selection. Heading mode will be engaged nate in the APR button. If outside the capture
automatically if another lateral mode is selected. limits VAPP will illuminate in white on the
and the airplane is outside the capture
parameters of that mode. In this case, HDG Honeywell
mode will remain ON until the airplane arrives
at a point where capture can occur. The selected
VOR ALT
mode will then capture and HDG will cancel. If
20 18000
the autopilot is also engaged, the autopilot will AOA
receive steering commands according to the F 20
selected mode(s). NAV, APR, and BC modes can 10
be armed with the HDG mode ON. When 10
intercepting a VOR radial or localizer course
with the NAV, APR, or BC modes selected, the 10
system will switch from ARM to CAP when 10
within capture limits and the armed mode will S 20
be captured. Bank angle in HDG mode is 27.5 20
unless the bank limit button is selected to LOW AP ENG
(14). Low bank is automatically selected above
34,000 feet MSL. Low bank can be deselected at
any time by depressing the bank limit button on
the AP controller.
NAV and NAV APR Modes Honeywell
Two methods of capture and tracking a VOR CRS MAG1 VOR1

signal are used in the autopilot/flight director 090 23.0NM
system. One method is used for normal enroute + lO
6
E
navigation and another for the VOR approach. 3
12
N
For enroute navigation, the desired VOR fre-

33
15
quency is selected on a NAV receiver, the ap-

propriate NAV is selected on the DC-550 EFlS
30
VOR1
display controller, the course bearing set on W 24
21
the EHSI, and NAV mode is selected on the

mode selector. The green light will illuminate GSPD
029 300KTS
in the NAV button. HDG will also be annun-
ciated in green on the EADI and the green
light in the HDG button on the mode selector
will illuminate when NAV is selected, if it
had not previously been selected and annun- Figure 16-42. VOR (NAV) Mode
ciated. As the airplane is maneuvered within Capture Displays

EADI and the green light will illuminate in the

HDG button on the mode selector. HDG will Honeywell
annunciate in green in the EADI if it had not
been previously selected and annunciated. For LOC HDG ALT
best results, be established on course outside 20 20
3500
two miles from the VOR. At capture, VAPP AOA
F
will be displayed in green on the EADI. The 10 10
HDG annunciations will extinguish.
G
NOTE 10 10
S
Avoid DME hold during VOR cap- 20
20
ture and tracking. DME hold pre-
AP ENG
vents the computer using DME 350 DH 2350 RA
distance for gain programming.
ln both NAV and APR modes, a station pas-

sage feature is provided that incorporates 12
Honeywell
bank angle limits and a course hold (plus
wind drift) mode. The station passage mode CRS MAG1 ILS1
for enroute tracking (NAV mode) is of long 090 H 13.5NM
enough duration to provide smooth transition + lO
3 6
of a VOR station at any altitude. The station N
E
passage mode for APR is of short duration (ap-
33
12
proximately four seconds) to provide ap- G
30
proach accuracy. This does not provide the
15
degree of ride smoothing that is present in the ADF
W
S
enroute case. 24 21
GSPD
The EHSI displays the relative position of the 040 151KTS
aircraft to the center of the localizer beam and
the proper inbound course. With the heading
bug set for course intercept, the heading se-
lect mode is used to perform the intercept.
Outside the normal capture range of the lo- Figure 16-43. Localizer (NAV) Mode
calizer signal, when the NAV button on the Intercept Displays
MS-560 Mode Selector is pushed, the EADI and TAS. At the computed time, the LBS trips
annunciates, as shown in Figure 16-43: and captures the localizer signal. The flight di-
rector drops the heading select mode and gen-
LOC in white and HDG in green erates the proper roll command to bank the
The NAV button on the mode selector an- aircraft toward localizer beam center. When
nunciates. the LBS trips, the EADI displays LOC in green
and LOC is enclosed in a white box for five
The aircraft is flying the proper heading in- seconds (Figure 16-44).
tercept and the system is armed for automatic
localizer beam capture.With the aircraft ap- As the aircraft continues toward localizer
proaching the selected course intercept, shown beam center, the computer enters the naviga-
in Figure 16-46, the lateral beam sensor (LBS) tion on course (NOC) submode.
monitors localizer beam deviation, beam rate,

Honeywell Honeywell
LOC ASEL VS
LOC LOC ALT
3500 20 20 1500
20 AOA
AOA
20 F
F 10 10
10
10
G G
10 10 10
10 S
S 20
20 20
CMD
20 11 00 FPM AP ENG
AP ENG
350 DH 2320 RA 350 DH 640 RA
Honeywell Honeywell
CRS MAG1 ILS1 CRS MAG1 ILS1

090 H 8.9NM 090 H 3.5NM
+ lO + lO
6 E
E 6 12
3
12
15
N
N
15
G G
33
S
33
S
21
ADF
30
ADF
21 30 24
W 24 W
GSPD GSPD
040 150KTS 040 101KTS
Figure 16-44. Localizer (NAV) Mode Figure 16-45. Localizer (NAV) Mode
Capture Displays Tracking Displays
NOTE The course error signal is supplied by the sym-

When flying a localizer intercept, bol generator function to the display guid-
the optimum intercept angle is 45. ance computers flight control function.
The radio deviation signal is routed from the

When the course select pointer on the EHSI navigation receiver to the EFIS, and then to
was set using the course knob on the RI-553 the flight director function where the signal
Remote lnstrument Controller, a course se- is lateral gain programmed.
lect error signal was established. This signal
represents the difference between actual air- Lateral gain programming is required to adjust
craft heading and selected aircraft course. the gain applied to the localizer signal due to
the aircraft approaching the localizer antenna

FlightSafety
international
and beam convergence caused by the direc- When the aircraft satisfies the localizer cap-
tional qualities of the antenna (Figure 16-47). ture conditions, the course error signal is re-
moved from the lateral steering command and
The localizer mode is cancelled by any one of the system tracks the localizer, as shown in Fig-
the following: ure 16-45. This leaves localizer gain pro-
gramming (LOC II) to track the localizer
Pushing the NAV button on the MS-560 signal, and to compensate for localizer beam
Mode Selector standoff in the presence of a crosswind. The
Selecting go-around system automatically compensates for a cross-
wind of up to 45 course error.
Selecting the heading select mode
Selecting the back course mode
NAV source switching.
090
INBOUND LOCALIZER
COURSE TX
RUNWAY
Figure 16-46. Localizer (NAV) Mode Capture Plan View
RAD ALT=1200 FEET
090
MDA LOCALIZER
INBOUND
TX
COURSE
OUTER MIDDLE
RUNWAY
MARKER MARKER
4.0-7.0 MILES 3500 FEET
Figure 16-47. Localizer (NAV) Mode Track Plan View

The capture limits for VOR and LOC captures will be displayed in green, and LOC and GS
are variable depending on DME distance, speed in white on the EADI and the green light will
and intercept angle. During VOR (APR) or LOC illuminate in the HDG button on the mode se-
tracking, bank angles are limited to 12 and lector. Green lights will appear in the NAV and
crosswind corrections up to 30 crab angle can APR buttons on the mode selector to indicate
be maintained. LOC arm and GS arm respectively. When in-
side the LOC capture limits HDG will extin-
ILS Approach guish and LOC will be annunciated in green
on the EADI. At glideslope capture (approx-
With a localizer frequency selected in a NAV
imately 1/2 dot), GS will be annunciated in
receiver, operation is similar to capturing and
green on the EADI. During ILS approaches,
tracking a VOR radial. Selecting APR on the
the FD gain is progressively reduced during
mode control panel with a localizer frequency
the approach using GS capture and the radio
tuned, arms both the LOC and GS modes and
altimeter as the signal for initiating gain pro-
engages HDG if not previously selected. HDG
Honeywell Honeywell
LOC HDG GS ALT LOC GS ALT

3000 3000
AOA 20 20 20
G AOA
F F 20
10 10 10 G
10
10
10 10
S 10
S 20
20 20
20
AP ENG AP ENG
200 DH 1560 RA 200 DH 1520 RA
Honeywell Honeywell

090 H 7.8NM 090 H 5.7NM
+ lO G + lO
3 6 6 E
E 3
N
G
12
N
12
33
15
33
15
30
S
30
ADF ADF
S
W 21
24 21 W 24
GSPD GSPD
045 155KTS 045 143KTS
Figure 16-48. ILS Approach Mode Figure 16-49. ILS Approach Mode
Localizer Intercept Localizer Capture
Displays Displays

gramming. If the radio altimeter is not in-

Honeywell
stalled or not operational, this function is per-
formed as a function of GS capture and middle GS
LOC
marker passage. 20 20 3000
AOA
The NAV and APP mode selector buttons are F
10 10
annunciated.
G
NOTE 10 10
The autopilot must be disengaged no S
lower than 110 feet AGL. 20 20
AP ENG
200 DH 290 RA
Gain programming is performed on the glides-
lope signal to compensate for the aircraft clos-
ing on the glideslope antenna, and beam
convergence caused by the directional prop-
erties of the antenna (Figure 16-50). Glides- Honeywell
lope programming is normally computed as a
function of radio altitude (if available). Fig- CRS MAG1 ILS1
090 H 3.6NM
ure 16-51 shows the ILS approach mode dis- + lO
plays in the tracking mode. 6
E
12
15
If radio altitude is not valid, then GS gain pro-
N
gramming is a function of VS, TAS and time. G
S
33
21
ADF
30 24
W
GSPD
045 100KTS
Figure 16-51. ILS Approach Mode

Localizer Tracking Displays
RADIO ALTITUDE
BETWEEN 1200
AND 1500 FEET
RADIO ALTITUDE
BETWEEN 200
AND 300 FEET
OUTER MIDDLE RUNWAY

MARKER MARKER
4.0-7.0 MILES 3500 FEET
Figure 16-50. ILS Approach Mode Track Plan View

The approach mode is cancelled by any one of Expanded Localizer Pointer (EADI)
the following:
The expanded localizer is displayed by the
Pushing the APP or NAV buttons on the localizer pointer whenever a valid localizer
MS-560 Mode Selector signal is tuned. Raw localizer displacement data
from the navigation receiver is amplified
Loss of ILS glideslope or localizer data approximately 7-1/2 times so the localizer
Selecting go-around pointer can be used as a reference indicator of
the aircrafts position with respect to the center of
Selecting HDG or BC on the mode the localizer. It is normally used for assessment
selector only. During final approach, the pointer serves
Changing navigation sources. as an indicator of the Category II window. When
using the CAT II ILS system, keeping the
expanded localizer pointer within its full-scale
marks ensures that the pilot touches down within
33 feet of the centerline of the runway.
Honeywell Honeywell
BC HDG ALT BC ALT

3500 20 3500
20 20
AOA AOA 20
F F 10
10 10
10
10
10 10 10
S S 20
20 20 20
AP ENG AP ENG
450 DH 2120 RA 450 DH 2140 RA
Honeywell Honeywell

090 H 18.9NM 090 H 9.6NM
+ lO + lO
33 N 30 33
30
W
N
W
24
3
24
21
6
21
ADF
S
12 E
S 15 15 12
GSPD GSPD
330 151KTS 330 155KTS
Figure 16-52. Back Course Mode Figure 16-53. Back Course Capture
Intercept Displays Displays

FlightSafety
international
Back Course Localizer Approach lector, or the back course is set on the EHSI.
When BC is selected the green lights in the BC
A back course localizer approach capability and HDG buttons on the mode selector (HDG
is provided using either flight director or au- because that function is automatically selected
topilot or both. for the intercept) will illuminate, HDG in
green will be annunciated in the EADI, and
With a localizer frequency set in NAV 1 or when captured BC will illuminate in green on
NAV 2, selecting BC arms the system for a the EADI. At capture, HDG on the EADI and
back course localizer approach. The front the green light in the HDG mode selector but-
course of the ILS must be set into the EHSI to ton will extinguish.
give the proper indication on the course de-
viation needle and to give correct sensing for At back course intercept, the BC annunciator
course correction. The command bars and au- is white (Figure 16-52). At back course cap-
topilot will give incorrect steering commands ture, the EADI annunciates BC in green. The
if BC has not been selected on the mode se- BC is enclosed in a white box for five seconds
(Figure 16-53).
Honeywell
When the back course mode is selected on the
BC ASEL VS mode selector, logic in the IC-500 Display
20 20 1600 Guidance Computers flight director function
AOA
F
establishes an internally reversed polarity of
10 10 the course error and localizer signals, and ex-
panded localizer display on the EADI. A gain
change takes place in the computer when BC
10 10
is selected, since the aircraft is closer to the
S
localizer antenna by the length of the runway
CMD 20 20 plus 1000 feet.
1000 FPM AP ENG
450 DH 650 RA At back course capture, the DGC flight di-
rector function generates a roll command to
capture and track the back course localizer
signal. The aircraft begins to track the back
course (Figure 16-54). The back course mode
Honeywell is cancelled by any one of the following:
CRS MAG1 ILS1 Pushing the BC button on the mode se-
090 H 8.3NM
+ lO lector
W
24
30 Selecting the heading or go-around
modes
33
21
Changing the displayed navigation

N
S
source.
15
12 6
E
GSPD
330 152KTS
Figure 16-54. Back Course

Tracking Displays

FlightSafety
international
SHORT RANGE NAVIGATION The VOR or VOR-DME station is dis-

played at its geographical position and
(SRN) MODE with the corresponding symbol (if dis-
EHSl Map Mode With VOR Selected played range permits).
for Display The course information is indicated by
ln the map format (Figure 16-55), when VOR a digital readout (same as arc) and by a
is displayed, the normal arc course select dis- course line centered on the VOR station.
play (pointer, scale, and deviation) is removed The TO information is represented by a
and replaced by the following display. continuous line, the FROM information
being represented by a dashed line.
Honeywell If the VOR station is out of the display
range, an arrow is added to the course
CRS MAG1 000 VOR1 line to indicate the direction of the se-
040 15.0NM
+Io lected course to be followed.
N
FLG
33
3 The deviation is displayed as a digital
TGT
V cross-track distance readout.
STBY
+10 If the selected VOR bearing (1 or 2) is
different from the VOR NAV source
VOR1 12.5 (VOR 2 or VOR 1), a magenta navaid
VOR2
symbol is displayed at the geographic lo-
14.7R
GSPD
360KTS
cation. If the symbol for the selected
060
bearing is out of map range, the appro-
priate VOR bearing pointer (1 or 2) is
displayed.
INBOUND SELECTED
COURSE TO VOR STATION
OUTBOUND RADIAL
FROM VOR STATION
If the selected VOR bearing (1 or 2) is
the same as the VOR NAV source (VOR
Honeywell 1 or VOR 2), a magenta number corre-
sponding to the VOR bearing number is
CRS
MAG1 0 7 7 VOR1 displayed to the left of the green or yel-
080 TO
+ lO
21.7NM
low VOR symbol. If the selected bear-
E
ing symbol is out of map range, a
6
12
magenta bearing pointer is displayed.
Map range is controlled from the dis-
VOR1 play controller map range (MAP RNG)
button.
VOR1 25
GSPD
330 0.9R 200KTS
Figure 16-55. EHSI Map FormatVOR

Selected for Display

EHSl MAP Mode With FMS Selected Most map symbols are a function of the
for Display installed FMS.
In the map format, when FMS is selected for If available from the FMS, the map mode
display, the normal arc course select display displays a wind vector in the lower left
(pointer, scale, and deviation) is removed and of the EHSI. Depending on the FMS, this
replaced by the display shown in Figure 16-56 vector is also displayed when VOR MAP
and described below. is displayed.
The a maximum of FMS waypoints are

Honeywell
displayed. The active waypoint is dis-
played in magenta.
DTRK FMS
MAG1 338
337 TO
The FMS legs are displayed as lines con- + lO
6.6NM
necting each waypoint to the next one.

33 N
The map range (MAP RNG) button on the 30
DC-550 Display Controller controls DRK
range.
The deviation is displayed as a digital VOR1 50
cross-track distance readout. VOR2
KDVT
TTG
040 0.0L
NOTE 2MIN
If the installation has LRN/GPS ap-

proach installed, the digital deviation
accuracy is as follows:
Honeywell
Distance Accuracy (NM) DTRK MAG1 000 WPT FMS

000 TO 40 NM
10 0.00 +Io
N FLG
3
>10 0.0 33
MANZY
Otherwise, the accuracy is always
0.0 NM. KDVT
VOR1 50
If the EFlS is receiving valid VOR sta- VOR2

14.7R GSPD
25
tion signals and DME distance, the 022 360KTS
navaids for the two VOR stations are

available for display on the EHSI, no
matter where the bearing selector NAVAID SOURCE WIND VECTOR VOR STATION MULTIPLE
ANNUNCIATOR DISPLAY BLUE FOR VOR 1 FMS WAYPOINTS
switches are set. The blue navaid is VOR GREEN FOR VOR 2
1 (NAV 1), and the green navaid is VOR
2 (NAV 2).
Figure 16-56. EHSI Map FormatFMS
Selected for Display

LONG RANGE NAVIGATION The lateral steering command is lateral

gain programmed in the long range com-
(LNAV) MODE puter and, therefore, is not gain pro-
When the pilot selects flight management sys- grammed again in the display guidance
tem (FMS) on the DC-550 Display Controller, computer.
the NAV mode is flown similar to the VOR
mode. Figure 16-57 shows a long range nav-
Automatic LNAV Arm/Capture
igation plan view. When the flight director mode select NAV
button is pushed, the system annunciates and
DESIRED captures the HDG mode. LNAV is armed. At
TRACK the proper point, the flight control function
captures the FMS supplied track and LNAV is
annunciated in green on the flight director
CAPTURE
(Figure 16-58).
Honeywell
DESIRED LNAV ALT

TRACK 20 20 28000
CAPTURE AOA
F
10 10
10 10
Figure 16-57. Long Range Navigation S
Mode Plan View 20 20
AP ENG
Depending on the installed FMS, the SPZ-
5000 Integrated Flight Guidance System
(IFGS) could have the following functions:
Automatic arm and capture of FMS sup-

plied track Honeywell
Immediate capture of the FMS sup- DTRK MAG1 FMS

plied track 291 122NM
+ lO
Omni Bearing Sensor (OBS) mode. W
30
33
24
Some common characteristics are:

N
21
Instead of using course error and radio

3
S
deviation from the symbol generator

6
15
(SG), a composite lateral steering com- 12 E
mand from the FMS navigation com- TTG

puter through the IC-500 Display 359 30MIN
Guidance Computers SG function di-
rects navigation.
The display guidance computers SG func-
tion supplies its flight control function
with the necessary steering commands. Figure 16-58. Long Range Navigation
Mode Displays

FlightSafety
international
Immediate LNAV Capture made will be annunciated in the air data com-
mand space in the lower left corner of the
Pushing the flight director NAV mode select EADI. CMD will identify the annunciation,
button annunciates the flight director LNAV and the figure annunciated will become the
mode in green. The flight control function of command reference. The autopilot pitch
the display guidance computer is captured and wheel may be used to change the reference. The
directs the aircraft to a course intercept. Once touch control steering (TCS) button may also
the course deviation is centered, the selected be used to temporarily release the autopilot
track is tracked. clutches and maneuver the airplane to a new
reference. The airspeed or vertical speed es-
OMNl BEARlNG SELECT (OBS) tablished when the (TCS) button is released will
MODE become the new reference.
The OBS selection is made on the FMS.
Altitude Hold and Altitude Preselect
The pilot selects the desired track using
the course knob on the remote instrument When in single cue (SC) mode, selection of a
controller. vertical mode, other than Go Around, without
a lateral mode will provide autopilot tracking
The new track is shown on the EHSI. of the mode but the flight director command
Pushing the flight director NAV mode bars will not be in view. In cross pointer (CP)
select button causes one of the two pre- mode a lateral or vertical cross pointer may ap-
viously described sequences, depend- pear, based upon which modes are captured.
ing on whether the installed FMS has If a lateral or vertical mode is captured, the ap-
automatic or immediate capture capa- pearance of a single cross pointer will provide
bility. guidance in that respective plane.
The LNAV mode is cancelled by any one of the Selecting altitude hold (ALT) provides steer-
following: ing commands to maintain the altitude at the
moment of engagement. An altitude preselect
Pushing the NAV button on the MS-560 (ALT SEL) mode is also incorporated which
Mode Selector provides a preprogramming capability. To use
Selecting go-around altitude preselect, the desired altitude is set
into the ASEL window, in the upper right pre-
Selecting another navigation source on sentation of the EHSI, by turning the ALT
the DC-550 Display Controller SEL knob on the instrument remote controller
Selecting another lateral mode located on the pedestal. The altitude preselect
mode will arm automatically when an altitude
Airspeed Hold (IAS) and Vertical is set in the window. It will arm if the airplane
Speed Hold (VS) is climbing or descending towards, or even
Indicated airspeed (IAS) hold and vertical away from, a preselected altitude. ASEL will
speed (VS) hold are selected by pressing the illuminate in white on the EADI, and the al-
appropriate mode button on the mode control titude numbers will appear in cyan with a cyan
panel. The flight director, autopilot, or both will box around them. The airplane may be ma-
hold the airspeed or vertical speed indicated neuvered toward the desired altitude using
at the moment of engagement. The green light any of several methods: the autopilot pitch
will illuminate in the appropriate button of the wheel, touch control steering, FD pitch sync,
mode selector and VS or IAS, as appropriate, IAS hold or vertical speed hold. At 1,000 feet
will illuminate in green on the EADI. If the au- from the selected altitude the amber ALT light
topilot is engaged, the indicated airspeed or ver- on the altimeters will illuminate, the box
tical speed current when the mode selection was around the numbers will change to amber, and
the voice annunciation ALTITUDE (voice

FlightSafety
international
system) or an altitude tone (tone system) will altitude into the altitude reference window in
be heard. As the airplane approaches within the upper right corner of the EADI. The alti-
250 feet of the desired altitude the altitude tude may be reached without the flight direc-
preselect will capture. As the preselected al- tor or by using the flight director modes of
titude capture occurs a white box will mo- IAS, VS or Pitch Sync. Altitude alerting will
mentarily be drawn around the green ASEL occur as described under Encoding Altime-
letters. Transition to capture of altitude hold ters and Altitude Hold and Altitude Pre-
mode will continue and a white box will show set in this section.
around a green ALT annunciation. The flight
director will perform a smooth level-off at Changes to the altitude preselect (ALT SEL)
the selected altitude. Within forty feet of the reference will be accepted during operation in
desired altitude, ALT mode will be automat- ASEL arm mode. After ASEL capture, rotat-
ically selected and the while box around ALT ing the set knob will cause the system to re-
will disappear. A green light will appear in the vert to ASEL ARM and could result in failure
ALT button on the mode selector. Once alti- to capture the selected altitude. Moving the
tude hold is captured, the touch control steer- pitch wheel while at a high rate of climb or de-
ing (TCS) button on the control wheel can be scent, and while in ASEL CAP mode will re-
used to change or trim the selected altitude. sult in reverting to ASEL ARM mode and the
TCS operates in conjunction with the flight di- ASEL may not capture again if the airplane is
rector or the autopilot or both. Once ALT mode out of the capture window, resulting in the
is engaged, resetting the baro setting on the pi- airplane continuing to climb or descend past
lot's altimeter will cause the airplane to climb the selected altitude.
or descend to recapture the same indicated al-
titude. Moving the autopilot pitch wheel will Go-Around Mode
cause ALT or ASEL capture modes to be can-
A go-around mode (GA) is available through
celed if either is selected.
a button on the left throttle. Depressing the
button will drop all other flight director modes
Altitude Alerting and disconnect the autopilot. The flight di-
The altitude alert reference is set by setting an rector command bars will command a wings
level and a 10 nose up climb attitude. GA will
illuminate in green on the EADI. After go-
Honeywell around has been selected, the selection of any
lateral mode will cancel the wings level roll
GA command but the pitch-up command will re-
20 20 3500 main. The go-around mode is canceled by se-
AOA
F lecting another pitch mode, pressing the TCS
DH
10 10 button, or engaging the autopilot. For take-
G off, the GA mode is selected, HDG mode with
runway azimuth set, and the preselected first
10 10
level-off altitude.
S
20 20 The go-around mode is normally used to
transition from an approach to a climb out
200 DH 200 RA condition when a missed approach has occurred.
Pitch Synchronization
When flying the airplane manually and using
Figure 16-59. Go-Around Wings Level the flight director, the command bars may be
Display matched to the existing pitch attitude, or if a

FlightSafety
international
vertical mode has been selected, the mode EADI.

