CJ2+ Pilot Training Handbook

CJ2+
Citation
AIRCRAFT
REVISION 0.01
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual, Pilot Manual, 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 sugges-
tions you might have for improving this manual or any other aspect of our training program.
F O R T R A I N I N G P U R P O S E S O N LY
Courses for the Citation CJ2+ aircraft are taught at the following FlightSafety Learning Center:
San Antonio Learning Center

San Antonio International Airport
9027 Airport Boulevard, San Antonio, Texas 78216
Phone: (2100 248-0100 • Toll-Free: (800) 889-7917 • Fax: (210) 248-0199
Copyright © 2014 by FlightSafety International, Inc. All rights reserved.

Printed in the United States of America.
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Original...................0.0.................... Dec. 2011
Revision................0.01................. March 2014
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
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Revision 0.01 For Training Purposes Only iii

Citation CJ2+ Contents
1 Aircraft General 4 Master Warning System

Overview .............................................................................. 1-1 Master Warning/Caution Buttons ........................................ 4-3
Annunciators ....................................................................... 1-3 Test Systems ....................................................................... 4-4
2 Electrical Power Systems 5 Fuel

Overview .............................................................................. 2-1 Overview .............................................................................. 5-1
Battery Switches ................................................................. 2-3 Fuel System Controls .......................................................... 5-3
Generator Switches (Left and Right) ................................... 2-4 Refueling ............................................................................. 5-4
Generator Control Units ...................................................... 2-4 Annunciators ....................................................................... 5-5
Electrical Indications ........................................................... 2-6
Emergency Bus Items—LH CB Panel ................................. 2-7 6 Auxiliary Power System
Emergency Bus Items—RH CB Panel ............................... 2-10
Annunciators ..................................................................... 2-13 The information normally contained in this chapter is not
applicable to this particular aircraft.
3 Lighting
Cockpit Panel Lights and Dimming Control Panels ............ 3-1 7 Powerplant
Night Dim Switch ................................................................. 3-2 Williams International FJ44-3A-24 ...................................... 7-1
Cockpit Panel Lighting Rheostats ....................................... 3-3 Engine Control ..................................................................... 7-3
Cockpit Overhead Lighting Rheostats ................................ 3-4 Engine Control Switches/Indications .................................. 7-4
Cabin Lighting ..................................................................... 3-5 Ignition ................................................................................. 7-5
Cabin Lighting Switches ...................................................... 3-7 Engine Indicating System (EIS) ........................................... 7-6
Exterior Lighting Switches ................................................. 3-10 Oil ........................................................................................ 7-7
Baggage Compartment Lighting and Switches ................ 3-12 Fuel ...................................................................................... 7-9
Annunciators ..................................................................... 7-11
For Training Purposes Only v

8 Fire Protection 11 Air Conditioning

Overview .............................................................................. 8-1 Overview ............................................................................ 11-1
Fire Detection ...................................................................... 8-1 Vapor Cycle Air Conditioning ............................................ 11-4
Fire Protection ..................................................................... 8-2 Compressor .................................................................. 11-4
Annunciator ......................................................................... 8-3 Evaporators ................................................................... 11-4
Flood Cooling Vent ........................................................ 11-4
9 Pneumatics Air Source Select ............................................................... 11-7
Air Conditioning Switches ................................................. 11-8
Overview .............................................................................. 9-1
Annunciators ................................................................... 11-11
Service Air ........................................................................... 9-4
Annunciators ....................................................................... 9-6
12 Pressurization
10 Ice & Rain Protection Overview ............................................................................ 12-1
Pressurization Switches/Indicators ................................... 12-6
Overview ............................................................................ 10-1
Annunciator ....................................................................... 12-8
Pitot-Static Heat ................................................................ 10-4
Windshield Anti-Ice ........................................................... 10-5
Engine Anti-Ice .................................................................. 10-7 13 Hydraulic Power System
Wing Anti-Ice ..................................................................... 10-7 Overview ............................................................................ 13-1
Tail Deice System ............................................................ 10-10 Annunciators ..................................................................... 13-3
Annunciators ................................................................... 10-12
For Training Purposes Only vi

14 Landing Gear & Brakes 16 Avionics

Landing Gear ..................................................................... 14-1 Overview ............................................................................ 16-1
Nosewheel Steering ...................................................... 14-1 Digital Air Data Computer (ADC) ....................................... 16-2
Squat Switch ................................................................. 14-1 Attitude Heading Reference System (AHRS) .................... 16-2
Power Brakes/Antiskid System ......................................... 14-3 Primary Flight Display (PFD) .............................................. 16-3
Emergency Brakes ............................................................ 14-5 Display Controls ................................................................ 16-4
Landing Gear Controls ...................................................... 14-7 Multifunction Display (MFD) .............................................. 16-5
Brake Controls ................................................................... 14-8 Integrated Flight Information System (IFIS) Panel ............. 16-6
Annunciator ....................................................................... 14-9 Standby Flight Display ...................................................... 16-7
Standby HSI ...................................................................... 16-8
15 Flight Controls Flight Guidance System .................................................... 16-9
Mode Select Panel ........................................................ 16-9
Overview ............................................................................ 15-1
Autopilot Control Panel ................................................. 16-9
Flight Controls ................................................................... 15-3
Collins FMS-3000 ............................................................ 16-10
Rudder Bias System .......................................................... 15-4
Radio Tuning Units (RTU) ................................................ 16-11
Flaps .................................................................................. 15-7
Annunciators ................................................................... 16-12
Speedbrakes ..................................................................... 15-9
Annunciators ................................................................... 15-11
17 Oxygen
Overview ............................................................................ 17-1
Oxygen Controls ................................................................ 17-4
For Training Purposes Only vii

18 Performance
Certification ....................................................................... 18-1
Approved Airplane Flight Manual (AFM) ............................ 18-1
Standard Performance Conditions .................................... 18-1
Single-Engine Takeoff—Accelerate-Go ........................ 18-2
Single-Engine Takeoff—Accelerate-Stop ...................... 18-2
Multi-Engine Takeoff ..................................................... 18-3
Landing ......................................................................... 18-3
Variable Factors Affecting Performance ............................ 18-4
Weight ........................................................................... 18-5
Definitions .......................................................................... 18-6
For Training Purposes Only viii

Citation CJ2+
1 Aircraft General
Citation CJ2+ 1—Aircraft General
OVERVIEW
The Citation CJ2+ is certified under Federal Aviation Regula-
tions (FAR) Part 23 Normal Category for structures and sys-
tems. This aircraft complies with FAR Part 36, Amendment
25, thereby meeting Stage 3 noise-limit requirements. The
CJ2+ is certified for single-pilot operation, day and night,
under both visual and instrument flight rules (VFR and IFR)
and flight into known icing.
Figure 1-1. Citation CJ2+ Top View

For Training Purposes Only 1-1
14 FT 0 IN
(4.27 M)
17 FT 10 IN (5.44 M)
47 FT 8 IN (14.53 M)
49 FT 10 IN (15.19 M)
20 FT 9 IN (6.32)
15 FT 11 IN (4.85 M)
Figure 1-2. Citation CJ2+ Side and Front Views

ANNUNCIATORS
CABIN DOOR: Indicates the main cabin door is BAGGAGE DOOR-FWD: Indicates either nose bag-
not secure. gage door is not properly closed and keylocked.
BAGGAGE DOOR-AFT: Indicates the aft baggage
door is not properly closed and keylocked.

NOTES
Citation CJ2+
2 Electrical Power Systems
Citation CJ2+ 2—Electrical Power Systems
OVERVIEW EMERGENCY EMERGENCY
The CJ2+ generates its own engine-driven electrical power. SYSTEMS SYSTEMS
It can also receive and use electrical power from a tail-
mounted battery. Additionally, the aircraft can make use
SYSTEMS SYSTEMS
of an external electrical power source (EPU) for ground
operations. 80 AMP LMT
225 AMP LMT
The primary source of DC electrical power is provided by FEED CROSS FEED BUS FEED
two 30-volt, 300-amp-hour starter generators. In addition
to the two DC generators, a standard 44-amp-hour nickel- 55
VOLT
55
POWER METER NORMAL POWER

cadmium (NiCad) battery is installed with provisions for an RELAY BATT RELAY
28.5 OFF
optional 24-volt, 42-amp-hour, lead-acid battery. 28.5
RELAY
28.5
GCU
EMER
GCU
START START
Ground power can be connected to the DC distribution RELAY RELAY
system through an external receptacle located on the left LH GEN HOT BATTERY BUS RH GEN
side of the aft fuselage. The EPU should be regulated to 28 FIELD

RELAY
FIELD
RELAY
QUICK
volts and 1,000 amps. DISC.
LEGEND
BATTERY
BATTERY POWER
BATTERY EPU LEFT NORMAL
DISC
RELAY BUS POWER
RIGHT NORMAL
BUS POWER
Figure 2-1. DC Power Distribution

SNs 0300 THROUGH 0438
SNs 0439 AND SUBSEQUENT
Figure 2-2. DC Electrical Controls

BATTERY SWITCHES
BATT/EMER: Controls the battery relay. online, placing the battery switch in EMER or
OFF isolates the battery from any charging source
OFF—The hot battery bus is isolated from all without a loss of power to any bus.
other buses in the system, and the emergency
bus is connected to the crossfeed bus. BATT—Closes the battery relay, completing a cir-
cuit to the crossfeed bus. The emergency relay is
EMER—Only the emergency relay is energized, deenergized while the battery relay is in the BATT
connecting the emergency bus to the hot battery position, and completes a circuit to the emergen-
bus. The two buses are powered by the battery cy bus from the crossfeed bus.
or external power. When external power is not
applied to the airplane and the generators are
BATTERY DISC: Disconnects the battery ground  CAUTION: Do not activate the battery discon-
lead from ground and is used only for abnormal nect switch for an extended period. The battery
operations involving a stuck start relay or battery disconnect relay draws low current from the bat-
overtemperature. Activating this switch uses battery until the battery is discharged. After the bat-
tery power to open the battery disconnect relay, tery is discharged, the disconnect relay closes
which is on the ground side of the battery. resulting in the battery receiving a high charge
rate and a probable overheat condition.

GENERATOR SWITCHES (Left and Right) GENERATOR CONTROL UNITS

GEN L/R • The GCUs regulate 30-VDC generators to 28.5 VDC.
GEN—Allows the GCU to close the power • The GCUs parallel the generators to share the system
relay and connects the generator to its load within approximately 10%, not to exceed a 30-amp
feed bus. The ammeter indicates the gen- split.
erator output to the feed buses.
• The GCUs provide protection for the generators and the
OFF—The power relay opens and the electrical system against the following:
ammeter shows no generator load to
the feed buses. Undervoltage
POWER RELAY
RESET—The spring-loaded RESET posi- Reverse Current
tion closes the generator field relay if it
Overvoltage
has opened and no fault exists.
Feeder Fault FIELD RELAY
Fire Switch

STBY FLT DISPLAY: Controls power to the stand- amber light illuminates when the dedicated lead-
by attitude indicator and backlighting to the stand- acid battery in the tailcone is providing power (nor-
by N1 gauges if installed. mal aircraft and ground power not available). The
battery should last a minimum of 88 minutes. The
Holding this switch to TEST should result in illumi- amber light is out when normal power from the air-
nation of the green light, indicating proper battery craft battery or generator is available.
charge. Moving this switch to ON connects power
from its battery to the standby flight display. The
INTERIOR MASTER: Located next to the oxygen
control valve. When the switch is moved from NOR-
MAL to OFF, the master interior relay is opened,
which shuts off all electrical power in the cabin.

ELECTRICAL INDICATIONS
BATT: The voltmeter indicates battery voltage if L or R GEN: If the respective engine is running,
the generators are offline, or generator voltage and the generator switch is OFF, the voltmeter
if one or both generators are online. Placing the only indicates voltage output of the selected
battery switch OFF with the selector in the BATT generator.
position, the voltmeter registers no voltage.
DC VOLTS: Indicates voltage as measured in one

of three locations in the DC electrical system, as
described just above.
DC AMPS: Each ammeter indicates current flow tion should be parallel within ±10% of total load.
from its respective generator to its respective DC Amperage between the starter-generator and the
feed bus. During normal operation, the indica- hot battery bus is not reflected on the ammeter.

EMERGENCY BUS ITEMS—

LH CB PANEL
• L STBY N1 (SNs 0300 through 0438,
excluding SN 0417)
• R PITOT STATIC
• GEAR WARNING
• GEAR CONTROL
• FLOOD LIGHTS
• FLAP CONTROL
• HYD CONTROL
• VOLTMETER
• HOT BATT BUS

Figure 2-3. Pilot Circuit Breaker Panel: SNs 0300–0438, Excluding 0417
Figure 2-4. Pilot Circuit Breaker Panel: SNs 0439 and On

EMERGENCY BUS ITEMS— • PA AMP

RH CB PANEL • RTU 2
• COMM 1 • RIU L-B
• NAV 1 • GPS-2 (GPS-500 only)
• R STBY N1 (SNs 0300 through 0438, • DME-1
excluding SN 0417)
• ADC 2
• RTU 1/STBY HSI
Loss of both generators requires that the battery switch be
• AHRS 2 placed in the EMER position, which load-sheds the main DC
• AUDIO 1 feed buses and allows the battery to power only the battery
bus and emergency buses. This extends the battery life to
• AUDIO 2 approximately 30 minutes.

Figure 2-5. Copilot Circuit Breaker Panel: SNs 0300–0438, Excluding 0417
Figure 2-6. Copilot Circuit Breaker Panel: SNs 0439 and On

ANNUNCIATORS
SNs 0439 and Subsequent SNs 0300 through 0438
BATT FAULT/BATT FAIL: Flashes when the bat- BATT O’TEMP: The upper half of the annuncia-
tery temperature is over 145°F (63°C). The entire tor flashes when the battery temperature is over
annunciator flashes at temperatures over 160°F 145°F (63°C).
(71°C). Illumination of the annunciator also triggers
>160°: The entire annunciator flashes at tempera-
the MASTER WARNING lights flashing. The optional
tures over 160°F (71°C). Illumination of the annun-
voice annunciation advises “Battery fault” or “Bat-
ciator also triggers the MASTER WARNING lights
tery fail” as appropriate.
flashing. The optional voice annunciation advises
“battery overtemp.”
GEN OFF L-R: Indicates the respective left or right AFT J-BOX: Advises that the aft J-box LH or RH
generator power relay is open (no voltage at the LIMITER circuit breaker is open, indicating a blown
relay). Illumination of both annunciators triggers the left or right 225-amp current limiter.
red MASTER WARNING lights flashing. The optional
voice annunciation advises “generator fail” in the
event of a dual generator failure.

