Citation Jet 1 - Pilot Training Manual - C525 (Vol 1)

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CITATION CJ1 525

PILOT TRAINING MANUAL
VOLUME 1
OPERATIONAL INFORMATION
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the Citation CJ1 525 aircraft are taught at the following
FlightSafety learning centers:
Citation Learning Center

FlightSafety International
1851 Airport Road
PO Box 12323
Wichita, Kansas 67277
Phone: (316) 220-3100
Toll-Free: (800) 488-3214
Fax: (316) 220-3134
San Antonio Learning Center

San Antonio International Airport
9027 Airport Boulevard
San Antonio, Texas 78216-4806
Phone: (210) 826-6358
Toll-Free: (800) 889-7917
Fax: (210) 826-4008
Copyright © 2000 by FlightSafety International, Inc.

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

the event of conflict between data provided herein and that in
publications issued by the manufacturer or the FAA, that of the
manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible.

We welcome any suggestions you might have for improving this
manual or any other aspect of our training program.

CONTENTS
EXPANDED CHECKLIST
Normal Procedures
Abnormal Procedures
Emergency Procedures
LIMITATIONS
MANEUVERS AND PROCEDURES
WEIGHT AND BALANCE
PERFORMANCE
CREW RESOURCE MANAGEMENT
RECURRENT
Recurrent Syllabus
Systems Review
Master Warning Systems

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CITATION CJ1 525 PILOT TRAINING MANUAL
NORMAL PROCEDURES
CONTENTS
Page
PREFLIGHT...................................................................................... NP-1
Preflight Inspection .................................................................. NP-1
Preliminary Cockpit Inspection ............................................... NP-1
Exterior Inspection................................................................... NP-3
Cabin Inspection .................................................................... NP-11
Cockpit Inspection ................................................................. NP-12
QUICK TURNAROUND................................................................ NP-15
BEFORE STARTING ENGINES ................................................... NP-16
STARTING ENGINES (DOWNWIND ENGINE FIRST) ............. NP-16
BEFORE TAXI ............................................................................... NP-18
TAXI ............................................................................................... NP-20
BEFORE TAKEOFF....................................................................... NP-21
Line-Up Check....................................................................... NP-22
TAKEOFF ....................................................................................... NP-23
AFTER TAKEOFF—CLIMB......................................................... NP-24
CRUISE........................................................................................... NP-25
DESCENT....................................................................................... NP-26
APPROACH .................................................................................... NP-29
BEFORE LANDING ...................................................................... NP-30
LANDING....................................................................................... NP-32
ALL ENGINES GO-AROUND ...................................................... NP-33
AFTER LANDING ......................................................................... NP-33
SHUTDOWN .................................................................................. NP-34
TURBULENT AIR PENETRATION ............................................. NP-36
FOR TRAINING PURPOSES ONLY NP-i

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FIGURE
Figure Title Page
NP-1 Exterior Stations A—H ................................................ NP-3
TABLES
Table Title Page
NP-1 Brake Fluid Reservoir Sight Gage ................................ NP-5
NP-2 Non-Standard Altimeter Chart
FE ± Correction ........................................................ NP-27
FOR TRAINING PURPOSES ONLY NP-iii

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NORMAL PROCEDURES
PREFLIGHT
PREFLIGHT INSPECTION
1. Battery ................................................................................. CONNECTED
2. Engine/Pitot Covers............................................................ REMOVED (2)
PRELIMINARY COCKPIT INSPECTION

1. Documents/Manuals/Equipment .................................. CHECK ABOARD
a. To be displayed in airplane at all times:
(1) Airworthiness and registration certificates
(2) Transmitter license(s)
b. To be carried in the airplane at all times:
(1) FAA-approved Airplane Flight Manual
(2) Rockwell Collins Pro Line 21 Avionics System Pilot’s Guide for
Cessna Citation CJ1/CJ2, Publication Number 523-0780351-
002117, latest revision
(3) Applicable FMS Pilot’s Manual
2. Flashlight .................................................................................... ABOARD
NOTE
FAA regulations require a flashlight and first aid kit
be carried. Check that the oxygen masks, headsets,
microphones, and the pilot’s checklists are on board.
Prior to cockpit inspection, check tailcone to ensure

battery is connected.
3. Portable Fire Extinguisher ....................................... SERVICED/SECURE
The portable fire extinguisher is located in a quick-release holder on the

floor inboard of the copilot’s seat and the pressure gage should read in the
white arc indicating a 150 psi charge.
FOR TRAINING PURPOSES ONLY NP-1