may be changed by pressing the touch control
steering (TCS) button. When the TCS button When the IAS reference is changed using the
is released, the command bars will synchro- PITCH wheel on the autopilot controller, the
nize to the airplane attitude existing at the EADI indicates the commanded IAS reference.
moment of release. if a vertical mode is se- Actual aircraft indicated airspeed is displayed
lected (ALT, VS, IAS), the flight director/au- on the airspeed indicator. When the IAS mode
topilot will hold the vertical reference existing is selected it resets all previous selected verti-
at the time of release. cal modes. The IAS mode is cancelled by se-
lecting the IAS button, or selecting another
vertical mode, or by selecting go-around.
lNDlCATED AlRSPEED (IAS)
HOLD MODE NOTE
Pushing the IAS button on the MS-560 Mode Due to system design, the aircraft
Selector automatically commands the flight can deviate from the selected indi-
director to maintain the present IAS. The ref- cated airspeed by as much as 15 knots
erenced airspeed can be changed using the when making power changes.
TCS button on the control wheel and ma-
neuvering the aircraft to the required air-
speed. The airspeed reference can also be ALTITUDE PRESELECT MODE
changed with the PITCH wheel on the PC-400 The altitude preselect mode is used in con-
Autopilot Controller. PITCH wheel adjust- junction with another vertical mode to auto-
ments can be made with the autopilot en- matically capture, flare, and level off on a
gaged or disengaged. preselected altitude.
When the airspeed mode is engaged, the dis- The altitude preselect mode is automatically
play shown in Figure 16-60 is annunciated: armed when the pilot proceeds toward a new
altitude. The proper barometric altitude is en-
IAS is annunciated in green on the EADI tered in the altitude alerter display window on
The indicated airspeed target is dis- the EADI with the ALT SEL knob on the RI-
played in the lower left corner of the 553 Remote Instrument Controller. The alti-
tude preselect mode is cancelled in altitude
Honeywell (ALT) hold or after glideslope capture.
HDG ASEL IAS The altitude preselect mode is armed as described

10000 above and is annunciated on the EADI. VS, IAS,
AOA
F
20 20 or pitch hold can be used to fly to the selected
altitude. When the bracket altitude is reached,
10 10 the system automatically switches to the alti-
tude preselect capture mode and the previous
pitch mode is cancelled. A flare command is
S 10 10
then generated to capture the selected altitude.
CMD
220KTS 20 20 AP ENG
Altitude preselect capture is annunciated on
400 DH the EADI by a green ASEL at the vertical cap-
ture annunciation location. To indicate the
transition to capture, ASEL is enclosed in a
white box for five seconds.
Figure 16-60. Indicated Airspeed Hold
Mode Display

FlightSafety
international
1 18,000 FEET PRESENT ALTITUDE
2 16,000 FEET
3 FLARE
4
SELECTED ALTITUDE 15,000 FEET
Figure 16-61. Altitude Preselect Mode Plan View
The aircraft remains in the altitude preselect The altitude preselect capture mode is dropped
capture mode until the following conditions and altitude preselect arm is automatically re-
exist simultaneously: selected when the ALT SEL knob or the PlTCH
wheel is moved.
ALT error is less than 25 feet
ALT rate is less than 300 feet per minute. Figure 16-61 illustrates a descent from 18,000
feet using the altitude preselect mode. Num-
When these conditions exist, the altitude pre- bers in the illustration correspond with the
select mode is dropped and the system auto- step numbers in Table 16-3 (Sheet 3 of 3).
matically initiates the altitude hold mode.
ALTITUDE HOLD MODE
Honeywell The altitude hold mode is a vertical axis flight
director mode that maintains a barometric al-
ALT
VOR titude reference. The vertical command for al-
20 20 15000 titude hold is displayed on the flight director
AOA
F pitch command cue on the EADI. To fly using
10 10 altitude hold, the pilot does the following:
Is in or enters any lateral flight director

mode
10 10
S Pushes the ALT button on the MS-560
20 20 Mode Selector
AP ENG
The green ALT annunciator is displayed on the
EADI while altitude hold is active (Figure 16-
62). The vertical axis of the flight director
maintains the barometric altitude when the
Figure 16-62. Altitude Hold mode is engaged. The reference altitude can be
Mode Display

FlightSafety
international
changed by pushing TCS while maneuvering to Actual aircraft vertical speed is displayed on
a new altitude and then releasing the TCS but- the vertical speed indicator. When VS is se-
ton. Selecting the altitude hold mode cancels lected, it resets all previously selected verti-
any other previously selected vertical mode. cal modes. The VS mode is cancelled by
pushing the VS button or selecting another
The altitude hold mode is cancelled by any one vertical mode, or by selecting go-around.
of the following:
Moving the PITCH wheel on the PC- NOTE

400 Autopilot Controller Due to system design, the aircraft
can deviate from the selected verti-
Pushing the ALT button on the mode cal speed target by as much as 150
selector
feet per minute when making power
Selecting any other vertical mode on changes.
Selecting go-around
NOTE
Due to system design, the aircraft Honeywell
deviates from the selected altitude by

as much as 100 feet. HDG ASEL VS
15000
AOA
20 20
F
VERTlCAL SPEED HOLD MODE
10 10
The vertical speed hold mode automatically
maintains the aircraft at a pilot selected ver-
tical speed reference. To initiate the mode,
the pilot maneuvers the aircraft to the required S 10 10
climb or descent attitude, establishes the ver- CMD
900FPM 20 20
tical speed reference, and engages the mode. AP ENG
The reference vertical speed can be changed
by pushing the TCS button on the control
wheel and maneuvering the aircraft to a new
vertical speed reference and then releasing
the TCS button. The vertical speed reference
can also be changed using the PlTCH wheel
Figure 16-63. Vertical Speed Hold
on the PC-400 Autopilot Controller. PlTCH
Mode Display
wheel adjustments can be made with the au-
topilot engaged or disengaged. Pilots Altimeter
When the vertical speed mode is engaged, the The altimeter provides a servoed drum/pointer
annunciations in Figure 16-63 are displayed: display of barometrically corrected pressure
altitude. DC power is required for operation
VS in green is annunciated on the EADI of the altimeter, encoder, and vibrator. The
barometric pressure is set manually with the
The vertical speed target is displayed BARO knob and is displayed in both inches
in the lower left corner of the EADI. of mercury and millibars on the baro counters.
When the VS reference is changed using the The basic altimeter requires no electrical
PlTCH wheel on the autopilot controller, the power, and displays barometrically corrected
EADI indicates the commanded VS reference. pressure altitude (Figure 16-1).

FlightSafety
international
An altitude alert light on the altimeter bezel The flight director/autopilot system in the Ci-
illuminates to provide a visual indication when tationJet operates through displays of the pilots
the airplane is within 1,000 feet of the prese- electronic flight instrument system (EFIS).
lected altitude and extinguishes when the air- The display is selectable as a single cue or
plane is within 250 feet of the preselected double cue presentation, with glideslope in-
altitude. After capture, the light will illumi- formation presented on the right side of the
nate if the airplane departs more than 250 feet electronic attitude director indicator (EADI)
from the selected altitude. and electronic horizontal situation indicator
(EHSI). The selection of presentation is made
Flight Director/Autopilot System by pressing the SC/CP button on the display
Operation controller. The command bars of the flight di-
rector can be brought into view by selecting any
The Flight director/Autopilot system incor- lateral mode. In single cue mode, selection of
porates a wide variety of capabilities that pro- only a vertical mode will not bring the com-
duces one of the most flexible and easy to use mand bars into view. In cross-pointer mode, se-
systems in airplanes today. The flight direc- lection of a horizontal flight director mode
tor and autopilot can be used independently or will result in presentation of a horizontal com-
together. When engaged and coupled to the mand bar, and selection of a vertical mode will
flight director, the autopilot will control the bring a vertical command bar into view.
airplane using the commands generated by
the flight director computer. Disengagement
of the AP will have no effect on the FD modes
in operation at the moment of disengagement,
except when using the go-around button, in
which case a wings level l0 nose up attitude
will be commanded and all other FD modes
will be reset. When the autopilot is engaged
without any mode selected, manual pitch and
roll commands may be made with the turn
knob and pitch knob. Touch control steering
(TCS) can be used to maneuver the airplane
or to modify the commands to the FD and AP.
If the autopilot is not engaged, the TCS but-
ton can be used to synchronize the command
bars to the airplane attitude. If HDG mode
has been selected, BANK LIMIT mode may
be engaged and the maximum bank angle will
be limited to approximately 14.

Table 16-2. GLOSSARY OF TERMS (Sheet 1 of 3)
TERM DEFINITION
Attitude Director Indicator When a command signal is applied to the cue input, the cue moves
(ADI) Command Cue left or right (roll), or up or down (pitch). Using this visual command,
the pilot can maneuver the aircraft in the proper direction to reach the
proper flightpath.
With a single command cue, a lateral flight director mode must be
selected before the cue is displayed.
If the information required to fly the proper flightpath becomes
invalid, the command cue is biased from view.
Glideslope Capture The following conditions are required for glideslope capture:
(GS CAP)
Glideslope is valid
Glideslope mode is armed plus 1.25 seconds
The localizer mode is captured
Glideslope deviation is less than two dots
Either of the following conditions is satisfied:
The vertical beam sensor tripped
GS deviation is less than 20 mV.
Glideslope Gain Gain programming starts after the VBS trips. The gain is
Programming programmed as a function of radio altitude and vertical speed. If the
radio altimeter is invalid, gain programming occurs at GS capture
and is controlled as a function of vertical speed, TAS and time.
When flying to intercept the VOR, LOC or back course (BC) beam,
the LBS is tripped as a function of beam deviation, course error, TAS,
and DME (assuming DME is available and not on hold). In the LOC
mode, the course error is compared with the beam deviation signal
and rate of crossing the beam to determine the LBS trip point.
When the LBS trips, the flight director commands a turn toward the
proper VOR radial or runway at the optimum point for a smooth
capture of the beam. If the intercept angle to the beam center is too
shallow, the LBS does not trip until the aircraft is near beam center.
For this reason, an override on the LBS occurs when the beam
deviation reaches a specified minimum. The minimum beam sensor
trip point for the VOR mode is 30 mV. In the LOC mode, the
minimum trip point is approximately 60 mV. The maximum LBS trip
point is 175 mV for VOR and 195 mV for LOC.

TERM DEFINITION
Localizer Gain LOC II applies to both front course (LOC, ILS) and BC approaches. It
Programming (LOC II) affects the final phase of the approach.
For front course approaches, LOC II is armed when:
LBS is tripped
NOC has occured.
Then LOC II starts programming at 1,200 feet radio altitude or, when
radio altitude is invalide, at GS capture.
For BC approaches, LOC II is armed when:
LBS is tripped
NOC has occured.
With a valid radio altimeter, programming starts. Without radio

altimeter, LOC II starts when the landing gear is extended.
Navigation On Course NOC occurs after initial VOR or LOC course capture. It is defined as:
(NOC)
either
LBS trips and not in OSS for six seconds

or
Bank angle less than 6 and course error less than 22 and
(LOC) beam deviation less than 75 mV for four seconds
(VOR) beam deviation less than 5 for eight seconds.
True Airspeed (TAS) TAS gain programming is used to program heading select/track error,
Gain Programming course select error, PITCH wheel commands, and GS deviation to
achieve approximately the same aircraft response regardless of the
aircraft's airspeed and altitude. The TAS computed from indicated
airspeed and altitude by the IC-500 Display Guidance Computer.
The VBS determines the point of glideslope capture using a number

Vertical Beam Sensor of inputs. The VBS is armed when the NAV radio is tuned to a LOC
(VBS) frequency, the LOC receiver is valid, and the LBS is tripped. The
VBS trips as a function of vertical speed, TAS, and glideslope
deviation. The VBS trips when vertical deviation is less than 100 mV
and a capture sensor is satisfied. The capture sensor combines
airspeed and rate of change of beam deviation to determine the
optimum capture point. In the event the aircraft is paralleling the
beam (that is, no beam closure rate), the VBS trips at a vertical
deviation less than 20 V. This resets the previously selected pitch
mode and changes aircraft attitude to capture the glideslope beam.

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TERM DEFINITION
VOR Capture (VOR CAP) VOR capture occurs when the following conditions are satisfied:
The VOR mode has been armed plus three seconds of
elapsed time
The lateral beam sensor (LBS) has tripped.
VOR Over Station Sensor For normal operation, OSS is armed when:
(VOR OSS) NOC has occurred
DME is less than 10 NM.
If DME is invalid and the beam deviation rate exceeds a

predetermined level, OSS is triggered. OSS remains in effect until
the beam deviation decreases below the threshold level. In VOR
approach mode, the criteria for OSS is reduced.

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Table 16-3. SYSTEM PERFORMANCE/OPERATING LIMITS (Sheet 1 of 3)
CONTROL OR
MODE SENSOR PARAMETER VALVE
Yaw Yaw Engage Engage Limit Up to 45 left or right
Damper bank
Autopilot A/P Engage Engage Limit Roll: Up to 35

Engage Pitch: Up to 20
Basic Touch Control Roll Control Limit Roll: Up to 35

Autopilot Steering (TCS) Pitch Control Limit Pitch: Up to 20
TURN Knob Roll Angle Limit 30

Pitch Rate Limit 3.0/sec
PITCH Wheel Pitch Angle Limit 20 Pitch
Heading Knob Roll Angle Limit Less than 6 and no

Roll Rate Limit roll mode selected
Heading Heading Knob Roll Angle Limit 27.5

Select
Low Bank 14
Roll Rate Limit 3.0/sec
VOR, Course Knob, Capture

VORAPR, NAV Receiver, Beam Angle Up to 90
or RNAV and DME Intercept (HDG SEL)
Receiver
Roll Angle Limit 27.5
Roll Rate Limit 3/sec
Course Cut Limit at 45 course

Capture
Capture Point Function of beam,
beam rate, course
error, and DME
distance.
Maximum trip point is
175A.
Minimum trip point is
30 A.

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CONTROL OR
VOR On Course
VORAPR, Roll Angle Limit 13
or RNAV
(cont) Crosswind Correction Up to 45
Over Station
Course Change Up to 45
Roll Angle Limit 17 of Roll
Roll Rate Limit 3/sec
LOC or Course Knob LOC Capture

APR or and NAV Beam Intercept Up to 90
BC Receiver and
Radio Altimeter Roll Angle Limit 27.5
Roll Rate Limit 5.0/sec
Capture Point Function of beam,
beam rate, and
course error.
Maximum trip point is
175 A.
Minimum Trip Point is
60 A.
NAV On Course
Roll Angle Limit 13 of roll
Crosswind Connection 45 of course error
Limit
GS GS Receiver, Glideslope Capture

Air Data Beam Capture Function of beam and
Computer, and beam rate
Radio Altimeter
Pitch Command Limit 10
Path Damping Vertical velocity
Pitch Rate Limit f(TAS)
Gain Programming Starts at 1200 ft radio
altitude, gain
reduction = 1 to 0.16
GA Control Switch Fixed Pitch-Up 10 pitch up

on Wheel Command,
Wings Level
Pitch TCS Switch on Pitch Altitude 20 maximum

Sync Wheel Command

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CONTROL OR
ALT Air Data ALT Hold Engage -900 to 45,000 ft

Hold Sensor, Range
Encoding 100 ft
Altimeter ALT Hold Engage Error
20
Pitch Limit
Pitch Rate Limit .2 g
VS Hold VERT Speed Engage 0 to 6000 ft/min

Range
VERT Speed Hold 150 ft/min

Engage Error
Pitch Limit 20
IAS Hold IAS Engage Range 80 to 265 knots
IAS Hold Engage Error 10 knots
Pitch Limit 20
ALT Preselect Capture -900 to 45,000 ft

Preselect Range
Maximum Vertical 6000 ft/min

Speed for Capture
NOTES: 1. The Value column gives parameters above which the autopilot does
not engage.
2. The autopilot engage values represent two engage conditions,

as follows;
Condition A: If the autopilot is engaged below the values
it remains engaged above the values shown.
Condition B: If the pilot tries to engage the autopilot above the

values, it does not engage.

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GROUND MAINTENANCE TEST The KT-70 Mode S transponder system con-

sists of two panel mounted-units, two exter-
On the ground, the SPZ-5000 Integrated Flight nal antennas mounted on the bottom of the
Guidance System gives the crew access to the airplane nose section, and a control wheel
status of several key internal functions in the mounted XPDR IDNT switch for each pilot.
IC-500 Display Guidance Computer. The transponder receives interrogating pulse
signals on l030 MHz and transmits coded
The system initiated test is activated by first pulse-train replay signals on 1090 MHz. It
powering up the aircraft on the ground and fol- can reply to Mode A (aircraft identification)
lowing the procedure in Table 16-4. and Mode C (altitude reporting) interroga-
tions on a selective reply basis on any of 4096
PULSE EQUIPMENT information code selections. The altitude re-
porting capability is provided by the mated al-
KT-70/KT-71 Transponders timeter to each transponder set. The pilots
encoding altimeter electronically transmits
NOTE the altitude information to transponder one,
On some foreign-certified airplanes, and the copilots encoding altimeter provides
the KT-70 Transponder is replaced by like data for the number two transponder. The
a KT-71 Transponder. This transpon- encoding altimeters are not switchable be-
der does not have Mode S capability, tween the two transponders. The transpon-
but is functionally equivalent to the ders have mode S capability, which enables the
KT-70 for all other operations. ground station to individually select the air-
plane by its preprogrammed aircraft address,
Table 16-4. GROUND MAINTENANCE TEST
STEP PROCEDURE
1 Push and hold the TEST button on the DC-550 Display Controller.
For the first 5 to 6 seconds, the EFIS displays the standard preflight test.
2 Continue to hold the TEST button. The system displays a listing of

key display guidance computer internal functions on the EADI and EHSI.
3 As each function is satisfactorily tested, the FAlL/INVD annunciator changes

to PASS/VALD, as shown in Figure 16-64.
NOTE: Air data sensor, accelerometer and rate of turn

sensor inputs are the only inputs tested with
this test. All other tests are internal DGC
processing tests.
4 After the last line is tested, release the TEST button. More detailed tests
are available to maintenance personnel. Access to those test is through
the TEST and GSPD/TTG buttons on the display controller. These tests
are controlled by operating the DH set button between 800 and 900 feet.

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Honeywell
IC500 INTERNAL IBIT

KEEP TEST PUSHED
AUTOPILOT PASS
FLIGHT DIRECTOR PASS

SYMBOL GENERATOR PASS
Figure 16-65. Transponder Control Panels
Honeywell
ATT/HDG INTERFACE PASS

RADIO ALT INTERFACE PASS
RADIO INTERFACE PASS
DISPLAY CONTROLLER PASS
LAMP DRIVERS PASS
ADC DATA PASS

NORM ACCELRATION INVD
RATE OF TURN PASS
Figure 16-64. Ground Maintenance Figure 16-66. Transponder Ident Button

Test Displays
which is assigned to the airplane by the FAA. KT-70 CONTROL PANEL
A XPDR 1/XPDR 2 switch, located on the
The KT-70 uses a digital readout to display the
control panel to the left of the two transpon-
pilot selected transponder code. The four-digit
der controls, selects which transponder is op-
code is set into the display by four knobs
erating. The non-selected transponder is placed
one for each digit. A photocell on the face of
in forced standby mode so that it can be se-
the control automatically dims the display ac-
lected at a moments notice, if required.The
cording to ambient cabin light. Power and
left landing gear squat switch removes power
mode of operation are controlled by the power
from the transponder circuit when the airplane
and mode switch which has OFF, SBY, TST,
is on the ground and disables both mode A and
GND, ON, and ALT positions. OFF removes
mode C, so that it is not necessary to select
power from the system. SBY applies power to
SBY on the ground.

FlightSafety
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the system for warm-up and allows momentary ing either button (control wheel or IDT but-
power interruptions which may be desired ton on active transponder) will cause a dis-
without having to turn the system OFF. When tinctive return to appear on a ground
a transponder is in standby, either because of controllers radar screen for approximately
the SBY position being selected on the power 30 seconds after the IDENT button is pressed
and mode switch or because of the selection and released. It should not be depressed un-
on the XPDR 1/XPDR 2 switch, SBY will be less requested by a ground controller.
annunciated in the center of the digital display.
In ON, the transmitter is enabled for normal When the transponder is turned from OFF to
operation, except that the altitude informa- any other selection the unit will display the in-
tion of the mode C reply and the altitude fields staller programmed airplane address and max-
of the mode S reply are suppressed. ALT po- imum airspeed, in three two-second segments,
sition causes transmission of uncorrected baro- according to a preprogrammed sequence.
metric altitude (based on a barometric pressure
of 29.92, which is supplied by the encoding al- The function selector has a PUSH VFR func-
timeter) in mode C and mode S interrogations. tion which may be preprogrammed. Momen-
ON or ALT will be annunciated respectively tarily depressing the function selector knob
when either of those selections are made. TST causes the preprogrammed VFR code to su-
and GND positions are discussed below. persede whatever code was previously en-
tered. The ID code will immediately be
The TST position initiates a system self-test. accepted for interrogation reply sequence.
To test the system, select the desired transpon- The VFR code is programmed by the follow-
der and turn the selector to TST position. The ing sequence: 1) Place the unit in standby
TST position causes the selected transponder mode (SBY); 2) Select the desired code, (VFR,
to respond to internal interrogation, verifying 1200, for instance); and 3) Depress the VFR
memory data and making hardware and squit- pushbutton (function select knob) while hold-
ter checks. The transmitter is disabled. All ing the IDT button depressed.
display segments will illuminate. Should a
squitter error occur, the transmitter is con- If the VFR pushbutton (function select knob)
sidered inoperative and the message FO 1 is inadvertently pressed, the previous non-pro-
will appear in the altitude display. Should a grammed 4096 code may be retrieved by press-
memory error occur, the message FO 2 (in- ing the VFR pushbutton again for three seconds.
ternal) or FO 3 (external) will appear. Should
a hardware failure occur, normal operation is The KT-70 transponder has an altitude (FL)
prohibited and the message , FO 4 will ap- display in the left side of the digital readout.
pear. If no errors are detected, the unit will re- It is in hundreds of feet and FL is annunciated
main in test. to indicate that the display is of a flight level,
which is an altitude which corresponds to an
GND mode is designed to be used only when altitude above sea level (above the standard
the airplane is on the ground. GND position datum plane) with the altimeter set at 29.92
turns the set on and enables the transponder inches of mercury. It corresponds to the alti-
to transmit mode S reply pulses. The ID 4096 tude which is being transmitted to air traffic
code is shown on the right side of the display control, and will seldom agree exactly to the
with altitude shown on the left side. GNDis indicated altitude on the altimeter. The altitude
annunciated in the display in this mode. Mode display will only be active when altitude re-
A and C interrogations are inhibited. porting is enabled in ALT and GND modes.
An IDT switch (button) is located on the front An R reply indicator is also on the digital
of each transponder control. These switches display. The R will illuminate when the
perform the same function as the XPDR IDNT transponder is replying to a valid interroga-
switches on the pilots control wheels. Press- tion by a ground station, and will illuminate

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for approximately 18 seconds after the initi- lected is displayed in the DME indicator to the
ation of an ident. right of the nautical mile (NM) display. Chan-
nel 1 always refers to NAV 1 and channel 2 al-
ways refers to NAV 2. The DME ON/DME
DISTANCE MEASURING OFF switch below the indicator turns the DME
EQUIPMENT (DME) on and off.
DME information is also displayed on the

KN-63 WITH KDI-574 pilots EHSI by pressing the NAV button on the
INDICATORS EFIS display controller. If the pilot selects
NAV 1 on the display controller, the DME in-
The standard DME installation consists of one formation displayed on the EHSI and DME
KN-63 receiver-transmitter, one KN-574 in- indicator will be from NAV 1, and so annun-
dicator, and an antenna mounted on the bot- ciated on the EFIS display. If NAV 2 is se-
tom of the fuselage below the cockpit. The lected the DME will be tuned to NAV 2, and
KN-574 is installed on the right side of the cen- NAV 2 will be displayed and annunciated on
ter instrument panel (Figure 16-67). The DME the EFIS and the DME indicator. Pressing the
is turned ON and OFF by the illuminated DME NAV button alternately selects NAV 1 and
ON/DME OFF (green/white, push on/push NAV 2 for display. If the pilot selects NAV 2
off) switch on the center instrument panel. on the EFIS controller the NAV annunciation
Dual DMEs and dual indicators may be in- (VOR 2) will be in amber, to indicate selection
stalled as an option. of the off-side NAV. The selected DME will al-
ways be the same as the NAV source (VOR).
If dual DMEs are installed, dual KN-574 DME

indicators will be installed; usually one on
the pilots instrument panel. The pilots KN-
574 will be permanently connected to the num-
ber one NAV and the copilots KN-574 will be
permanently connected to the number two
NAV. Only number two NAV can be displayed
on the copilots HSI. The DME displayed in
the EFIS will be from the NAV (1 or 2) selected
Figure 16-67. DME Indicator (KN-574)
in the EFIS. A second DME control switch will
be installed near the DME 2 indicator.
The KN-63 transmits interrogating pulse pairs
on 200 channels between 1041 MHz and 1150 Distance Measuring Equipment (DME) ground
MHz; it receives associated ground-to-air speed or time to station readouts are only ac-
replies between 978 MHz and 1213 MHz. The curate when the airplane is proceeding di-
KN-574 digitally displays distances in nauti- rectly to or from the selected station. Since it
cal miles, ground speed in knots, and time-to- is slant range that is computed, ground speed
station in minutes. All displays are in or time-to-station accuracy increases with dis-
self-dimming gas discharge numerics. tance from the station. The readouts can be
considered reasonably close to actual speed or
The VOR/DME tuning is controlled by the time when distance from the station in miles
NAV receivers on the consolidated control is equal to or greater than the airplane altitude
panel. When a VOR station is tuned the DME in thousands of feet. The distance display on
frequency is automatically tuned. The DME the DME indicator is in 0.1 nautical mile in-
ident can be verified by selecting the appro- crements up to 99.9 nautical miles, then in
priate DME on the DME selector switch on the increments of one nautical mile to a maxi-
audio control panel. The NAV (1 or 2) se- mum of 389 nautical miles. The ground speed