NOTES
Citation CJ2+
3 Lighting
Citation CJ2+ 3—Lighting
COCKPIT PANEL LIGHTS AND DIMMING CONTROL PANELS

Panel lights are controlled by the panel light control ON‑OFF Placing the master panel switch ON activates select rheo-
toggle switch (NIGHT DIM) on the pilot lower instrument stats used to control the cockpit lighting.
panel.
Figure 3-1. Panel and Interior Lighting Controls

NIGHT DIM SWITCH

A NIGHT DIM switch and rheostats control all • Illuminates the START DISG button.
lights except the overhead map lights and instru- • Powers the cockpit lighting control rheostats.
ment floodlights. Turning the NIGHT DIM-ON-OFF
switch to ON: • Powers the red windshield ice detection lights.
• Dims annunciators, ignition, and landing gear
indicators.

COCKPIT PANEL LIGHTING RHEOSTATS

INSTR DIM: Controls the instrument LED DIM: Controls LED lighting for:
panel lights for the following: clock, AOA, • CB panels
ammeters, voltmeter, audio panels, STBY
N1, PFD/MFD line select keys, autopilot • Left switch panel
mode select panel, display control pan- • Light control panel
els, pressurization controller, cabin differ- • Environmental control panel (tilt panel)
ential pressure gauge, RTU 1 and 2 line
select keys, center pedestal lights, and • Landing gear control panel
the oxygen bottle gauge. • Power quadrant
PFD/MFD/RTUs/CDU: Works indepen- PFD: Works independently of the NIGHT
dently of the NIGHT DIM-ON-OFF switch DIM-ON-OFF switch and dims the copi-
and dims the following: lot’s primary flight display (PFD).
• Pilot’s Primary Flight Display (PFD)
• Multifunction Display (MFD)
• Radio Tuning Units (RTU)
• Control Display Unit (CDU)

COCKPIT OVERHEAD LIGHTING RHEOSTATS

The following rheostats are not connected to the NIGHT
DIM-ON-OFF switch.
Map Lights: Two map/chart lights in the cockpit overhead panel

(right) provide directed lighting for the flight crew. The rheostats are
located on the forward side of the left and right-side arm rests (left).
FLOOD LTS: Controls the two overhead floodlights and a standby

instrument floodlight, which are available for normal or emergency
cockpit lighting.

CABIN LIGHTING
Cabin lighting consists of passenger reading lights, indirect light panel, cabin entry light panel, or individual passenger
light emitting diode (LED) lights, entry lights, and seat belt/ control panels.
no smoking lights. Cabin lighting is controlled by the cabin
Figure 3-2. Cabin Lighting Locations

Figure 3-3. Cabin Lighting Controls/Indications

CABIN LIGHTING SWITCHES

ENTRY LIGHT: Controls the entry lights. A
green LED indicates when the entry lights
are on. A timer automatically turns off the
entry lights after 10 minutes.
CABIN/LIGHTS: The ON/OFF button con- change lighting intensity. Hold button until
trols the LED indirect lighting. LEDs illumi- the desired level of intensity is reached (infi-
nated in green indicate corresponding LED nite dimming, not stepped).
lights are on. The DIM and BRIGHT buttons

Passenger Information Signs: The PASS • SEAT BELT: Sounds an audible chime
SAFETY switch controls passenger informa- and illuminates only the SEAT BELT ON
tion signs in the cabin as follows: sign.
• PASS SAFETY: Sounds an audible chime

and illuminates the SEAT BELT ON sign.
Illuminates all emergency exit lights and
exit signs.
Reading Lights: Directionally adjustable

reading lamps are located above each seat
including the aft vanity seat and controlled
by switches adjacent to the outboard arm
rests.

Figure 3-4. Exterior Lighting Controls

EXTERIOR LIGHTING SWITCHES

NAV: Wingtip lights (red-left, green-right) WING INSP: The wing inspection light
and a white light on the tail. is mounted on the left side of the fuse-
lage forward of the leading edge. When
activated, it illuminates the entire leading
edge of the wing. The light is controlled
by the WING INSP switch on the tilt panel
within the ANTI ICE/DEICE switch section.
ANTI-COLL: High-intensity white pulsat- BEACON: Controls the red flashing bea-
ing strobes mounted on the outboard of con light on top of the vertical stabilizer.
each wingtip.

LANDING/RECOG/TAXI: These lights TAIL FLOOD: On the lower surface of the

are below the fuselage in front of the bot- right and left horizontal stabilizers and
tom fairing are fixed position lights. The illuminate the left and right sides of the
LANDING position produces the highest vertical stabilizer.
intensity and is used for takeoff and land-
ing. The RECOG/TAXI position produces
a lower-intensity light for taxi operations.
An optional Pulselite® switch may be

installed which allows pulsing of the TAXI
and RECOGNITION lights. The switch
must be in the AUTO position with the
landing light switch in the OFF position to
come on automatically with a TA/RA from
the TCAS II system. Refer to the supple-
ment in the Airplane Flight Manual (AFM)
for detailed operating procedures.

BAGGAGE COMPARTMENT LIGHTING AND SWITCHES

Nose Baggage Compartment Light: doors are closed, a microswitch on each
The manual switch for the baggage light baggage door hinge extinguishes the
is an illuminated rocker switch overhead baggage compartment light regardless
in the baggage compartment, adjacent to of rocker switch position.
the light assembly. When both baggage
Aft Baggage Compartment Light: A to the light assembly. When the door is
manual toggle switch on the forward side closed, a microswitch turns the light off
of the access door frame in the aft bag- regardless of switch position.
gage compartment controls DC power

NOTES
Citation CJ2+
4 Master Warning System
Citation CJ2+ 4—Master Warning System
Figure 4-1. CJ2+ Annunciators: SNs 0300–0438, Excluding 0417

Figure 4-2. CJ2+ Annunciators: SNs 0417, 0439 and On

MASTER WARNING/CAUTION BUTTONS

MASTER WARNING buttons: Both buttons flash MASTER CAUTION buttons: Both buttons illumi-
to alert the crew to a warning situation. Three red nate steady to alert the crew to a caution condi-
annunciators and the illumination of the amber tion. All flashing amber annunciators trigger the
L and R GEN OFF annunciators (dual generator MASTER CAUTION buttons. Steady amber an-
failure) trigger these red-flashing buttons. The nunciators do not trigger the buttons.
MASTER WARNING buttons are not triggered by
the ENGINE FIRE light.

TEST SYSTEMS
A rotary TEST knob is located on the left side of the pilot NOTE: When DC power is first enabled, the ANNUN PNL
instrument panel. During rotary test, annunciator lamp integ- FAULT 1 annunciator illuminates for 2 minutes while the mas-
rity and audio warnings are tested and associated system ter warning system performs a self-test. Do not initiate rotary
lights will illuminate. test until this annunciator extinguishes, as doing so may
cause a failure of one or more tests, including the ANNU test.
Figure 4-3. Rotary Test Control

Table 4-1. Rotary Test Indications (1 of 2)
ROTARY KNOB
INDICATION
POSITION
OFF The red light extinguishes and the test system is inoperative. When the rotary TEST knob is not off, the red light
indicates you are in the test modes.
FIRE WARN Both red LH or RH ENG FIRE lights illuminate and an associated aural warning is heard. The voice annunciation “left
engine fire/right engine fire” is heard (voice system only). Avionics power must be on to hear the audio warnings.
LDG GEAR The green LH, RH, NOSE and red UNLOCK lights illuminate. Associated aural warning tone or the voice annunciation
“landing gear” (voice system) is heard. Silence the voice announcement or tone by pressing the HORN SILENCE
button on the LDG GEAR panel if flap position is 15° or less. Avionics power must be on to hear the audio warnings.
BATT TEMP The BATT FAULT annunciator first flashes for >145°F and is followed by the whole light segment ﬂashing for BATT
FAIL to show circuit integrity. The MASTER WARNING lights illuminate, accompanied with associated aural warn-
ing. Avionics power must be on to hear the audio warnings. The BATT FAULT annunciator illuminates for 8 seconds
after it is deselected on the rotary TEST knob.
AOA The stick shaker operates. The angle-of-attack meter needle rotates past the red area. The indexer red chevron
light (optional) flashes on and off.
RUDDER BIAS Selecting the RUDDER BIAS position on the rotary TEST knob interrupts power to the rudder bias control valve
causing the valve to temporarily move to the bypass position. Illumination of the RUDDER BIAS annunciator and
the MASTER CAUTION lights are indication that the valve has moved to the bypass position. Moving the rotary
TEST knob to the next position (or to OFF) reapplies power to the valve causing it to move back to the bias avail-
able position, extinguishing the RUDDER BIAS annunciator.

Table 4-1. Rotary Test Indications (2 of 2)
ROTARY KNOB
INDICATION
POSITION
W/S TEMP The W/S AIR O’HEAT annunciator illuminates if LOW or BLEED HI is selected on the windshield bleed-air switch
and the bleed-air solenoid control valve closes. The MASTER CAUTION light illuminates after a 4-second timer
delay in BLEED HI and LOW positions. Check both BLEED HI and LOW positions.
OVER SPEED The audible overspeed warning signal sounds (a rapid chirping sound.) The avionics power must be on or a headset
worn to hear the audio warnings.
ANTI SKID Selecting the ANTI SKID test position initiates a full dynamic self-test of the digital antiskid system. The ANTI SKID
INOP annunciator flashes approximately 6 seconds and extinguishes.
ANNU The annunciators illuminate by rows, beginning with the top row and proceeding down. The MASTER WARNING
and MASTER CAUTION switchlights flash as the top row illuminates and extinguishes. The MASTER WARNING
and MASTER CAUTION lights cannot be reset during this test. The standby N1 (if installed, SNs 0300 through
0438 only) displays 88.8 for 15 seconds, then 0.0. The mode select panel(s) amber button lights illuminate. GPWS/
TAWS lights are tested. Tilt panel compressor green light illuminates. The autopilot panel amber TURB and AP XFR
button lights illuminate. The radar altimeter (at the bottom of the attitude indicator on the PFDs) displays RA TEST
and a radar altitude of 50 feet. The altimeter scale also indicates 50 feet AGL. If installed, the voice annunciation
system will say the word “test” each time the top row of annunciators illuminates. If all tests are successful, the
voice annunciation “ready” is heard when the rotary test switch is returned to the OFF position.

NOTES
Citation CJ2+
5 Fuel
Citation CJ2+ 5—Fuel
OVERVIEW
• Total capacity is 586 U.S. gallons (approximately 3,960 • Illumination of the FUEL GAUGE annunciator indicates a
pounds). fault has been detected in the respective fuel gauging sys-
tem. Do not shut down DC power (BATT switch to OFF),
• Tank-to-tank transfer rate is approximately 600 pph. after engine shut down, until checking and recording the
• Low fuel pressure light illuminates at a decreasing pres- fuel conditioner BITE lights.
sure of 5 psi and extinguishes at an increasing pressure • The fuel filter is on the engine, downstream of the fuel-
of 7 psi. oil heat exchanger (FOHE), eliminating the need for fuel
• Low fuel level light illuminates at approximately 220 plus anti-ice additives.
or minus 40 pounds of usable fuel remaining in the respec-  NOTE: Av‑gas is not an approved fuel.
tive tank; input is from a float switch.

CHECK
VALVE (TYP)
SCAVENGE
EJECTOR PUMP
FDU
R FUEL FIREWALL
RIGHT BOOST SHUTOFF
PUMP
TRANSFER
VALVE
FUEL LOW
LEFT BOOST L FUEL FIREWALL PRESSURE SWITCH
PUMP FUEL TEMP SHUTOFF
SENSOR
FUEL FILTER
P
START NOZZLE
FDU 9 PPH INCLUDED IN F/F
FADEC-CONTROLLED FDU
FUEL BYPASS
ENGINE-DRIVEN
SUMP PRIMARY FUEL PUMP
EJECTOR PUMP LEGEND
HIGH PRESSURE FUEL
LOW PRESSURE FUEL
Figure 5-1. Fuel System

FUEL SYSTEM CONTROLS

FUEL BOOST NORM—Boost pump automatically activates in
ON—DC boost pumps are continuously energized. the following circumstances:
OFF—DC boost pumps are deenergized and do • Engine starts

not operate. • Transfer
• Low fuel pressure
FUEL TRANSFER: Select the tank that fuel is to To verify fuel transfer is occurring, it is necessary
be transferred to. Selecting fuel transfer initiates to monitor the fuel quantity white tape pointers
the following sequence of events: or digital indicators. Fuel normally transfers to
• DC boost pump on the side supplying fuel the selected tank at approximately 10 ppm or
activates (respective FUEL BOOST illuminates 600 pph. Maximum normal fuel imbalance is 200
steady). pounds. Maximum demonstrated emergency fuel
imbalance is 600 pounds.
• Fuel transfer valve opens. (FUEL TRANSFER
annunciators illuminates when the valve is fully
open.)

REFUELING
Refuel to the bottom of the filler neck or standpipe for
maximum usable fuel for flight planning. Refueling the wing
above the bottom of the standpipe may not allow room for
expansion and may result in fuel spillage through the NACA
vents.
Approved fuels for operation of the CJ2+ are listed in the

limitations section of the Airplane Flight Manual (AFM). Do
not use av‑gas.
Figure 5-2. Fuel Filler Cap

ANNUNCIATORS
FUEL LOW PRESS L-R: Advises that fuel pressure FUEL BOOST ON L-R: Indicates that the respective
is below normal limits in the left or right engine fuel fuel boost pump is energized either automatically
supply lines. The annunciator illuminates through or turned on manually.
approximately 5 psi falling and extinguishes through
approximately 7 psi rising.
FUEL TRANSFER: Indicates that the fuel trans- FUEL LOW LEVEL L-R: Advises that fuel quantity is
fer valve is open for fuel transfer operation. The below 220 ±40 pounds in either tank. The MASTER
supplying tank fuel boost pump annunciator also CAUTION lights illuminate after a 4-second delay
illuminates. to avoid nuisance trips in rough air.
FUEL FLTR BYPASS L-R: Indicates fuel filter by- FUEL GAUGE L-R: Indicates that a fault has been
pass is impending (at 5 psid) or actual bypass is detected in the respective fuel gauging system.
occurring (at 10 psid).

NOTES
Citation CJ2+
6 Auxiliary Power System
Citation CJ2+ 6—Auxiliary Power System
The information normally contained in this chapter

is not applicable to this particular aircraft.