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4. MIC/Headsets/Oxygen Masks .................................................... ABOARD
5. Oxygen Quantity............................................................................ CHECK
Check that the quantity gage is 1,600–1,800 psi and the crew masks
are connected to the side console outlets. Pilot’s side console oxygen
control valve should be properly positioned to NORMAL. Caution
should be exercised as inadvertently placing the oxygen control valve
to MANUAL DROP will result in deployment of the cabin masks. The
standard crew masks must be worn around the neck for flights above
FL 250. The optional crew masks must be stowed in the quick-don-
ning holder and set on 100% for flights above FL 250.
The crewmember can verify oxygen flow by donning the mask and
breathing with the regulator in the 100% position and ensuring that
no restrictions to breathing are present, and by checking the flow
indicator.
6. BATT Disconnect Switch ........................................................ BATT DISC
7. Battery Switch ............................... BATT (NO VOLTAGE INDICATING)
8. BATT Disconnect Switch .................................... NORM (24-VOLT MIN)
9. Left and Right Circuit Breakers ..................................................... ALL IN
10. Generators......................................................... GEN (OFF, IF EXT PWR)
11. Pitot/Static Heat ............................................................ ON 30-SEC—OFF
12. Engine Anti-ice Switches................................... ENG-ON 30-SEC—OFF
13. Landing Lights ............................. ON (OFF, IF SEEN FROM COCKPIT)
14. Other Lights ................................. ON (OFF, IF SEEN FROM COCKPIT)
15. Control Lock.......................................................................... UNLOCKED
16. Gear Handle .................................................................................... DOWN
17. Fuel Quantity ................................................................................. CHECK
18. Elevator Trim ................................................... POSITION (T.O. RANGE)
19. Flap Handle................................................................. CHECK POSITION
20. Throttles ............................................................................................... OFF
21. All Other Switches............................................................ OFF OR NORM
NP-2 FOR TRAINING PURPOSES ONLY

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NOTE
• Expedite all checks with electrical power on, and
ensure that the air-conditioner switch is OFF if
an external power unit is not used.
• Landing and navigation lights may be omitted if

night flight is not anticipated.
• External power must be disconnected to complete

items 6, 7, and 8. Voltmeter will indicate external
power unit (EPU) voltage, if used, when the bat-
tery switch is placed in BATT position, item 7.
EXTERIOR INSPECTION
Make a general check for security, condition and cleanliness of the airplane and
components. Check particularly for damage, fuel, oil and hydraulic fluid leak-
age, security of access panels and removal of keys from locks (Figure NP-1).
H D
F
E
Figure NP-1. Exterior Stations A—H

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Hot Items/Lights
1. Left and Right Static Ports ...................................... CLEAR AND WARM
At high outside temperatures, it is difficult to feel heat from the static port.
Running the back of a finger from the airplane skin over the static port and
onto the skin again is the easiest way to feel the higher temperature of the port.
2. Left and Right Pitot Tubes........................................... CLEAR AND HOT
Do not grasp pitot tube firmly, as severe burns can result.
3. Landing Lights ...................................... BOTH ON (IF NOT OBSERVED

FROM THE COCKPIT)
4. Angle-of-Attack Vane ..................................................... FREE AND HOT
Use caution in checking the vane when hot; check that it is free.
5. Flashing Beacon ....................................... ON AND FLASHING (IF NOT

OBSERVED FROM COCKPIT)
6. Emergency Exit Light ....................................... ON (IF NOT OBSERVED

FROM COCKPIT)
7. Right Nav/Strobe ................................................................................... ON
8. Right Pylon Inlet ............................................................................. WARM
9. Tail Nav Light ........................................................................................ ON
10. Left Pylon Inlet ............................................................................... WARM
11. Left Wing Inspection/Nav/Strobe .......................................................... ON
12. Lights and BATT Switch...................................................................... OFF
Stations A–H
Station A Left Nose—CHECK
1. Baggage Door ............................................................. SECURE/LOCKED
Check latches firmly closed. The baggage and avionics bay doors must be
key locked to actuate door locked microswitches. The DOOR NOT
LOCKED annunciator will not extinguish if the baggage doors are
not locked. Remove key.