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display can indicate a maximum range of 999 up to an absolute altitude of 2,500 feet indi-
knots, and the time-to-station indication has cated digitally in the electronic flight instru-
a maximum indication of 99 minutes. ment system (EFIS). The system becomes
operational when the airplane electrical sys-
If the pilot desires to retune the KN-53 NAV tem is powered up and it remains operational
control but to retain the DME readout of the throughout the flight. Radio altitude is dis-
present station, HLD is selected by pressing played in the lower right corner of the pilot's
the DME HOLD/SELECTED illuminated EADI and on the conventional radio altime-
switch located just below or adjacent to the ter indicator on the pilots instrument panel.
DME indicator before the set is retuned. The
switch will illuminate in amber and the DME The altitude display in the pilots EADI oper-
will hold on the previously tuned frequency. ates from -20 to 2,500 feet. Between 200 and
H1 or H2 (as applicable) will be annun- 2,500 feet, the display is in ten-foot increments.
ciated in the DME display to warn the pilot that Below 200 feet, it is in 5-foot increments.
DME is in the hold mode. H will also be an- Above 2,500 feet, the display will disappear.
nunciated in amber to the left of the distance
display on the EHSI to indicate the DME fre- The conventional radio altimeter indicator is
quency and information is being held. installed on the pilots instrument panel. Its DH
annunciator light (on the upper left corner of
If optional dual KN-63 DMEs are installed the the indicator) operates independently of the
respective DMEs will interfere with each other EFIS digital readout. The conventional indi-
when the NAV frequencies differ by 5.3 MHz cator is operating properly when the absolute
(for example, 108.00 MHz and 113.3 MHz). altitude indicator needle comes into view and
This interference results in premature flags or the warning flag is absent. If a malfunction oc-
loss of lock-on. Should this occur, one of the curs, the warning flag will appear and the in-
KN-63s should be either turned off or tuned dicator needle will disappear from view. When
to a different NAV frequency so that the 5.3 the airplane is above the usable range of the
MHz difference is eliminated. scale of the radio altimeter, the needle will be
out of view. Momentary signal loss will cause
the needle to disappear from view during the
RADlO ALTlMETER periods of signal interruption.
(OPTIONAL)
Decision height (DH) selection is displayed
KRA-405 digitally on the EADI in the lower left corner.
It is selected only by means of the DH/TST
NOTE knob on the EFIS display controller (Figure
At airplanes 0195 and On, the KRA- 16-22). The EADI decision height range is
405 was upgraded to a KRA-405B. from 5 feet to 200 feet in 5-foot increments and
This upgrade was accomplished via from 200 to 999 feet in 10-foot increments.
installation of a different part num- Full counterclockwise rotation of the DH/TST
ber receiver/transmitter in the nose. knob on the display controller removes the
The KRA-405 and KRA-405B are DH display. Decision height on the analog in-
functionally identical. All operating dicator is set by the decision height set knob
aspects of the KRA-405 also apply to on the indicator, which moves the DH index
the KRA-405B. (bug) around the dial. A decision height ver-
bal alert (MINIMUMS, MINIMUMS) (voice
system) or a decision height tone (tone system)
The optional Bendix/King KRA-405 radio al- will sound when the airplane reaches the de-
timeter displays radio altitude at all times up cision height which has been set on the pilots
to an absolute altitude of 2000 feet, indicated EADI. The alert will not sound at the decision
on the analog (conventional) indicator, and height set on the radar altimeter (analog).

FlightSafety
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The decision height audible alert is controlled complished when APR CAP function of the
only by the DH setting in the pilots EADI. flight director is in operation. A radio al-
The decision height index on the conventional timeter system check will result if the test is
analog indicator controls only the DH light on accomplished from either the TEST button on
the top of the indicator. It does not control the the optional conventional indicator (if in-
audible or tone system alert, however, when stalled) or the TEST button on the EFIS dis-
the system is tested by the TEST button on the play controller, however, the verbal or audio
conventional indicator, the verbal warning warning check will depend on the DH alti-
or the audible tone will sound if an altitude tude set on the pilots EADI. Testing the radio
within the TEST range is selected on the EADI altimeter system with the TEST button on the
DH display. display controller will also test the EFIS fail-
ure flags and flight director annunciators.
When the airplane descends below an alti- When the TEST button is depressed with
tude of 100 feet above selected decision weight on wheels, the EFIS system and the
height, a white box appears to the left and radio altimeter will test. Without weight on
slightly above the radio altitude display on the wheels only the radio altimeter will test.
EADI. When the decision height is reached,
an amber DH appears inside the box, and will The optional conventional KRA-405 radio al-
flash for ten seconds. timeter system may be tested on the ground as
follows:
A rising runway display, which is a function
of the radio altitude, appears in the EADI 1. Set the DH indexer to its maximum coun-
when an absolute altitude of less than 200 feet terclockwise (CCW) position and the DH
is reached. At touchdown, the rising runway knob on the display controller to 20 feet.
reaches the airplane symbol. If a radio al-
timeter is not installed, the rising runway is 2. Press either radio altimeter TEST button.
not present. radio altitude will indicate 50 feet, +5 feet
or 5 feet on the conventional indicator
The decision height (DH) light on the analog and on the EADI. The rising runway will
indicator can be extinguished by pressing on move down to approximately one-fourth
the light. the distance from the airplane symbol to
the edge of the attitude sphere. The DH
If radio altimeter information is invalid, the window will appear in the form of a white
radio altitude display will be amber dashes, the box in the upper left quadrant of the EADI.
conventional radio altimeter needle will dis- The aural alert will not sound. A radio al-
appear behind the mark, a warning flag will titude flag indication will appear in the
appear in the instrument and the rising runway analog indicator.
will not appear.
3. Release the TEST button. The radio alti-
tude flag will disappear. The rising runway
Functional testing of the radio altimeter sys-
will move up to the airplane symbol. The
tem and the EADI digital readout is accom-
amber DH letters will appear in the DH
plished on the ground by depressing the TEST
box. The aural alert will sound. The radio
button on the EFIS display controller (Figure
altitude will return to 0, +5 feet or 5 feet.
16-22). The following displays will occur: a
radio altitude will be indicated of 50, +5, 5
feet until the button is released, at which time NOTE
the actual altitude will be displayed. The de- The test function activated by either
cision height window displays dashes when the TEST button and disabled after the
TEST button is held down, and then displays glideslope has been captured during
the current set altitude for the remainder of the an ILS approach using the autopilot
test. The radio altimeter TEST cannot be ac- or flight director.

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WARNING
0
1 The radar will transmit on the ground
if selected to the ON position. The
RADAR ALT 2 area within the scan area and within
x 100 FEET
15 feet of an operating weather radar
system constitutes a hazardous area.
3 Do not operate the radar system
20 within 15 feet of personnel or
15 4 flammable or explosive material or
10 5 during fueling operations. For ground
operation of a radar system, position
the airplane facing away from build-
ings or large metal structures that
are likely to reflect radar energy back
Figure 16-68. KNI-415 Radio Altimeter to the airplane.
Indicator (Optional)
The RDR 2000 Color Radar System is an X-
While taxiing over ice or snow, the radio al- band, vertical profile radar with display de-
timeter may fluctuate as much as fifty feet. signed for weather location and analysis and,
secondarily, for ground mapping. The system
Outputs from the radio altimeter system are detects storms along the flight path and gives
used to desensitize the flight director and au- the pilot a visual indication, in color, of storm
topilot as the airplane passes 1,100 feet AGL intensity. Storm intensity is displayed in black
with the glideslope engaged during an ILS and four color video levels with black repre-
approach. If the radio altitude is invalid, gain senting weak or no returns and green, yellow,
programming becomes a function of glideslope red and magenta showing progressively
capture, time, and airspeed. stronger returns. In ground mapping mode,
video levels of increasing reflectivity are dis-
played as green, yellow and red. In ground
WEATHER RADAR mapping mode magenta color is not used.
RDR 2000 COLOR RADAR WARNING
NOTE
The system performs only the func-
The RDR 2000 color radar system is tions of weather detection and ground
applicable to airplanes -0114 and On, mapping. It should not be used or re-
and airplanes -0001 through -0113 lied upon for proximity warning,
which have incorporated SB525-34- anti-collision or terrain avoidance.
16 and have added the upgraded IN-
182A indicator.
The system consists of a nose mounted re-
ceiver-transmitter, a 12-inch antenna and a
cockpit mounted radar indicator, with all op-
erating controls grouped around the screen
on the front of the indicator.

The RDR 2000 system is designed to detect NOTE

significant enroute weather formations up to
a distance of 240 nautical miles (when set to The test pattern will appear. The col-
maximum range). The antenna is fully stabi- ors green, yellow, red and magenta
lized to compensate for up to 30 of airplane should be present, the words TEST
pitch, roll and tilt. The indicator displays and STAB OFF should appear on the
evenly spaced blue segmented concentric left side of the indicator, and the
range arcs, displays blue alphanumerics, dis- words U 7.0 (to indicate 7 of up tilt)
plays degrees away from the airplane heading should appear in the upper right cor-
in yellow numbers, and also provides an amber ner of the indicator.
antenna tilt angle readout.
2. With the function switch in TST
In the vertical profile (VP) mode, the or SBY, taxi to a clear area.
presentation is switched to show a side profile of
the weather returns. When in the vertical profile
mode, a yellow airplane appearsin profile
viewon the left side of the indicator, appearing WARNING
to fly toward the right side of the indicator.
Weather is depicted relative to the nose of the
airplane, and gives the pilot an indication of In order to prevent possible serious
height relative to the airplane flight path. injury to ground personnel or igni-
tion of flammable or explosive ma-
Preflight Checks terials, the airplane must be taxied
The following preflight may be accomplished with the function switch in the OFF,
on the ground prior to takeoff and prior to en- SBY or TST positions only to a
ergizing the radar: c l e a r- a h e a d a r e a w h e r e m e t a l
buildings, aircraft, ground person-
nel, etc. are not in the line-of-sight
WARNING of the radar unit or within approxi-
mately 100 yards.
In order to prevent possible serious 3. Rotate the function switch to ON.

injury to ground personnel or ignition The indicator will automatically
of flammable or explosive materi- display in the Wx mode and 80
als, the following tests must be ac- NM range. Any targets (weather
complished with the function selector or ground) will be displayed in
switch always in the test (TST) mode green, yellow, red or magenta.
of operation.
1. Place radar controls in the fol- NOTE

lowing positions: A 60 second warm-up time period
a. Function SwitchTST. is required before the system will
b. Tilt to UP 7 (as shown on transmit.
the upper right corner of the
indicator display)
4. Press the range-down button to display
40 nm as the maximum range.
5. Press the WxA button and observe that
magenta areas (if any) flash.

FlightSafety
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6. Vary the tilt control manually between The RDR 2000 indicator uses a special filter
0 and UP 15, and observe that close- to assure optimum video contrast to the pilot
in ground clutter appears at lower set- in the presence of high cockpit ambient light.
tings and that any local rain appears at Some sunglasses may interfere with the ef-
higher settings. fectiveness of this filter. To check for this,
7. Repeat the manual tilt adjustment, turn your head to one side while viewing the
this time between the 0 and DOWN display and note any dramatic change in bril-
15 positions. liance. If the brilliance decreases sharply,
some compromise such as removing or chang-
8. Return the function switch to TST or ing sunglasses should be effected.
SBY before taxiing.
9. When you are ready for weather detec- The radar sensor will tilt the antenna down, for
tion (after takeoff or just before), place increased radar receiver protection when the
the function switch to ON and operate indicator is switched to SBY and OFF posi-
the system as described in the RDR tion. Always turn the indicator function switch
2000 Pilots Guide. to SBY or OFF before disengaging the avion-
ics master switch in the airplane. The system
High Altitude Operation will power-down in about five seconds after
The RDR 2000 radar indicator has been ap- switched to the OFF position, to allow time for
proved to a maximum cabin altitude of 25,000 the antenna to move to the down position.
feet. If flying at cabin altitudes above 25,000
feet it is recommended that the radar be turned The display resulting from ground mapping
off to prevent high voltage arcing which may resembles an ordinary pilotage chart. Skill
cause immediate damage or future failure of at interpreting the more subtle ground map-
the indicator. ping returns requires a certain amount of
practice and experience, and one should ex-
Operational Notes ercise caution until such skills are acquired.
Calm water or water with swells does not
Ground radar stations or other airborne provide good returns. The energy is reflected
weather radars may occasionally cause inter- in a forward scatter angle with inadequate
ference with the presentation of the return. portions being returned. The resulting dis-
The effect of this interference is to create one play is no target. Choppy water provides
or more radial bands of false signal or noise better returns form the downwind sides of the
extending from the bottom center outward to waves. The resulting display is a target whose
the outer range scale. These effects are usu- intensity will vary with the degree of chop-
ally of short duration and are dependent on the piness. Over terrain, the radar signal is highly
airplanes position and range from the ground diffused and typically results in the depic-
station, the signal strength, and other factors. tion of land features as well as lakes, large
rivers, shore lines and ships.
The RDR 2000 system is designed so that full
operation is possible approximately 30 seconds
after turn on. Therefore, the pilot may choose
to leave the function switch in OFF rather
than SBY if no significant weather is in the im-
mediate area of the airplane. The life of the
magnetron transmitting tube will be extended
by leaving the system OFF whenever possible,
reducing maintenance costs.

FlightSafety
international
CONTROLS warmup and in-flight periods when the system is

not in use. The word STBY is displayed in the
MAP (Ground Mapping) lower left corner.
Places the radar system in ground mapping
mode. Gain control capability is configurable
TST
at installation to be enabled or disabled in (TEST) Selects test function to determine
ground map mode. Ground map colors are as operability of the system. A test pattern is
follows: displayed. No transmission exists in the TST
condition. The word TEST is displayed in the
GreenWeak returns lower left corner.
YellowModerate returns
ON
Magentaintense returns
Selects the condition for normal operation.
Radar transmission exists in the ON position.
BRT (Brightness Control) The WX mode and 80 mile range are
automatically selected when turned on. WX will
Rotary control used to adjust the brightness of be displayed in the lower left corner and 80 will
the display to accommodate existing cockpit be displayed just above the right end of the top
ambient light conditions. concentric range mark.
Wx/WxA (Two Position RNG (RANGE)
Momentary) Clears the display and advances the indicator to
Alternately selects between the Wx (weather) the next higher range. The upper button
and WxA (weather alert) modes of operation. increases range, the lower button decreases it.
The mode is called out in the lower left por- The ranges are 5, 10, 20, 40, 80, 160 and 240
tion of the display. Colors are as follows: nautical miles. The selected range is displayed in
the upper right corner of the display, with range
BlackNo returns ring distance displayed along the right edge.
GreenWeak returns
VP (Vertical Profile)
YellowModerate returns
Selects and de-selects the Vertical Profile mode
RedHeavy returns of operation. When VP is selected on the
Magentaintense returns indicator, the radar will provide a vertical span
of 30 up and down from the horizontal track
Function Selector Knobs line. Selecting the VP mode of operation will not
Controls application of power and selects mode change the selected mode of operation (Wx,
of operation for transmitting, testing, and warm- WxA or GND MAP). Once in VP, these modes
up. Switch positions are as follows: may be changed as desired. VP will engage from
the NAV MAP mode, but NAV data will not be
displayed during VP operation.
OFF
Primary power is removed from the system. GAIN
Permits adjusting the radar receiver gain in the
SBY terrain MAP mode only.
(Standby) After 30 seconds in this mode, places
system in operationally ready status. Use during

LOG
BRT ON
TST
SBY
RDR 2000 U 2.2 OFF

WX 20 80
WX A RNG
VP RNG
MAP 60 TRK
40
WX
NAV TRK
20
UP
TILT
GAIN
DN
PULL STAB OFF
Figure 16-69. RDR 2000 Standard Azimuth View
LOG
BRT ON
TST
SBY
PROFILE
RDR 2000 OFF
R 20
WX +120
WX A RNG
VP RNG
0
MAP 20 TRK
-120
wx 40
NAV TRK
60 UP
80
TILT
GAIN
DN
PULL STAB OFF
Figure 16-70. RDR 2000 Vertical Profile View

FlightSafety
international
LOG ings or large metal structures that

are likely to reflect radar energy back
Used when Bendix/King radar graphics units are to the airplane.
installed. A listing of the latitudes and
longitudes of selected waypoints are displayed.
When a compatible navigation source is The RDS-81 Color Radar System is an X-band
installed, the selected VOR frequencies along radar with display designed for weather lo-
with bearings and distances are also displayed. cation and analysis and, secondarily, for
ground mapping. The system detects storms
along the flight path and gives the pilot a vi-
NAV (Navigation Mode) sual indication, in color, of storm intensity.
Places indicator in navigation mode so that Storm intensity is displayed in black and four
preprogrammed waypoints may be displayed. If color video levels with black representing
other modes are selected, the NAV display will weak or no returns and green, yellow, red, and
be superimposed on them. This button is magenta showing progressively stronger re-
effective only if an optional radar graphics unit turns. In ground mapping mode, video levels
and Flight Management System is installed. of increasing reflectivity are displayed as
black, green, yellow, and red. In ground map-
TILT (Antenna Tilt Control) ping mode magenta color is not used.
Turn the knob to adjust antenna tilt. Adjusts
the antenna to move the radar beam up to +15
above the horizontal, or to a maximum of WARNING
15 below the horizontal position. The hor-
izontal position is indicated as 0 on control.
The tilt angle selected is displayed in the upper The system performs only the func-
right corner of the indicator. tions of weather detection and ground
mapping. It should not be used or re-
lied upon for proximity warning,
RDS-81 COLOR RADAR anti-collision or terrain avoidance.
NOTE The system consists of a nose mounted re-

The RDS-81 color radar system is ap- ceiver-transmitter, a 12-inch antenna and a
plicable to airplanes 0001 through cockpit mounted radar indicator, with all op-
0113 not incorporating SB525-34-16. erating controls grouped around the screen
on the front of the indicator (Figure 16-71).
WARNING
The radar will transmit on the ground

if selected to the on position. The
area within the scan area and within
15 feet of an operating weather radar
system constitutes a hazardous area.
Do not operate the radar system
within 15 feet of personnel or
flammable or explosive material or
during fueling operations. For ground
operation of a radar system, position
the airplane facing away from build- Figure 16-71. RDS-81 Radar
Indicator/Controller

FlightSafety
international
The RDS-81 system is designed to detect sig- GND MAP (Ground Mapping)
nificant enroute weather formations up to a dis-
tance of 190 nautical miles (when set to
Pushbutton
maximum range). The antenna is fully stabi- Selects ground mapping mode (MAP) when
lized to compensate for up to +/-25 of airplane pressed. When the MAP mode is selected the
pitch and roll. The indicator displays evenly word MAP is displayed in the lower left cor-
spaced blue segmented concentric range arcs, ner of the screen and the GAIN control setting
displays blue alphanumerics, displays degrees becomes an operator function. Manual GAIN
away from the airplane heading in yellow control is important in obtaining definitive
numbers, and also provides an amber antenna presentation during varying topographic con-
tilt angle readout. ditions. Also while in the MAP mode, promi-
nent terrain features are presented in up to
three colors (green, yellow, and red). The ma-
CONTROLS genta color is not used in the MAP mode.
BRT Control Knob
Rotary control used to adjust the brightness of
Gain Control
the display to accommodate existing cockpit Permits adjusting the radar receiver gain in the
ambient light conditions. terrain MAP mode only. In the test (TST) func-
tion as well as in all weather modes the receiver
gain is preset, thus no adjustment is required.
Wx (Weather) Pushbutton
Selects weather mode when Wx pushbutton is Function Selector Knob
pressed. Wx is displayed in the lower left cor-
ner of the screen. Operation for the Wx mode Controls application of power and selects mode
is the same as the WxA (Weather Alert) of operation for transmitting, testing, and
(below) except the areas of strong rainfall ap- warmup. Switch positions are as follows:
pear as a steady magenta color and will not
flash between magenta and black as it does in OFF
the WxA mode.
Primary power is removed from the system.
WxA (Weather Alert) SBY

Pushbutton (Standby) After 30 seconds in this mode, places
Selects weather alert mode when WxA push- system in operationally ready status. Use during
button is pressed. WxA is displayed in the warmup and in-flight periods when the system is
lower left corner of the screen. In the WxA not in use. The word STBY is displayed in the
mode storm cells are presented in up to four lower left corner.
colors depending on the level of intensity. The
levels are: TST
GREEN1-4 MM/HR (.039-.157 (TEST) Selects test function to determine
IN/HR) Rainfall Rate operability of the system. A test pattern is
displayed. No transmission exists in the TST
YELLOW4-12 MM/HR (.157-.472 condition. The word TEST is displayed in the
IN/HR) Rainfall Rate lower left corner.
RED12-50 MM/HR (.472-1.95
IN/HR) Rainfall Rate ON
MAGENTA50 MM/HR or More (1.95 Selects the condition for normal operation.
IN/HR or More) Rainfall Rate Radar transmission exists in the ON position.

FlightSafety
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The Wx mode and 80 mile range are

automatically selected when turned on. Wx will
PREFLIGHT CHECKS
be displayed in the lower left comer and 80 will
The following preflight may be accomplished
be displayed just above the right end of the top
on the ground prior to takeoff and prior to en-
concentric range mark.
ergizing the radar:
RNG (Range Increase

Pushbutton) WARNING
Clears the display and advances the indicator to
the next higher range each time the pushbutton In order to prevent possible serious
is pressed (e.g. 0 to 40, 40 to 80, etc.), until 240 injury to ground personnel or ignition
mile range is reached. The range selected is of flammable or explosive materi-
displayed in the upper right corner of the last als, the following tests must be ac-
range mark, and the distance to each of the other complished with the function selector
range mark arcs is displayed along the right edge switch always in the test (TST) mode
of the arcs. Six ranges are available using the of operation.
range pushbuttons: 10/2.5, 20/5, 40/10, 80/20,
160/40, and 240/60.
1. F u n c t i o n S e l e c t o r S w i t c h S B Y
(Standby) position and after 30 sec-
RNG (Range Decrease onds select TST (test) position.
Pushbutton)
2. Antenna TILT ControlSet to +5
Clears the display and places the indicator in the
next lower range each time the pushbutton is 3. BRT ControlAdjust to mid-range.
pressed (e.g. 40 to 20, etc.) until minimum range
is reached. 4. Indicator test DisplayCHECK TEST
PATTERN for the following indica-
tions:
STAB (Stabilization
Pushbutton) a. After 7 to 8 seconds four equally
spaced blue range mark should be
When pressed in, the antenna stabilization is visible, the word TEST and the num-
disabled. The words STAB OFF will flash on ber 80 should appear and be visible
in blue displays in opposite corners
and off in the upper left-hand corner of the
of the display.
screen. When repressed to the out position
antenna stabilization is restored. b. No video noise distortion should ap-
pear on the display.
TILT (Antenna Tilt Control)
c. There are four colored bands ap-
Turn the knob to adjust antenna tilt. Adjusts pearing on the indicator.
the antenna to move the radar beam up to +15
above the horizontal, or to a maximum of 15 d. Starting with the closest band to the
below the horizontal position. The horizontal origin, the bands will be green, yel-
position is indicated as 0 on control. The tilt low, red, and magenta. The width of
angle selected is displayed in the upper right the test pattern bands is not critical,
corner of the indicator. nor is the position of the bands rel-
ative to the range marks.