Citation CJ2+
7 Powerplant
Citation CJ2+ 7—Powerplant
WILLIAMS INTERNATIONAL FJ44-3A-24

• 2,400 pounds of thrust at sea level (72°F/22°C) • FADEC-controlled
• Medium bypass ratio • 4,000-hr. TBO
• Twin spool configuration
HP COMPRESSOR N2 BLEED AIR IGNITOR FIRST LP TURBINE
FAN STATOR
FAN FUEL
SECOND LP TURBINE
3-STAGE LP FUEL
COMPRESSOR SLINGER HP TURBINE
ACCESSORY
GEAR BOX
Figure 7-1. Williams International FJ44-3A-24

Revision 0.01 For Training Purposes Only 7-1
Figure 7-2. Powerplant Controls

ENGINE CONTROL
Each engine is equipped with a Full Authority Digital Engine FADEC provides automatic control via the fuel delivery unit
Control (FADEC) unit. The FADEC has two channels (A and (FDU) of engine power settings, transient control, and fuel
B) and both have the ability to control the engine. Channel delivery during starts.
switchover occurs at engine shutdown in preparation for the
The throttle quadrant has takeoff (TO), maximum continuous
next engine start.
thrust (MCT), and cruise (CRU) detents. It also has variable
FADEC controls ignition but does not control the engine settings between CRU and IDLE.
starter:
After engine start, the permanent magnetic alternator (inte-
• One igniter is used for ground start. gral to the FDU) is the primary power source for the FADEC,
and airplane power is secondary (standby). If a complete loss
• Both igniters are used with weight-off-wheels. of airframe electrical power occurs, the FADEC(s) maintains
engine operation.
FADEC CH B: The two channels can be manually switched by the flight crew. Either channel can be
automatically switched in the event of a channel failure.
FADEC RESET: Attempts to reset the respective FADEC channel.

ENGINE CONTROL SWITCHES/INDICATIONS

ENGINE START L/R: Engines are started by DISENGAGE: Pressing this button removes the
pressing the respective START button causing start logic PCB ground and causes the start
illumination of the button. Pressing the L or R relay to open.
button on the ENGINE START subpanel pro-
vides a ground to the start logic printed circuit
board that sends a start command to the GCU.
GROUND IDLE: Used to command the FADEC • Ground idle—Approximately 51% N2 or slight-
to select HIGH (flight idle) for touch-and-go ly higher.
landings or if a malfunction occurs in flight; oth- • Flight idle—Approximately 60% N2 or slightly
erwise it is left in NORMAL. higher.
Depending on conditions, there are three pos- • Anti-ice idle—Approximately 70% N2 or slight-
sible idle speeds: ly higher.
ENGINE SYNC: Selecting ON when the engines nates. After takeoff, when the pilot so desires,
are within the capture band results in fan or tur- the system may be turned on. The slave engine
bine synchronization, depending on throttle lever FADEC receives the fan or turbine speed request-
angle position. ed from the master engine FADEC and sched-
ules fuel flow to achieve the desired (requested)
When the ENGINE SYNC switch is in the ON
engine rotational speed.
position, an amber ENGINE SYNC light illumi-

IGNITION
The Citation CJ2+ incorporates a dual high-energy ignition The ignition system provides the spark to ignite the air-fuel
system on each engine, consisting of two side-by-side excit- mixture inside the combustion chamber.
er boxes at the one o’clock position. Each system includes • During engine starts on the ground, only one igniter is used.
a capacitive-discharge, single-output ignition exciter firing
through an igniter lead to an igniter plug. Ignition operation • During an airborne start or during an engine rollback, two
is divided into automatic (NORM) or manual operation (ON). igniters are used.
IGNITION Switches
• NORM—Automatic ignition occurs during engine start and as determined by the FADEC.
• ON—Provides continuous ignition regardless of the position of the throttle. It is not necessary
to select ignition to ON during takeoff or when in hail, rain, or runway slush.
A green light near each IGNITION switch illuminates whenever power is supplied to one or both
exciters. These lights do not indicate the associated exciter or plugs are firing.

ENGINE INDICATING SYSTEM (EIS)

On the EIS, colors indicate the status of systems:
• Green: Indicates within normal limits.
• Amber: Indicates transient limits above or below normal

limits, typically limited by time. Amber indicates a possible
need for future corrective action.
• Red: Indicates red-line limits and a need for immediate

corrective action. Figure 7-3. Collins Multifunction Display EIS
The data sources for N1, N2, and ITT are the FADECs. The
left engine FADEC active channel (A or B) supplies data for • N1—Vertical analog scales, moving pointers, digital read-
the left engine indications, while the right engine FADEC outs, and reference bugs.
active channel supplies data for the right engine indica- • ITT—Vertical analog scales and moving pointers.
tions. For redundancy, if an active channel fails, the affected
FADEC automatically switches over to the opposite channel. • IGN—Legend appears on the top left or right side of the
ITT scale to indicate the left or right engine ignition system
The EIS display format on the MFD is normally a full-time provides power to the exciter boxes.
expanded display. The display consists of:
• N2—Boxed digital readouts.

OIL
The engine oil system provides lubrication, cooling, and
cleaning of all engine bearings and gears.
• Maximum consumption is 0.023 gph or approximately

0.1 quart per hour.
• Mobil Jet II and Mobil 254 are the only approved oils. Mix-
ing of approved oils is permissible.
• Do not run the engine above 80% N2 until oil temperature Figure 7-4. Oil System Indications
is above 10°C (50°F).
Oil System Indications
• OIL PSI—Consists of full-time analog scales, moving

pointers, and part-time digital readouts.
• OIL °C—Consists of full-time analog scales, moving point-

ers, and part-time digital readouts.

INTEGRAL OIL
RESERVOIR
1 2 3 4 5 LEGEND
COOL SUPPLY OIL
HEATED RETURN OIL
OIL PUMP TO ACCESSORY

GEAR BOX
RELIEF
VALVE SCAVENGE
PUMP
OIL TO
ACCESSORY
GEAR BOX
SCAVENGE ACCESSORY
PUMP GEAR BOX
OIL
FILTER 12–18-PSI
BYPASS
OIL COOLER
FUEL IN FUEL OUT 25-PSI

SPRING TRANSDUCER TEMP
SENSOR
NOTE:
TOTAL OIL—4 US QTS
RESERVOIR—2.5 QTS
Figure 7-5. Engine Oil System

FUEL
The main components of the engine fuel system are:
Fuel Delivery Unit

The FADEC-controlled engine-driven fuel delivery unit (FDU)
includes the main engine fuel pump, main engine fuel filter,
metering components, and permanent magnet alternator
(PMA).
Fuel Filter Bypass Figure 7-6. Fuel System Indications
If the fuel filter is obstructed or its flow is restricted, the fuel Fuel System Indications
filter bypass permits fuel to continue flowing to the engine,
bypassing the filter. • FUEL °C—Digital readout of temperature in each wing
tank.
Emergency Fuel Shutoff • FUEL PPH—Digital readout of fuel flow for each engine.
An N1 shaft separation detection device detects N1 shaft • FUEL QTY LBS—Consists of vertical analog scales, mov-
movement. If the N1 shaft moves aft, the FDU fuel shutoff ing pointers, and a digital readout for each tank.
lever is automatically closed, terminating fuel flow.

FUEL COMBUSTION
SLINGER CHAMBER
THROTTLE
OIL
IN FUEL/OIL START NOZZLE
HEAT EXCHANGER DUAL- APPROXIMATELY
(OIL COOLER) CHANNEL A B 10 PPH INCLUDED IN
FADEC INDICATED
FUEL FLOW
FUEL
MANIFOLD
LEGEND
OIL
HIGH-PRESSURE FUEL OUT FUEL
FILTER
LOW-PRESSURE FUEL
FROM WING
P
FUEL TANKS FUEL FUEL FLOW
FILTER FUEL METER
CENTRIFUGAL METERING
ENGINE-DRIVEN AND CONTROL
FUEL PUMP HIGH-PRESSURE FUNCTIONS
ENGINE-DRIVEN
FUEL PUMP HIGH PRESSURE FUEL
MOTIVE FLOW
TO AIRCRAFT
FDU
Figure 7-7. Engine Fuel System

ANNUNCIATORS
OIL PRESS WARN L-R: Advises that oil pressure is ENG CTRL SYS FAULT L-R: Illuminates to indicate
below 25 psi in the respective engine. Illumination the respective FADEC channel has detected a con-
of either annunciator triggers the MASTER WARN- trol system fault.
ING lights flashing. The optional voice annunciation
advises “left engine oil pressure” or “right engine
oil pressure.”
GROUND IDLE: On the ground, annunciator illu-

minates with NORMAL selected on the GND IDLE
switch. In flight, it means the engines may spool
down to ground idle speed if throttles are reduced
to the IDLE stop.

NOTES
Citation CJ2+
8 Fire Protection
Citation CJ2+ 8—Fire Protection
OVERVIEW LEGEND
P PRESSURE SWITCH
ELECTRICAL WIRING
The CJ2+ aircraft is equipped with engine fire-detection RIGHT SIDE
EXTINGUISHANT
and fire-extinguishing systems as standard equipment. The LEFT SIDE
detection system consists of two separate detection circuits EXTINGUISHANT
(one for each engine), which provide visual and aural warn-
CONTROL BOX
ings. The fire-extinguishing system consists of two fire bot-
tles that are activated from the cockpit. The two fire bottles
are interconnected so both bottles may be used for either
engine. A hand-held fire extinguisher provides fire protec- P P
tion inside the aircraft.
BOTTLE 2
FIRE DETECTION BOTTLE 1
Each engine fire sensor is a flexible stainless steel tube con- GAUGE
taining a fixed volume of inert gas (helium), with a pressure

FUSIBLE PLUG
detector at the end. An increase in temperature on any part
of the tube increases the pressure of the gas inside the tube.
When a fire or overheat condition causes the gas pressure in FIRE DETECTION
LOOP HELIUM-FILLED
the tube to increase sufficiently to close the sensor switch, TUBE
an electrical signal is sent to the LH or RH ENG FIRE light

Figure 8-1. Engine Fire System
assembly in the cockpit, illuminating the red LH or RH ENG
FIRE light.
FIRE PROTECTION
An engine fire or overheat condition is indicated by illumina- Depressing either illuminated BOTTLE ARMED button fires
tion of the applicable ENG FIRE button on the glareshield. the explosive cartridge on the selected bottle, releasing its
Depressing the illuminated ENG FIRE button causes both contents into the engine nacelle. The BOTTLE ARMED but-
white BOTTLE ARMED buttons to illuminate, arming the cir- ton extinguishes.
cuits to the bottles for operation. In addition, the generator
field relay opens and provides a ground to power the fuel Depressing the ENG FIRE button a second time opens the
and hydraulic firewall shutoff valves closed. fuel and hydraulic firewall shutoff valves, and disarms the
extinguishing system.
Figure 8-2. Fire System Controls

ANNUNCIATOR
F/W SHUTOFF L-R: Indicates the respective fuel
and hydraulic firewall valves are both fully closed.
The valves can be reopened by depressing the re-
spective ENG FIRE light a second time.

NOTES
Citation CJ2+
9 Pneumatics
Citation CJ2+ 9—Pneumatics
OVERVIEW
The pneumatic system uses engine compressor bleed air Safety devices prevent excessive pressure. A control knob
and pylon inlet ram air. Inlet air provides fresh air for venti- and annunciators are in the cockpit. Single-engine opera-
lation and provides cooling air to regulate engine bleed-air tion can maintain all required system functions.
temperature. Bleed air is extracted from both engines and
distributed to the: An independent emergency pneumatic system using pres-
surized nitrogen in a bottle provides for emergency landing
• Anti-ice and deice systems gear extension and emergency braking.
• Cabin pressurized air system
• Service air system
• Rudder bias system

AIR SOURCE SELECT KNOB

CABIN HEAT, WINDSHIELD BLEED AIR
PRESSURIZATION,
AND FRESH AIR
TO CABIN
LEFT RIGHT
157°C (315°F) MAX
TO TO
WING R WING WING
L WING ANTI-ICE
ANTI-ICE SHUTOFF
EMERGENCY VALVE
SHUTOFF PRESSURIZATION
VALVE VALVE 6 PPM
PYLON INLET
T
(HEATED WHEN WINDSHIELD
WINDSHIELD PYLON INLET
WING ANTI-ICE ON)
CABIN HEAT T CABIN
ANTICIPATOR
MODULATING
ANTI-ICE HEAT (HEATED WHEN
VALVE FAN AIR
EXCHANGER TEMP SENSOR EXCHANGER WING ANTI-ICE ON)
MODULATING
FAN AIR VALVE
MODULATING EXHAUST
VALVE INTO
T TAIL CONE T
RAM AIR
L ENGINE EXHAUST MODULATING R ENGINE
ANTI-ICE OVERBOARD VALVE ANTI-ICE
VALVE VALVE
WINDSHIELD ANTI-ICE R PR
L PR CONTROL VALVE
SOV SOV
L R
TCPRV T FCV T TCPRV
FCV
REG 4 4 REG
475° 475°
8 8
PYLON PYLON
PRECOOLER 293°C (560°F) MAX 293°C (560°F) MAX PRECOOLER
PRSOV - PRESSURE REGULATING AND SHUTOFF

23 PSI SERVICE AIR CONTROL VALVE—16 PSI, FAILSAFE OPEN
FCV - FLOW CONTROL VALVE—4 OR 8 PPM
(POUNDS PER MINUTE), FAILSAFE TO
SERVICE AIR 4 PPM POSITION
REGULATOR TCPRV - TEMPERATURE-CONTROLLED
PRECOOLER PRESSURE REGULATING VALVE
EXHAUST PRECOOLER
EXHAUST
Figure 9-1. Pneumatic System Diagram

23-PSI SERVICE AIR

PNEUMATIC TEMPERATURE
WINDSHIELD PROBE REGULATOR
ANTI-ICE SYSTEM
WING ANTI-ICE 23-PSI

PYLON INLET (450 TO 500°F) SERVICE AIR
ENGINE ANTI-ICE CONTROL

LINE
FAN AIR
ENGINE PYLON MODULATING
VALVE PRECOOLER
900°F
ENGINE CORE AIR
COOLER EXHAUST
BYPASS (HEAT
DUCT EXTRACTED)
AIR
PNEUMATIC
ACTUATOR REGULATED
SERVICE AIR
Figure 9-2. Precooler Intake and Exhaust

SERVICE AIR
The service air system regulator supplies 23-psi air for the
following:
• Actuation of valves and control devices for precooler,

pressurization, and air conditioning systems
• Hydraulic reservoir
• Inflatable cabin door seal
• Horizontal tail deice boots

PRECOOLER
FAN AIR
VALVE
OVERBOARD
PRECOOLER
TEMP SENSOR
CABIN OVERBOARD
DIVERTER
ACTUATOR
HYDRAULIC T/C
RESERVOIR
SERVICE AIR
FWD AFT TEST PORT
FLOOD DOOR FLOOD DOOR TO
ACTUATOR ACTUATOR T/C
W/S
A/I
SERVICE AIR TAIL
OUTFLOW PRESSURE DEICE
VALVES REGULATOR CONTROL
VALVE
VALVE
ASSEMBLY
PRECOOLER
TEMP SENSOR
PRIMARY OVERBOARD
DOOR SEAL
LEGEND
PRECOOLER 23 PSI SERVICE AIR
FAN AIR
VALVE
Figure 9-3. Service Air System

ANNUNCIATORS
DOOR SEAL: Indicates a partial or complete loss
of 23-psi service air pressure to the primary cabin
door seal. The annunciator indicates door seal pres-
sure is less than 8.5 psi.