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2. Nose Gear, Doors, Wheel and Tire.............. CONDITION AND SECURE
Chine and tread of nose tire must be in good condition to meet the
water/slush runway operating limitations. Nose tire inflation pressure is
120, ±5 psi. On the ground, the two forward gear doors are closed but the
rear door is open, allowing a visual inspection of the nose gear assembly,
shimmy damper and nose gear steering bellcrank. Proper nose oleo strut
extension of a fully fueled airplane is approximately 2.5 inches.
3. Avionics Bay Latches................................................................... SECURE
Station B and C Right Nose and Fuselage Right Side—CHECK

1. Windshield Alcohol Reservoir Sight Gage ........................... GREEN ARC
Ball should be at top of sight gage.
2. Brake and Gear Pneumatic Pressure Gage ...................... FLUID VISIBLE
Pressure should read between 1,800 and 2,050 PSI.
3. Power Brake Accumulator Charge........................... LIGHT GREEN ARC

(PRECHARGE PRESSURE)
OR DARK GREEN ARC
(OPERATING PRESSURE), IF BATT
SWITCH WAS TURNED ON AND
BRAKE SYSTEM CIRCUIT
BREAKER WAS IN DURING
COCKPIT INSPECTION
4. Brake Fluid Reservoir Sight Gages ................................. FLUID VISIBLE
The metal star in the upper sight gage will have a red tint when reservoir is
full. Ball should be at the top of the upper sight gage if the accumulator
charge is in the light green arc (discharged). See Table NP-1.
Table NP-1. BRAKE FLUID RESERVOIR SIGHT GAGE
ACCUMULATOR ACCUMULATOR
STATUS
DISCHARGED CHARGED
FLUID VISIBLE AT TOP FLUID VISIBLE AT
NORMAL MINIMUM FULL
OF UPPER GAGE BOTTOM OF UPPER GAGE
FUILD VISIBLE IN FLUID ABOVE TOP

REFILL WHEN PRACTICAL
UPPER GAGE OF BOTTOM GAGE
FLUID LEVEL NOT FLUID AT OR BELOW REFILL BEFORE

VISIBLE IN UPPER GAGE TOP OF BOTTOM GAGE OPERATION

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5. Baggage Door.................................................... SECURE AND LOCKED
Check latches are firmly closed. The baggage doors must be key locked to
actuate door locked microswitch. The DOOR NOT LOCKED annunciator
will not extinguish if the baggage doors are not locked. Remove key.
6. Oxygen Blowout Disc .................................................................... GREEN
Green disc should be in place. If it is missing, oxygen bottle may be empty.
7. Overboard Vent Lines .................................................................... CLEAR
Check vacuum vent, brake reservoir vent, alcohol bottle vent and gear and
brake air bottle vent.
8. Rosemont Temp Probe................................................................... CHECK
9. Landing Light........................................................................ CONDITION
10. Top and Bottom Antennas........................... CONDITION AND SECURE
Station D Right Wing—CHECK

1. Wing Leading Edge Vent................................................................ CLEAR
2. Fuel Quick Drains................................................... DRAIN AND CHECK

FOR CONTAMINATION
Push straight up on the drains when taking fuel samples. The drain may
lock open if it is turned.
3. Main Gear, Door, Wheel and Tire ............... CONDITION AND SECURE
Check tire for wear and inflation to 102 ±5 psi; and the door for security.
Check wheel hubcap for condition and security of fastening. Check gear
for general security, fluid leakage and an approximate oleo strut extension
of 2.5 inches if airplane is fully fueled.
4. Engine Air Inlet .............................................................................. CLEAR
5. Engine Fan Duct and Fan............................................................... CHECK
Check for bent blades, nicks and blockage of stators. If the fan is
windmilling, place hand on bullet nose or install engine cover to stop the
rotation. If damage is observed, refer to the FJ44-1A Engine Maintenance
Manual.