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e. The update action may be observed HIGH ALTITUDE OPERATION

as a small ripple moving along the
outer magenta band, indicating that The RDS-81 radar has been approved to a
the antenna is scanning. maximum cabin altitude of 25,000 feet. If
flying at cabin altitudes above 25,000 feet it
5. Function Selector SwitchSBY position. is recommended that the radar be turned off
to prevent high voltage arcing which may
The following preflight may be accomplished cause immediate damage or future failure of
on the ground prior to takeoff, however, the the indicator.
radar will be energized and the following
warning must be observed:
OPERATIONAL GENERAL
WARNING INFORMATION
Ground radar stations or other airborne
In order to prevent possible serious weather radars may occasionally cause inter-
injury to ground personnel or igni- ference with the presentation of the return.
tion of flammable or explosive ma- The effect of this interference is to create one
terials, the airplane must be taxied or more radial bands of false signal or noise
with the function switch in the OFF, extending from the bottom center outward to
SBY, or TST positions only to a the outer range scale. These effects are usu-
c l e a r- a h e a d a r e a w h e r e m e t a l ally of short duration and are dependent on the
buildings, aircraft, ground person- airplane's position and range from the ground
nel, etc. are not in the line-of-sight station, the signal strength, and other factors.
of the radar unit.
The RDS-81 system is designed so that full op-
1. Ensure safety precautions have been eration is possible approximately 30 seconds
observed. after turn on. Therefore, the pilot may choose
to leave the function switch in OFF rather
2. Function selector switchON position. than SBY if no significant weather is in the im-
The indicator will automatically be in mediate area of the airplane. The life of the
the weather (WX) mode. magnetron transmitting tube will be extended
by leaving the system OFF whenever possible,
3. RNG (Range) Selector Pushbuttons
reducing maintenance costs.
40-10 Range.
4. WxA mode Selector PushbuttonSE- The RDS-81 indicator uses a special filter to
LECT WxA mode and observe that the assure optimum video contrast to the pilot in
magenta areas (if any) alternate from the presence of high cockpit ambient light.
magenta to black approximately once Some sunglasses may interfere with the ef-
per second. fectiveness of this filter. To check for this,
turn your head to one side while viewing the
5. BRT ControlADJUST as required. display and note any dramatic change in bril-
liance. If the brilliance decreases sharply,
6. Antenna TILT ControlTILT UP (+) some compromise such as removing or chang-
and DOWN () in small increments. ing sunglasses should be effected.
Close-in ground targets should appear
on the display at low tilt angles and The RS-811A radar sensor will tilt the an-
any local moisture laden weather should tenna down, for increased radar receiver pro-
appear at higher angles. tection when the indicator is switched to SBY
and OFF position. Always turn the indicator
7. Function Selector SwitchSBY posi-
function switch to SBY or OFF before disen-
tion for taxi maneuvers.
gaging the avionics master switch in the air-

FlightSafety
international
plane. The system will power-down in about ICAO identifiers. The cartridge plugs into
five seconds after switched to the OFF posi- the back of the KLN 88 receiver unit and must
tion, to allow time for the antenna to move to be updated every 28 days. The information for
the down position. the cartridge updates is generated by Jeppe-
sen Sanderson and the cartridge updates are
The display resulting form ground mapping re- available from Bendix/King. The obsolete
sembles an ordinary pilotage chart. Skill at in- cartridge is removed and the new cartridge is
terpreting the more subtle ground mapping installed. The old cartridge must be returned
returns requires a certain amount of practice to Bendix/ King.
and experience, and one should exercise cau-
tion until such skills are acquired. Cities, open The LORAN-C receiver is installed in the cen-
ground, and bodies of water are distinguished ter instrument panel to the right of the con-
by the intensity of the signals that they re- solidated avionics control panel (Figure
flect back to the signal source. Cities usually 16-72). It is a one piece unit containing the
provide the most intense reflections and ap- LORAN-C sensor, the navigation computer,
pear red on the display. Open ground and water the CRT display, and all controls required to
provide progressively less intense reflections operate the unit. The LORAN-C antenna is
and appear as yellow and green. Calm bodies installed on the bottom of the aft fuselage.
of water provide very weak signal returns,
and are usually not displayed, while very rough
water provides a stronger return signal and
will usually appear as green color. The magenta
level does not appear in the MAP mode.
LONG RANGE
NAVIGATION
KLN 88 LORAN-C Figure 16-72. KLN 88 LORAN-C Receiver
NOTE Provided the KLN 88 LORAN-C navigation

The KLN-88 LORAN-C system may system (with Operational Revision Status
have been installed on airplanes 525- [ORS] 3) is receiving adequate usable sig-
0001 through 525-0125. nals, it has been demonstrated capable of and
has been shown to meet the accuracy specifi-
cation of:
The KLN 88 LORAN-C system consists of a
low frequency receiver and a computer to VFR/IFR enroute and limited terminal
convert the received signals into navigational operation within the conterminous
information which provides position infor- United States, coastal waters and the
mation to determine crosstrack error, dis- Gulf of Mexico south to N2300 lati-
tance-to-waypoint, ground speed, track angle, tude in accordance with the criteria of
time-to-waypoint, bearing-to-waypoint, and AC20-121A.
advisory VNAV guidance. The internal data IFR enroute and terminal navigation
base of the KLN 88 is housed in a cartridge using the KLN 88 is limited to particu-
which contains information concerning air- lar areas, depending upon the Opera-
ports, VORs, NDBs, intersections, outer mark- tional Review Status (ORS) annunciated
ers, and special use airspace in the USA, on the Self Test page of the KLN 88, and
Canada, Mexico, and the Caribbean. Way- as described in Supplement 1
points are stored in the data base by their (Bendix/King KLN 88 LORAN-C Nav-

FlightSafety
international
igation System) to the FAA Approved Limitations

Airplane Flight Manual and the KLN 88
Pilots Guide. The Operational Revi- LORAN-C signal reception is highly depen-
sion Status (ORS) of the Pilots Guide dent upon the maintenance of the system, its
must match the ORS level annunciated installation, and atmospheric noise. Low sig-
on the Self Test page. nal to noise ratios resulting in flagged systems
have been observed in high atmospheric noise,
NOTE precipitation static conditions, and in areas
near thunderstorms. It is the pilots responsi-
The KLN 88 LORAN-C is not ap- bility to ensure that the airplane is properly
proved for approaches. maintained with respect to electrical bonding
of aircraft surfaces and the maintenance of
The KLN 88 interfaces with the SPZ-5000 static wick installations.
Flight Director System/autopilot through the
DC-550 Display Controller. Refer to SPZ- If the KLN 88 LORAN-C information is
5000 Flight Guidance in this section for op- flagged, utilize the remaining operational
eration of the Display Controller. The course navigation equipment as required. Refer to
select knob on the instrument Remote Control Supplement 1, Bendix/King KLN 88 LORAN-
(Figure 16-3) does not work in conjunction C Navigation System, in the FAA-approved
with the KLN 88. LORAN-C data cannot be Airplane Flight Manual for specific addi-
presented on the radio magnetic indicator. tional limitations and specific operating in-
formation concerning the Model 525
Operators Manual CitationJet installation.
For detailed operating information, consult

the KLN 88 LORAN-C Pilots Guide, P/N CAUTION
006-08458-0000 dated April, 1992 or appli-
cable later revision. The Pilots Guide must be
immediately available to the flight crew when- During flight in icing or other pre-
ever navigation is predicated on the use of the cipitation static conditions, low fre-
system. The Operational Revision Status quency navigation systems (i.e,
(ORS) of the Pilots Guide must match the LORAN-C and VLF/Omega sys-
ORS level annunciated on the Self Test page tems) will be degraded and may be
displayed when the KLN 88 is turned ON. The unreliable.
Bendix/King Pilots Guide is generic to many
different aircraft installations. All functions Optional Stand Alone
discussed in the Pilots Guide may not be
available in the CitationJet installation. Installation
The KLN 88 can be installed as a stand alone
installation in addition to another long range
navigation system. The stand alone system
is the same as discussed herein except that it
will not couple to the flight director, autopi-
lot, or EFIS.

FlightSafety
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KLN 90 GLOBAL POSITION The KLN 90 may be installed as an additional

sensor to the KLN 88 or as a stand-alone
SYSTEM (GPS) RECEIVER unit. On airplanes 0001 through 0049 the
(OPTIONAL) KLN 90 does not interface with the EFIS or
the SPZ-5000 Autopilot/Flight Guidance Sys-
NOTE tem. On airplanes 0050 and on the KLN 90
The KLN 90/KLN 90A may have may interface with the autopilot/flight guid-
been installed on SNs 525-0001 ance system. If both a KLN 90 and a KLN 88
through 0106. are installed the KLN 90 shall be the FMS
which interfaces with the autopilot. If two
KLN 90s or a KLN 90 and a GNS/X are in-
The KLN 90 is a single-unit panel mounted, stalled, a switch will enable selection of which
long range, global positioning system (GPS) FMS interfaces with the autopilot flight guid-
based airborne navigation system with a data ance system.
base. The panel mounted unit comprises the
operating equipment in the system except the The unit can use its present position infor-
antenna, which is mounted on top of the formation to determine crosstrack error, distance-
ward fuselage (Figure 16-73). All output data to-waypoint, ground speed, track angle,
is read from the unit front panel display, and time-to-waypoint, bearing-to-waypoint, and
all input to the unit is via the front panel con- advisory VNAV guidance. The internal data
trols. The primary purpose of the equipment base of the KLN 90 contains information con-
is to provide the pilot with present position in- cerning airports, VORs, NDBs, intersections,
formation and to display guidance information and outer markers throughout the world. Way-
with respect to a flight plan defined by the points are stored in the data base by their
pilot. Flight plan information is entered by ICAO identifiers. The ICAO identifiers are
the pilot via various knobs and buttons on the mostly taken directly from Jeppesen Sander-
front panel. The display consists of a right son or government (NOS) aeronautical charts.
and left page and a status line at the bottom
of the display. The information on the left The KLN 90 may be installed as an additional
page is controlled by the concentric knobs on sensor to the KLN 88 or as a stand-alone
the left side of the unit and the information on unit. On airplanes 0001 through 0049 the KLN
the right page is controlled by the concentric 90 does not interface with the EFlS or the
knobs on the right side of the unit. Present po- SPZ-5000 Autopilot/Flight Guidance System.
sition information will be displayed on the
unit cathode ray tube (CRT).
BENDIX/KING
D KOSH KOSH GPS
KLN 90B TSO
BRT PUSH
*********** ****** WITTMAN ON
DIS 683 NM
CRSR
GS 163 KT CRSR
ETE 3:34 N 43 59. 06
BRG 303 W 88 33. 42 NAV APT
NAV CALC NAV 1 ENR LEG APT 1 D/T VOR
FPL STAT ACTV NDB
MODE SETUP REF INT
TRIP OTHER MSG ALT CLR ENT CTR SUPL
Figure 16-73. KLN 90 GPS Receiver

FlightSafety
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The information stored in the data base even- nated whenever Approach mode has been
tually becomes out of date; therefore, to pro- selected on the KLN 90. APPROACH
vide a means of updating the information, the MODE IS NOT APPROVED.
database is housed in a cartridge which plugs
into the back of the KLN 90. It is designed so If a KLN 90A is installed, it may be used for lFR
that the user may easily remove the old enroute, in terminal areas, and approach mode
database cartridge and install a current may be used for non-precision approaches.
database cartridge. A secondary method of
updating the database is by loading the infor- OPERATORS MANUAL
mation via a laptop computer. For more in-
formation on updating the database of the For detailed operating information, consult
KLN 90 refer to the KLN 90 Pilots Guide. the KLN 90 LORAN-C Pilots Guide, P/N
006-08484-0000 dated August, 1992 or later
INSTRUMENT PANEL revision. The Pilots Guide must be immedi-
ANNUNCIATORS ately available to the flight crew whenever
navigation is predicated on the use of the sys-
Additional amber annunciators, which dupli- tem. The Bendix/King Operators Manual is
cate indications presented on the control dis- generic to many aircraft installations. All
play unit (CDU), are located on the pilot's functions discussed in the manual may not be
instrument panel. They are installed as re- available in the CitationJet installation.
dundant annunciators to remind the crew of
selected conditions/modes or to call attention
to the occurrence of certain events. They are: KLN 90B GLOBAL
POSlTlONlNG SYSTEM (GPS)
A. WPT (Waypoint)The amber waypoint RECEIVER (Standard beginning
alert light flashes when the airplane is at Airplanes 525-0107 and On)
within 36 seconds of the next Direct To
waypoint, or within approximately 20 sec- The KLN-90B is a single-unit panel mounted,
onds of an anticipated turn point. It will long range, Global Positioning System (GPS)
begin flashing at the same time the arrow based airborne navigation system with an up-
preceding the waypoint identifier on the datable data base. The panel mounted unit
waypoint page begins flashing, or on any comprises all of the operating equipment in the
navigation page or distance/time page. system except the antenna, which is mounted
When the turn is begun the alert light will on top of the forward fuselage.
illuminate steadily.
B. MSG (Message)This amber light is in NOTE
addition to the message light on the bottom For complete operating instructions
of the KLN 90 display, and both lights il- on the KLN-90B, refer to the KLN-
luminate simultaneously. To view the mes- 90B Pilots Guide, Part number 006-
sage press the MSG button on the front of 08773-0000, Dated May 1997 or
the KLN 90. Whenever a message condi- latest revision.
tion exists which requires a specific ac-
tion by the pilot the message prompt will
remain on but will not flash. Appendix B The KLN 90B can be coupled to the autopilot
of the KLN 90 Pilots Guide contains a list when FMS is selected on the DC 550 and NAV
of all of the message page messages and is selected on the MS 560 Mode selector. A
their meaning. white (armed) or green (captured) LNAV mes-
sage in the EADI will indicate that the KLN
C. APPROACHThis amber light is the re- 90B FMS is being coupled to the NAV mode
mote approach annunciator and is illumi- the SPZ-5000 system. A green WPT (way-

point) annunciator will illuminate prior to The APPROACH ACTlVE mode cannot be
waypoints in the KLN 90B active flight plan manually selected. The APPROACH ACTIVE
when the SPZ-5000 is coupled. Some options mode will engage only when the following
may have both primary and secondary FMS ca- criteria are satisfied; the aircraft is approxi-
pable of being coupled to the autopilot through mately 2.0 NM from the final approach fix
a panel mounted annunciator switch. (FAF), the Leg Mode is selected, RAIM is
available, the aircraft is heading toward the
Two panel mounted annunciator switches are FAF, and the FAF or co-located FAF/IAF is the
provided for the KLN 90B, a course annunci- active waypoint. When the APPROACH ARM
ator switch and an approach annunciator mode is engaged, the FMS switches from the
switch. The course annunciator is switchable Terminal Mode of operation to the Approach
between LEG mode and OBS mode. In LEG Mode of operation. CDI sensitivity on the
mode, the course needle displays the flight EHSI will change respectively from l.0 NM
plan course. In OBS mode, the course knob on to 0.3 NM for full scale deflection.
the RI553 remote instrument controller is used
to manually select FMS course. At the missed approach point (MAP), the
missed approach holding point will not be au-
The approach annunciator indicates the KLN- tomatically sequenced. Missed approach pro-
90B mode of operation while in the approach cedures are to be executed as published. By
environment and allows for the manual se- pressing the DIRECT TO button on the KLN-
lection of the APPROACH ARM mode of op- 90B after the MAP, the missed approach hold-
eration. The APPROACH ARM mode will ing point will be automatically selected as the
automatically engage when the aircraft is next waypoint. Direct To operation can be
within 30nm of the destination airport and an confirmed by pressing the ENT button.
approach has been loaded into the active flight
plan. When the APPROACH ARM mode is en- Fuel flow, air data, temperature and heading
gaged, the FMS switches from the Enroute are automatically provided to the KLN 90B via
Mode of operation to the Terminal Mode of op- an air data computer (ADC). Absence of these
eration. The CDI sensitivity on the EHSI will inputs, or improper inputs will not affect the
change respectively from 5.0 NM to l.0 NM navigational accuracy of the system. Other-
for full scale deflection. The APPROACH wise, data must be manually entered for KLN
ARM mode can be manually activated by 90B functions using this information, i.e. TAS,
pressing the approach annunciator in any phase wind computation, range, etc.
of flight.
BENDIX/KING GPS
KLN 90B TSO
BRT PUSH
ON
CRSR CRSR
NAV APT
NAV CALC D/T VOR
FPL STAT ACTV NDB
MODE SETUP REF INT
TRIP OTHER MSG ALT CLR ENT CTR SUPL
Figure 16-74. KLN 90B GPS Receiver

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KLN 90B calculations using temperature input

are based on RAT.
NOTE
When initially executing a missed
approach procedure. Use the au-
topilot HDG mode or manually fly
the procedure to ensure proper track
and turn direction.
CAUTION
It is the pilots responsibility to en-
sure that the airplane is properly
maintained with respect to the elec- Figure 16-75. GNS-X/SC FMS CDU
trical bonding of airplanes surfaces
The GNS-X/SC does not interface with the
and the installation of static dis-
VOR and DME receivers and therefore does
charge wicks.
not perform automatic tuning of the airplane
radios. The GNS-X/SC performs its naviga-
The pilot must be prepared to use an tion computations based on GPS, LORAN-C,
alternate navigation means should and VLF/OMEGA (if installed) sensors only.
the system flag. The auto true airspeed (TAS) in the GNS-
X/SC is a pseudo-true airspeed which is based
on the standard temperature lapse rate with al-
GNS-X/SC FLIGHT titude (ISA); therefore significant deviations
MANAGEMENT SYSTEM of outside air temperature from standard can
induce errors in the system.
(OPTIONAL)
The GNS-X/SC flight management system The system is connected to the IC-500 display
(FMS) is an integrated flight management sys- guidance computer in the SPZ-5000 integrated
tem with its own database. The three-inch (di- avionics system by an avionics bus (ARINC
agonal) monochrome control display unit 429 bus) which transmits air data and heading
(CDU) is mounted on the extended pedestal aft information.CDU flight management infor-
of the throttles (Figure 16-75). It integrates the mation can be displayed on the electronic
functions of navigation management, global flight instrument system (EFIS) by selecting
positioning sensor (GPS) and LORAN-C sen- FMS on the display controller (DC). For op-
sor into a single cockpit installed unit. The eration of the display controller refer to the
cathode ray tube (CRT) and all of the controls SPZ-5000 integrated flight management sys-
necessary for the operation of the system (al- tem in this section. The GNS-X/SC is only
phanumeric keyboard) are grouped on the face designed to provide meaningful input to the
of the control display unit. The alphanumeric electronic horizontal situation indicator
keyboard and the CRT serve as the input/out- (EHSI) when on track between two waypoints
put interface between the crew and the FMS or when pseudo-Vortac procedures are used.
system. The CDU can also accept navigation
information from an optional external The database of the GNS-X/SC requires pe-
VLF/OMEGA position sensor. In some in- riodic updating. Updating is accomplished by
stallation the LORAN-C sensor is not used m e a n s o f a P o r t a b l e D a t a Tr a n s f e r U n i t
(when VLF/OMEGA is installed). (PDTU). The PDTU is a 3.5 inch micro floppy
disk drive unit which is hand carried to the air-

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plane and attached via the PDTU connector lo- play unit (CDU), are located on the pilots in-
cated in the right meter panel in the cockpit. strument panel. They are installed as redun-
Once the GNS-X/SC FMS is turned on and the dant annunciators to remind the crew of
preprogrammed update disk inserted into the selected conditions/modes or to call attention
PDTU, the database update information is to the occurrence of certain events. They are:
transferred into the NMU. The GNS-X/SC
computer formats the disk information and WPT (Waypoint)The amber waypoint
presents it for display on the CRT of the CDU. alert light illuminates when the air-
plane is within 30 seconds of the next
The optional Receiver Processor Unit (RPU) leg change.
is the VLF/OMEGA sensor which also con- MSG (Message)This amber light is
tains a power supply, a standby battery, a ru- in addition to the message light on the
bidium frequency standard, a computer Control Display Unit, and both lights
processor and the very low frequency (VLF) illuminate simultaneously.
Comm and OMEGA receivers. Its main func-
tion is to compute positions based on signals SX (Parallel Track)The amber SX an-
of the Omega Navigation Network and the nunciator light is illuminated when the
U.S. Naval Communication stations. The RPU GNS-X/SC has been programmed by the
transmits its information to the CDU via an pilot for course guidance with respect to
avionics digital bus, where the Nav ;Man- a course offset from, but parallel to, the
agement Unit (NMU) blends it with other sen- leg shown on the CDU.
sor inputs in order to generate a composite DR (Dead Reckoning)The amber DR
airplane position. light illuminates when the system is in
dead reckoning.
LIMITATIONS
Refer to Supplement 2, Global GNS-X/SC, of
GNS-XLS FLIGHT
the FAA Approved Airplane Flight Manual for MANAGEMENT SYSTEM
limitations and operating procedures pertaining (OPTIONAL ON LATER SNs)
specifically to the CitationJet Installation.
The GNS-XLS Flight Management System is
a comprehensive navigation management
OPERATORS MANUAL which integrates multiple systems and sensors
For detailed operating information, consult into an integrated whole, which is capable of
the GNS-X/SC Operators Manual, Global precise navigation and aircraft performance
Wulfsberg Report Number 1396, dated August computations. The system takes information
1, 1992 or later revision. The Operators Man- from various navigation sources (DME, VOR,
ual must be immediately available to the flight and GPS sensors), considers the strengths,
crew whenever navigation is predicated on weaknesses and signal strengths of each sys-
the use of the system. The Global Wulfsberg tem and sensor in use, and computes a most
Operators Manual is generic to many air- likely position for the airplane. The GPS sen-
craft installations. All functions discussed in sor has priority unless degraded sensor accu-
the manual may not be available in the Cita- racy has been detected by the system. It
tionJet installation. accomplishes these computations with a min-
imum of attention by the flight crew, and ad-
vises them of components or systems requiring
INSTRUMENT PANEL attention as well as other irregularities such as
ANNUNCIATORS loss of enough sensors to compute a valid po-
sition. In the latter situation, if sensor loss en-
Additional amber annunciators, which dupli- dures over a set length of time, the system will
cate indications, presented on the control dis- enter DR (dead reckoning) mode and so inform

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the pilot through a message on the control dis- The system also provides navigation data out-
play unit (CDU). The GPS sensor will nor- puts which enable the active flight plan to be
mally be the dominant sensor during position displayed on the EHSI.
blending; due to the excellent characteristics
of the GPS sensor, during availability of the re- The following components comprise the GNS-
ceiver autonomous integrity monitoring sys- X LS system: a control display unit (CDU)
tem (RAIM) the GPS sensor will be the sole which houses its own global positioning sys-
contributor to the composite position. tem (GPS) sensor, a configuration module unit,
and an antenna. The GPS antenna is mounted
The GNS-XLS provides steering information to on top of the fuselage near the cabin door.
the pilot through the IC-500 Integrated Flight
Guidance Computer and EHSI. When con- The CDU is the heart of the system, possess-
nected to the autopilot, it provides roll steering the computer, the VORTAC positioning
ing commands. The NAV computer additionally unit (VPU), the navigation data bank (NDB),
computes fuel flow information, providing cur- and the memory capability, as well as the GPS
rent fuel status and airplane gross weight receiver. The NDB maintains 50,000 naviga-
throughout the flight, if the fuel and gross tion points in its data base as well as up to 999
weight are updated prior to takeoff. operator generated waypoints. Fifty-six flight
NAV VNAV AFIS FPL ON BRT PLAN HDG TUNE
HOLD
MSG 1 2 3
P
R
4 5 6
V
N
X
7 8 9
T
# 0
BACK
A B C D ENTER E F G H
I J K L M N O P Q R
S T U V W X Y Z * SP
Figure 16-76. GNS-XLS Control Display Unit

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plans with up to fifty waypoints each may be GNS-X APPROACHGNS-X APPROACH

stored. The NAV data base must be updated light illuminates when the system is in the ap-
every 28 days by means of a memory card. The proach mode.
card is inserted into a personal Computer
Memory card International Association (PCM- Operators Manual
CIA) slot under the lower portion of the alpha
keyboard on the CDU. For detailed operating information, consult
Revision 5 of the Global GNS-X LS Flight Man-
The FMS will supply waypoint (WPT) infor- agement System Operators Manual, Report
mation to the IC-500 display guidance com- Number 006-08845-0000, Revision 5, Issued
puter for use in micro air data computer vertical 5 September, 1997 or later revision.
navigation (VNAV) computations, which are
displayed on the multifunction display (MFD). Limitations
An advisory vertical navigation capability is
also provided through the GNS-X LS CDU. The single installation of the GNS-X/ LS , with
Vertical waypoints may be programmed and GPS sensor, is not approved as a sole means
viewed on the CDU, and used as indicators of navigation; therefore, when the GNS-X LS
for climb and descent points. The altitude is to be used as the primary means of naviga-
changes may be programmed both with and tion, or when coupled to the autopilot, flight
without vertical path angles. The FMS VNAV director or EHSI, the navigation equipment
function does not display in the EFIS or cou- required by the aviation regulations applica-
ple to the autopilot/flight director. ble to the specified type of operation being
conducted must be installed and operating.
Refer to the airplane flight manual for addi-
INSTRUMENT PANEL tional limitations and operating information.
ANNUNCIATORS
Additional annunciators are located on the AIRBORNE FLIGHT
pilots instrument panel. They are: INFORMATION SYSTEM (AFIS)
WPT (Waypoint)The amber waypoint alert The Global Airborne Flight information Sys-
light illuminates when the airplane is within tem (AFIS) interfaces the flight planning and
30 seconds of the next leg change. performance management functions of the
standard GNS-X LS Flight Management Sys-
MSG (Message)This amber light is in ad- tem with Global Data Center Computers.
dition to the message light on the Control Dis- AFIS interfaces with various VHF and satel-
play Unit, and both lights illuminate lite communications facilities, thereby pro-
simultaneously. viding the computer data link between the
airplane and the Global Data Center, by which
SX (Parallel Track)The amber SX annun- transfer of digital data concerning flight plans,
ciator light is illuminated when the GNS-X/ LS weather, and message traffic is possible.
has been programmed by the pilot for course
guidance with respect to a course offset from, The Model 525 AFIS installation consists of
but parallel to, the leg shown on the CDU. a Data Management Unit (DMU), a configu-
ration module, a data transfer unit (DTU), a
DR (Dead Reckoning)The amber DR light il- satellite communications unit (SCU), an an-
luminates when the system is in dead reckoning. tenna switching unit (in installations having
a shared antenna), and an antenna. The Global
GNS-X HDGThe GNS-X HDG light illumi- Data Center, with its VHF/satellite/ground
nates when the system is in the heading mode. telephone system interface, makes up the
ground portion of the system. The global data