NOTES
Citation CJ2+
10 Ice & Rain Protection
Citation CJ2+ 10—Ice & Rain Protection
OVERVIEW
The CJ2+ aircraft has anti-icing, deicing, and rain protec- for anti-ice. The tail deice system uses pneumatic boots
tion systems. Anti-ice protection systems exist for the wing, on the horizontal stabilizers. Bleed air and mechanical rain
engine components, windshield, pitot tubes and static ports, doors assist windshield rain removal, and a nosewheel chine
angle-of-attack vane, and pylon ram-air inlets. Hot engine provides additional protection.
bleed air, electric heating elements, and/or alcohol are used
The windshield ice-detection lights on the glareshield alert the pilot that ice is accu-
mulating on the windshield. Ice formation on the pilot and copilot windshields causes
a red halo reflection of the glareshield ice-detector lights at night.
The wing inspection light is a fixed-position light forward of the wing leading edge
on the left side of the fuselage.

Figure 10-1. Anti-Ice/Deice Controls

WINDSHIELD BLEED AIR: When the WIND-  NOTE: The airplane is normally flown with
SHIELD-BLEED HI-LOW switch is set to HI the manual valves closed; they are opened
or LOW, the manual WINDSHIELD BLEED only when bleed air to the windshields is
AIR knobs mechanically control left and desired. This procedure protects the wind-
right windshield bleed-air valves, individu- shields from possible hot bleed-air damage
ally varying the volume of bleed air. in the event of an electrical power failure
The knobs are continuously variable from deenergizing (and opening) the windshield
OFF to MAX. Rotate either knob clockwise bleed-air shutoff valve.
toward MAX to open and counterclockwise
to OFF to close.
RAIN DOORS: The rain removal system shield bleed air is already flowing out of the
includes rain doors that the pilot can open nozzles. To increase airflow to the wind-
or close to provide deflected airflow over shield during periods of low-power settings
each windshield. To operate, pull up the (e.g. during landing flare), rotate the copilot
PULL RAIN handle (located under the WIND- WINDSHIELD-BLEED AIR-RIGHT knob to
SHIELD BLEED AIR knobs), rotate the WIND- OFF. This diverts all available bleed air to
SHIELD BLEED AIR knobs to MAX, and the pilot’s windshield. In addition, the use of
position the WINDSHIELD-BLEED HI-LOW an approved rain repellent agent applied to
switch to LOW. Rain door opening is increas- the windshield before flight greatly enhances
ingly difficult at higher speeds and if wind- the effectiveness of the rain removal system.

PITOT-STATIC HEAT
To prevent ice accumulation on the aircraft pitot tubes, static • Two-minute limit on ground operation to preclude dam-
ports, and angle-of-attack vane, electric heaters are used. age to the pitot-static heaters and angle-of-attack vane.
Power to operate the right pitot-static system is from the  WARNING: If the pitot tube(s) and/or static port(s) become
emergency bus. The left pitot-static system is powered from restricted or blocked from ice formation, flight instruments
the normal DC bus. The angle-of-attack vane heater is pow- and other pitot-static supported systems become unreliable
ered from the normal DC bus. or fail completely.
PITOT & STATIC: Turning the switch on provides  CAUTION: Remove the pitot tube cover(s) prior
heat to the following: to energizing the anti-ice system.
• Two pitot tubes (L and R)
• Four static ports (L and R)
• Angle-of-attack vane

WINDSHIELD ANTI-ICE
Engine bleed air is discharged through nozzles in front of the • Windshield bleed air anti-ice
windshield for anti-ice protection of the windshield. Alcohol • Windshield alcohol anti-ice
is available for temporarily anti-icing the left windshield in
the event that bleed air is unavailable. Bleed air is the primary windshield anti-ice system and pro-
tects both windshields. The alcohol system is a short-term
Windshield anti-icing uses two independent systems: backup system and only protects the pilot windshield.
WINDSHIELD BLEED: Electrically controls • HI if the indicated RAT is –18°C (0°F) or

the windshield bleed air solenoid shutoff below.
valve. WINDSHIELD ALCOHOL: Used as a back-
• LOW if the indicated RAT on the MFD is up to provide 10 minutes of continuous alco-
warmer than –18°C (0°F). hol anti-icing for the pilot windshield only.
WINDSHIELD BLEED AIR knobs: When The knobs are continuously variable from
the WINDSHIELD-BLEED HI-LOW switch is OFF to MAX. Rotate either knob clockwise
set to HI or LOW, the manual WINDSHIELD toward MAX to open and counterclockwise
BLEED AIR knobs mechanically control left to OFF to close.
and right windshield bleed-air valves, indi-
vidually varying the volume of bleed air going
to the left and right windshields.

LEFT NOZZLE LEFT RIGHT RIGHT NOZZLE
OFF MAX OFF MAX

EMERGENCY
LEGEND PRESSURE VALVE
(FAILSAFE CLOSED)
PRECOOLED BLEED AIR
NOSE
RAM AIR TEMPERATURE TEMPERATURE
SENSOR SWITCH
WARM AIR
149°C (300°F)
TAIL
TEMPERATURE PRESSURE
SENSOR SWITCH
AIR
TEMP
CONTR
HI 138°C=280°F 5 PSI
LOW 127°C=260°F RAM-AIR
HEAT CONTROL VALVE
HEAT PYLON RAM
EXTRACTED, AIR IN
DUCTED EXCH
OVERBOARD
W/S BLEED-AIR
SOLENOID SHUTOFF
VALVE (FAILS OPEN)
L R
BLEED AIR SUPPLY
Figure 10-2. Windshield Anti-Ice System

ENGINE ANTI-ICE WING ANTI-ICE

The engine fan, stators, and spinner are deiced aerodynami- The wing anti-ice system prevents the buildup of ice on the
cally. Ice builds on the spinner and sheds due to centrifugal wings (and pylon ram-air inlets). Hot engine bleed air from
and aerodynamic forces. Minor acoustical vibrations may the pylon precooler routes through left and right wing anti-ice
be evident at some power settings as this ice builds and shutoff valves, through two ducts in the fuselage wing fairing,
sheds. Hot engine bleed air provides engine inlet anti-icing. to the wing leading edges. Cool ambient air travels through
This hot bleed air comes from the engine compressor sec- a passageway between the heated wing leading edge and
tion through a solenoid valve to the hollow leading edge of the fuel cell to provide a cool air barrier between the two.
the engine inlet on the front of the engine nacelle.
WING/ENG L/R: Deenergizes both wing WING XFLOW: This position is used under
and engine anti-ice shutoff valves open, the following circumstances:
which allows hot engine bleed air to anti- • Anti-ice the inoperative engine wing.
ice the engine inlets and wing leading edge.
• Heat a wing if the operating engine wing
ENG ON: Deenergizes both engine anti- anti-ice valve has failed closed.
ice shutoff valves open, which allows hot • Reduce an overtemperature in non-icing
engine bleed air to anti-ice the engine inlets flight conditions with the switches off.
and generator cooling air inlets. Bleed air
flows to these systems, when selected,
regardless of engine power setting.

R ENGINE
HEAT VALVE
BLEED AIR
PYLON PRE-COOLERS
R WING
HEAT VALVE
23 PSI
REGULATOR
CROSSFLOW
VALVE
EJECTOR
VALVE
L WING
WINDSHIELD HEAT VALVE
FLOW VALVES WINDSHIELD
HEAT VALVE
PURGE WINDSHIELD
PASSAGE L ENGINE HEAT EXCHANGER
HEAT VALVE
LEGEND
WING ANTI-ICE AND
23 PSI SERVICE AIR
HOT BLEED AIR
WINDSHIELD ANTI-ICE
Figure 10-3. Wing/Engine Anti-Ice System—Both Engines Operating

Table 10-1. WING/ENG ANTI-ICE Light Operation
ON GROUND (After Heated and Lights Go Out)

GROUND EVENT CAUTION LIGHTS during the 1st CAUTION LIGHTS during the 2nd CAUTION LIGHTS during
minute minute the 3rd minute and beyond
UNDERTEMP No lights ENG ANTI-ICE steady lights and ENG ANTI-ICE flashing
no MASTER CAUTION Lights lights and steady MASTER
CAUTION lights
OVERTEMP WING ANTI-ICE lights immediately WING ANTI-ICE lights flashing/

on steady and no MASTER cycling and MASTER CAUTION
CAUTION lights 1-minute limit lights on steady (wing may already Same
be damaged)
IN FLIGHT (APPROXIMATELY 80% N2 MINIMUM) FLOW OF AIR

FLIGHT EVENT CAUTION lights during the 1st CAUTION LIGHTS during the 2nd CAUTION lights during the
minute minute 3rd minute and beyond
UNDERTEMP No lights, pilot corrects, avoids WING or ENG ANTI-ICE steady WING or ENG ANTI-ICE
lights lights and no MASTER CAUTION flashing lights and steady
lights MASTER CAUTION lights
OVERTEMP (all WING ANTI-ICE lights WING ANTI-ICE LIGHTS

WING/ENG ANTI-ICE immediately on steady and no flashing/cycling and MASTER
switch positions) MASTER CAUTION lights CAUTION lights on steady Same
NOTE: THE MASTER CAUTION LIGHTS AND THE TIMERS ARE ACTIVATED AFTER WARMUP WHEN THE WING AND ENG ANTI-ICE LIGHTS EXTINGUISH.

TAIL DEICE SYSTEM

Inflatable boots controlled by the TAIL AUTO-OFF-MANUAL crossover bus through the TAIL DEICE circuit breaker on the
switch on the pilot instrument panel provide deicing of the left CB panel provides electrical power.
horizontal stabilizer leading edges.
Icing conditions must be avoided if the system is inopera-
Bleed air routes through the service air system to the tail tive due to losing power.
deice system when the engines are operating. A timer con-
trols automatic sequencing of boot operation. The right Do not activate the boots if the indicated RAT is below –35°C.
Permanent boot damage could result.
AUTO: Energizes a system timer initiating the infla- • At the completion of the last cycle, both control
tion cycle. valves remain deenergized for 3 minutes from
• During the first 6 seconds, the left horizontal sta- initiation of the cycle, and then repeat the cycle.
bilizer boot control valve energizes closed for MANUAL: Overrides AUTO and inflates the boots as
inflation. After 6 seconds, the control valve deen- long as the switch is held in that position.
ergizes open to create vacuum to return the left
boot to its deflated position. OFF: Both horizontal stabilizer boot control valves
• During the middle 6-second time period, both use suction from ejectors to hold the boots flat
control valves remain deenergized open. against the leading edge.
• During the last 6 seconds, the right control valve

closes, which inflates the right horizontal boot.

NOTE:
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
VACUUM AIR
SERVICE BLEED AIR
16-PSI
PRESSURE
SWITCH
PS PS
ANNUNCIATOR ACTIVATED BY PRESSURE
Figure 10-4. Tail Deice System

ANNUNCIATORS
ENG ANTI-ICE L-R: Indicates engine inlet tem- ENG T2 HTR FAIL L-R: Illuminates when the WING/
perature is below safe level for satisfactory ice ENG anti-ice switch is selected ENG ON and the T2
protection if the engine anti-ice system is on. The heater has failed. The annunciator also illuminates
annunciator illuminates steady if inlet temperature is if the WING/ENG ANTI-ICE switch is selected OFF
below 10°C (50°F) after 1 minute. If undertempera- and the T2 heater is drawing power.
ture exists after 2 minutes, the annunciator flashes
and triggers the MASTER CAUTION lights.
P/S HTR OFF L-R: Advises that the PITOT & STAT- W/S AIR O’HEAT: Advises that bleed air to the
IC switch is off or, if the switch is on, that power windshield exceeds safe temperature limits of 149°C
has been lost to the respective pitot tube heater or (300°F) with the WINDSHIELD ANTI-ICE switch in
static port heater. BLEED HI or LOW. With the switch in the OFF po-
sition, it indicates the shutoff valve has failed open
or is leaking bleed air, allowing line pressure to ex-
ceed 5 psi.
AOA HTR FAIL: Advises that the heating element
in the angle-of-attack probe is inoperative or the
PITOT & STATIC switch is off.

WING ANTI-ICE L-R: Indicates wing leading edge TAIL DEICE FAIL: Illuminates if the inflatable rub-
is undertemperature or overtemperature. There is ber deice boots (used to remove ice from the tail
a 1-minute delay for the annunciator to illuminate surface) are selected ON or AUTO (and in the op-
steady for undertemperature. If still undertempera- erating cycle of the 6-second timer), and either the
ture after 2 minutes, the annunciator flashes and the left or right tail deice valves are not energized prop-
MASTER CAUTION illuminates steady. In the event erly at the correct times. If the TAIL DEICE circuit
of a wing overtemperature, there is no delay before breaker is pulled, the tail deice system does not
the WING ANTI-ICE light illuminates. operate, but there is no indication from the TAIL
DEICE FAIL annunciator or the white TAIL DEICE
PRESS annunciator.
TAIL DEICE PRESS L-R: Indicates proper boot in-

flation pressure (greater than 16 psi): L illuminates
for 6 seconds, then extinguishes for 6 seconds;
then R illuminates for 6 seconds, then extinguishes
for a balance of 3 minutes and cycles again while
the TAIL DE-ICE switch is set to AUTO. In MANUAL,
both annunciators illuminate steady. Engines must
be above approximately 75% N2 for the tail deice
system to work properly.

NOTES
Citation CJ2+
11 Air Conditioning
Citation CJ2+ 11—Air Conditioning
OVERVIEW
The air conditioning system uses engine bleed air to: An automatic TEMPERATURE SELECT knob or a MANUAL-
HOT-COLD switch controls cabin temperature.
• Heat and cool the cabin.
• Pressurize the cabin. The temperature control system includes:
• Defog the cabin and cockpit windows. • Cabin temperature sensor

• Cabin temperature controller
Hot bleed air is routed from each engine and cooled by
precoolers in the pylons. It is then pneumatically controlled, • Duct temperature anticipator
manifolded to and further cooled in the main cabin heat • Air duct overheat switch
exchanger by pylon ram air, and routed to the cabin. If fur- • TEMPERATURE SELECT-MANUAL switch
ther cooling is necessary, two vapor-cycle evaporator units
in the cabin are plumbed to a compressor and condenser • TEMPERATURE SELECT-AUTO knob
in the tailcone.