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6. Pylon Inlet ...................................................................................... CLEAR
7. Generator Cooling Air Inlet ........................................................... CLEAR
8. Cabin Escape Hatch ..................................................................... SECURE
9. Stall Strip.......................................................... CONDITION (NO NICKS

OR DENTS) SECURE
10. Heated Landing Edge ......................... CONDITION, EXHAUST CLEAR
11. Fuel Tank Vent................................................................................ CLEAR
If vent is blocked, a negative pressure may build up in the wing causing

the tank to collapse.
12. Fuel-Filler Cap ............................................................................. SECURE
Check locking latch is closed and directed aft.
13. Static Wicks ................................................................................... CHECK
There should be one static wick on the wing trailing edge outboard of the
aileron, and two on the trailing edge of the aileron. If an aileron static wick
is missing it should be replaced before the airplane is flown, to ensure
proper control surface balance.
14. Aileron, Flap, and Speedbrakes................... CONDITION AND SECURE
Assure flap position matches indicator. Check ailerons for freedom and
hinge points for security. Check flaps and speedbrakes for security.
15. Hydraulic Reservoir ....................................................................... CHECK
16. Air-Conditioning Exhaust Lower Antennas and Drains ....... CONDITION

AND CLEAR
Station E Right Nacelle—CHECK

1. Bleed-Air Precooler Inlet ............................................................... CLEAR
2. Engine Fluid Drain and TT2 Inlet .................................................. CLEAR
It is normal to find some residual fluid on the drain lines.
3. Generator Cooling Air Exhaust...................................................... CLEAR

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4. Oil Filter Differential Pressure Indicator ...................... NOT EXTENDED
5. Oil Level ........................................................................................ CHECK
Filler Cap and Access Door ......................................................... SECURE
6. Engine Exhaust and Bypass Ducts ................ CONDITION AND CLEAR
Check for fuel leakage, damage to turbine blades, cracks, and general
security.
7. Bleed-Air Precooler Exhaust Door .............................................. CLOSED
CAUTION
Do not push the door open. Cable damage may result.
8. Thrust Attenuator ........................................ CONDITION AND SECURE
The paddle should be firmly hydraulically stowed.
Station F Empennage—CHECK
1. Right Horizontal Stabilizer Deice Boot ................................ CONDITION
Check boots for cuts that might prevent inflation and for signs of
delamination.
2. Right Horizontal Stabilizer,

Elevator, and Trim Tab .......................................................... CONDITION
Assure trim tab position matches elevator trim tab position indicator.
3. Rudder and Trim Tab ...................................... SECURE AND CORRECT

SERVO TAB ACTION
4. Static Wicks (Rudder, Both

Elevators, and Tail Cone) ............................................................... CHECK
There should be three static wicks on the trailing edge of each elevator,
two on the trailing edge of the rudder and one on the tailcone. If a rudder
or elevator static wick is missing it should be replaced before flight, in
order to ensure proper control surface balance.
5. Vortex Generators.......................................... CHECK (FIVE EACH SIDE

OF THE VERTICAL STABILIZER)

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6. Left Horizontal Stabilizer,

Elevator and Trim Tab ........................................................... CONDITION
Assure trim tab position matches elevator trim tab position indicator.
7. Left Horizontal Stabilizer Deice Boot................................... CONDITION
Check boots for cuts that might prevent inflation and for any indication of
delamination.
Station G Aft Compartment—CHECK

1. Fire Bottle Pressure Gages.............................. CHECK TEMPERATURE-
PRESSURE RELATIONSHIP
Check that the pressure in the bottles is within limits for the ambient
temperature. A pressure/temperature chart is located between the bottles in
the tail cone compartment. Checking for correct bottle pressure is the only
way to determine the bottles are full. The BOTTLE ARMED light on the
glare shield will illuminate when the ENG FIRE switch is pushed
regardless of bottle condition.
2. Junction Box Circuit Breakers ................................................................ IN
Check all visible circuit breakers
3. Equipment Access Door............................................................... SECURE
Check inner tail cone access door closed, latches firmly closed.
4. Aft Compartment Baggage .......................................................... SECURE
5. Aft Compartment Light........................................................................ OFF
6. Aft Compartment Access Door ......................... SECURE AND LOCKED
7. External Power Service Door....................................................... SECURE
8. Battery Cooling Intake and Vent Lines .......................................... CLEAR
9. Lower A/C Compartment Vent....................................................... CLEAR
Station H Left Nacelle—CHECK

1. Bleed-Air Precooler Intake............................................................. CLEAR
2. Bleed-Air Precooler Exhaust Door .............................................. CLOSED