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system provides the services of flight planning, section. A subsection page is selected by de-
aviation, weather, and flight related message pressing the Line Select key next to the topic
forwarding, through its mainframe com- desired, then depressing the ENTER key. The
puters which accept and process digital data, PRV, NXT, or BACK key can be used to move
and provides the requested information on a forward or backward through pages of a sub-
real time basis. section. If the first page of a subsection is dis-
played, the BACK key will exit the subsection.
NOTE Waypoint IdentifierA navigation point con-
The AFlS interface is installed by sisting of one to six characters that has a spe-
special equipment request (SER). cific latitude and longitude.
Operators Manual Controls and Indicators

For detailed operating information, consult
ON
Section Seven of the Global GNS-X LS Flight Depress and release the ON key to apply power
Management System Operators Manual (Re- to the system. There is a warm-up period of
vision 5), Report Number 006-08845-0000, is- approximately 30 seconds. Illumination will
sued 5 September, 1997 or later revision. This initially be set at full bright.
section constitutes the Airborne Flight infor-
mation System and Satellite Data Communi- Depressing the ON key for approximately
cations System Supplement for the AFIS system. three seconds will initiate the system power
off sequence. During the sequence the dis-
General Terms play will show SYSTEM TURNlNG OFF. This
is to prevent inadvertent system shutdown.
FIELDA line of information.
CURSORYellow rectangular box placed NOTE

over a field to enter or change the information The system is also capable of being
in that field. The cursor is normally out of turned on and off by cycling aircraft
view unless brought into view by depressing power.
the Line Select Keys on either side of the
screen. When information is entered into a
field and the ENTER Key is depressed, the cur- BRIGHTNESS (BRT)
sor will move to the next enterable field or dis- The BRT key is used to change the illumina-
appear from the screen when the last field is tion of the display. This key is also used to
entered. Blinking of a field indicates that the align the Line Select keys.
computer has not accepted the entry because
of unreasonable or invalid information.
NOTE
PAGEInformation is arranged in sections The illumination of the front panel
and subsections much like chapters in a book. and keyboard is normally controlled
lndividual screen displays are referred to as through the aircraft panel lighting
pages. Each section is selected by depressing control.
the appropriate Display Selector key located
at the top of the GNS-X/ LS . Each subsequent
push of the key will select the next page of that

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MESSAGE KEY/ANNUNCIATOR HOLD KEY

(MSG) If the cursor is positioned over a waypoint
The MSG annunciator will flash to alert the op- identifier, it is appropriate to program a Hold-
erator that a message needs to be viewed on ing Pattern or Procedure Turn at that way-
one of the SYSTEM MESSAGES or SENSOR point, depressing the HOLD key accesses the
MESSAGES Pages. Holding Pattern section.
Depressing the MSG Key will display the If the cursor is not displayed, depressing the
message page. The newest message will be HOLD key accesses the POSITION FIX Page
indicated with a flashing asterisk. If the message and is used for position updates and verification
requires some action be taken by the operator, as well as entering the primary navigation mode.
the MSG annunciator will remain on steadily
until the action is completed. If no action is BACK KEY
required, the MSG annunciator will extinguish
when the message page is exited. The BACK key is used to erase errors and page
backward when the cursor is not displayed. It
can also be used to change data in a field if the
ALPHA KEYS cursor is present.
The alpha keys are used to enter the 26 letters of
the alphabet and an asterisk. SPACE (SP) Key
The SP key is used to enter a space when entering
NUMERIC KEYS a message on an AFIS Page. This key is not
The numeric keys are used to enter numbers 0 to functional if AFIS is not installed in the system.
9, # and .
ENTER Key
PREVIOUS (PRV) KEY When the ENTER Key is depressed, data is
The PRV key is used to display the previous entered into the computer memory.
page of a section or subsection. This key also
allows the operator to remain in a section or DISPLAY SELECTOR KEYS
subsection by looping from the first to the last
and back to the first page of that section or NAV (Navigation), VNAV (Vertical Naviga-
subsection. tion), AFIS (Airborne Flight Information Sys-
tem), FPL (Flight Plan), PLAN, HDG
NEXT (NXT) KEY
(Heading), TUNE (Radio Tuning), and D
(Direct) are used to select the pages pertain-
The NXT Key is used to display the next page of ing to that particular function. The first page
a section or subsection. This key also allows the of a section is displayed first when a Display
operator to remain in a section or subsection by Selector key is pressed. With each subsequent
looping from the first to the last and back to the press of the key, the next sequential page will
first page of that section or subsection. be displayed.
LINE SELECT KEYS

These keys are used to place the cursor in the INSTRUMENT PANEL
field next to that key. White symbols (< or >)
displayed on either side of the display indicate
ANNUNCIATORS
active Line Select keys for each individual page. Additional amber annunciators, which dupli-
cate indication presented on the control dis-
play unit (CDC), are located on the pilots

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instrument panel. They are installed as re-

dundant annunciators to remind the crew of se-
UNIVERSAL UNS-1K
lected conditions/modes or to call attention to FLIGHT MANAGEMENT
the occurrence of certain events. They are:
SYSTEM
WPT (Waypoint)The amber waypoint alert
light illuminates when the airplane is within DESCRIPTION
30 seconds of the next leg change.
The Universal UNS-1K is an integrated nav-
MSG (Message)This amber light is in ad- igation management system designed to pro-
dition to the message light on the Control Dis- vide the pilot with centralized control for the
play Unit, and both lights illuminate airplanes GPS navigation sensors, computer
simultaneously. based flight planning, and fuel management.
The FMS accepts primary position informa-
SX (Parallel Track)The amber SX annun- tion from its internal GPS sensor and optional
ciator light is illuminated when the GNS-X/SC DME receivers.
has been programmed by the pilot for course
guidance with respect to a course offset from, The UNS-1K provides lateral steering infor-
but parallel to, the leg shown on the CDU. mation to the pilot through the EHSI. When
connected to the autopilot, it provides roll
DR (Dead Reckoning)The amber DR light il- steering commands. The VNAV function pro-
luminates when the system is in dead reckoning. vides vertical steering information displayed
on the UNS-1K CDU. VNAV guidance is not
Figure 16-77. UNS-1K Display

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provided to the flight director or autopilot. MENU Key

The NAV Computer additionally computes
fuel quantity information, providing a cur- The MENU key is used to present a list of al-
rent fuel status, and airplane gross weight ternate formats or options for the FUEL, FPL
throughout the flight, if the fuel and gross or TUNE mode being displayed. A small letter
weight are updated prior to takeoff. "m" in a box will appear on the title line of any
page in which the MENU key is active. Refer
to the applicable Section for further details.
NOTE
The CDI sensitivity depicted by the DATA Key
UNS-1K changes with respect to the The DATA function is used to obtain infor-
mode of operation (Enroute, Termi- mation and status about the FMS, its NAV
nal, and Approach). The CDI may Data Base, and the attached sensors which
display some momentary fluctua- operate with the FMS. Although sensor con-
tions during the transition from Ter- trol is totally automatic, selection and dese-
minal to Approach modes. It should lection of individual sensors may be
be noted that the command bars still accomplished using this function. The DATA
provide accurate guidance, and the function is also used to make additions, dele-
autopilot does not attempt to follow tions, or changes to pilot defined locations.
the CDI.
MSG Key
FUNCTION KEYS Pressing the MSG key will cause the MES-
SAGE page to be displayed showing the ac-
Eight function or mode select keys are located tive messages (Figure 16-78). The current
immediately below the display (Figure 16- messages (those messages generated since the
77). These keys are used to select the basic op- page was last accessed) will be displayed.
erating modes of the system for data entry or After the messages are viewed, the display
command inputs. When one of the function may be returned to the previous page by se-
keys is pressed, the display will immediately lecting the RETURN option on the MESSAGE
change to the first display page of the selected page, by pressing the MSG key again, or by
mode. Where multiple pages exist, subse- pressing the BACK key. Line select key [5L]
quently pressing the function key will cycle will either be blank or display a UNILINK, or
the display forward one page at a time. The fol- AFIS if the system is so configured. Pressing
lowing paragraphs describe the selectable this key will access the UNILINK or AFIS
modes in general terms. For a detailed de- Menu page.
scription of each mode and the various display
pages under each mode, refer to the function
and page descriptions later in this section.
MESSAGE 1/1
LIST Key P O S I T I O N U N C E RT A I N
OSS 2 M I N O R FA I L
The LIST key is used to provide a list of op- ROUTE OVERFLOW
tions appropriate to the data to be entered. STEERING FAIL
WPT ALERT
While performing data entry, pressing the
LIST key presents a list of selections appro-
priate to the entry being made.
UNILINK RETURN
Figure 16-78. Message Display

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ENTER Key PREV Key

The ENTER key is used to store input data. The The PREV (previous) key is used to cycle
cursor marks variable parameters by means of backward, one page at a time, through multiple
reverse field printing (dark letters on a light pages of the same mode.
background). Parameters which cannot be
marked by the cursor are not variable and can- NEXT Key
not be changed by the normal input processes.
Each time the ENTER key is pressed, the vari- The NEXT key is used to cycle forward, one
able marked by the cursor will be stored in page at a time, through multiple pages of the
memory. When the cursor marks a variable, it same mode.
may be altered through the alphanumeric keys
and then stored by pressing the ENTER key. BACK Key
Pressing the ENTER key completes entry of
When the cursor is over a data entry field, the
data and is required for all data entries.
BACK key serves as a delete or backspace key.
DISPLAY
Key
Pressing the line select key for DISPLAY will
cause the display adjustment window to be dis- The State Change Key () is used in conjunction
played. The display adjustment window pre- with the alpha numeric keys to enter data. It
sents four options (UP, DOWN, CANCEL and changes + to , N to S, and L to R. It is also used
VIDEO) selectable using the line select keys. in strictly alpha fields as a dash or period.
NOTE MSG Key

VIDEO is only applicable to certain When a system message becomes active,
CDU part numbers. MSG will appear on the far right side of the
top line on the display. If the Position Uncertain
message is active, POS will be displayed on
Selecting UP will cause the entire display to the far left side of the top line on the display.
shift upwards by as much as one-half character
to adjust the parallax for the line select keys. ON/OFF-DIM Key
Selecting DOWN will adjust the display
downwards an equal amount. Selecting video The ON/OFF-DIM key provides power-up,
will cause the display to switch to the video display dimming, and unit shutdown functions.
source. Pressing any key while in video mode
will cancel video mode. Selecting CANCEL will Pressing the ON/OFF-DIM key for initial
return the display to the main power-up will energize the system and initi-
(BRIGHT/DIM/CANCEL/DISPLAY/OFF) ate self test of the navigation computer. When
window. self test is initiated, the self-test page will ap-
pear. The initialization page will automati-
OFF cally follow the self-test page if all tests are
successfully completed. If a failure, which
Pressing the line select key for OFF will cause would cause the system to be unuseable, oc-
the CONFIRM OFF window to be displayed. curs, the initialization page will not appear.
This window has two options (CONFIRM OFF Once the initialization page appears, no other
and CANCEL) selectable using the line select page can be displayed until the initialization
keys. Selecting CONFIRM OFF will turn the data is accepted.
system off. Selecting CANCEL will return the
display to the main (BRIGHT/DIM/CANCEL/
OFFSET/OFF) window.

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After the system is turned on, pressing the Line Select Keys
ON/OFF-DIM key will cause a control win-
dow to be displayed on the right side of the ac- Normally, data is entered by using the line
tive page with the options BRIGHT, DIM, select keys to position the cursor, using the
CANCEL, DISPLAY and OFF selectable using alphanumeric keys to input the desired data,
the line select keys. and then pressing the ENTER key to complete
the entry.
NOTE
Standard Features of the UNS-1K
The BRlGHT/DIM provides display
dimming only and does not dim the Active matrix color flat panel display
key backlighting. Key backlighting 8 megabyte (64 megabit) Nav data base
is dimmed along with aircraft in-
strument dimming. 3-D approach mode (RNAV, VOR/DME,
TACAN)
VNAV
BRlGHT
Pressing the line select key for BRIGHT will Fuel management
cause the display to steadily brighten as the key Five Long Range Sensor Inputs
is held down.
Rho/Rho/Rho and Rho/Theta Navigation
DIM System X-fill
Pressing the line select key for DIM will 200 Stored routes (up to 3,000 wpts.)
cause the display to steadily dim as the key 200 Pilot waypoints, 100 Runways, 100
is held down. Airports, 100 Arrivals/Departures, 100
Alignment Waypoints, 25 Radar Way-
NOTE points
If the display is dimmed completely ARINC 429 AFIS Interface Compatible
off and other keys are pressed or the Holding Pattern Capability
location of the BRlGHT Key cannot
be remembered, press the ON-OFF Plain Language, Airports, and Nav names
DIM key twice to restore display. High and low altitude airways
SIDs, STARs, Approaches, and Missed
CANCEL approach procedures in data base
Pressing the line select key for CANCEL will Configuration Modulefor aircraft sys-
cause the control window to be removed from tems and sensor configuration
the active display page.
Capability for aircraft specific performance
Alphabetic and Numeric Internal, 12 channel GPS receiver
Keyboards GPA primary means nav capable
The alphabetic and numeric keys are used to TSO C129a B1/C1 compliant
input characters into a variable field marked by Optional UniLink (text only)
the cursor. The alphabetic keys are located
immediately below the function keys and the Honeywell Flight Guidance System
numeric keys are to the right. compatible

FlightSafety
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Dual pickups are provided to the pilot's and

PITOT STATIC SYSTEM copilots instrument from both sides of the
airplane. The dual pickups are provided to re-
GENERAL duce sideslip effects on the static system. All
static ports are heated and controlled by the
The pitot-static system supplies dynamic and PITOT & STATIC switch.
static air pressure for operation of the air data
sensor (ADS), Mach/airspeed indicators, al-
timeter, vertical speed indicator, Mach/air- Air Data Sensor/Computer
speed warning switch, landing gear airspeed The air data sensor/computer electrically pro-
warning switch, and cabin differential pressure vides input to the flight guidance system, pilot
indicator. The pitot-static system is shown in and copilots flight instruments, and the pres-
Figure 16-79. surization controller.
LH PILOT RH PILOT Static Discharge Wicks

A static electrical charge, commonly referred
PILOTS INSTRUMENTS COPILOTS INSTRUMENTS to as P (precipitation) static, builds up on the
AIR
SPEED
ALTI-
METER
IVSI IVSI
ALTI-
METER
AIR
SPEED
surface of an airplane while in flight and causes
interference in radio and avionics equipment
operation. Static wicks are installed on vari-
AIR DATA CABIN
DIFFERENTIAL ELECTRICAL ous points to dissipate the static electricity in
SENSOR
LEGEND
PRESSURE
GAGE flight. All static wicks are required and should
PILOTS PITOT GEAR WARNING AIRSPEED
MACH AIRSPEED WARNING
be checked periodically by maintenance.
COPILOTS PITOT
PILOTS STATIC
COPILOTS STATIC
Three static wicks are installed on each wing,
two on each aileron and one outboard on the
trailing edge of each wing tip (Figure 16-80).
PILOTS STATIC COPILOTS STATIC
Three static wicks are installed on each ele-
vator, two on the rudder (Figure 16-81), and
one on the tail cone. All fifteen static wicks
Figure 16-79. Pitot-Static System are normally required for flight. If any static
Schematic
Pitot Tubes
A pitot tube is mounted on each side of the
fuselage nose. They provide independent
sources for pilot and copilot instruments. Both
pitot tubes are electrically heated. Pitot heat
is controlled by a single: PITOT & STATIC
toggle switch located in the ANTI ICE group
on the pilots instrument panel (see Chapter
10, Ice and Rain Protection for additional
information).
Static Ports
Upper and lower static vent ports are located
on each side of the fuselage below the aft
Figure 16-80. Static WicksWing
cockpit windows.

FlightSafety
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2. IFR navigation is restricted as follows:

a. ORS 3
IFR enroute and terminal navigation
using the KLN 88 is limited to use in
the conterminous United States, coastal
waters, and the Gulf of Mexico south
to N 2300 latitude.
b. ORS 4
IFR enroute and terminal navigation
using the KLN 88 is limited to use in:
(1) the conterminous United States,
coastal waters, and the Gulf of Mex-
Figure 16-81. Static WicksRudder ico south to N 2300 latitude,
(2) Southern Canada and
wick is missing on a moveable control surface,
replace prior to flight to ensure proper control (3) Southern Alaska extending into the
surface balance. Bering Straight and the Bering Sea
to include all islands and coastal wa-
FMS LONG RANGE ters west to E 174 longitude and
south to and including the Aleutian
NAVIGATION UNIT chain and coastal islands in the Gulf
of Alaska.
LIMITATIONS
3. The KLN 88 LORAN-C is not approved for
BENDIX/KING KLN 88 LORAN-C approaches. Instrument approaches pred-
icated on the KLN 88 are prohibited. Se-
(OPTIONAL) lecting approach mode will illuminate an
1. The KLN 88 LORAN-C Pilots Guide Part amber APPR caution annunciator.
Number 006-08458-000, dated April 1992, 4. IFR navigation is prohibited unless the
(or applicable later revision) must be im- pilot verifies the currency of the data base
mediately available to the flight crew when- or verifies each selected waypoint for ac-
ever navigation is predicated on the use of curacy by reference to approved data.
the KLN 88 system. The Operational Re-
vision Status (ORS) of the Pilots Guide 5. When using the KLN 88 LORAN-C, addi-
must match the ORS level annunciated on tional equipment required for the specific
the Self Test page. kind of operation, Kinds of Operations Equip-
ment List, or applicable aviation regulations,
NOTE must be installed and operable.
The KLN 88 Pilots Guide is pub- 6. During periods of operation in areas of
lished by Bendix/King and is generic high ambient noise or precipitation static,
to many aircraft installations. All monitor the KLN 88 for FLAG message
equipment options and features in and navigational accuracy. Other required
the Pilots Guide may not be avail- navigational equipment must be operating
able in the CitationJet installation. and ready in the event of Loran signal drop.

FlightSafety
international
7. The airplane must be properly maintained 3. The GNS-X/SC position information must
with respect to electrical bonding and be checked for accuracy (reasonableness)
static wicks. prior to use as a means of navigation and
when a cross-check with other approved
8. Manual Triad operation is prohibited in navigation equipment reveals an error greater
Canada or Alaska. than 3 NM, along-track or cross-track.
9. The KLN 88 must be checked for naviga- 4. Navigation within the national airspace
tional accuracy. system shall not be predicated upon the
GNS-X/SC during periods of dead reck-
a. Prior to IFR operation.
oning (DR).
b. Prior to each compulsory reporting
5. Following a period of dead reckoning, po-
point during IFR operation when not
sition should be verified by visually sight-
under radar surveillance or control.
ing ground reference points and/or by using
c. Upon acquisition of a new GRI when in other navigation equipment such as NDB,
Manual Triad operation. VOR, DME, or radar fix.
6. The GNS-X/SC is not to be used for approach.
GLOBAL GNS-X/SC
(OPTIONAL) 7. When latitude/longitude transferred from
the internal data base (IDB) is displayed on
1. The GNS-X/SC Operators Manual, Global the CDU, the pilot will ensure that it is a rea-
Wulfsberg Report No. 1396, dated 1 August sonable position for the requested identifier.
1992, or later revision, as applicable to the
specific software mod status and sensor 8. The internal data base (IDB) must be up-
installation, must be immediately avail- dated to the latest revision every 28 days;
able to the flight crew whenever navigation updating to be accomplished with the
is predicated on the use of the GNS-X/SC. Global-Wulfsberg Systems update disk or
Software modification level must be ver- equivalent. Update disks will be received
ified to be SM05 as displayed on the GNS- by mail (to subscribers) or obtained from
X/SC initialization page. authorized Global Wulfsberg installation
centers or update centers.
NOTE
9. The fuel management mode is for advi-
The GNS-X/SC Operators Manual is sory purposes only and it does not replace
published by Global/Wulfsberg and the airplane primary fuel flow and fuel
is generic to many aircraft installa- quantity systems.
tions. All equipment, options and
features in the GNS-X/SC Operators 10. When operating outside the magnetic vari-
Manual may not be available in the ation model area (North of 70 North latitude
CitationJet installation. or South of 60 South latitude), the pilot
must manually insert magnetic variation.
2. The GNS-X/SC is not approved as the sole 11. T h e G N S - X / S C w i t h L O R A N - C o r
means of navigation. Other navigation equip- VLF/OMEGA sensor may be used in the
ment appropriate to the ground facilities North Atlantic Track-Minimum Navigation
along the intended route must be installed and Performance Specification (NAT-MNPS)
operable, as required by the aviation regu- Airspace provided the proper documentation
lations applicable to the specific type of op- and approval is obtained and dual naviga-
eration (i.e. VOR, DME, etc.). tion systems are installed in accordance
with Advisory Circular 91-49.

FlightSafety
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LORAN-C The Global-Wulfsberg FMS GNS-X SC CDU

IN 525 SNs 001 through 106 may optionally
1. Navigation may not be predicated on be upgraded with SB525-34-18 which replaces
LORAN-C when operating outside the ap- the existing GNS-X SC CDU with the more
proved LOA boundaries as shown in the advanced GNS-X LS version and update or in-
GNS-X/SC Operators Manual, or when stall the Shadin Air Data Computer with
the LORAN-C sensor is a mode other than Shadin Temperature Sensor for TAS.
the NAV mode.
Optional GNS-X LS in 525 SNs 107 and Sub-
VLF/OMEGA sequent, replace the earlier optional GNS-
1. Navigation may not be predicated on X SC version in SNs 001 through 106. It has
VLF/OMEGA when the VLF/OMEGA sen- C-129 IFR non-precision approach capability
sor is in DR. for GPS overlay NDB, VOR, and circling ap-
proaches. The LS version has no LOC or ILS
or approach capability. The FMS will fly an ARC
but will not display the ARC. It will show the
2. T h e G N S - X / S C , w i t h o n l y t h e start and ending points.
VLF/OMEGA sensor operating, is not ap-
proved for operation into valleys: i.e. be- Recommended SB525-34-22 offers a non-
tween peaks in mountainous terrain. precision approach upgrade in GNS-X LS
equipped SNs 100, 108, 109, and 114 through
3. Because the GPS navigation system is not
117, which modify IC-500 and replace the ex-
IFR approved, the GNS-X/SC with GPS
isting GNS-X APPROACH/GNS-X HEAD-
and VLF/OMEGA is not approved for IFR
ING lens cap and modify the wiring for the data
navigation in terminal areas. This includes
port connector.
instrument departure (SID) and instrument
arrival (STAR) procedures unless the other
Discrete airplane data is contained in the data
appropriate navigation aids, such as VOR/
module connector which remains with the air-
DME are operating and used.
craft while the LS CPU (hardware) can be re-
moved or exchanged. The LS version is offered
GPS with two sensor options: either GPS or GPS
1. The Global Positioning System (GPS) sen- and VLF/OMEGA. It has the Shadin ADC-200
sor is approved as a contributing sensor with Shadin Temperature Sensor for TAS and
for navigation. Fuel Flow calculations to the GNS-X LS .
2. The GPS sensor may not be the only sen- The FMS will compute and fly the enroute, ter-
sor selected for use. minal, and approach phases. GPS will be the
sole sensor if Receiver Autonomous Integrity
CAUTION Monitoring (RAIM) is available. The enroute
CDI sensitivity is 5nm full scale deflection up
Except as specified by the Airplane to 30 NM of the airport (ARP) with a 2nm
Flight Manual the GPS satellite con- Horizontal Position Error (HPE) Quality Fac-
stellation may not meet the coverage, tor. The sensitivity increases inside 30 NM of
availability, and integrity require- the ARP to 1.0 NM with a 1.0 NM HPE. The
ments for civil aircraft navigation transition from enroute to terminal can be ob-
equipment. Users are cautioned that served in NAV page 2, ENROUTE changes to
availability and accuracy are subject TERMINAL. The airplane may bank slightly
to change, and appropriate GPS sta- to center the CDI as sensitivity increases from
tus information should be consulted. enroute to terminal phases. The CDI will be in-
valid if RAIM is not available by 2 NM outside
the FAF. This is displayed in EFIS by RED-X

FlightSafety
international
replacement of the left-right CDI needle with IFR navigation is prohibited unless the pilot
RAIM WARN in the MSG key pages. The verifies the currency of the data base or
missed approach procedure should be executed. verifies each selected waypoint for accuracy
by reference to current approved data.
Terminal sensitivity changes to approach sen-
sitivity over the FAF with 0.3 NM HPE max- When using the TNL 3000T GPS/LORAN
imum and CDI full scale deflection of 0.3 Navigator, additional equipment required
NM Observing NAV page 2 change from for the specific kind of operation, Kinds
TERMINAL to APPROACH verifies the sen- of Operations Equipment List, or appli-
sitivity change. cable aviation regulations, must be in-
stalled and operable.
The missed approach phase is flown in the
During periods of operation in high ambi-
FMS HDG mode or manually from the missed
ent noise or precipitation static, with
approach point (MAP) to the missed approach
LORAN only, the system must be moni-
WPT. Approach sensitivity can be changed
tored for navigational accuracy. Other re-
back to terminal sensitivity by pressing the
quired navigational equipment must be
ENTER button.
operating and ready in the event of LORAN
signal loss.
TRIMBLE TNL 3000T The airplane must be properly maintained
GPS/LORAN NAVIGATION with respect to electrical bonding and
SYSTEM static wicks.
The TNL 3000T GPS/LORAN Navigator The fuel management mode is for advisory
Pilots Guide, Part Number 80816, dated Au- purposes only and does not replace the pri-
gust l9, l993 (or later version) must be im- mary fuel flow and fuel quantity systems.
mediately available to the flight crew
whenever navigation is predicated on the use BENDIX/KING KLN 90 GPS
of the TNL 3000T system. NAVIGATION SYSTEM
NOTE The KLN 90 GPS Pilots Guide, Part Number
006-08484-0000, dated August 1992 (or ap-
The TNL 3000T Pilots Guide is pub- plicable later revision) must be immediately
lished by Trimble Navigation and is available to the flight crew whenever navi-
generic to many aircraft installations. gation is predicated on the use of the KLN 90
All equipment options and features system. The Operational Revision Status
in the Pilots Guide may not be avail- (ORS) of the Pilots Guide must match the
able in the CitationJet installation. ORS level annunciated on the Self Test page.
The TNL 3000T GPS/LORAN Navigator NOTE

must have software version 0312 (NAV The KLN 90 Pilots Guide is pub-
3.550 GPS 1.12-0803 LORAN 7.010). lished by Bendix/King and is generic
The TNL 3000T GPS/LORAN Navigator to many aircraft installations. All
is not approved for IFR approaches. equipment options and features in
the Pilots Guide may not be avail-
IFR navigation using the TNL 3000T able in the CitationJet installation.
GPS/LORAN Navigator is prohibited un-
less the TNL 3000T is operating in the IFR
mode (IFR annunciator on the display unit
is lit).