WINDSHIELD BLEED AIR
LEFT RIGHT AIR SOURCE SELECTOR
CABIN HEAT,
PRESSURIZATION,
CABIN
AND FRESH AIR
EMERGENCY
PRESSURIZATION
EMERGENCY
PRESSURIZATION
VALVE 6 PPM
AFT PRESSURE BULKHEAD
157°C (315°F) MAX
RAM AIR
MODULATING MUFFLER
WING XFLOW
VALVE VALVE
T
L WING ANTI-ICE WINDSHIELD CABIN
SHUTOFF VALVE MODULATING ANTI-ICE HEAT
VALVE HEAT EXCHANGER EXCHANGER BLEED AIR HEATED
BLEED-AIR HEATED
R WING PYLON RAM SCOOP
PYLON RAM SCOOP WHEN WING ANTI-ICE ON
ANTI-ICE
WHEN WING ANTI-ICE ON
SHUTOFF
T VALVE T
HEAT VENT
FAN
FAN BYPASS
L ENG BYPASS R ENG
AIR
AIR ANTI-ICE
ANTI-ICE
SHUTOFF
SHUTOFF 23 PSI WINDSHIELD PR 23 PSI
PR VALVE
VALVE ANTI-ICE SOV
SOV
FCV CONTROL FCV
VALVE
REG 4 4 REG
T 475°F 8 8
475°F T
293°C (560°F) MAX 293°C (560°F) MAX
PRSOV—16 PSI PRESSURE

23-PSI SERVICE AIR REG. REGULATING AND SHUTOFF
VALVE; FAILSAFES OPEN
PYLON FCV—FLOW CONTROL VALVE PYLON
REGULATES AT 4 OR 8 PPM; PRECOOLER
PRECOOLER FAILSAFE TO 4 PPM
LEGEND
ENGINE BLEED AIR SERVICE AIR
PRECOOLED BLEED AIR CABIN AIR (NORMAL)
RAM AIR WINDSHIELD ANTI-ICE BLEED AIR/

EMERGENCY PRESSURIZATION
WING AND PYLON INLET
ANTI-ICE BLEED AIR
Figure 11-1. Air Supply to Cabin

COCKPIT/ MAIN CABIN

EMER DUCT HEAT EXCHANGER
DEFOG FAN
FRESH
AIR FAN
WING ANTI-ICE DUCT
LEGEND
WINDSHIELD BLEED-AIR ARMREST DUCT
SERVICE AIR FLOOR DUCT TEMP

SENSOR
CABIN AIR WINDSHIELD
SERVICE BLEED-AIR BLEED-AIR DUCT MUFFLER
RAM AIR
PRECOOLER BLEED-AIR MODU-
FLOOR DUCT LATING
23 PSI
REGULATED AIR
VALVE
CHECK VALVES
ARMREST DUCT
SHUTOFF VALVES WING ANTI-ICE DUCT
TEMP SENSOR
FWD PRESSURE EMERGENCY TO DOOR TEMP SENSOR
BULKHEAD PRESSURIZATION SEAL WINDSHIELD ANTI-ICE
VALVE HEAT EXCHANGER
Figure 11-2. Cabin/Cockpit Distribution

VAPOR CYCLE AIR CONDITIONING

The air-conditioning system provides conditioned air to both hump cover. The aft evaporator connects to the overhead
cockpit and cabin areas. The vapor-cycle system functions cabin WEMAC distribution system as well as a flood-cooling
in conjunction with temperature-controlled bleed air. outlet near the upper rear bulkhead. Air is routed across the
evaporator coils with electrically powered blowers to lose
Compressor heat and be cooled.
The compressor is behind the aft baggage compartment Flood Cooling Vent
J-box. The compressor compresses the warm low-pressure
refrigerant gas into a hot, high-pressure gas. The flood-cooling vent assembly is behind the interior panel
near the top of the aft pressure bulkhead. The flood door is
Evaporators spring-loaded to the flood position in the absence of 23-psi
service air pressure (i.e., no engine running). The flood-
There are two evaporators in the vapor-cycle system (Figure cooling door closes if the AFT fan switch is in the LOW or
11-3). The forward evaporator is on the left side, forward of HI position when the service air system is pressurized (any
the cabin entry door. The rear evaporator is on the cabin engine operating) and the air flows to the overhead cabin
side at the bottom of the aft pressure bulkhead under the WEMACs.

RECEIVER/DRYER
CONDENSOR
MODULE
DEFOG FAN
AFT PRESSURE
BULKHEAD
FLOOR CABIN WEMACS

GRILL
DEFLECTOR AFT EVAPORATOR

VALVE FAN UNIT
FWD
EVAPORATOR (BLOWS COOL,
FAN UNIT MOISTURE-FREE VAPOR
LEGEND AIR TO THE CYCLE
AIR FLOOD VENT COMPRESSOR
OR THE
HOT AIR WEMACS)
RECEIVER/DRYER
CONDENSOR
MODULE
Figure 11-3. Vapor Cycle Air Conditioning System

Figure 11-4. Air Conditioning Controls

AIR SOURCE SELECT

OFF: Energizes the left and right pressure gizes the windshield anti-ice shutoff valve
regulating shutoff valves (PRSOVs) and the closed. The EMER valve deenergizes closed.
windshield bleed-air shutoff valve closed. The Check valves prevent bleed-air flow to any
EMER valve deenergizes closed. Bleed air is inoperative engine.
still available to the service air system, but
no bleed air enters the pressure vessel from L or R: Bleed air from the selected engine is
the engines. used for cabin pressurization. The PRSOV on
the selected engine remains open, while the
FRESH AIR: Does not pressurize the airplane PRSOV on the nonselected engine closes.
and is intended for ground and unpressur-
ized low-altitude operation only. The left and EMER: Provides an alternate source of bleed
right PRSOVs and windshield bleed-air shut- air from one or both engines to continue pres-
off valve energize closed. The EMER valve surization if the normal source fails. It is not
deenergizes closed. The source of air enter- intended for normal operation. The windshield
ing the cabin is pylon ram-air from inlets on anti-ice valve deenergizes OPEN and the emer-
the leading edge of the pylons. An axial fan gency valve energizes OPEN. The left and right
boosts airflow. PRSOVs energize closed.
BOTH: Deenergizes the left and right PRSOVs

and flow control valves (FCVs) open and ener-

AIR CONDITIONING SWITCHES

TEMPERATURE SELECT: Rotating knob into Turning the temperature selector to the MANU-
the AUTO range allows the temperature con- AL position enables the MANUAL-HOT-COLD
troller to control cabin temperature. The cabin switch for control of the cabin temperature.
temperature sensor is in the aft fan evaporator The manual switch takes approximately 15
inlet at the lower rear pressure bulkhead. The seconds to motorize the ram-air modulat-
automatic temperature range is approximate- ing valve from one extreme to the other. The
ly 18°C to 29°C (65°F to 85°F). Best results manual switch does not select temperature;
are obtained with a constant setting at the it only positions the ram-air modulating valve.
1 o’clock position.
AIR CONDITIONING: Controls for the vapor- tilt panel indicates when electrical power is
cycle air-conditioning system consist of a applied to the compressor.
three-position compressor control switch and
two three-position fan switches, on the envi- OFF—Vapor cycle air-conditioning system is
ronmental control panel. turned off and the cabin bleed-air temperature
control system functions erratically.
AUTO/FAN—Energizes the air conditioning
fans. A green COMPRESSOR ON light on the

AFT: Controls two speeds of aft fan opera- DEFOG: Used to avoid condensation on the
tion and the flood cooling vent. It receives interior face of the windshields. Selecting
power from the left CB panel. HI or LOW automatically powers the vapor-
cycle compressor, the FWD evaporator fan
FWD: Controls the forward evaporator fan, speed to HI, and sends 23-psi service air to
and receives power from the left CB panel. the diverter valve pneumatic actuator.
In the AUTO position, the forward evaporator
fan runs in low speed only when the com-
pressor is powered.
COCKPIT AIR DIST: Adjusts the distribu- SWITCH CREW PASSENGER
tion of incoming air between the cabin air DETENTS AIR AIR
duct and cockpit/emergency air duct. There NORM (9 O’CLOCK) 50% 50%
are two solenoid valves at the lower right aft (11 O’CLOCK) 60% 40%
pressure bulkhead with four positions. The (1 O’CLOCK) 70% 30%
four detents of the COCKPIT AIR DIST knob
MAX (3 O’CLOCK) 80% 20%
electrically control and pneumatically actu-
ate the two spring-loaded (retracted) valves
using 23-psi service air. This provides the
crew a more comfortable environment and
better windshield moisture control.

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 COLD OR HOT
SELECT BOTH
AIR COND AUTO
AFT FAN LOW HI OR FLOOD
FWD FAN AUTO HI LOW/HI AUTO
TEMP SELECT AUTO

(AVOID CHANGING) (1 O’CLOCK)
DEFOG FAN OFF
COCKPIT AIR DIST NORM NORM AND THIRD PSN

SECOND PSN (1 O’CLOCK)
(4 DETENTS TO (11 O’CLOCK) OR MAX
PROPORTION AIR) DAY OPS NIGHT OPS
FOR DESCENT AFTER COLD SOAK AT ALTITUDE

NOTE:
A. FWD EVAPORATOR FAN SPEED “HI.”
B. SELECT THE DEFOG FAN SWITCH TO “HI” PRIOR TO DESCENT AND APPROACH.
C. COCKPIT AIR DIST TO MAX ROUTES ADDITIONAL WARM AIR FORWARD FOR CREW COMFORT AND
WINDSHIELD WARMUP (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 N1 FOR WARMER BLEED-AIR TEMPERATURE TO BETTER
HEAT THE CABIN AND COCKPIT.

ANNUNCIATORS
EMER PRESS ON: Indicates the emergency pres- BLD AIR O’HEAT L/R: Indicates that a malfunc-
surization system is selected on by the AIR SOURCE tion has caused the bleed air leaving the respec-
SELECT switch. tive precooler to exceed allowable temperature of
293°C (560° F). It extinguishes on cool down below
FRESH AIR: Indicates the AIR SOURCE SELECT
282°C (540°F).
switch is set to the FRESH AIR position.
AIR DUCT O’HEAT: Advises that the temperature

in the duct leading to the cabin exceeds safe limits
over 157°C (315°F).

NOTES
Citation CJ2+
12 Pressurization
Citation CJ2+ 12—Pressurization
OVERVIEW
Cabin pressurization uses bleed air ducted into the cabin, yy Provides a sea level cabin to 23,000 feet, with a 8.9
and operates by controlling the amount of air allowed to ± 0.1 psid, and provides an 8,000-foot cabin altitude
escape overboard. Normal DC power and 23-psi (service at 45,000 feet.
air) air/vacuum are required for both AUTO and ISOBARIC
MODE operation. AUTO mode also requires input from the • ISOBARIC MODE is the result of loss of No. 1 ADC input.
No. 1 ADC. It is indicated by an amber LED on the face of the cabin
pressure controller. Control pressurization using FL and
• AUTOMATIC MODE uses a schedule built into the pres- CA mode in the altitude select window.
sure controller that maintains proper cabin pressurization
and rate of climb in accordance to the automatic altitude • MANUAL MODE can be selected at any time. It requires
inputs from the Collins air data computer and what the no DC power source to operate. “Cherry picker” uses
pilot sets for takeoff on the pressurization controller. cabin pressure for closing the outflow valves and nose-
wheel well low-pressure static air for vacuum to open the
yy Airplane is depressurized on the ground with less outflow valves. Will not override the 14,500 ±500 cabin
than 85% throttle position angle. altitude-limiter valves, nor does it override the MAX cabin
differential protection of 8.9 ± 0.1 psid.
yy Above 85% throttle position angle on the ground, the
pressurization controller goes into the takeoff/pre- • Normal DC power is required to operate the cabin dump
pressurization mode. This increases cabin pressure to valve. Cabin dump does not override the cabin altitude
preclude pressure bumps upon takeoff. Prepressur- limit valves.
ization descends the cabin to approximately 200 feet
below takeoff field elevation during the takeoff run.

LEGEND CABIN AIR MAX CABIN ALTITUDE MAX DIFF

CABIN PRESSURIZED AIR (HIGH PRESSURE) CABIN LIMIT VALVE VALVE DIAPHRAGM
VACUUM FROM NOSE WHEEL WELL NOSE WHEEL WELL
CABIN PRESSURIZED AIR (LOW PRESSURE)
VACUUM OR PRESSURE
TO OUTFLOW VALVES SECONDARY
DIGITAL PRESSURE OUTFLOW
OUTFLOW AIR TO TAIL CONE CONTROLLER
MANUAL
VALVE
PRESSURIZATION
23-PSI SERVICE SYSTEM AIR CONTROL VALVE
VENTURI AIR
CLIMB SOLENOID VACUUM TAIL CONE
FROM EJECTOR
PRESS SYSTEM SELECT
MANUAL LEVER
(CHERRY PICKER) AFT
PRESSURE
BULKHEAD
PRIMARY
CABIN DIFFERENTIAL OUTFLOW
PRESSURE GAUGE MAX CABIN VALVE
ALTITUDE
LIMIT VALVE
CABIN
APPR 85% N2 CLIMB MAX DIFF DIAPHRAGM
SOLENOID VALVE
CABIN DIVE SOLENOID
SQUAT 23-PSI SERVICE SYSTEM AIR

OFF
SW
VACUUM
NOTE: EJECTOR
CONDITION—GROUND TAXI MODE
Figure 12-1. Pressurization System Diagram (1 of 2)

LEGEND SECONDARY OUTFLOW

STATIC AIR VALVE ASSEMBLY
CABIN AIR CONTROL
NOSE WHEEL WELL CHAMBER
PRESSURE (23 PSI) (LOW PRESSURE)
CONTROL AIR CABIN AIR DIAPHRAGM
VACUUM (HIGH PRESSURE)
MANUAL MAX
PRESSURIZATION DIFF
CONTROL VALVE
CABIN ALT
LIMIT VALVE
LANDING GEAR CABIN

SQUAT SWITCH PRESS
APPR >85% N2 GROUND AFT CABIN
PRESSURE
APPR <85% N2 FLIGHT BULKHEAD
OPENINGS
(AUTOSCHEDULE) TO TAIL CONE
29 VDC
VACUUM
EJECTOR
DIGITAL CABIN CLIMB
29 VDC DUMP PRESSURE 29 VDC
DIVE
CONTROLLER
AUTO PRESSURE
MAX
SENSOR PORT DIFF
MANUAL (WORKING WITH ADC) CABIN ALT

PRESSURE SERVICE
MANUAL–AUTO LIMIT VALVE
CABIN DUMP AIR 23 PSI
SWITCH
SWITCH CABIN AIR DIAPHRAGM
PRIMARY OUTFLOW FILTER
VALVE ASSEMBLY
CONTROL
CHAMBER
Figure 12-1. Pressurization System Diagram (2 of 2)

AUTOSCHEDULE
BOUNDARY 16,000 FT TOP
CRUISE ALTITUDE 15,500 FT
4,500 FT
1,500 FT
3,000 FT ELEV
1,000 FT ELEV
CABIN PRESSURE
800 FT 800 FT
PREPRESSURIZATION
MODE
35,000 FT
500 FT 34,500 FT
LE 19,000 FT
DU
HE
SC ARY
TO
AU OUND CABIN PRESSURE 4,500 FT MSL
B
5,100 FT 1,500 FT
3,000 FT ELEV
1,000 FT ELEV
800 FT
37,000 FT
36,500 FT LE
U
ED Y
H AR
C
S N D
TO U
AU BO 7,000 FT1,000
ELEVFT ELEV
CABIN PRESSURE 6,800 FT