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CAUTION
Do not push the door open. Cable damage may result.
3. Engine Exhaust and Bypass Ducts ................ CONDITION AND CLEAR
Check for fuel leakage, damage to turbine blades, cracks, and general
security.
4. Thrust Attenuator ........................................ CONDITION AND SECURE
The paddle should be firmly hydraulically stowed.
5. Engine Fluid Drains and TT2 Inlet................................................. CLEAR
It is normal to find some residual fluid on the drain lines.
6. Generator Cooling Air Exhaust...................................................... CLEAR
7. Oil Level ..........................................................................................CHECK
Filler Cap and Access Door ......................................................... SECURE
8. Oil Filter Differential Pressure Indicator ...................... NOT EXTENDED
Station I Left Wing—CHECK

1. Flap, Speed Brakes, Aileron, and Trim Tab .......................... CONDITION
AND SECURE
Assure flap position matches indicator.
2. Static Wicks ................................................................................... CHECK
There is one static wick on the wing trailing edge outboard of the aileron,
and two on the trailing edge of the aileron. If an aileron static wick is
missing it should be replaced before the airplane is flown, to ensure proper
control surface balance.
3. Fuel Tank Vent................................................................................ CLEAR
If vent is blocked, a negative pressure may build up in the wing causing

the tank to collapse.
4. Fuel Filler Cap.............................................................................. SECURE
Check locking latch closed and directed aft.

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5. Heated Leading Edge.......................... CONDITION, EXHAUST CLEAR
6. Stall Strip.................... CONDITION (NO NICKS OR DENTS) SECURE
7. Main Gear Door Wheel and Tire................. CONDITION AND SECURE
Check tire for wear and inflation to 102 ±5 psi; and the door for security.
Check wheel hubcap for condition and security of fastening. Check gear
for general security, fluid leakage and an approximate oleo strut extension
of 2.5 inches if airplane is fully fueled.
8. Fuel Quick Drains........ DRAIN AND CHECK FOR CONTAMINATION
Push straight up on the drains when taking fuel samples. The drain may
lock open if it is turned.
9. Landing Light........................................................................ CONDITION
10. Wing Leading Edge Vent................................................................ CLEAR
Station J Fuselage Left Side—CHECK

1. Wing Inspection Light........................................................... CONDITION
2. Pylon Inlet ...................................................................................... CLEAR
3. Generator Cooling Air Inlet ........................................................... CLEAR
4. Engine Fan Duct and Fan........................ CHECK (FOR BENT BLADES,

NICKS AND BLOCKAGE
OF FAN STATORS
If fan is windmilling, place hand on bullet nose or install engine cover to

stop the rotation. If damage is observed, refer to the FJ44-A1 Engine
Maintenance Manual.
5. Cabin Door Seals (Primary and Secondary)................ CHECK FOR RIPS

AND TEARS
CABIN INSPECTION
1. Emergency Exit ............................................................................ SECURE
Handle Lock Pin ......................................................................... REMOVE
Check fit of door, handle stowed, guard in place and locking pin removed.

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2. Passenger Seats...................................................... FULL UPRIGHT AND

OUTBOARD TO
CLEAR EXIT DOORS
3. Door Entry Lights ................................................................................ OFF
Switch located on entry door post.
4. Lighted Exit Placards ................................................................... SECURE
COCKPIT INSPECTION
1. Oxygen Control Valve ............................................ CHECK IN NORMAL
2. Oxygen Masks................................................ CHECKED (EMER-100%)/

ADJUSTED/STOWED
3. Circuit Breakers ............................................................................. CHECK
4. Battery Switch.......... EMER (CHECK POWER TO EMER BUS ITEMS)
NOTE
With the battery switch in emergency position, power
should be supplied to the following:
• COMM 1
• NAV 1
• Marker Beacon
• Overhead Floodlights
• Pilot’s and Copilot’s Audio Panels
• Standby Engine N 1 Indicators
• Flap Control
• Voltmeter
• Right Pitot-Static Heater
• Standby Altimeter/Airspeed (Vibrator)
• Standby HSI
• Copilot’s AHRS
• Landing Gear Control