FlightSafety
international
The KLN 90 GPS Navigation System is The KLN 90A GPS Navigation System
limited to VFR use only. is limited to IFR enroute and terminal
use only.
CAUTION The KLN 90A GPS is not approved for
approaches.
The presently deployed GPS satellite
When using the KLN 90A GPS, addi-
constellation does not meet the cov- tional equipment required for the spe-
erage, availability and integrity re- cific kind of operation, Kinds of
quirements for civil aircraft Operations Equipment List, or applica-
navigation equipment. Users are cau- ble aviation regulations, must be in-
tioned that satellite availability and stalled and operable.
accuracy are subject to change.
The airplane must be properly main-
tained with respect to electrical bonding
The KLN 90 GPS is not approved for ap- and static wicks.
proaches.
Fuel management information derived
When using the KLN 90 GPS, additional from this system is for advisory pur-
equipment required for the specific kind poses only and does not replace the pri-
of operation, Kinds of Operations Equip- mary fuel now and fuel quantity systems.
ment List, or applicable aviation regu-
lations, must be installed and operable.
BENDIX/KING KLN 90B GPS
tained with respect to electrical bonding NAVIGATION SYSTEM
and static wicks.
NAVIGATION OPERATIONAL
Fuel management information derived APPROVALS
from this system is for advisory pur-
poses only and does not replace the pri- The Bendix/King KLN 90B GPS Navigation
mary fuel flow and fuel quantity System is approved under TSO C129 Al, with
systems. software level 21/10, and meets the require-
ments for the following operations:
BENDIX/KING KLN 90A GPS
NAVIGATION SYSTEM Enroute and TerminalIn accordance
with AC20-138A, provided it is receiv-
The KLN 90A GPS Pilots Guide, Part Num- ing usable navigation information from:
ber 006-08743-0000, dated September 1993
(or applicable later revision) must be imme- GPS.
diately available to the flight crew whenever
navigation is predicated on the use of the KLN Non-Precision ApproachIn accor-
90A system. The Operational Revision Status dance with AC20-138A and AC90-
(ORS) of the Pilots Guide must match the 94 provided the GPS is receiving
ORS level annunciated on the Self Test page. usable navigation information. The
KLN 90B has been demonstrated to
meet the accuracy specifications for
NOTE non-precision GPS approach opera-
The KLN 90A Pilots Guide is pub- tions within the conterminous United
lished by Bendix/King and is generic States and Alaska.
to many aircraft installations. All
equipment options and features in
able in the CitationJet installation.

FlightSafety
international
from this system is for advisory purposes

FMS OPERATING only and does not replace the primary
LIMITATIONS fuel flow and fuel quantity systems.
KLN 90B CONFIGURATION KLN 90B CONFIGURATION

S22-AD S22-AC
The KLN 90B GPS Pilots Guide Part Number The KLN 90B GPS Pilots Guide, Part Num-
006-08773-0000, dated December 1994 (or ber 006-08773-0000, dated December 1994 (or
applicable later revision) must be immedi- applicable later revision) must be immedi-
ately available to the flight crew whenever ately available to the flight crew whenever
navigation is predicated on the use of the KLN navigation is predicated on the use of the KLN
90B system. The Operational Revision Status 90B system. The Operational Revision Status
(ORS) of the Pilots Guide must match the (ORS) of the Pilots Guide must match the
ORS level annunciated on the Self Test page. ORS level annunciated on the Self Test page.
NOTE NOTE
The KLN 90B Pilots Guide is pub- The KLN 90B Pilots Guide is pub-
lished by Bendix/King and is generic lished by Bendix/King and is generic
to many aircraft installations. All to many aircraft installations. All
equipment options and features in equipment options and features in
the Pilots Guide may not be avail- the Pilots Guide may not be avail-
able in the CitationJet installation. able in the CitationJet installation.
The KLN 90B software modification
level must be verified to be level 21/10 The KLN 90B GPS Navigation System
as displayed on the KLN 90B STATUS is limited to IFR enroute and terminal
3 page (STA 3). STATUS 3 should dis- use only.
play HOST 01515-0047 for 21/10 soft-
ware modification. IFR navigation is prohibited unless the
pilot verifies the accuracy of the data
The KLN 90B GPS Navigation System base or verifies each selected waypoint
is approved for IFR enroute, terminal for accuracy by reference to current ap-
and GPS non-precision approach opera- proved data.
tions.
The KLN 90B GPS is not approved for
IFR navigation is prohibited unless the approaches.
base or verifies each selected waypoint When using the KLN 90B GPS, addi-
for accuracy by reference to current ap- tional equipment required for the spe-
proved data. cific kind of operation, Kinds of
Operations Equipment List, or applica-
When using the KLN 90B GPS, addi- ble aviation regulations, must be in-
tional equipment required for the spe- stalled and operable.
cific kind of operation, Kinds of
Operations Equipment List, or applica- The airplane must be properly main-
ble aviation regulations, must be in- tained with respect to electrical bonding
stalled and operable. and static wicks.
The airplane must be properly main- Fuel management information derived

tained with respect to electrical bond- from this system is for advisory pur-
ing and static wicks. poses only and does not replace the pri-
mary fuel flow and fuel quantity systems.
Revision 1April 2000 FOR TRAINING PURPOSES ONLY 16-105

FlightSafety
international
Use of the OBS mode is not approved.

KLN 90B CONFIGURATION
S22-AB
The KLN 90B GPS Pilots Guide, Part Num-
ber 006-08773-0000, dated December 1994 (or
applicable later revision) must be immedi-
ately available to the flight crew whenever
navigation is predicated on the use of the KLN
90B system. The Operational Revision Status
(ORS) of the Pilots Guide must match the
ORS level annunciated on the Self Test page.
NOTE
The KLN 90B Pilots Guide is pub-
lished by Bendix/King and is generic
to many aircraft installations. All
The KLN 90B GPS Navigation System

is limited to IFR enroute and terminal
use only.
IFR navigation is prohibited unless the
base or verifies each selected waypoint
for accuracy by reference to current ap-
proved data.
The KLN 90B GPS is not approved for
approaches.
When using the KLN 90B GPS, addi-
tional equipment required for the spe-
ble aviation regulations, must be in-
and static wicks.
poses only and does not replace the pri-
Use of the OBS mode is not approved.

FlightSafety
international
GLOBAL GNS-XLS The GNS-X LS is approved for enroute,

terminal, and GPS nonprecision ap-
CONFIGURATION S23-AB proach operations.
The GNS-X LS Operators Manual, Global The GNS-X LS with VLF/OMEGA sen-
Wulfsberg Report No. 1441, dated May 1995, sor may be used in the North Atlantic
or later revision, as applicable to the specific Track-Minimum Navigation Perfor-
software modification status and sensor in- mance Specifications (NAT-MNPS)
stallation, must be immediately available to the Airspace, provided the proper docu-
flight crew whenever navigation is predicated mentation and approval is obtained and
on the use of the GNS-X LS software modifi- dual navigation systems are installed in
cation level must be verified to be SMO4 or accordance with AC91-49.
SMO5 as displayed on the GNS-X LS initial- Instrument approaches must be ac-
ization page. complished in accordance with approved
instrument approach procedures that are
NOTE retrieved from the GPS equipment data
base. The GPS equipment data base must
The GNS-X LS Operators Manual is incorporate the current update cycle.
published by Global Wulfsberg and
is generic to many aircraft installa- NOTE
features in the GNS-X LS Operators Instrument approaches must be con-
Manual may not be available in the ducted with the GNS-X LS in the ap-
CitationJet installation. proach mode of operation and RAIM
must be available at the Final Ap-
proach Fix.
The GNS-X LS is not approved as the
sole means of navigation. Other navi-
gation equipment appropriate to the Manual instrument approaches must
ground facilities along the intended route be accomplished with flight director
must be installed and operable, as re- and CDI displayed to ensure proper
quired by the aviation regulations ap- track and turn direction.
plicable to the specific type of operation
(i.e. VOR, DME etc.).
GNS-X APPROACH must be an-
The GNS-XLS position information must nunciated at or prior to the FAF.
be checked for accuracy (position ver-
ified) prior to use as a means of navi-
gation and when a cross-check with other Accomplishment of ILS, LOC, LOC-
approved navigation equipment reveals BC, LDA, SDF, and MLS approaches
an error greater than 3NM, along-track are not authorized for the GNS-X LS .
or cross-track.
Navigation within the national airspace When an alternate airport is required
system shall not be predicated upon the by the applicable operating rules, it
GNS-X LS during periods of dead reck- must be served by an approach based
oning (DR). on other than GPS or LORAN-C nav-
Following a period of dead reckoning, igation, the aircraft must have oper-
position should be verified by visually ational equipment capable of using
sighting ground reference points and/or that navigation aid, and the required
by using other navigation equipment, navigation aid must be operational.
such as NDB, VOR, DME, or radar fix.

FlightSafety
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The GNS-X LS can only be used for GLOBAL GNS-XLS

approach guidance if the reference
coordinate datum system for the in-
CONFIGURATION S23-AC
strument approach is WGS-84 or T h e G N S - X L S O p e ra t o r s M a n u a l ,
NAD-83. Global Wulfsberg Report No. 1441,
dated May 1995, or later revision, as
applicable to the specific software mod-
When latitude/longitude transferred ification status and sensor installation,
from the internal data base (IDB) is dis- must be immediately available to the
played on the CDU, the pilot will ensure flight crew whenever navigation is pred-
that it is a reasonable position for the re- icated on the use of the GNS-X LS . Soft-
quested identifier. ware modification level must be verified
The internal data base (ITB) must be up- to be SMO4 or SMO5 as displayed on the
dated to the latest revision every 28 days; GNS-X LS initialization page.
updating to be accomplished with the
Global Wulfsberg Systems update disk NOTE
or equivalent. Update disks will be de- The GNS-X LS Operators Manual is
livered by mail (to subscribers) or ob- published by Global Wulfsberg and
tained from authorized Global Wulfsberg is generic to many aircraft installa-
installation centers or update centers.
The Fuel Management mode is for ad- features in the GNS-X LS Operators
visory purposes only and does not re- Manual may not be available in the
place the airplane primary fuel flow and CitationJet installation.
fuel quantity systems.
When operating outside the magnetic The GNS-X LS is not approved as the
variation model area (North of 70 sole means of navigation. Other navi-
North latitude or South of 60 South gation equipment appropriate to the
latitude), the pilot must manually insert ground facilities along the intended route
magnetic variation. must be installed and operable, as re-
Airplane performance, endurance and quired by the aviation regulations ap-
range must not be predicated on the use plicable to the specific type of operation
of GNS-XLS automatic TAS. (i.e. VOR, DME etc.).
The aircraft must be properly maintained The GNS-XLS position information must
with respect to electrical bonding and be checked for accuracy (position ver-
static wicks. ified) prior to use as a means of navi-
gation and when a cross-check with other
Navigation may not be predicated in approved navigation equipment reveals
VLF/OMEGA when the VLF/OMEGA an error greater than 3 NM, along-track
sensor is in DR. or cross-track.
The GNS-XLS, with only the Navigation within the national airspace
VLF/OMEGA sensor operating, is not system shall not be predicated upon the
approved for operation into valleys, i.e. GNS-X LS during periods of dead reck-
between peaks in mountainous terrain. oning (DR).
The GNS-X LS is not approved for IFR Following a period of dead reckoning,
navigation based on GPS sensor data position should be verified by visually
while operating in Brazilian airspace. sighting ground reference points and/or
by using other navigation equipment,

FlightSafety
international
The GNS-X LS is approved for enroute, NAD-83.

terminal, and approach operations.
The GNS-X LS is approved for autopi- When latitude/longitude transferred
lot coupled non-precision GPS and from the internal data base (IDB) is dis-
Overlay approaches. Non-coupled played on the CDU, the pilot will ensure
GNS-X LS non-precision approaches that it is a reasonable position for the re-
are not approved. quested identifier.
The GNS-X LS with VLF/OMEGA sen- The internal data base (ITB) must be up-
sor may be used in the North Atlantic dated to the latest revision every 28
Track-Minimum Navigation Perfor- days; updating to be accomplished with
mance Specifications (NAT-MNPS) the Global Wulfsberg Systems update
Airspace, provided the proper docu- disk or equivalent. Update disks will
mentation and approval is obtained and be delivered by mail (to subscribers)
dual navigation systems are installed in or obtained from authorized Global
accordance with AC91-49. Wulfsberg installation centers or up-
date centers.
Instrument approaches must be accom-
plished in accordance with approved in- The Fuel Management mode is for ad-
strument approach procedures that are visory purposes only and does not re-
retrieved from the GPS equipment data place the airplane primary fuel flow and
base. The GPS equipment data base must fuel quantity systems.
incorporate the current update cycle. When operating outside the magnetic
variation model area (North of 70
NOTE North latitude or South of 60 South
Instrument approaches must be con- latitude), the pilot must manually insert
ducted with the GNS-X LS in the ap- magnetic variation.
proach mode of operation and RAIM Airplane performance, endurance and
must be available at the Final Ap- range must not be predicated on the use
proach Fix. of GNS-X LS automatic TAS.
The aircraft must be properly maintained
GNS-X APPROACH must be an- with respect to electrical bonding and
nunciated at or prior to the FAF. static wicks.
Accomplishment of ILS, LOC, LOC- Navigation may not be predicated in
BC, LDA, SDF, and MLS approaches VLF/OMEGA when the VLF/OMEGA
are not authorized for the GNS-X LS . sensor is in DR.
The GNS-XLS, with only the
When an alternate airport is required VLF/OMEGA sensor operating, is not
by the applicable operating rules, it approved for operation into valleys, i.e.
must be served by an approach based between peaks in mountainous terrain.
on other than GPS or LORAN-C nav- The GNS-X LS is not approved for IFR
igation, the aircraft must have oper- navigation based on GPS sensor data
ational equipment capable of using while operating in Brazilian airspace.
that navigation aid, and the required
navigation aid must be operational.
The GNS-X LS can only be used for

approach guidance if the reference
coordinate datum system for the in-
strument approach is WGS-84 or

FlightSafety
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ALLIED SIGNAL GNS-XLS Inertial Reference System (IRS) (en-

route only)
WITH GPS FAULT DETECTION
AND EXCLUSION (FDE) Non-Precision ApproachIn accor-
dance with AC20-130A and AC90-94
Navigation Operational provided the FMS is receiving usable
Approvals navigation information from the GPS
Sensor. The GNS-X LS with FDE has
The GNS-X LS Flight Management System been demonstrated to meet the accuracy
(FMS) with FDE is approved under TSO C129 specifications for non-precision ap-
C1/C3, and meets the requirements for the proach operations (GPS and GPS Over-
following operations: l a y, L O R A N - C , V O R , V O R - D M E ,
TACAN, NDB, NDB-DME, and RNAV)
Oceanic/RemoteProvided two FMSs within the conterminous United States
are installed and operating, and are re- and Alaska.
ceiving usable signals from two (dual or
combination) of the following naviga-
tion sensors (or one FMS and one nav-
FDE OPERATING
igation sensor for those routes requiring LIMITATIONS
only one Long Range Navigation (LRN)
sensor):
FDE CONFIGURATION S31-AB
GPS (GNS-X LS with FDE meets the
requirements of FAA Notice 8110.60 T h e G N S - X L S O p e r a t o r s M a n u a l , A l -
for primary navigation sensor). liedSignal Part Number 006-08845-0000, Re-
vision 2, dated January 1996, or later revision,
Inertial Reference System (IRS). as applicable to the specific software modifi-
cation status and sensor installation, must be
North Atlantic (NAT) Minimum Navi- immediately available to the flight crew when-
gational Performance Standards (MNPS) ever navigation is predicated on the use of the
Airspace (as defined in AC91-49 and GNS-X LS . Software modification level must
AC91-70)Provided two FMSs are in- be verified to be SMO3 as displayed on the
stalled and operating and are receiving GNS-X LS initialization page.
usable signals from two (dual or com-
bination) of the following navigation NOTE
sensors:
The GNS-X LS Operators Manual is
GPS (GNS-X LS with FDE meets the published by AlliedSignal and is
requirements of FAA Notice 8110.60 generic to many aircraft installations.
for primary navigation sensor). All equipment, options and features
in the GNS-X LS Operators Manual
Inertial Reference System (IRS). may not be available in the Cita-
tionJet installation.
Enroute and TerminalIn accordance
with AC20-130A, provided it is receiv-
ing usable navigation information from The GNS-X LS , as installed, has been
one or more of the following: found to comply with the requirements
One VOR/DME or multiple DMEs for GPS primary means of navigation in
oceanic and remote airspace, including
NMPS, when used in conjunction with
GPS the FDE prediction program embedded
in the GNS-X LS . This does not consti-
tute operational approval.

FlightSafety
international
Navigation within the national airspace NOTE

system shall not be predicated upon the
GNS-X LS during periods of dead reck- IFR non-precision approach approval
oning (DR). is limited to published approaches
within the U.S. National Airspace
Following a period of dead reckoning, System. Approaches to airports in
position should be verified by visually other airspace are not approved un-
sighting ground reference points and/or less authorized by the appropriate
by using other navigation equipment, governing authority.
Instrument approaches must be accom- Accomplishment of ILS, LOC, LOC-
plished in accordance with approved in- B C , L D A , S D F, a n d M L S a p -
strument approach procedures that are
retrieved from the GPS equipment proaches are not authorized for the
database. The GPS equipment database GNS-X LS .
must incorporate the current update cycle.
When an alternate airport is required
NOTE by the applicable operating rules, it
Not all published approaches are in must be served by an approach based
the FMS database. on other than GPS or LORAN-C nav-
igation, the aircraft must have oper-
ational equipment capable of using
Instrument approaches must be con- that navigation aid, and the required
ducted with the GNS-X LS in the ap- navigation aid must be operational.
proach mode of operation and RAIM
must be available at the Final Ap-
proach Fix. THE GNS-XLS with FDE is approved for
FMS VFR approaches as a VFR pilot
aid only. The use of manually inserted
Manually (raw data) flown instru- runway coordinates is limited to VFR
ment approaches must be accom- operations only.
plished with the EHSI in FULL
When latitude/longitude transferred
COMPASS mode. from the internal database (IDB) is dis-
played on the CDU, the pilot will ensure
Use of FMS guidance for conducting that it is a reasonable position for the re-
non-precision approaches is prohibited quested identifier.
when the ACCURACY WARN sensor The internal database (IDB) must be up-
message is displayed on the CDU. dated to the latest revision every 28
days; updating to be accomplished with
the AlliedSignal update disk or equiv-
GNS-X LS APPROACH mode must alent. Update disks will be delivered by
be active at or prior to the FAF. mail (to subscribers) or obtained from
authorized AlliedSignal installation cen-
When using FMS guidance for con- ters or update centers.
ducting instrument approach proce- The Fuel Management mode is for ad-
dures that do not include or GPS visory purposes only and does not re-
in the title of the published proce- place the airplane primary fuel flow and
dure, the flight crew must verify that fuel quantity systems.
the procedure specified navaid and
associated avionics are operational. When operating outside the magnetic

FlightSafety
international
variation model area (North of 70 North for GPS primary means of navigation in
latitude or South of 60 South latitude), oceanic and remote airspace, including
the pilot must manually insert magnetic NMPS, when used in conjunction with
variation. the FDE prediction program embedded
in the GNS-X LS . This does not consti-
Airplane performance, endurance and tute operational approval.
range must not be predicated on the use
of GNS-X LS automatic TAS. Navigation within the national airspace
system shall not be predicated upon the
The aircraft must be properly maintained GNS-X LS during periods of dead reck-
with respect to electrical bonding and oning (DR).
static wicks.
Following a period of dead reckoning,
The EHSI Map display may not be used position should be verified by visually
for pictorial situation awareness when sighting ground reference points and/or
a DME arc procedure is the active nav- by using other navigation equipment,
igation leg. The EHSI cannot display such as NDB, VOR, DME, or radar fix.
DME arcs.
Instrument approaches must be accom-
FDE CONFIGURATION S31-AC plished in accordance with approved
approach procedures that are retrieved
The GNS-X LS Operators Manual, AlliedSig- from the GPS equipment database. The
nal Part Number 006-08845-0000, Revision 2, GPS equipment database must incorpo-
dated January 1996, or later revision, as ap- rate the current update cycle.
plicable to the specific software modification
status and sensor installation, must be imme- Not all published approaches are in the
diately available to the flight crew whenever FMS database.
navigation is predicated on the use of the GNS- lnstrument approaches must be conducted
X LS . Software modification level must be ver- with the GNS-X LS in the approach mode
ified to be SMO2 as displayed on the GNS-XLS of operation and RAIM must be available
initialization page. at the Final Approach Fix.
Manually flown instrument approaches
NOTE must be accomplished with flight di-
The GNS-X LS Operators Manual is rector and CDI displayed to ensure
published by AlliedSignal and is proper track and turn direction.
generic to many aircraft installations. Use of FMS guidance for conducting
All equipment, options and features non-precision approaches is prohibited
in the GNS-X LS Operators Manual when the ACCURACY WARN sensor
may not be available in the Cita- message is displayed on the CDU.
tionJet installation.
GNS-X LS APPROACH mode must be
active at or prior to the FAF.
The GNS-X LS is not approved as the Accomplishment of ILS, LOC, LOC-
sole means of navigation. Other navi- BC, LDA, SDF, and MLS approaches
gation equipment appropriate to the are not authorized for the GNS-X LS .
ground facilities along the intended route
must be installed and operable, as re- When an alternate airport is required by
quired by the aviation regulations ap- the applicable operating rules, it must be
plicable to the specific type of operation served by an approach based on other
(i.e. VOR, DME etc.). than GPS or LORAN-C navigation, the
aircraft must have operational equip-
The GNS-X LS , as installed, has been ment capable of using that navigation
found to comply with the requirements aid, and the required navigation aid must