5,600 FT (–) 100 FT/MIN
4,500 FT TO 5,600 FT
1,500
FT
3,000 FT ELEV
Figure 12-2. Pressurization Example

Figure 12-3. Pressurization Control Panel

PRESSURIZATION SWITCHES/INDICATORS
PRESS SYSTEM SELECT: Primary operating • MANUAL UP—Vents the outflow valves control
method is the autoschedule mode. chambers to the outside atmosphere causing
the outflow valves to move toward the open
AUTO: Automatic mode of cabin pressurization position.
scheduling is a function of aircraft altitude, cabin
altitude, throttle position, and aircraft on the ground • MANUAL DOWN—Allows cabin air pressure to
or in flight. enter the control chambers and move the out-
flow values toward the closed position.
MANUAL: Inhibits the ability of the controller
The MANUAL toggle cannot overpower the max-
to communicate with the climb and dive sole-
imum ΔP limiters/cabin altitude limiters.
noids. Cabin pressure is now controlled by the
MANUAL toggle. The longer the cherry picker is held DOWN/UP
the faster the rate of descent/climb increases.
CABIN DUMP: Used to rapidly dump cabin pres- increases rapidly to approximately 14,500 feet,
sure if required. The switch requires main DC at which time the maximum altitude limiters do
electrical power and aircraft vacuum to dump not let the cabin altitude exceed limits of 14,500
cabin pressure. It powers the climb solenoid ±500 feet.
OPEN and if above 14,500 feet, cabin altitude

Pressurization Controller: Comprised of two indicator light illuminating on the face of the
digital windows marked SET ALT and RATE, FL controller.
and EXER buttons, and a SET ALT rotary knob.
The only crew action required is to set the land- The pilot must manually select the desired flight
ing altitude, normally prior to takeoff, and the level in the SET ALT window with the set knob.
autoschedule modes of operation are automatic Prior to or during descent to landing, the crew
throughout the flight. presses the FL button which replaces FL with CA
If the signal to the ADC 1 is interrupted or lost, (cabin altitude) in the SET ALT window. Using the
the controller automatically switches from auto set knob the crew sets the desired landing field
schedule to isobaric mode indicated by an amber elevation in the window.
Cabin Altitude/Differential Pressure Indicator: There are two scales and two indicators. The
The cabin altitude and differential pressure indi- long pointer depicts cabin altitude on the outer
cator displays current cabin pressure altitude scale. The short pointer depicts differential pres-
and the ratio of that pressure to outside pressure sure (psid) on the inner scale.
(differential pressure).

ANNUNCIATOR
CABIN ALT: Illuminates as a function of where the
automatic cabin pressure controller is set by the
pilot.
• If set under 8,000 feet in the normal mode, the
annunciator illuminates at 10,000 ±350 feet cabin
pressure.
• If set for high-altitude landing mode above 8,000
feet, the annunciator illuminates at 14,500 ±500
feet cabin pressure when the cabin starts to
climb out of 8,000 feet for landing altitude (dur-
ing descent, at approximately 24,500 feet aircraft
altitude).
Illumination also triggers the MASTER WARNING
lights ﬂashing. The optional voice annunciation ad-
vises “cabin pressure.”

NOTES
Citation CJ2+
13 Hydraulic Power System
Citation CJ2+ 13—Hydraulic Power System
OVERVIEW
The hydraulic system is classified as an “open center” sys- A reservoir stores hydraulic fluid for the pumps and receives
tem. When there is no demand for hydraulic pressure, the return flow from the system. Two engine-driven pumps, one
output of the pumps bypasses the hydraulic subsystems on each engine, supply hydraulic power. Hydraulic fluid
and returns to the reservoir with essentially no buildup of routes through lines regulated by system loading and relief
pressure. When operation of a subsystem is initiated, fluid valves, and cleaned by filters. Wheel brakes operate by a
bypassing ceases and pressure is provided. separate, independent, closed-center hydraulic system,
which is driven by an electric motor and an accumulator.
The hydraulic system provides pressure for the following
three subsystems: To check the hydraulic fluid level in the hydraulic reservoir,
verify:
• Landing gear
• Speedbrakes • Flaps are 0° to 15°
• Flaps • Speedbrakes are retracted

• Landing gear is extended

R HYDRAULIC
PUMP
R HYDRAULIC
F/W SHUTOFF
PRESSURE
RELIEF VALVE
LOADING 1,500 PSI
FILTER VALVE
LANDING SPEED- WING

GEAR BRAKES FLAPS HYDRAULIC
RESERVOIR
CHECK
VALVE
LEGEND
PRESSURE (1,500 PSI)
L HYDRAULIC
F/W SHUTOFF
RESERVOIR SUPPLY (23 PSI)
L HYDRAULIC
RETURN PUMP
Figure 13-1. Hydraulic System Schematic

ANNUNCIATORS
HYD FLOW LOW L-R: Illuminates to advise the HYD PRESS ON: Indicates the hydraulic load-
respective hydraulic pump flow rate is below nor- ing valve is energized closed and the system is
mal (below approximately 0.35 to 0.55 gpm) and pressurized.
the pump is inoperative. Illumination triggers the
MASTER CAUTION lights.

NOTES
Citation CJ2+
14 Landing Gear & Brakes
Citation CJ2+ 14—Landing Gear & Brakes
LANDING GEAR
The landing gear is electrically controlled and hydraulically For towing, ensure the flight control lock is disengaged and
actuated. When retracted, the nose gear and the struts of to not exceed 95° nosewheel deflection. If 95° is exceeded,
the main gear are enclosed by mechanically actuated doors. the steering attachment bolts shear with resultant loss of
The trailing-link main gear wheels remain uncovered in the steering capability.
wheel wells. Gear position and warning are provided by col-
ored indicator lights and an aural warning. Squat Switch
In the event of hydraulic gear extension system failure, an A squat switch on the bottom of each trunnion detects
independent pneumatic system provides for emergency whether the aircraft is on ground/weight-on-wheels or in
gear extension. flight/weight-off-wheels. The squat switch provides this
information to aircraft systems that are partially controlled
Nosewheel Steering by this input (including engine, pressurization, landing gear
control, and air conditioning).
Nosewheel steering is mechanically actuated through link-
age from the rudder pedals. A self-contained shimmy damp-
er is on top of the nose gear strut. A two-way spring allows
tighter turns with differential power and braking. The aircraft
is towed by connections on the nosewheel strut.

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 BLOWDOWN

HYDRAULIC PRESSURE GAUGE PORT BOTTLE
HYDRAULIC RETURN (ACTIVE)

STATIC HYDRAULIC FLUID
VENTED LINE
VENT EMERGENCY
PNEUMATIC (NITROGEN) PRESSURE BRAKE
EMERGENCY
GEAR
UPLOCK HOOK EXTENSION
ACTUATOR NOSE HANDLE
GEAR
ACTUATOR
Figure 14-1. Landing Gear Schematic—Retraction

POWER BRAKES/ANTISKID SYSTEM

The power brake hydraulic system is separate from the main With the ANTI-SKID switch ON, the antiskid system pro-
aircraft hydraulic system, with the reservoir in the nose. Nor- vides maximum braking efficiency on all runway surfaces.
mal DC power is required to operate the accumulator pump.
• Antiskid protection is available only when power brakes
Pneumatic brakes are a backup for the power brakes; no are operational.
differential braking and no antiskid protection are available
with pneumatic braking. • Antiskid protection drops out at 10 knots and below.
 CAUTION: Do not pull the BRAKE SYSTEM circuit break- • Touchdown protection prevents power brake and antiskid
er to prevent the power brake pump from cycling. With operation until:
the circuit breaker disengaged, the power brake system yy Either or both squat switches indicate the aircraft is
is inoperative and the toe pedals are disabled. Braking is on the ground.
then available only by use of the emergency brake system.
– OR –
yy Three seconds after weight-on-wheels to ensure
adequate spin-up on contaminated runways.
– OR –
yy Wheel speed greater than 60 knots.

BRAKE SYSTEM
HYDRAULIC
RESE RVOIR
PILOT/COPILOT
RUDDER
PEDALS 29 VDC
HYDRAULIC
PUMP
ACCUMULATOR
PRESSURE
SWITCH
BRAKE
METERING
VALVE
PWR BRK
LO PRESS
ANTI-SKID
DIGITAL INOP BIT FAULT
ANTISKID INDICATOR
ANTISKID CONTROL
SERVO VALVE UNIT
PARKING
BRAKE
SHUTTLE VALVE SHUTTLE VALVE
EMERGENCY
VENT
BRAKE HANDLE
LEGEND
SYSTEM HYDR AULIC PRESSURE
METERED HYDR AULIC PRESSURE
NITROGEN
HYDRAULIC RETURN
BLOW-DOWN
NITROGEN PRESSURE BOTTLE
Figure 14-2. Power Brakes and Digital Antiskid System

EMERGENCY BRAKES
• A pneumatic brake system is available in the event the • Differential braking is not possible, since air pressure is
hydraulic brake system fails. applied to both brakes simultaneously. Releasing the han-
dle vents pneumatic pressure from the brakes.
• System uses air pressure from the pneumatic bottle. Bottle
pressure is adequate for stopping the aircraft, even if the • Do not depress the brake pedals while applying emer-
landing gear has been pneumatically extended. gency air brakes.
• Pulling the red EMER BRAKE PULL lever mechanically • Approximately 10 applications are available for emergency
actuates the emergency brake valve. Air pressure to the braking if the emergency nitrogen bottle is full. Five appli-
brakes is metered in direct proportion to the amount of cations may be available if the bottle has been used for
lever movement. emergency gear extension.

Figure 14-3. Landing Gear and Brake System Controls

LANDING GEAR CONTROLS

Gear Position Indicators: One red and three and one or both throttles are retarded below
green lights provide gear position indication. approximately 85% N2 rpm and airspeed is
• The green NOSE-LH-RH lights indicate gear below 130 KIAS.
down and locked. As each gear locks down, ANTI SKID: Normally in the ON position. In
its respective green light illuminates. the OFF position, the antiskid system deac-
• The red UNLOCK light indicates an unsafe tivates; brake operation remains the same.
gear condition. It illuminates when one or • Before turning the antiskid system OFF,
more of the landing gear is not in the posi- ensure that brake pressure is released.
tion selected by the landing gear handle.
• Before turning the antiskid system ON,
HORN SILENCE: Will silence the landing gear ensure that the airplane is not moving.
aural warning if the gear are not locked down
AUX GEAR CONTROL: Emergency extension the gear actuators to the fully extended and
is initiated by pulling the T-handle and rotating locked position.
clockwise 45° to unlock. This mechanically
releases the gear uplocks, allowing the gear Maintenance action is required after an emer-
to freefall. After the gear has extended, pull gency extension to restore normal operation
the round knob (or collar) behind the T-handle. of the landing gear. The optimum speed for
This releases nitrogen bottle pressure, driving this procedure is 150 KIAS with flaps up.

BRAKE CONTROLS
PARK BRAKE – PULL: To set the brakes, that allow pressure in when the brakes are
a pilot applies pedal pressure and lifts the pushed, but prevent pressure from escap-
parking brake handle located on the pilot’s ing when the brakes are released. The pilot
lower tilt panel. The handle connects to the may set the brakes by applying the brakes
parking brake valve, which has two one- in a normal manner, then pulling out the
way check valves (one for each brake line) PARK BRAKE handle.
EMERGENCY BRAKE PULL: Pulling the force the pilot applies to the emergency
single emergency brake lever that is locat- brake lever. Since the high-pressure pneu-
ed under the pilot tilt panel allows a con- matic lines are plumbed after the antiskid
trolled release of nitrogen pressure into all control valves, antiskid protection will not
brake lines simultaneously. The brake force be available when using the emergency
applied is proportional to the amount of pull brake system.

ANNUNCIATOR
PWR BRK LOW PRESS: Advises that power brake
hydraulic pressure is low.
ANTISKID INOP: Advises that the antiskid system
is inoperative, that the system is in a test mode, or
the ANTI-SKID switch is in the OFF position. An
open or short fault can illuminate this annunciator
with the gear handle in the up or down position.

NOTES
Citation CJ2+
15 Flight Controls
Citation CJ2+ 15—Flight Controls
OVERVIEW ELEVATOR
TRIM TABS
The primary flight controls (elevators, ailerons, and rudder)
directly control aircraft movement about the three axes of
flight (pitch, roll, and yaw).
TRIM TAB
Secondary flight controls (flaps and speedbrakes) are elec- FLAP
trically controlled and hydraulically actuated. These flight RUDDER
controls are operated with controls on the cockpit pedestal.
The left aileron and rudder have a trim tab mechanically con-
trolled by the aileron and rudder trim knobs on the center
pedestal. Elevator trim tabs on each elevator are controlled:
• Mechanically by an elevator trim wheel. SPEEDBRAKE
TRIM TAB
• Electrically by the autopilot. AILERON
• Electrically by trim switches on each pilot control yoke.