• Landing Gear Monitor
• COMM-1/NAV-1 can be used on emergency bus

for clearance/ATIS, without operating other air-
plane equipment, if needed prior to start.
5. Check ATIS/Clearance (If needed before start)
6. Standby/Gyro Switch ............................... TEST/CHECK GREEN LIGHT
7. Standby/Gyro Switch.................................. ON/CHECK AMBER LIGHT
8. Battery Switch ............................................ BATT (24-VOLT MINIMUM)
Voltmeter checked at 24 volts for battery start; 29 with external power

applied
9. External Power.................................... CONNECTED (IF APPLICABLE)
CAUTION
ITT may approach 1,000°C during battery starts at
higher elevation airports. External power unit with
at least 800 amperes capacity is required for the first
engine start at airports with elevation above 10,000
feet. If external power unit with variable shutoff
current capability is used, it should be set to 1,100
amperes.
10. Avionics Power ...................................................................................... ON
11. ATIS/Clearance.................................................. CHECK (IF REQUIRED)
12. Rotary Test Switch .................................. WARNING SYSTEMS CHECK
13. Radar ......................................................................... OFF OR STANDBY
14. Avionics Power .................................................................................... OFF
15. Generators ........................................ GEN (OFF, IF EXT POWER USED)
16. Fuel Boost Pumps............................................................................ NORM
17. Fuel Transfer ........................................................................................ OFF
18. Left AHRS Slave .............................................................................. AUTO
19. Parking Brake ....................................................................................... SET

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Depressing the brake pedals and pulling the parking brake handle out traps
applied pressure to the wheel brakes. If the brake accumulator charge did
not indicate in the dark green or light green arc on the walkaround check,
the accumulator must be charged by turning the battery switch to BATT
shortly before setting the brakes.
20. Windshield Bleed-Air Valves............................................................... OFF
21. Control Lock ........................................................................................ OFF
Rotate the handle clockwise 45° from horizontal and push in to release.
With the control lock on, the throttles are held in the cutoff detent. It is
possible, however, to force a throttle past the lock which may require
disassembly of the quadrant to restore normal operation of the controls.
(Ensure that the handle is fully in and controls and throttles are free).
22. Pilot AHRS REV and Copilot’s (If Installed) ................................. NORM
23. Landing Gear Control ..................................................................... DOWN
24. Landing Gear Lights ...................................................................... CHECK
25. Anti-skid ................................................................................................ ON
26. Standby Gyro Caging Knob................................... UNCAGED/NO FLAG
27. Engine Instrument Warning Indicators .................................... NO FLAGS
28. Air Conditioner .................................................................................... OFF
29. Air Source Selector ........................................................... AS REQUIRED
NOTE
Bleed air enters the cabin hot (unconditioned) if
TEMPERATURE SELECT is set to MANUAL with
the AIR SOURCE SELECT in L, R, or BOTH.
30. Right AHRS Slave ............................................................................ AUTO
31. Throttles ............................................................................................... OFF
32. Thrust Attenuator Switch.................................................................. AUTO
33. Engine Synchronizer ............................................................................ OFF
34. All other Switches ............................................................ OFF OR NORM

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Switches are set to OFF or NORM and generators to GEN for battery start.
All radios and avionics are set to OFF to preclude the possibility of
equipment damage due to voltage variances during start.
Because the engine bleed ports do not open until positive pressure is
evident, it is not necessary to turn off the AIR SOURCE selector, and it
may be left in BOTH, for starting and all normal operation.
35. Battery and Standby Gyro................................................ OFF (IF DELAY

BEFORE FLIGHT)
ON (IF GROUND POWER)
QUICK TURNAROUND
When a complete preflight has already been accomplished and the condition
of the airplane has previously been thoroughly checked, it may be desirable
to use the Quick Turnaround checklist in circumstances such as prior to suc-
ceeding flights on the same day.
1. Standby Gyro ........................................................... ON/CHECK AMBER
2. Battery Switch ................................................................................... BATT
3. Battery Voltage................................................... CHECK (24-VOLT MIN)
4. External Power.................................... CONNECTED (IF APPLICABLE)
5. Generators ...................................... GEN (OFF, IF EXTERNAL POWER)
6. Fuel Boost Pumps............................................................................ NORM
7. All Other Switches............................................................ OFF OR NORM
8. Parking Brake ....................................................................................... SET
9. Control Lock ........................................................................................ OFF
10. Landing Gear Control ..................................................................... DOWN
11. Landing Gear Lights ...................................................................... CHECK
12. Standby Gyro Caging Knob................................... UNCAGED/NO FLAG
13. Engine Instrument Warning Indicators .................................... NO FLAGS
14. Throttles ............................................................................................... OFF