FlightSafety
international
be operational. ALLIEDSIGNAL KLN 900 GPS

The GNS-X LS with FDE is approved NAVIGATION SYSTEM
for FMS VFR approaches as a VFR pilot
aid only. The use of manually inserted Navigation Operational
runway coordinates is limited to VFR Approvals (For SNs with
operations only.
Software MOD 01/07)
When latitude/longitude transferred
from the internal database (IDB) is dis- The AlliedSignal KLN 900 GPS Navigation
played on the CDU, the pilot will ensure System is approved under TSO C129 A1, with
that it is a reasonable position for the re- software level 01/07, and meets the require-
quested identifier. ments for the following operations:
The internal database (IDB) must be up- Enroute and TerminalIn accordance
dated to the latest revision every 28 with AC20-138A, provided it is receiv-
days; updating to be accomplished with ing usable navigation information from:
the AlliedSignal update disk or equiv-
alent. Update disks will be delivered by GPS
mail (to subscribers) or obtained from (meets requirements of AC90-94).
authorized AlliedSignal installation cen-
ters or update centers. Non-Precision ApproachIn accor-
dance with AC20-138A and AC90-94
The Fuel Management mode is for ad- provided the GPS is receiving usable
visory purposes only and does not re- navigation information. The KLN 900
place the airplane primary fuel flow and has been demonstrated to meet the ac-
fuel quantity systems. curacy specification for non-precision
When operating outside the magnetic GPS approach operations within the con-
variation model area (North of 70 terminous United States and Alaska.
North latitude or South of 60 South
latitude), the pilot must manually insert Operating Limitation (For units
magnetic variation. with Software MOD 01/07)
Airplane performance, endurance and The KLN 900 GPS Pilots Guide, Part Num-
range must not be predicated on the use ber 006-08796-0000, dated July 1996 or ap-
of GNS-X LS automatic TAS. plicable later revision, as applicable to the
The aircraft must be properly maintained specific software modification status and sen-
with respect to electrical bonding and sor installation, must be immediately available
static wicks. to the flight crew whenever navigation is pred-
icated on the use of the KLN 900 system. The
The EHSI Map display may not be used Operational Revision Status (ORS) of the
for pictorial situation awareness when Pilots Guide must match the ORS level an-
a DME arc procedure is the active nav- nunciated on the Self Test page.
igation leg. The EHSI cannot display
DME arcs.
NOTE
The KLN 900 Pilots Guide is pub-
lished by AlliedSignal and is generic
to many airplane installations. All

FlightSafety
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The KLN 900 software modification GPS (meets requirements of AC90-94)

level must be verified to be level 01/07
as displayed on the KLN 900 STATUS Non-Precision ApproachIn accor-
3 page (STA 3). STATUS 3 should dis- dance with AC20-138A and AC90-94
play HOST 01583-0012 and 01612- provided the GPS is receiving usable
0001 for 01/07 software modification. navigation information. The KLN 900
has been demonstrated to meet the ac-
The KLN 900 GPS Navigation System curacy specifications for non-precision
is approved for IFR enroute, terminal GPS approach operations within the con-
and GPS non-precision approach oper- terminous United States and Alaska.
ations.
IFR navigation is prohibited unless the Operating Limitations (For
pilot verifies the currency of the data Units with Software Mod 02/02)
by reference to currently approved data. The KLN 900 GPS Pilots Guide, Part Num-
ber 006-08796-0000, dated July 1996 or ap-
To ensure correct steering sensitivity, the plicable later revision, as applicable to the
approach mode ACTV and APP (EHSI) specific software modification status and sen-
annunciations must be displayed at the sor installation, must be immediately available
final approach fix (FAF) inbound when to the flight crew whenever navigation is pred-
executing a GPS approach. icated on the use of the KLN 900 system. The
When using the KLN 900 GPS, addi- Operational Revision Status (ORS) of the
tional equipment required for the spe- Pilots Guide must match the ORS level an-
cific kind of operation, Kinds of nunciated on the Self Test page.
ble aviation regulations, must be in- NOTE
The KLN 900 Pilots Guide is pub-
The airplane must be properly main- lished by AlliedSignal and is generic
tained with respect to electrical bonding to many airplane installations. All
and static wicks. equipment options and features in
Fuel management information derived the Pilots Guide may not be avail-
from this system is for advisory pur- able in the CitationJet installation.
KLN 900 Part Number 066-04034-0102
Navigation Operational or 066-04034-0202 must be installed in
Approvals (For Units with the airplane.
Software MOD 02/02) The KLN 900 software modification
level must be verified to be level 02/02
The AlliedSignal KLN 900 GPS Navigation as displayed on the KLN 900 STATUS
System is approved under TSO C129 A1, with 3 page (STA 3). STATUS 3 should dis-
software level 02/02, and meets the require- play HOST 01583-0013 and 01612-
ments for the following operations: 0001 for 02/02 software modification.
Enroute and TerminalIn accordance with The KLN 900 GPS Navigation System is
AC20-138A including BRNAV/RNP5 in approved for IFR enroute, terminal and
accordance with AC90-96 and JAA AMJ GPS non-precision approach operations.
20X2, provided it is receiving usable nav- IFR navigation is prohibited unless the
igation information from: pilot verifies the currency of the data

FlightSafety
international
by reference to currently approved data.

To ensure correct steering sensitivity, the
approach mode ACTV and APP (EHSI)
annunciations must be displayed at the
final approach fix (FAF) inbound when
executing a GPS approach.
When using the KLN 900 GPS, addi-
tional equipment required for the spe-
ble aviation regulations, must be in-
and static wicks.
UNIVERSAL UNS-1K FLIGHT

MANAGEMENT SYSTEM
Configuration S36-AA
Airplanes equipped with Optional Universal
UNS-1K Flight Management System.
Navigation Operational
Approvals
The Universal UNS-1K Flight Management
System (FMS) is approved under TSO C129
Class B1 and C1 and has been demonstrated
capable of, and been shown to meet the re-
quirements for the following operations:
Oceanic/RemoteWhen used in con-

junction with Universal FDE prediction
program P/N 10751, with Software Con-
trol Number SCN 21 or FAA approved
later version. Provided two FMSs are
installed and operating, and are receiv-
ing usable signals from two of the fol-
lowing navigation sensors (or one FMS
and one navigation sensor for those
routes requiring only one Long Range
Navigation (LRN) sensor):

FlightSafety
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GPS (meets the Requirements of FAA The UNS-1K position information must
Notice 8110.60 for primary navigation be checked for accuracy (reasonable-
sensor) ness) prior to use as a means of naviga-
tion. The UNS-1K position should be
North Atlantic Track (NAT) Minimum updated when a cross-check with other
Navigational Performance Specifica- approved navigation equipment reveals
tion (MNPS) Airspace (as defined in an error greater than 3NM along-track
AC91-49 and AC91-70)Provided that or cross-track.
the proper documentation and approval Navigation within the national airspace
is obtained and two FMSs are installed system shall not be predicated upon the
and operating and are receiving usable UNS-1K during periods of dead reck-
signals from two (dual or combination) oning (DR).
of the following navigation sensors:
The internal data base (IDB) must be
GPS (meets the requirements of FAA updated to the latest revision every 28
Notice 8110.60 for primary navigation days; updating to be accomplished with
sensor) the Universal Avionics update disk or
equivalent. When latitude/longitude
Enroute and TerminalIn accordance transferred from the IDB is displayed on
with AC20-130A, provided it is receiv- the CDU, the pilot will ensure that it is
ing usable navigation information from a reasonable position for the requested
one or more of the following: identifier.
Multiple DMEs The fuel management mode is for advi-
sory purposes only and it does not re-
GP. place the airplane primary fuel flow and
fuel quantity systems.
Non-Precision ApproachIn accordance
with AC20-130A and AC90-94 provided GPS manually entered altitude may be
the FMS is receiving usable navigation used only after failure of the automatic
information from the GPS sensor. inputs and must be updated every five
minutes.
Operating Limitations When operating outside the magnetic
variation model area (north of 72 45
The Universal UNS-lK Flight Management minutes north latitude, or south of 59
System Pilots Operating Manual, Univer- 45 minutes south latitude), the pilot must
sal Systems report number 2423sv6O2, lat- manually insert magnetic variation.
est change, must be immediately available to
The UNS-1K displayed VNAV infor-
the flight crew whenever navigation is pred- mation is advisory information only.
icated on the use of the FMS. The software
status stated in the Pilots Manual must match For Brazilian operators, FMS IFR non-
that displayed on the FMS Control Display precision approaches are prohibited.
Unit (CDU).
NOTE
The UNS-1K must be used in conjunction When an instrument approach pro-
with the Universal off-line RAIM pre- cedure missed approach point is not
diction program, P/N 10751, with SCN identified in the data base as a run-
21 or higher FAA approved versions,
when used as the primary means of nav- way (i.e. RW02, etc.), VNAV guid-
igation in oceanic and remote airspace. ance may not be appropriate for
straight-in approach operations.

FlightSafety
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CITATIONJET CE-525 NOTE

Any other AP disconnect will give
AUTOPILOT REVIEW the verbal or tone warning and amber
AP FAIL OFF light on continuous
WHAT DISENGAGES THE and the AP FAIL light in the EADI.
AUTOPILOT? Punch the AP OFF light out with the
AP TRIM DISC switch.
1. Punching the green engage switch on

the AP Controller disengages the AP
but leaves the YD on. 5. The TCS button gives a momentary AP
disconnect while the TCS button is
punched. When the TCS button is re-
2. Punching the red AP TRIM DISC but- leased the AP reengages.
ton on either outboard control wheel
grip to disengage the AP and YD. The
AP TRIM DISC button may be used to 6. Applying a restraining or overpowering
reset monitor induced AP disconnects. force to the AP in the pitch, roll, or yaw
If the AP disconnects because a monitor servos will result in a monitor trip. The
in the pitch, roll or yaw axis senses con- servo command to move in the proper
trol pressure (i.e, a pilots feet on the direction and rate does not match the
rudder when the YD tries to execute a servo response because the pilot over-
YD function) the AP FAIL message rides the command.
light is displayed in the EADI. To reac-
tivate the AP, push the AP disconnect 7. Stick Shaker activation.
switch for two seconds to reset the
monitors, then the AP can be re-en- 8. Excessive current to the current moni-
gaged. tor.
3. Electric trim disengages the AP but 9. Any comparator fail indication in the
leaves the YD on (turn knob in detent). EADI.
NOTE
10. An intermittent inverter or loss of in-
If in basic AP mode using the man- verter sync.
ual turn knob for turns, then electric
trim actuation will not disengage
the AP. 11. The Radar Altimeter can malfunction
during the approach phase affecting
the gain programming (attenuates sig-
nal strength). This could cause the air-
4. Punch the black go-around button on plane to roll or pitch abnormally and
the left side of the left throttle. The FD trip the AP.
goes to wing level 10 pitch and the
mode panel cancels. 12. If either #1 VG-14 or #2 VG-14 fails.
NOTE
1 through 4 above will give a verbal
or tone warning and the amber AP
OFF light illuminates for one second.

FlightSafety
international
The Honeywell SPZ-5000 System Test and Power up event codes that prevent AP en-
Fault Isolation Manual lists the self test and gagement and are fatal will result in a latched
event codes that occur in normal flight oper- event code. This requires pulling the FLT
ations. These event codes can later be ac- Guide System CB to momentarily turn off
cessed and analyzed for maintenance. 29VDC, then when reset the CB to restore
29VDC after which the AP may couple. These
Normal AP trips leave no Event Codes. event codes are reflected in tables 0001
through 0199 and all 90XX event codes. There
Abnormal AP trips leave Event Codes in the are many event codes covering the IC-500,
Event Code memory pages for the last 64 servo problems, and many more.
flights. The Event Codes for the current flight
can be accessed by: There are many Event Codes that disengage
the AP and YD that relate to the IC-500,
wiring, low AC voltage, rate gyro fault, VG
1. Setting the Radar Altitude to 670 feet. power transient, FD invalid, Stick shaker, per-
formance monitoring, and many more. Other
2. Push and hold the Display Control event codes are for EFIS malfunctions that
Panel (DC) TEST button for a mini- might not trip the AP.
mum of five to seven seconds.
Continuous monitored event codes result in AP
& YD disengagement with event codes.
3. While holding the TEST button push
and release the fourth push button from If AP disconnects cannot be substantiated
the left on the DC. by event codes, the following should be
investigated:
4. Release the TEST button. The Event
Codes for the current flight are dis- Faulty switches, splices, or wiring may
played on the EFIS Tubes. cause this signal to open up the AP Dis-
Push the first push button on the left connect Switch circuit, thus resulting
side of the Display Controller (DC) and in the disconnect.
see the previous 8 event codes for the Faulty Pitch trim switch input, connec-
current flight. tors, or wiring may result in the IC-500
Push the fourth push button from the receiving a trim request that by design
left side of the DC and see the next eight will disconnect the autopilot. Also, an
event codes for the current flight. inadvertent activation of the trim switch
will result in an autopilot disconnect.
Push the sixth button from the left side
of the DC and see increments 1 flight (48 AP or YD engage push buttons located
event codes). on the autopilot controller are inadver-
tently being pushed or are intermittent
Push the sixth button from the left side in operation.
of the DC and see decrements 1 flight (48
event codes). Low power sensed by the IC-500 due to
faulty wiring or circuit breaker.
Poor grounds to the IC-500.
Shorts to ground of the 29V clutch en-
gage lines from the IC-500 to the servos.

FlightSafety
international
WHAT PREVENTS ENGAGING CITATIONJET EFIS SPZ-

THE AUTOPILOT? 5000 KNOWLEDGE TEST
1. The Turn Knob is out of detent (TRN
AND ANSWERS
KNB light indication in lower right
See following pages for answers to questions.
corner EADI).
2. Excess current sensed by the current 1. What do we call the panel that formats
monitor. the EADI and EHSI?
3. Any comparator fail indication. 2. How do you dim the EADI?

NOTE 3. How do you dim the EHSI?
The comparator fails are PIT for
pitch, ROL for roll, ATT for pitch 4. How do you normally set the FD bars
and roll, LOC for localizer, GS for for takeoff?
glideslope, and ILS for localizer and
glideslope.
5. What happened if you punched HDG
first, then GA?
4. AP FAlL indication in the lower right 6. If GA were selected, what do the FD

corner of the EADI. bars do?
NOTE
7. If GA is selected, what happens if you
This AP FAIL might possibly be touch the TCS button?
cleared by punching the red AP
TRIM DISC switch for two seconds.
If it clears, the autopilot may couple. 8. If GA is selected, what happens if you
Its worth a try. capture ALT with ALT SELECT?
9. If GA is selected, what other mode

HOW TO RESET THE AP needs to be selected.
AFTER TRIPPING SO IT CAN
BE RE-ENGAGED? 10. How do you correctly select the mode
panel modes?
1. Punch the AP TRIM DISC switch for 2
seconds until the AP FAIL message is 11. We climb in what FD mode?
eliminated in the EADI. This is recom-
mended first. The second method is to 12. We descend in what FD mode?
pull the FLT GUIDE SYSTEM CB.
13. If the TCS button is punched with any
lateral mode selected but no vertical
mode selected, how do the FD bars
respond?

FlightSafety
international
ANSWERS TO EFIS SPZ-5000 KNOWLEDGE TEST

14. If the TCS button is touched with a lat- 23. During dual inverter fail what happens
eral mode (like HDG) and with any ver- to both EFIS displays?
tical mode selected (such as IAS or VS)
what do the FD bars do? 24. The EHSI goes blank. Is this IC-500
failure, tube failure, or SG failure?
15. During a missed approach as the throt-
tles are advanced and the GA button is 25. The EADI only goes blank. What is the
punched, what else must be done? problem?
16. In question 11 above, VS was mistak- 26. In question 24 or 25 above, what is the
enly selected. This could lead to? solution?
17. How do you know what the blue single 27. Both tubes show red Xs. What is the
line pointer is pointing at? problem?
18. How do you know what the green dou- 28. The brown ground raster of the EADI
ble line pointer is pointing at? just went green. What happened?
19. if you punch and hold the TCS button, 29. The white on the EHSI just turned blue.
what happened to the coupled AP? What happened?
20. No takeoff at anytime is allowed, until 30. If both EFIS tubes go blank, what in-
after? struments are left to fly with?
21. At power up the AP tests. How do you 31. HDG mode turns are normally 27-1/2
know if the AP tested correctly? under 34,000 feet but when the
Bank Limit button is punched. The
22. If NAV 1 fails how can NAV 2 informa- HDG mode turns above 34,000 feet is
tion be displayed on the EHSI? automatically limited to .

FlightSafety
international
1. The Display Controller (DC. 12. VS mode
2. Rotate the EADI DIM knob under the 13. The FD bars immediately pitch-sync or
Test Button on the Display Controller move to the miniature aircraft position.
(DC).
14. The FD computer vertical mode se-
3. Rotate the EHSI DIM knob on the DC. lected (such as ALT) is modified or res-
elected to the current altitude.
4. Punch the GA button then punch the
HDG mode. 15. After the GA mode (10 wings level)
also punch HDG for HDG commands
5. First HDG mode was selected and the and confirm the missed approach alti-
FD bars appeared at the horizon. Then tude has been set.
GA was punched and all mode panel
modes cancelled and the FD bars 16. Stall
jumped to 10 wings level position.
17. Blue circle ADF or blue circle VOR 1
6. FD bars jump to the wings level 10 at lower left comer EHSI
pitch setting and any mode panel selec-
tions cancel. 18. Green diamond ADF (2) or green dia-
mond VOR (2) at the lower left corner
7. The FD bars disappear. EHSI
8. The FD bars disappear. 19. The coupled AP was momentarily disen-

gaged as long as you held the TCS but-
9. That generally after the GA selection, ton punched. The AP engage green light
we punch up a lateral mode HDG for goes out with YD light still on. When the
HDG commands. TCS button is released the AP engaged
green light reilluminates engaged.
10. First select a lateral mode like HDG
which selects the FD bars, then select a 20. A valid EFIS test
vertical mode.
21. No AP FAIL light appears in the lower
11. IAS mode right corner of the EADI.

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 17-1
OXYGEN SYSTEM ............................................................................................................. 17-1
Component Description......................................................................................................... 17-2
System Operation............................................................................................................. 17-4
Oxygen Mask Mic and Headset Mic ............................................................................... 17-6
QUESTIONS......................................................................................................................... 17-8

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen Filler Port.................................................................................................. 17-2
17-2 Oxygen Pressure Gage ........................................................................................... 17-2
17-3 OXYGEN CONTROL VALVE ............................................................................. 17-3
17-4 Overboard Discharge Indicator .............................................................................. 17-3
17-5 Crew Masks............................................................................................................ 17-3
17-6 Passenger Oxygen Mask ........................................................................................ 17-4
17-7 Oxygen System ...................................................................................................... 17-5
17-8 HEAD SET Oxygen Panels ................................................................................... 17-6
TABLES
Table Title Page
17-1 Oxygen Supply Chart............................................................................................. 17-7

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CHAPTER 17
MISCELLANEOUS SYSTEMS
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RESET
ANTI-ICE
12 ON
TEST
OIL
16
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90 BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
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INTRODUCTION
This chapter covers the oxygen system installed on the CitationJet. Oxygen is supplied
to the crew and passengers during pressurization system malfunctions, or whenever re-
quired. Additionally, cold weather operation, servicing, and airplane cleaning and care
are discussed.
OXYGEN SYSTEM
The oxygen system consists of the crew and maintained by the pressurization system up
passenger distribution systems. Oxygen is to the maximum certified altitude.
available to the crew at all times and can be
made available to the passengers either au- The system consists of an oxygen storage
tomatically above a predetermined cabin al- cylinder with an integral shutoff valve and
titude, or manually at any altitude by a pressure regulator, servicing fitting, crew
cockpit control. The system is primarily in- and passenger masks, altitude pressure
tended to provide emergency oxygen since switch, overboard discharge disc, and a con-
a cabin altitude of 8,000 feet is normally trol selector on the pilots console.

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COMPONENT DESCRIPTION
Oxygen Cylinder Assembly
The oxygen cylinder, installed in the nose stor-
age compartment under the floor on the right
side, may have a 619 liter (22 cubic foot) or a
optional 1,407 liter (50 cubic foot) capacity.
A shutoff valve and pressure regulator located
on the cylinder control the flow of oxygen to
the distribution system. The shutoff valve is
normally open. The regulator reduces line pres-
sure to 70 psi. The cylinder is serviced through
the filler port near the aft bulkhead just inside
the fight nose baggage door (Figure 17-1). The
fill valve incorporates a check valve and fil-
ter. A pressure sealing cap prevents contami-
nants from entering the oxygen system. The
cylinder is serviced with aviators oxygen only
(MIL-O-2720, Type 1).
Figure 17-1. Oxygen Filler Port
Pressure Gage
The oxygen pressure gage is located on the
right side of the copilots instrument panel
(Figure 17-2). The gage is internally
illuminated and the range markings are:
yellow arc..........................0 to 400 psi

green arc ..................1,600 to 1,800 psi
red line ................................2,000 psi
The system should be serviced anytime the

gage indicates below the green arc. It must be
serviced if pressure drops below 400 psi, and
the system must be purged if the bottle is al-
lowed to deplete to empty.
Controls Figure 17-2. Oxygen Pressure Gage

The OXYGEN CONTROL VALVE on the
pilots console (Figure 17-3) controls oxygen Overboard Discharge Indicator
flow to the passengers or restricts it to crew A green overboard discharge indicator (disc) is
use only. NORMAL, CREW ONLY, and MAN- located on the right side of the nose section di-
UAL DROP positions mechanically actuate a rectly below the nose access door (Figure 17-4).
control valve for distribution as desired. The disc provides a visual indication that an

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Figure 17-3. Oxygen Control Valve
STANDARD MASK
P. R
.
X Y. H
E
LI EF
O
OXYGEN HIGH
PRESSURE RELIEF
DO NOT COVER
Figure 17-4. Overboard Discharge Indicator

overpressure condition has occurred in the oxy-
gen cylinder and that the bottle is now empty.
If the disc is ruptured, maintenance must be OPTIONAL MASK
performed before flight.
Figure 17-5. Crew Masks
Oxygen Masks the neck, and must be in the quick-donning po-

sition above FL250. A flow indicator is not in-
The standard Puritan Bennett diluter demand c o r p o r a t e d . To a s s u r e o x y g e n i s b e i n g
oxygen mask (Figure 17-5) incorporates a mi- received, don the mask in the 100% position
crophone and an oxygen regulator. The regu- and assure the line is not blocked by taking sev-
lator has a selector for normal or 100% flow eral breaths. The standard mask is not ap-
and should be selected to 100%. It qualifies proved for continuous use with cabin altitude
as a quick-donning mask when worn around above 34,000 feet.