Figure 15-1. Flight Control Surfaces

Figure 15-2. Flight Instrument Controls

FLIGHT CONTROLS
STICK SHAKER: System includes a stick shaker The system is required to be tested and operable
on each control column and an angle-of-attack for dispatch. Refer to “Master Warning—Rotary
system. Stick shaker power is provided through Test” for indications.
the AOA circuit breaker on the left CB panel. When
the stall warning system senses an approaching Additional stall warning is achieved with a stall
stall, both shakers vibrate until the condition is strip on each wing root by producing buffets.
corrected.
CONTROL LOCK: Secures the three primary ment bolts shear with resultant loss of steering
flight controls in the neutral position and secures capability. This condition cannot be detected until
both throttles in the cut-off position. steering is attempted during taxi. If the control
lock is engaged, nosewheel deflection beyond
For towing, ensure that the flight control lock 60° causes structural damage.
is disengaged. Do not exceed 95° nosewheel
deflection. If 95° is exceeded, the steering attach-

RUDDER BIAS SYSTEM

The rudder bias system assists the pilot in maintaining direc- Balanced bleed air pressure on both sides of the rudder bias
tional control in the event of loss of thrust from one engine. actuator allows the rudder to move normally. With the bias
valve in the bypass position, the rudder is allowed to move
The bias system is pneumatically powered from engine without interference from the bias system (fail-safe). In the
bleed air. When active, the system automatically assists event of an engine failure, the resulting imbalance in bleed
the pilot in positioning the rudder to compensate for asym- air pressure to the bias actuator applies rudder pressure to
metric thrust. The system consists of the following major assist the pilot in compensating for the asymmetric thrust.
components:
Failure of the rudder bias system is indicated by:
• Solenoid-operated control valve
• Illumination of the RUDDER BIAS annunciator, and
• Balanced pneumatic actuator
• Illumination of the MASTER CAUTION light, or
• Separate engine bleed-air plumbing for left and right
engine • Uncommanded motion of a rudder pedal moved forward

RUDDER COCKPIT
BIAS AREA
L R
+28 2A ENGINE ENGINE
VDC
OFF
ROTARY
TEST
KNOB (RB TEST
POSITION) CONTROL HP BLEED
VALVE
RUDDER (ENERGIZED)
BIAS
WARN
LTS NO. 1
RUDDER
BIAS RUDDER BIAS TEST BIAS
+28 AVAILABLE BIAS NOT
VDC AVAILABLE CONTROL VALVE
BIAS NOT (DEENERGIZED/
AVAILABLE BYPASS POSITION)
MASTER ANNUN
CAUTION
ACTUATOR
ORIFICE
LEGEND RUDDER
SERVO-TYPE
BLEED-AIR PRESSURE TAB
AMBIENT
Figure 15-3. Rudder Bias System—Normal Operation

L R
ENGINE ENGINE
CONTROL VALVE HP BLEED

(ENERGIZED, BIAS
AVAILABLE)
CONTROL VALVE
(DEENERGIZED TO
AMBIENT DURING
LOSS OF NORMAL
DC OR RUDDER
BIAS TEST)
ORIFICE (LOW POINT

TO DRAIN CONDENSATION)
NOTE:
DURING TAKEOFF:
LEFT ENGINE FLAMEOUT
LEGEND YAW LEFT
BLEED-AIR PRESSURE
SERVO-TYPE
AMBIENT TAB NEED RIGHT RUDDER
Figure 15-4. Rudder Bias System—Left Engine Flameout

FLAPS
Flaps are electrically controlled and hydraulically actuated • With the loss of electrical power (circuit breaker out),
through the flap handle on the center pedestal. Flaps are the flaps remain in the last position. The flaps cannot be
held extended with trapped hydraulic fluid and held retracted moved.
mechanically. Mechanical interconnection of left and right
wing flap segments prevents asymmetrical flap operation • With loss of hydraulic power, the flaps remain in the last
and permits flap operation with one hydraulic actuator. position unless the flap handle is moved, after which the
flaps blow to a “trail” position dependent upon air-load
forces.
FLAPS: Flap positions ranging from 0–60° can be selected with the flap handle. Although a wide range of
positions can be selected, 0° is used for takeoff and cruise, 15° is approved for takeoff, and 35° is used for
landing.
Flap handle detents and speed placards are available at the flap handle.
On the ground, if the flaps are set to greater than 35° and both throttles are above approximately 85% N2,
the FLAPS >35° annunciator will illuminate.
If an in-flight malfunction results in 60° flaps and cannot be corrected, consider carrying power to touch-
down. Reducing power to idle at 50 feet could result in a high sink rate.

RETRACTION
RETRACTING RETRACTING RETRACTED RETRACTED

FLAP ACTUATOR FLAP ACTUATOR
LEGEND
TRAPPED FLUID
PRESSURE FLAP CONTROL SOLENOID
FLAP CONTROL SOLENOID
RETURN
PRESSURE PRESSURE
HYD PRESS RETURN
RETURN
ON
NOTE:
CABLE INTERCONNECT BETWEEN ACTUATORS NORMALLY PREVENTS ASYMMETRIC FLAPS IF ONE ACTUATOR FAILS.
Figure 15-5. Flap Operation

SPEEDBRAKES
The speedbrakes are held closed mechanically, and held • In the event of a loss of hydraulic pressure with speed-
open by trapped hydraulic fluid. They require normal DC brakes extended, they will remain in the extended position
power to remain extended. System pressure is required for until the SPEED BRAKE switch is placed in the RETRACT
extension and normal retraction. position. At that time, the control valve will open releas-
ing the trapped hydraulic fluid, causing the speedbrakes
• With loss of normal DC power, the safety valve relaxes to blow to a trail position.
open to allow trapped fluid to escape and the speedbrakes
blow to a trail position.
SPEED BRAKE: The switch is spring-loaded to the center position.
The EXTEND position fully extends the speedbrakes, while the RETRACT position stows the speedbrakes.
• The speedbrakes will also move to the extended position when the flap handle is placed to the GROUND
FLAPS position.
• Additional methods of retracting the speedbrakes are accomplished by placing either throttle above
approximately 85% N2, or if FLAPS are selected to FLAPS 35° or less.

EXTENDING EXTENDED
L SPEEDBRAKE R SPEEDBRAKE
ACTUATOR ACTUATOR L SPEEDBRAKE R SPEEDBRAKE
ACTUATOR ACTUATOR
THERMAL
FAILS THERMAL
RELIEF
SPEEDBRAKE OPEN RELIEF
VALVE
SOLENOID SPEEDBRAKE VALVE
VALVE SOLENOID
VALVE
ELECTRICAL
SOLENOID ELECTRICAL
SAFETY VALVE SOLENOID
SAFETY VALVE
LEGEND
PRESSURE DRAIN LINE
RETURN SPRING RETURN
CHECK VALVE SOLENOID OPERATED
Figure 15-6. Speedbrake Extension

ANNUNCIATORS
FLAPS >35° SPD BRK EXTEND: Advises that the left and right
• On the ground, the annunciator illuminates im- speedbrakes are fully extended.
mediately if the flaps are extended beyond 35°
and either throttle is advanced beyond approxi-
mately 90% N2. Illumination triggers the MASTER
CAUTION lights.
• In flight, the annunciator illuminates after an
8-second delay if the flaps are extended beyond
35° and the throttles are retarded below approxi-
mately 90% N2. If the throttles are above ap-
proximately 90% N2 and the flaps are extended
beyond 35° in flight, the annunciator illuminates
immediately. Illumination triggers the MASTER
CAUTION lights.
RUDDER BIAS: Illuminates whenever the rudder

bias control valve is in the bypass position (whether
commanded or not). This indicates to the crew that
the rudder bias system is inoperative. The top half of
the cube contains an amber RUDDER BIAS annun-
ciator. Whenever this annunciator illuminates, the
MASTER CAUTION lights illuminate. During rotary
test, this annunciator illuminates for continuity.

NOTES
Citation CJ2+
16 Avionics
Citation CJ2+ 16—Avionics
OVERVIEW
The CJ2+ uses Collins Pro Line 21 and a single Collins FMS- GPS) may be installed. These and other systems and/or
3000 as the foundation for aircraft avionics. This combination components are options of the buyer.
includes flight instruments and guidance, autopilot, commu-
nications, and both short- and long-range navigation (NAV) The Garmin-500 GPS has some interface capability with
sources. The typical avionics package also includes terrain the Collins flight guidance and display. It does not have full
and traffic avoidance, onboard weather radar, electronic air- interface capability with other systems. This chapter and
port terminal charts, and graphic NEXRAD weather. A sec- the simulator training courses deal predominantly with the
ond long-range NAV source (another Collins or a Garmin-500 Collins systems.
AVIONICS POWER: With this switch in OFF, STBY FLT DISPLAY: Holding this switch to TEST
power is only applied to the multifunction dis- should result in illumination of the green light,
play (MFD) to observe engine instruments dur- indicating proper battery charge. Moving this
ing start. When placed to ON, power and data switch to ON connects power from its battery to
is made available to all avionics subsystems the standby flight display. The amber light illu-
through the integrated avionics processing sys- minates when the dedicated lead-acid battery in
tem (IAPS). the tailcone is providing power which should last
a minimum of 88 minutes.

DIGITAL AIR DATA COMPUTER (ADC)

There are two primary and one standby air data systems
in the aircraft. ADC 1 requires normal DC power and nor-
mally displays on the left primary flight display (PFD). ADC
2 requires emergency DC power and normally displays on
the right PFD. The air data system within the standby flight
display is discussed later.
PILOT
Outside air temperature from an unheated Rosemont probe
under the right nose is transmitted to ADC 1 and 2.
ATTITUDE HEADING REFERENCE

SYSTEM (AHRS)
Two AHRS provide attitude and heading information. AHRS
1 requires normal DC power and is the normal system for
the left PFD. AHRS 2 requires emergency DC power and
is the normal system for the right PFD. AHRS 2 is the only COPILOT
source of heading for the standby HSI. The yaw damp and Figure 16-1. DADC REV Switches
autopilot require both AHRS to be fully functional with no
miscompares in attitude in order to operate.

PRIMARY FLIGHT DISPLAY (PFD)

The PFD displays the following information:
• Performance of the aircraft (attitude, heading, altitude,

airspeed, and vertical speed).
• Aircraft relation to selected NAV sources (CDI and/or bear-
ing pointers), time and distance to FMS waypoints, and
DME information from VOR or LOC sources.
• Wind information is displayed while airborne using a

directional arrow and speed digits when the NAV source
is FMS (or Garmin) if the wind speed is 7 knots or greater.
• Other speed and temperature data is presented at the

bottom of the PFD.
For certain functions or displays to work, the appropriate

choices must be highlighted blue. If a function or display
item is white, it does not engage or display.
Figure 16-2. Primary Flight Display

DISPLAY CONTROLS
BARO knob: Turning the knob sets the altimeter. Pushing it
sets standard pressure.
ENG button: Toggles engine indications between large and
small display.
REFS button: Accesses the 3 REFS menu pages.
MENU/DATA knobs: Turning the large MENU ADV knob
moves the blue cursor box. Turning the small DATA knob
changes the value or option within the box. Pushing the
DATA knob changes the color of what is in the box.
NAV/BRG button: Pushing the button accesses the bearing
pointer and NAV source menu.
RADAR: Pushing the button accesses the radar menu.
GCS button: Suppresses ground clutter for 30 seconds.
TILT knob: The larger knob adjusts the displayed tilt angle
of the aircraft weather radar for the onside PFD only.
RANGE knob: The small knob adjusts the display range of
the PFD. Figure 16-3. Display Control Panel
MULTIFUNCTION DISPLAY (MFD)

The MFD is powered anytime normal DC power is avail-
able, regardless of avionics power. If avionics is off, a yellow
boxed XTLK annunciation is seen under the fan (N1) tapes.
This indicates no communication with either PFD. With avi-
onics power on, the remainder of the MFD can function.
The top portion of the MFD displays engine data in either

a large or small format. Between the engine data and the
lower navigation data is an upper text window that may be
shown. The top left line select key accesses a menu for the
upper format. Simply toggle the key to highlight the choice
blue. Further choices for the upper format are made using
the FMS.
The lower display of the MFD is controlled either by a for-

mat menu accessed with the top right line select key or by
selecting other options through other controls. The top right
line select key contains a menu of the following format dis-
plays: Rose, Arc, Present Position Map (PPOS), Plan Map
(PLAN), Graphic Weather (GWX) (if installed), and Traffic
(TCAS).
Figure 16-4. Multifunction Display
INTEGRATED FLIGHT INFORMATION

SYSTEM (IFIS) PANEL
The IFIS panel is located just in front of the autopilot panel.
MENU button: Accesses the specific menu based on the

current display on the lower half of the MFD. These include
enhanced maps (E-maps), charts, graphic weather (GWX),
and databases. Figure 16-5. IFIS Panel
ESC button: Used to back out of a sub-menu, clear a par- CHART button: Shows the last Electronic Chart (E-Chart)
ent menu, and to abort a data entry action. in view.
DATA BASE button: Accesses the database list and displays Orientation button: Rotates the displayed chart.
the date at the bottom.
ZOOM button: Increases or decreases the size of the previ-
MENU ADV/DATA knob: Turning the large MENU ADV knob ously selected area inside the pan/zoom window.
moves the blue cursor box. Turning the small DATA knob
changes the value or option within the box. Pushing the Joystick: Provides control for the checklist, PPOS MAP,
DATA knob changes the color of what is in the box. E-Charts, XM Graphical Weather, and Maintenance functions.
MEM 1/2/3 buttons: Used to store, then to recall display

formats (e.g., Checklist and PPOS Map).

STANDBY FLIGHT DISPLAY

The standby flight display shows attitude, airspeed and
altitude. It does not display heading. After applying power,
the standby flight display takes about 180 seconds to per-
form self tests and align its internal attitude sensor. During
this time a failure flag is present along with a countdown of
seconds to complete alignment. Air data displays about 20
seconds after power application.
The knob adjusts altimeter settings (push to set STD) and

functions with the installed menu. A small ambient lighting
sensor is to the left of the M (menu) button.
• Pushing the M button accesses the menu, which only
has three options: fast erect, brightness, and baro type
(inches or hPa/MB).
Figure 16-6. Standby Flight Display
• Rotate the knob to the desired option, and then push the
knob. Make the desired choice or follow instructions, then
push the knob again.

STANDBY HSI
The standby HSI provides heading from AHRS 2 and lat-
eral raw data guidance from NAV 1 radio. The standby HSI
does not provide any TCAS, terrain, weather radar or map
displays and does not provide command guidance.
The standby HSI is contained within the top radio tuning unit
(RTU 1). It automatically displays when the BATT switch is
in EMER and no other DC source is available. The pilot may
also select it from RTU main page 2. Intensity control can
be done with the OFF/BRT knob at the upper right and also
by the PFD/MFD/RTUs/CDU knob in front of the left pilot.
There is no heading bug on the display.
The COM 1, NAV 1, ATC code, and course can be controlled

Figure 16-7. Standby HSI
from RTU 1 by using the white dot buttons to move the white
cursor and rotating either knob. Later aircraft may provide an
ADF bearing pointer. RTU 2 can be used to control COM 1,
NAV 1, ATC code and, on later aircraft, ADF by pressing the
1/2 button on the far right side of RTU 2. Refer to the AFM
for more information.