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BEFORE STARTING ENGINES

1. Preflight Inspection ................................................................ COMPLETE
2. Wheel Chocks .......................................................................... REMOVED
3. Cabin Door.......................................................................... CLOSE/LOCK
4. Passenger Briefing.................................................................. COMPLETE
5. Seats/Belts/Harnesses/Pedals.................................. ADJUSTED/SECURE
6. Fuel Quantity ............................................................................ CHECKED
7. Flashing Beacon Light........................................................................... ON
STARTING ENGINES
(DOWNWIND ENGINE FIRST)
Clear the area behind the airplane and check for foreign objects in front of
the engine inlet.
CAUTION
If engine maintenance has been performed, air in the
fuel lines may cause a hot start. Ensure that proper
purging procedures have been accomplished prior to
attempting a start. Be prepared to abort the start.
NOTE
In crosswind conditions, starting the downwind en-
gine first (for battery start) will produce a lower ITT.
Otherwise either engine can be started first.
Due to the hazards of foreign object ingestion and

noise, the left engine should not be running during
boarding or deplaning. If last minute boarding is an-
ticipated, the right engine should be started first.
1. Flood/Center Panel Lights ................................. FULL BRIGHT (NIGHT)
2. Start Button ........................................ PRESS MOMENTARILY/LIGHTS
Momentarily depressing an ENGINE START button causes the button and

standby gage floodlights to illuminate, activates the fuel boost pump and
the associated FUEL BOOST ON annunciator light, and commences
engine rotation.

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3. Throttles.............................................................................................. IDLE
At a minimum of 8 to 12% (maximum) turbine (N 2 ) rpm and with
indication of the fan (N1) rpm—lift the latch advancing the throttle to idle,
activates the ignition and the associated igniter light, and initiates fuel
flow. The 1,000°C ITT start limit mark appears in the upper ITT scale.
NOTE
Lower-start ITT can be achieved by allowing N 2 to
peak (but need not exceed 12% N 2 ) prior to advanc-
ing the throttle lever to idle.
4. ITT ............................................. CHECK RISE (ABORT IF RAPIDLY

APPROACHING 1,000°C
OR NO RISE IN 10 SEC)
5. Engine Instruments ...................................................... CHECK NORMAL
Check engine instruments within limits. Check that starter has disengaged
and that all annunciator lights are out except AOA HTR FAIL, P/S HTR
OFF, ATTEN UNLOCK, and other engine OIL PRESSURE WARN,
FUEL LOW PRESS, and GEN OFF.
6. Fuel/Oil/ GEN/Hyd Annunciators ................................. EXTINGUISHED
Check the FUEL LOW PRESS, FUEL BOOST ON, and OIL PRESS
WARN lights are extinguished. After light-off occurs, at approximately
45% turbine rpm, the starter relay opens, terminates ignition and fuel
boost and turns off the start button and the standby instrument floodlights.
During a battery start with the GEN switch on, the generator will come on
the line, extinguishing the GEN OFF light, at approximately 45% turbine
rpm. The 1,000°C ITT start limit tick mark declutters.
With external power in use, the GEN switches should be off until starting
is complete. It may not be possible to bring the generators on the line until
the external power unit is removed. In any case, electrical equipment
should not be turned on until both GEN OFF lights are extinguished.
An overvoltage protection system is provided during use of an external

power unit (EPU). The control unit monitors the external power unit
voltage and will deenergize the external power relay if the voltage is above
32.5 volts. External power cannot be reapplied to the airplane until the
electrical power has been interrupted after the start termination for the
voltage protection, or until the voltage is reduced below 32.5 volts.
Should automatic start sequencing not terminate, the boost pump, ignition
and associated lights will remain on. The starter, however, will discontinue
cranking due to speed sensing which governs at approximately 45% N2.
Depressing the STARTER DISENGAGE button will terminate the
automatic start sequence. This button is illuminated any time the PANEL
LIGHT CONTROL NIGHT DIM switch is ON.