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To conserve oxygen, the regulator may be set SYSTEM OPERATION

to normal if the cabin altitude is at or below
20,000 feet. When using an oxygen mask for With the OXYGEN selector in the NORMAL
smoke protection, the 100% position should position, low pressure oxygen at 70 psi is
be selected. available to both crew members through out-
lets on the side consoles and to the solenoid
The optional crew sweep on masks must be valve on the oxygen selector (Figure 17-7).
stowed in the quick-donning holder and set on
100% for flight above FL250. The solenoid valve is normally spring loaded
closed, blocking flow to the passenger distri-
Passenger masks (Figure 17-6) are stowed in bution system. If cabin altitude exceeds 13,500
overhead containers and can be dropped au- feet, an altitude pressure switch energizes the
tomatically or manually. Oxygen does not solenoid valve open. Oxygen flowing into the
flow to the mask until the lanyard is pulled. passenger distribution system releases latches
on the mask compartment doors, allowing the
NOTE doors to open and the masks to fall out. Oxy-
gen should flow to these masks when the lan-
Cockpit masks are assumed to be se- yard is pulled as the mask is donned. If cabin
lected to Normal at 20,000 feet and pressure is restored to normal values, the
below, and on 100% oxygen above solenoid valve is deenergized closed at 8,000
20,000 feet. feet cabin altitude, shutting off oxygen flow to
the passengers.
NOTE
If DC power fails, the solenoid valve cannot
No smoking when oxygen is being used
route oxygen to the passenger system. Plac-
or following use of passenger oxygen
ing the OXYGEN selector in MANUAL DROP
until lanyards have been reinstalled.
routes oxygen flow through the manual control
valve, dropping the masks.
Passenger masks are stowed in overhead con-

tainers and can be dropped automatically or
manually. Oxygen does not flow to the mask
until the lanyard is pulled.
The CREW ONLY position of the selector

blocks flow at the oxygen control valve,
shutting off all flow to the passengers. In this
position, only the crew has oxygen.
Oxygen may be supplied to the passengers at

any cabin altitude by placing the OXYGEN
CONTROL VALVE selector in the MANUAL
DROP position. This will cause all masks in the
cabin to deploy. Oxygen flow may be shut off
from passenger masks by positioning the oxy-
gen control valve to the CREW ONLY position.
Figure 17-6. Passenger Oxygen Mask

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TO PASSENGER SOLENOID OXYGEN

DISTRIBUTION C/B
SYSTEM
5A
28-VOLT
DC
ALTITUDE
PRESSURE
SWITCH
MANUAL CONTROL VALVE

(NORMAL POSITION)
NORMAL
MANUAL
DROP CREW
ONLY
TO COPILOT'S
FACE MASK
PILOT'S
FACE
MASK
OVERBOARD
DISCHARGE
INDICATOR
CYLINDER PRESSURE
SHUTOFF VALVE GAGE
KNOB
1,600-1,800 PSI
2,000 PSI
PRESSURE 0-400
REGULATOR PSI LEGEND
HIGH-PRESSURE OXYGEN
* CHECK VALVE
LOW PRESSURE OXYGEN
OXYGEN OXYGEN PRESSURE OVERBOARD

CYLINDER
FILLER VALVE AND * OPERATES A CHECK VALVE ONLY
PROTECTIVE CAP WHEN LINE IS REMOVED
Figure 17-7. Oxygen System

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WARNING
OXYGEN MASK MIC AND
HEADSET MIC
Due to human physiological limita- A two position toggle switch is provided on
tions, the passenger oxygen system is the pilots and copilots side consoles. The
not satisfactory for continuous oper- switch is marked MIC OXY MASK and MIC
ation above 25,000 feet cabin altitude HEAD SET. Depressing the microphone but-
and the crew oxygen system is not sat- ton on the appropriate control wheel allows a
isfactory for continuous operation crew member to transmit through the headset
above 34,000 feet cabin altitude. In- microphone or oxygen mask microphone,
dividual physiological limitations may whichever is selected.
vary. If crew or passengers experi-
ence hypoxia symptoms, descend to a
lower cabin altitude.
NOTE
Headsets, eyeglasses, or hats worn by
NOTE the crew may interfere with the
Oil, grease, soap, lipstick, lip balm quick-donning capabilities of the
and other fatty materials constitute oxygen masks.
a serious fire hazard when in contact
with oxygen.
Oxygen use limitations are defined by the ap-

plicable Part 91 or Part 135 rules.
The oxygen mask must be on the face during

normally pressurized flight for single pilot
Part 135 operations above FL250 and single
pilot Part 91 operations above FL350. If the
red CAB ALT 10,000 FT annunciator illumi- PILOTS OXYGEN PANEL AND HEADSET
nates in flight the cabin is underpressurized.
This could be caused by cabin pressurization
controller failure, a failed door seal, or rup-
tured line or hose clamp in the tailcone pip-
ing. Checklist procedure requires the crew to
don oxygen masks and, if unable to arrest the
loss of cabin pressure by 14,000 feet, initiate
Emergency Descent procedure.
COPILOTS OXYGEN PANEL
Figure 17-8. HEAD SET Oxygen Panels

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Table 17-1. OXYGEN SUPPLY CHART

22 FT3
AVAILABLE TIME IN MINUTES
CABIN 2 2 2 2 2 2 2
ALTITUDE COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT
1 CABIN 2 CABIN 3 CABIN 4 CABIN 5 CABIN 6 CABIN
8,000 66 43 32 26 21 18 16
10,000 72 46 34 27 22 19 16
15,000 95 55 39 30 24 20 18
20,000 135 67 45 33 27 22 19
25,000 90 54 39 30 25 21 18
30,000 120
34,000 158

CABIN 1 1 1 1 1 1 1
8,000 131 64 43 32 25 21 18
10,000 143 67 44 33 26 22 19
15,000 190 77 49 35 28 23 20
20,000 269 89 53 38 30 24 21
25,000 181 78 50 36 29 24 20
30,000 240
34,000 315
50 FT3
CABIN 2 2 2 2 2 2 2
8,000 150 99 74 59 49 42 36
10,000 164 105 77 61 50 43 37
15,000 217 126 88 68 55 47 40
20,000 307 153 102 76 61 51 44
25,000 207 124 89 69 57 48 41

30,000 274
34,000 360

CABIN 1 1 1 1 1 1 1
8,000 300 147 97 73 58 48 41

10,000 327 154 101 75 60 49 42
15,000 434 177 111 81 64 52 45
20,000 615 204 122 87 68 55 47
25,000 413 177 113 83 65 54 46

30,000 548
34,000 720
NOTE:
COCKPIT MASKS ARE ASSUMED TO BE AT THE NORMAL SETTING AT 20,000 FEET CABIN ALTITUDE WITH
A RESPIRATORY RATE OF 10 LITERS PER MINUTEBODY TEMPERATURE PRESSURE SATURATED AND
AT 100% SETTING AT AND ABOVE 25,000 FEET.

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QUESTIONS
1. The cockpit oxygen pressure gage reads: 4. The purpose of the altitude pressure
A. The oxygen pressure which is pre- switch is to:
sent at the crew masks A. Bypass oxygen flow directly to the
B. Electrically derived system low passengers regardless of OXYGEN
pressure selector position.
C. Bottle pressure B. Open a solenoid at 13,500 feet
D. Electrically derived system high cabin altitude, allowing oxygen
pressure flow to the passenger oxygen distri-
bution system.
C. Close a solenoid valve at 13,500
2. Passenger masks are dropped when: feet cabin altitude, stopping oxygen
flow to the passengers.
A. The OXYGEN selector is in NOR-
D. Restore cabin altitude to 8,000 feet
MAL and cabin altitude exceeds
so that oxygen is not required.
13,500 feet.
B. The cabin altitude exceeds 13,500 5. If the oxygen selector is placed in
feet, regardless of OXYGEN selec- CREW ONLY:
tor position.
A. The passenger masks cannot be
C. The OXYGEN selector is in MAN- dropped automatically.
UAL DROP, regardless of altitude.
B. The passenger masks will not de-
D. Both A and C ploy automatically, but they can
still be dropped manually.
C. The passengers will still receive
3. If DC power fails, placing the OXY- oxygen if the cabin altitude is above
GEN selector in: 8,000 feet.
A. MANUAL DROP deploys the pas- D. Normal DC power is removed from
senger masks, regardless of the the passenger mask door actuators,
cabin altitude. thus preventing them from dropping
B. MANUAL DROP deploys the pas- the masks.
senger masks only if 13,500 feet
cabin altitude is exceeded. 6. If normal DC power is lost with the
C. CREW ONLY does not restrict oxy- oxygen selector in NORMAL:
gen to the crew only if the cabin al- A. The passenger masks will deploy
titude is above 13,500 feet. immediately, regardless of the
D. Any of the three operating posi- cabin altitude.
tions will not route oxygen to the B. The passenger masks cannot be
passengersthey have their own dropped manually.
oxygen. C. The oxygen pressure gage on the
copilots panel will be inoperative.
D. Automatic dropping of the passen-
ger masks will not occur.

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WALKAROUND
The following section is a pictorial walkaround. It shows each
item called out in the exterior power-off preflight inspection. The
foldout pages at the beginning and the end of the walkaround sec-
tion should be unfolded before starting to read.
The general location photographs do not specify every checklist

item. However, each item is portrayed on the large-scale pho-
tographs that follow.
FOR TRAINING PURPOSES ONLY WA-1

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WALKAROUND
50 44
LEFT NOSE
19
38 37
51
75 72 74 73
4 2 1
40
65 24 25
32
64 23
22 60
3. NOSE GEAR, DOORS, AND WHEELCONDITION
1. STATIC PORTSCLEAR AND WARM AND SECURE
33 22 66
68
3 70 16 71
21 67 17 69
38 43 37
36 34 20 14 6 7 8 9 10 4. PITOT TUBECLEAR AND HOT

2. BAGGAGE COMPARTMENTSECURE AVIONIC BAY LATCHSECURE
25 13
12 11 5
RIGHT NOSE AND FUSELAGE RIGHT SIDE
41 40 30 28 32
31 33
17 16 15
5. PITOT TUBECLEAR AND HOT 6. WINDSHIELD ALCOHOL RESERVOIR SIGHT GAGE

AVIONIC BAY LATCHSECURE FLUID VISIBLE
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

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7. EMERGENCY GEAR AND BRAKE PRESSURE GAGE

10. BAGGAGE DOORSECURE AND LOCKED
GREEN ARC
8. BRAKE ACCUMULATOR CHARGELIGHT GREEN 11. OXYGEN BLOWOUT DISCGREEN (AIRPLANES

ARC (IF SYSTEM IS NOT PRESSURIZED) WITH TAIL-MOUNTED BOTTLE)
9. BRAKE RESERVOIR SIGHT GAGEFLUID VISIBLE 12. OVERBOARD VENT LINESCLEAR

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13. STATIC PORTSCLEAR AND WARM 15. LANDING LIGHTCONDITION
14. ANGLE-OF-ATTACK SENSORCLEAR, HOT, AND

ROTATES
RIGHT WING
17. FUEL QUICK DRAINS (4)DRAIN AND CHECK FOR

16. WING LEADING EDGE VENTCLEAR CONTAMINATION
WA-4 FOR TRAINING PURPOSES ONLY

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18. MAIN GEAR, DOOR, WHEEL, AND TIRECONDITION 21. STALL STRIPCONDITION (OPEN, NO KNICKS OR
AND SECURE DENTS), SECURE
HEATED LEADING EDGECONDITION
19. ENGINE AIR INLETCLEAR; ENGINE FAN DUCT AND 22. HEATED LEADING EDGE EXHAUSTCLEAR
FANCHECK FOR BENT BLADES, KNICKS, AND
BLOCKAGE OF FAN STATORS; PYLON INLET CLEAR;
GENERATOR COOLING AIR INLETCLEAR
20. CABIN ESCAPE HATCHSECURE 23. FUEL TANK VENTCLEAR

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27. AILERON FLAP, AND SPEEDBRAKESCONDITION

24. FUEL FILLER CAPSECURE
AND SECURE, ASSURE FLAP POSITION MATCHES
INDICATOR
25. NAV AND STROBE LIGHTSCHECK 28. HYDRAULIC RESERVOIRCHECK
29. AIR CONDITIONING EXHAUST, LOWER ANTENNAS,

26. STATIC WICKSCHECK (3 REQUIRED)
AND DRAINSCONDITION AND CLEAR

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RIGHT NACELLE
33. OIL FILTER DIFFERENTIAL PRESSURE INDICATOR

30. BLEED-AIR PRECOOLER INLETCLEAR
NOT EXTENDED
34. OIL LEVELCHECK; FILLER CAP AND ACCESS

31. ENGINE FLUID DRAIN AND TT2 INLETCLEAR DOOR SECURE
35. ENGINE EXHAUST AND BYPASS DUCTS

32. GENERATOR COOLING AIR EXHAUSTCLEAR CONDITION AND CLEAR

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36. BLEED-AIR PRECOOLER EXHAUST DOORCLOSED 37. THRUST ATTENUATORCONDITION AND SECURE
(IF OPEN, DO NOT PUSH)
EMPENNAGE
38. RIGHT HORIZONTAL STABILIZER DEICE BOOT 40. RUDDER AND TRIM TABSECURE AND CORRECT
CONDITION SERVO TAB ACTION
41. STATIC WICKS (RUDDER, BOTH ELEVATORS AND

39. RIGHT AND LEFT HORIZONTAL ELEVATOR AND TRIM
TAIL CONE)CHECK (9 REQUIRED)
TABCONDITION, ASSURE TRIM TAB POSITION
MATCHES TRIM TAB POSITION INDICATOR

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42. TAIL NAVIGATION LIGHTCHECK 44. LEFT HORIZONTAL STABILIZER DEICE BOOT
CONDITION
43. VORTEX GENERATORSCHECK (OPEN, 5 EACH 45. BEACON LIGHTCHECK

SIDE OF THE VERTICAL STABILIZER)
AFT COMPARTMENT
46. FIRE BOTTLE PRESSURE GAGESCHECK 47. J-BOX CIRCUIT BREAKERSIN

TEMPERATURE PRESSURE RELATIONSHIP

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48. EQUIPMENT ACCESS DOORSSECURE

51. EXTERNAL POWER SERVICE DOORSECURE
AFT COMPARTMENT BAGGAGESECURE
52. BATTERY COOLING INTAKE AND VENT LINES

49. AFT COMPARTMENT LIGHTOFF CLEAR
50. AFT COMPARTMENT ACCESS DOORSECURE AND

LOCKED

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LEFT NACELLE
53. BLEED-AIR PRECOOLER INLETCLEAR 56. THRUST ATTENUATORCONDITION AND SECURE
54. BLEED-AIR PRECOOLER EXHAUST DOORCLOSED 57. ENGINE FLUID DRAIN AND TT2 INLETCLEAR
(IF OPEN, DO NOT PUSH DOOR)
55. ENGINE EXHAUST AND BYPASS DUCTS 58. GENERATOR COOLING AIR EXHAUSTCLEAR
CONDITION AND CLEAR

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59. OIL LEVELCHECK; FILLER CAP AND ACCESS 60. OIL FILTER DIFFERENTIAL PRESSURE
DOORSECURE INDICATORNOT EXTENDED
LEFT WING
61. FLAPS, SPEEDBRAKE, AILERON AND TRIM TAB 63. NAVIGATION AND STROBE LIGHTSCHECK
CONDITION AND SECURE
62. STATIC WICKSCHECK (3 REQUIRED) 64. FUEL TANK VENTCLEAR

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68. MAIN GEAR DOOR, WHEEL AND TIRECONDITION

65. FUEL FILLER CAPSECURE
AND SECURE
69. FUEL QUICK DRAINS (4)DRAIN AND CHECK FOR

66. HEATED LEADING EDGE EXHAUSTCLEAR CONTAMINATION
67. STALL STRIPCONDITION (NO KNICKS OR DENTS), 70. LANDING LIGHTCONDITION

SECURE

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71. WING LEADING EDGE VENTCLEAR
FUSELAGE LEFT
74. GENERATOR COOLING INLETCLEAR

72. WING INSPECTION LIGHTCONDITION
ENGINE FAN DUCT AND FANCHECK FOR BENT
BLADES, KNICKS AND BLOCKAGE OF FAN STATORS
73. PYLON INLETCLEAR 75. CABIN DOOR SEAL (PRIMARY AND SECONDARY)
CHECK FOR RIPS AND TEARS

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42 45 39
39
38
36 34 14 24
43
41 40
35
28 29 18
39 45 42 39
44
54 55 56
75 59 38
63 65 40
57 53
62 64
61 27
29 52
18 58 60 46 47 48 49
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-15

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ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 4 3. A 11. B
1. C 1. C 4. D 12. B
2. D 2. D 5. B 13. A
3. D 3. A 6. A 14. C
4. B 4. B 7. C 15. B
5. C 16. C
6. D CHAPTER 5 CHAPTER 9 17. A
7. C 1. D 1. B 18. B
8. D 2. B 2. B 19. D
9. B 3. C 3. A
10. A 4. C 4. D CHAPTER 12
11. A 5. A 1. B
12. A 6. A CHAPTER 10 2. D
13. B 7. B 1. D 3. C
14. D 8. A 2. A 4. D
15. A 9. B 3. B 5. D
16. B 10. D 4. C 6. C
17. C 5. A 7. A
18. D CHAPTER 7 6. B 8. C
19. D 1. B 7. D 9. B
20. A 2. A 8. D 10. D
21. B 3. B 9. D 11. A
22. D 4. B 10. B 12. A
23. B 5. D 11. B 13. A
24. D 6. A 12. B 14. C
25. C 7. B 13. C
26. D 8. B 14. A CHAPTER 13
9. A 15. D 1. D
CHAPTER 3 10. D 2. D
1. A 11. D CHAPTER 11 3. B
2. D 12. D 1. D 4. C
3. D 13. D 2. B 5. A
4. D 14. B 3. D 6. D
5. A 15. D 4. D 7. D
6. B 16. A 5. C 8. B
17. A 6. A 9. D
7. D 10. D
CHAPTER 8 8. D 11. D
1. D 9. D 12. D
2. B 10. B
FOR TRAINING PURPOSES ONLY APP-1

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CHAPTER 14 CHAPTER 15 CHAPTER 17

1. B 1. B 1. C
2. D 2. C 2. D
3. A 3. A 3. A
4. B 4. B 4. B
5. C 5. A 5. A
6. A 6. D 6. D
7. B 7. B
8. C 8. C
9. C 9. B
10. C 10. B
11. B 11. B
12. B 12. A
13. A 13. A
14. D 14. C
15. B
16. D
17. C
18. C
19. C
20. D
APP-2 FOR TRAINING PURPOSES ONLY

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ANNUNCIATORS
The Annunciator section presents a color rep-
resentation of all the annunciator lights in
the airplane.
Please unfold page ANN-3 to the right and

leave it open for ready reference as the an-
nunciators are cited in the text.
FOR TRAINING PURPOSES ONLY ANN-1

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SNs 0001 THROUGH 0099
SNs 0100 THROUGH 0359

BATT CAB ALT OIL PRESS FUEL FUEL FUEL LOW FUEL LOW FUEL FLTR FUEL BATT CAB ALT OIL PRESS FUEL FUEL FUEL LOW FUEL LOW FUEL FLTR FUEL
V O TEMP 10,000 FT WARN GAUGE BOOST ON LEVEL PRESS BYPASS CROSSFEED V O TEMP 10,000 FT WARN GAUGE BOOST ON LEVEL PRESS BYPASS CROSSFEED
LH I F ATTN STOW RH I F ATTN STOW
A >160 LH RH LH RH LH RH LH RH LH RH LH RH A >160 AC FAIL LH RH LH RH LH RH LH RH LH RH LH RH
ENG D
I SELECTED ENG D
I SELECTED
E E
FIRE O L HYD PRESS
FIRE O L
HYD PRESS
INVERTER GEN AFT F/W EMERG HYD FLOW ATTEN FLAPS GEN INVERTER AFT F/W EMERG HYD FLOW ATTEN FLAPS
FAIL OFF J-BOX SHUTOFF PRESS ON LOW ON UNLOCK >35 OFF FAIL J-BOX SHUTOFF PRESS ON LOW ON UNLOCK >35
FRESH SPD BRK DISPLAY FRESH SPD BRK DISPLAY
LH RH LMT CB LH RH LH RH LH RH LH RH 1 2 LMT CB LH RH LH RH LH RH
A AIR EXTEND FAN FAIL A AIR EXTEND FAN FAIL
GNS-X GNS-X GNS-X U F U F
BOTTLE 1 D A PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR NOSE AVN BOTTLE 2 D A PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR NOSE AVN
APPROACH S/X WAYPOINT I I
GNS-X GNS-X ARMED I LOW PRESS LOCKED DE-ICE O HEAT OFF ANTI-ICE ANTI-ICE O' HEAT FAN FAIL ARMED I LOW PRESS LOCKED DE-ICE O HEAT OFF ANTI-ICE ANTI-ICE O' HEAT FAN FAIL
GNS-X O L
ANTISKID DOOR O L
ANTISKID DOOR
HEADING MESSAGE PUSH LH RH AOA HTR LH RH LH RH LH RH LH RH AIR DUCT PUSH LH RH AOA HTR LH RH LH RH LH RH LH RH AIR DUCT
DR INOP SEAL FAIL O' HEAT INOP SEAL FAIL O' HEAT
O TEMP 10,000 FT WARN GAUGE BOOST ON LEVEL PRESS BYPASS CROSSFEED
V
I F >160 AC FAIL LH RH LH RH LH RH LH RH LH RH LH RH ATTN STOW
D A SELECTED
E I
O L GEN INVERTER AFT F/W EMERG HYD FLOW HYD PRESS ATTEN FLAPS
OFF FAIL J-BOX SHUTOFF PRESS ON LOW ON UNLOCK >35
FRESH SPD BRK DISPLAY
MASTER MASTER
LH RH 1 2 LMT CB LH RH AIR LH RH LH RH
EXTEND FAN FAIL
A
U F
D A PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR NOSE AVN
I I LOW PRESS LOCKED DE-ICE O HEAT OFF ANTI-ICE ANTI-ICE O' HEAT FAN FAIL
O L ANTISKID DOOR AOA HTR AIR DUCT
INOP SEAL FAIL O' HEAT
WARNING CAUTION
RESET RESET
MASTER MASTER MASTER MASTER
WARNING CAUTION WARNING CAUTION
RESET RESET RESET RESET
MASTER MASTER AP OFF AP APPROACH KLN-900

WARNING CAUTION OUT OF APPROACH
S
RESET RESET YD OFF TRIM MSG WPT ARM ACTV H E
A O M L
T
N
S
BENDIX/KING
MASTER MASTER
I2I.90 II8.20 WARNING CAUTION
25 LL
K
PU
USE STBY CHAN RESET RESET
COMM 1
CHAN PULL
OFF FAN 1
TEST
I23.35 I25.I5
25 LL
DME 2 DME 2
K
PU
USE STBY CHAN HOLD ON
COMM 2 PULL
OFF FAN 2 DME 2
CHAN TEST SELECTED OFF COMPARATOR
MONITOR CAUTION
(AMBER)
HDG PIT
LOC ROL
GS ATT
ILS
AIR DATA
SENSOR
FD FAIL
FAILURE
AOA
NOTE F 20 20
I
STATUS
10 10 L
TEST DH S MASSAGE
G (AMBER
H A
OFF
DECISION D
10 10
T IC HOT
G T FMS MSG
FIRE HEIGHT FAILURE S
I
AP FAIL
IC FAN
AP TEST
ANNU WARN (AMBER FLASHES) 20 20
FMS MSG TCS ENG
TRN KNB
ANTI LDG DH RA
SKID GEAR
OVER BATT
SPEED TEMP AIR CONT RADIO ALTITUDE
W/S TEMP AOA I3 FAILURE (AMBER)
SPARE
NOSE SET ALT AUTO
FL EXER O EADI CAUTION AND FAIL
LH RH 0
F
ANNUNCIATIONS (AMBER)
THRUST F
RATE
SET ATTENUATOR FAN NOTE:
GEAR ALT STOW
ENGINE SYNC
OFF FAILURE OF AIR DATA SENSOR
UNLOCKED A FAN TURBINE
ON
COMPRESSOR FAN RESULTS IN REMOVAL OF THE
U MUST BE
ON
T OFF FOR AFT FWD DEFOG AIR DATA COMMAND DISPLAY
TAKEOFF
FUEL BOOST ENGINE START IGNITION O FLOOD HI HI
AND A
DISENGAGE STDBY TEST LANDING H O
LH RH U
LH ON RH LH ON RH DME 1 DME 1 GYRO I F
T
O HOLD ON O F
START DME 1 F
O
F LOW LOW LOW
F
DISG SELECTED OFF F DESCEND
BANK
LIMIT
LOW
NORM NORM NORM NORM TEST P
I TURN
ATTITUDE T
C
UP
T
R
GPS APR GPS CRS
REV H DN
I
M
VG-14 #2 M OBS
INVALID S CLIMB
ENGAGE ENGAGE
G AP YD
(SNs 00010099) DIGITAL HONEYWELL
Figure ANN-1. Annunciators
Revision 2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-3

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FlightSafety international

CITATIONJET 525 PILOT TRAINING MANUAL VOLUME 2

Record of Revision No. 2

This is a complete reprint of the Citationjet 525 Pilot Training Manual.

the best safety device in any aircraft is a well-trained crew. . .

FlightSafety International, Inc.

Citation Learning Center

San Antonio Learning Center

Copyright 1999 by FlightSafety International, Inc.

At the time of printing it contained then-current information. In the event of conflict

FOR TRAINING PURPOSES ONLY

Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS

Chapter 4 MASTER WARNING SYSTEM

Chapter 5 FUEL SYSTEM

Chapter 6 AUXILIARY POWER UNIT

Chapter 8 FIRE PROTECTION

Chapter 10 ICE AND RAIN PROTECTION

Chapter 11 AIR CONDITIONING

Chapter 13 HYDRAULIC POWER SYSTEMS

Chapter 14 LANDING GEAR AND BRAKES

Chapter 15 FLIGHT CONTROLS

Chapter 17 MISCELLANEOUS SYSTEMS

INSTRUMENT PANEL POSTER

CITATIONJET 525 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY SYL-i

CITATIONJET 525 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY SYL-iii

CITATIONJET 525 PILOT TRAINING MANUAL

Training for the CitationJet 525 is conducted at:

Citation Learning Center FlightSafety Texas

DESCRIPTION OF THE LEARNING CENTER

INITIAL COURSE SCHEDULES

FOR TRAINING PURPOSES ONLY SYL-1

CITATIONJET 525 PILOT TRAINING MANUAL

Figure SYL-1. 61.63/157 or 61.63/157 (135) Initial/Transition Training (First Week)

SYL-2 FOR TRAINING PURPOSES ONLY

CITATIONJET 525 PILOT TRAINING MANUAL

Figure SYL-2. 61.63/157 or 61.63/157 (135) Initial/Transition Training (Second Week)

FOR TRAINING PURPOSES ONLY SYL-3

CITATIONJET 525 PILOT TRAINING MANUAL

Initial Course Flight Simulator Module No. 1

Initial Course Flight Simulator Module No. 2

SYL-4 FOR TRAINING PURPOSES ONLY

CITATIONJET 525 PILOT TRAINING MANUAL

Initial Course Flight Simulator Module No. 3

Initial Course Flight Simulator Module No. 4

Initial Course Flight Simulator Module No. 5

Initial Course Flight Simulator Module No. 6

Initial Course Flight Simulator Module No. 7

CE-500 EXPERIENCE COURSE SCHEDULES

FOR TRAINING PURPOSES ONLY SYL-5

CITATIONJET 525 PILOT TRAINING MANUAL

SYL-6 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY SYL-7

CITATIONJET 525 PILOT TRAINING MANUAL

CE-500 Experience Course Flight Simulator Module No. 1