FLIGHT GUIDANCE SYSTEM • AP XFR button: Switches to the opposite flight guidance
computer (FGC) for controlling the autopilot.
Mode Select Panel
• TURB button: Selecting turbulence mode provides the
The mode select panel above each PFD allows the pilot(s) autopilot lateral and vertical motion damping for flight in
to command the flight director for guidance. Pushing one rough air.
of the buttons is the pilot’s command to select a mode to
function or to remove it. Both mode select panels are active • Roll knob: The roll knob only functions when the auto
at the same time. Selecting a mode on one side affects the pilot is on and allows the pilot to select up to 32 degrees
other (except for the FD function). of bank.
• Pitch wheel: The small pitch wheel inside the knob chang-
Autopilot Control Panel es vertical flight director commanded values for pitch,
• AP button: Used to engage the autopilot and yaw damper. vertical speed, and airspeed modes.
• YD button: Engages the yaw damper without the autopilot.
Figure 16-8. Mode Select Panel Figure 16-9. Autopilot Panel

COLLINS FMS-3000
The FMS manages data, contains a navigation database,
predicts some performance factors, and computes lateral
and vertical navigation commands for the autopilot and
flight guidance. The system can be used to tune frequen-
cies for COMM, NAV, and ADF radios and change tran-
sponder codes.
There are two types of FMSs and nav databases—Type 6

and 7. The Type 6 FMS and database are not WAAS capa-
ble (unable to fly to LPV minimums). The Type 7 FMS and
database is wide area augmentation system (WAAS) capable
and can fly to LPV minimums. The Type 6 database may
be supplied by either Lufthansa or Jeppesen. The Type 7
database can only be supplied by Jeppesen at the present
time. The database and FMS software must match (Type
6 or 7) in order to operate; they cannot be mixed together.
There are some differences between the two databases but
essentially they operate the same.
Figure 16-10. STATUS Page

RADIO TUNING UNITS (RTU)

Two RTUs are near the top center of the instrument panel.
These control two VHF COMM radios, two VHF NAV radi-
os, two transponders, the TCAS, the optional ADF and HF
radios, and the standby HSI (S/N-dependent). The top unit
is normally designated for COM 1/NAV 1; the lower unit for
COM 2/NAV 2. Main page 1 displays COM, NAV, ATC, and
TCAS on all aircraft. Main page 2 displays HF and ADF (if
installed) and HSI (S/N-dependent). Certain settings of indi-
vidual components may show in blue letters under the active
frequency or inside the component window.
The RTUs are not identical. The top unit contains the stand-
by HSI. The lower unit can never display this HSI. Later
aircraft may have the ADF bearing pointer available on the
standby HSI. Both units require emergency DC power for
operation. Refer to the AFM for more information.
Figure 16-11. Radio Tuning Units

ANNUNCIATORS
SNs 0439 and Subsequent SNs 0300 through 0438
ANNUN PNL FAULT 1 (except for initial self-test): VIDEO FAIL (except for initial self-test): Indicates a
Indicates a level of redundancy is inoperative. There level of redundancy is inoperative. There is no im-
is no impact on the ability to display faults. pact on the ability to display faults.
ANNUN PNL FAULT 2 (except for initial self-test): AUDIO FAIL (except for initial self-test): Indicates a
Indicates a level of redundancy is inoperative. There level of redundancy is inoperative. There is no im-
is no impact on the ability to generate audio/tone pact on the ability to generate audio/tone warnings.
warnings.

NOTES
Citation CJ2+
17 Oxygen
Citation CJ2+ 17—Oxygen
OVERVIEW
A 50-cubic-foot oxygen bottle is standard on the CJ2+.
Quick-donning crew masks are stowed in a container above

the shoulder of each crew member. The masks have an
integral microphone and pressure regulator. Three positions
are afforded: EMER (for pressure breathing), 100%, and
diluter demand. Masks must be stowed properly to qualify
as quick-donning masks.
Passenger masks are stowed in overhead containers. They

are dropped automatically or manually and oxygen does not
flow to the masks until the lanyard cord is pulled.
The oxygen cylinder is serviced through a service port in the

aft bulkhead just inside the right nose baggage door (aviator
breathing oxygen only!).
Figure 17-1. Crew Oxygen Mask
A green overboard discharge indicator (disc) is on the right
side of the nose section directly below the nose access door.
Missing or ruptured disc indicates that the oxygen cylinder
has overpressurized and maintenance must be performed
before flight.

17-2
TO PASSENGER SOLENOID OXYGEN

DISTRIBUTION C/B
SYSTEM
5A
28 VDC
CABIN
ALTITUDE
PRESSURE
SWITCH
MANUAL CONTROL VALVE
(NORMAL POSITION)
NORMAL
For Training Purposes Only

17—Oxygen
MANUAL
CREW NORMAL MANUAL
DROP CREW ONLY DROP
ONLY
TO COPILOT OXYGEN CONTROL VALVE
FACE MASK
PILOT
FACE
MASK
OVERBOARD
DISCHARGE
INDICATOR
SHUTOFF VALVE CYLINDER PRESSURE
KNOB GAUGE
OXYGEN
OVERBOARD 1,600–1,800 PSI
VENTILATION
2,000 PSI
PRESSURE 0–400
REGULATOR PSI
LEGEND
CHECK VALVE CHECK VALVE* HIGH-PRESSURE OXYGEN
LOW–PRESSURE OXYGEN
OXYGEN
CYLINDER * OPERATES AS A CHECK VALVE
FILLER PORT AND ONLY WHEN LINE IS REMOVED
PROTECTIVE CAP AT THE CYLINDER
Figure 17-2. Oxygen System
Citation CJ2+
Figure 17-3. Oxygen System Controls

OXYGEN CONTROLS
CREW ONLY: Oxygen is available for the crew noid valve is deenergized at approximately 12,000
only shutting off all flow to the passengers. feet cabin altitude, shutting off oxygen flow to the
passenger masks.
NORMAL: If cabin altitude exceeds 14,500 feet,
passenger masks drop automatically. If cabin MANUAL DROP: Allows the passenger masks
pressure is restored to normal values, the sole- to drop with or without DC power.
MIC OXY MASK: Communication is transmitted mask. This selection must be made to insure
via the normal microphone jack. voice communication between the pilots when
using oxygen.
MIC HEAD SET: Communication is transmit-
ted via the microphone within the crew oxygen
Oxygen Pressure Gauge: A direct-reading oxy- even if the valve is closed. The normal operat-
gen pressure gauge, located on the pilot’s instru- ing range is between 1,600 and 1,800 psi and
ment panel, indicates oxygen cylinder pressure. is indicated in green on the gauge. The top of
The tap-off location for pressure (which is read the amber arc (400 psi) represents the minimum
on the gauge) is located between the bottle and pressure that will allow a successful emergency
the shutoff valve and indicates bottle pressure descent.

NOTES
Citation CJ2+
18 Performance
Citation CJ2+ 18—Performance
CERTIFICATION • Thrust ratings include the installation, bleed air, and ac-
cessory losses.
The CJ2+ performance is certified to Part 23 Normal Cat-
egory with FAA Special Conditions similar to Part 25, Trans- • Full temperature accountability within the operational
port Category. The following areas will help to familiarize the limits for which the airplane is certified.
pilot with terms in the AFM and to help the pilot understand
the capabilities of the aircraft.  NOTE: Should ambient air temperature or altitude be
below the lowest temperature or altitude shown on the
performance charts, use the performance at the lowest
APPROVED AIRPLANE value shown.
FLIGHT MANUAL (AFM)
• Wing flap positions as follows:
In accordance with Part 23 Special Conditions Performance,
the AFM Performance section contains only single-engine Flap Handle Flap
takeoff and climb data. All takeoff data, for example, is Position Deflection
based upon losing thrust on one engine at the worst pos- Takeoff UP 0°
sible moment—right at V1. The AFM contains no enroute TAKEOFF AND APPROACH 15°
cruise information but does contain landing data. This data Enroute UP 0°
is based upon the conditions, factors, and assumptions
discussed below. Approach TAKEOFF AND APPROACH 15°
Landing LAND 35°
STANDARD PERFORMANCE CONDITIONS GROUND FLAPS 60°
All performance data in the AFM is based on flight test data • All takeoff and landing performance data is based on a
and the following conditions: paved, level, dry runway.
Single-Engine Takeoff—Accelerate-Go yy Takeoff Flaps 15°—The airplane was then accelerat-

ed to V2 +10 or VENR , whichever was lower, at which
• The power was set to takeoff detent, N1’s were stabilized, time the flaps were selected up, and acceleration
then the brakes were released. continued to VENR .
• The pilot recognized engine failure at V1.
Single-Engine Takeoff—Accelerate-Stop
• The airplane continued to accelerate to VR at which time
positive rotation to 10° nose‑up pitch attitude was made. • The throttles were set to takeoff (TO) detent, N1’s were
Pitch attitude was adjusted as required to achieve V2 upon stabilized, then the brakes were released.
reaching 35 feet AGL. • The pilot recognized the necessity to stop because of
engine failure or other reasons just prior to V1.
• The landing gear was retracted when a positive climb rate
was established. • Maximum pilot braking effort was started at V1 and con-
tinued until the airplane came to a stop.
• The following assumptions were made in the calculation
of the single-engine flight path distances beyond 35 feet • Both throttles were brought to idle immediately after brake
AGL. application.
yy V2 was maintained from the 35-foot point above the • Directional control was maintained through the rudder
runway to 1,500 feet AGL. pedals and differential braking as required.
yy Takeoff Flaps Up—The airplane was then acceler- • Testing was conducted with both ANTI-SKID ON and
ated to VENR . ANTI-SKID OFF.
• Speedbrakes and ground flaps were not used.

Multi-Engine Takeoff • Idle thrust was established at the 50-foot height point,
and throttles remained in that setting until the airplane
• The throttles were set to takeoff (TO) detent, N1’s were stopped.
stabilized, then the brakes were released.
• Rotation to a landing attitude was accomplished at a nor-
• Positive rotation at 3 to 5 degrees per second to +10 mal rate.
degrees was made at VR accelerating to V2 +12 and pitch
adjusted as required to maintain V2 +12 (V35). • Maximum wheel braking was initiated immediately on
nosewheel contact and continued throughout the landing
• The landing gear was retracted when a positive rate of roll. Ground flaps were selected immediately after brake
climb was established. application.
• V2 +12 KIAS was maintained from the 35-foot point above • Testing was conducted with both ANTI-SKID ON and
the runway until the obstacle was cleared, at which time ANTI-SKID OFF.
the airplane was accelerated and the flaps were retracted.
• Speedbrakes were disabled (i.e., no performance credit).
Landing
• Landing preceded by a steady three-degree-angle ap-
proach down to the 50-foot height point with airspeed at
VREF in the landing configuration.
• Two-engine thrust setting during approach was selected

to maintain the three-degree approach angle at VREF.

VARIABLE FACTORS AFFECTING • Winds, for which correction information is presented on

PERFORMANCE the AFM charts, are to be taken as the tower winds 32.8
feet (10 meters) above runway surface. Factors have been
Details of variables affecting performance are given with applied as prescribed in the applicable regulations. In the
tables in the AFM to which they apply. Assumptions which tables, negative represents tailwind and positive repre-
relate to all performance calculations, unless otherwise sents headwind.
stated, are:
• Gradient correction factors can be applied to gradients
• Cabin pressurization. less than or equal to 2 percent downhill or 2 percent uphill.
In the tables, negative represents downhill gradients and
• Anti-ice off. positive represents uphill gradients.
• Humidity corrections on thrust have been applied accord-
ing to the applicable regulations.

Weight Landing Weight Limitations
Weight is the performance variable which is most easily 1. LFL < Runway Available
controlled by the crew. The discussion of performance boils
2. Brake energy limits
down to the simple fact that the airplane must be at or below
a given weight in order to obtain a specific performance 3. Maximum certified landing weight
parameter, whether it is a climb gradient, field length, etc.
Takeoff Weight Limitations
1. TFL < Runway Available
2. SE Climb capability > 1.6° net, 2nd Segment
3. SE Climb capability to clear any obstacle in takeoff flight

path
4. Takeoff weight < maximum certified takeoff weight
5. Landing weight < maximum certified landing weight at

destination

DEFINITIONS Net Climb Gradient: The gross climb gradient reduced by

0.8% during the takeoff phase and 1.1% during enroute.
Accelerate-Stop Distance: The distance required to accel-
erate to V1 and abort the takeoff and come to a complete Reference Zero: The point in the takeoff flight path at which
stop with maximum braking applied at V1. the airplane is 35 feet above the takeoff surface and at the
end of the takeoff distance required.
Climb Gradient: The ratio of the change in height during
a portion of a climb to the horizontal distance traversed in Takeoff Climb Increment (TCI): Altitude increment to be
the same time interval. added to the airport barometric altitude to obtain level-off
altitude. This increment includes corrections for non-stan-
Engine-Out Accelerate-Go Distance: The horizontal dis- dard temperature.
tance from brake release to the point at which the airplane
attains a height of 35 feet above the runway surface on a Takeoff Field Length: The takeoff field length given for each
takeoff during which an engine is recognized to have failed combination of gross weight, ambient temperature, altitude,
at V1 and the takeoff is continued. wind, and runway gradients is the greatest of the following:
• 115% of the two-engine horizontal takeoff distance from
Gross Climb Gradient: The climb gradient that the air-
start to a height of 35 feet above runway surface.
plane can actually achieve with ideal ambient conditions
(smooth air). • Accelerate-stop distance.
Landing Distance: The distance from a point 50 feet above • The engine-out accelerate-go distance.
the runway surface to the point at which the airplane would No specific identification is made on the charts concerning
come to a full stop on the runway. which of these distances governs a specific case.
Level-Off Altitude: The barometric altitude at which second
segment climb ends.
NOTES
FlightSafety International, Inc.
Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
CITATION CJ2+
PILOT TRAINING HANDBOOK
“The best safety device in any aircraft is a well-trained crew.”™

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CJ2+

San Antonio Learning Center

Copyright © 2014 by FlightSafety International, Inc. All rights reserved.

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

*0.0 in this column indicates an original page.

Revision 0.01 For Training Purposes Only iii

1 Aircraft General 4 Master Warning System

2 Electrical Power Systems 5 Fuel

For Training Purposes Only v

8 Fire Protection 11 Air Conditioning

For Training Purposes Only vi

14 Landing Gear & Brakes 16 Avionics

For Training Purposes Only vii

For Training Purposes Only viii

Figure 1-1. Citation CJ2+ Top View

Figure 1-2. Citation CJ2+ Side and Front Views

For Training Purposes Only 1-3

OVERVIEW EMERGENCY EMERGENCY

POWER METER NORMAL POWER

side of the aft fuselage. The EPU should be regulated to 28 FIELD

Figure 2-1. DC Power Distribution

For Training Purposes Only 2-1

SNs 0300 THROUGH 0438

SNs 0439 AND SUBSEQUENT

Figure 2-2. DC Electrical Controls

For Training Purposes Only 2-2

For Training Purposes Only 2-3

GENERATOR SWITCHES (Left and Right) GENERATOR CONTROL UNITS

For Training Purposes Only 2-4

For Training Purposes Only 2-5

DC VOLTS: Indicates voltage as measured in one

For Training Purposes Only 2-6

EMERGENCY BUS ITEMS—

• HOT BATT BUS

For Training Purposes Only 2-7

Figure 2-4. Pilot Circuit Breaker Panel: SNs 0439 and On

EMERGENCY BUS ITEMS— • PA AMP

For Training Purposes Only 2-10

Figure 2-6. Copilot Circuit Breaker Panel: SNs 0439 and On

For Training Purposes Only 2-13

COCKPIT PANEL LIGHTS AND DIMMING CONTROL PANELS

Figure 3-1. Panel and Interior Lighting Controls

NIGHT DIM SWITCH

For Training Purposes Only 3-2

COCKPIT PANEL LIGHTING RHEOSTATS

For Training Purposes Only 3-3

COCKPIT OVERHEAD LIGHTING RHEOSTATS

Map Lights: Two map/chart lights in the cockpit overhead panel

FLOOD LTS: Controls the two overhead floodlights and a standby

For Training Purposes Only 3-4

Figure 3-2. Cabin Lighting Locations

Figure 3-3. Cabin Lighting Controls/Indications

For Training Purposes Only 3-6

CABIN LIGHTING SWITCHES

For Training Purposes Only 3-7

• PASS SAFETY: Sounds an audible chime

Reading Lights: Directionally adjustable

For Training Purposes Only 3-8

Figure 3-4. Exterior Lighting Controls

Page Revision Page Revision