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7. Other Engine ...................................... START (REPEAT ABOVE STEPS)
If a generator cross start is to be accomplished, leave the throttle at idle N2

(turbine) rpm on the operating engine. The engine should idle at
approximately 56.2% N2 rpm (56.2% ±1.3% rpm). For generator cross starts
both start buttons will illuminate indicating that both start relays are closed.
8. External Power.............. REMOVE–CHECK CLEAR (IF APPLICABLE)
9. Generators............................................. GEN (IF EXT PWR WAS USED)
10. DC Amps/Volts .............................................................................. CHECK
a. Left Generator................................................................................. OFF

Check L AMP drop (R AMP INCR, voltage 29 ±.25).
b. Right Generator............................................................................... OFF
Check voltage drops to battery (24 volts minimum).
c. Left Generator................................................................................ GEN
Check on line (AMPS INCR, voltage 29 ±.25)
d. Right Generator.............................................................................. GEN
Check generators parallel and voltage 29 ±.25 volts.
e. Battery Switch................................................................................. OFF
Check L AMP and R AMP drop.
f. Battery Switch .............................................................................. BATT
Check voltage 29 ±.25 volts.
While a generator is off line, the MASTER CAUTION and the
applicable GEN OFF light will illuminate. If both generators are off-
line at the same time the MASTER WARNING and both GEN OFF
lights will flash.
BEFORE TAXI
1. Air conditioner/Fans/Temp Control .................................. AS REQUIRED
Select both L and R positions, pausing long enough between selections to

verify airflow from each position. Selector should be positioned to BOTH
after checking pressure sources, unless conditions are such that FRESH
AIR may be desired before takeoff.

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NOTE
The air-conditioner switch must be in AUTO or FAN
and the aft fan must be operating for the automatic
cabin temperature control system to function.
2. Lights ............................................................................... AS REQUIRED
3. Avionics Power Switch .......................................................................... ON
4. Passenger Advisory Lights................................................. PASS SAFETY
5. Pressurization ................................................ AUTO/SET DESTINATION

PRESSURE ALTITUDE +200 FEET
6. Electric Elevator Trim............................................................ CHECK/SET
Operate electric elevator trim noseup and push AP/TRIM DISC switch.
Verify elevator trim wheel stops rotating. Trim should not operate while
pressing only one side of the split switch. Repeat check for nosedown
trim. Repeat trim check for copilot’s AP/TRIM DISC switch. Set the trim
as required for the center of gravity.
7. Flaps ..................................................................................... CHECK/SET
a. Set flaps to ground flaps and verify both speed brakes extend.
b. Advance both throttles above 85% N2; verify speedbrakes retract and
flaps >35° annunciator illuminated.
c. Retard both throttles to idle; verify lights extinguish, and speed brakes
extend.
d. Set flaps to TAKEOFF; verify speed brakes retract.
8. Flight Controls ............................................................... FREE/CORRECT
9. Thrust Attenuators ............................................................. CHECK/AUTO
Place the thrust attenuator switch in STOW; the white ATT STOW
SELECTED advisory light will illuminate. Advance either throttle beyond
85% N 2 with the thrust attenuator switch in STOW; the MASTER
CAUTION will illuminate. Bring the throttles to idle and select the thrust
attentuators switch to TEST; the MASTER CAUTION will illuminate.
Place the thrust attenuator switch in AUTO with the throttles at idle; the
thrust attentuators will be deployed. Advance either throttle above idle; the
thrust attentuators will stow and then redeploy when the throttle is
returned to idle.
10. ATIS Clearance, FMS and Charts.................................................. CHECK

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11. Takeoff Data..................................................... V1, VR, V2, VENR, (VT), N1,

CONFIRM
12. Avionics ................................................................................. CHECK/SET
TAXI
Gradually apply just enough thrust to break inertia. Reduce power to the
amount necessary to achieve desired taxi speed. Avoid riding the brakes and
always place the throttles to idle before commencing braking. Caution should
be exercised in congested areas to reduce the possibility of blast damage to
equipment and personnel.
Taxiing on one engine may be advisable at light weights to reduce brake

wear, particularly in very cold weather when idle thrust is relatively high.
Turning capability into the live engine is reduced however, and consideration
should be given to the direction of anticipated turns in deciding which en-
gine to operate. Peak exhaust velocity to generate the necessary thrust will
be higher on one engine. Manuevering in close quarters may dictate the use
of both engines. If additional thrust should be needed for taxiing, place the
thrust attenuator switch to STOW position.
Ground operations in visible moisture with an outside ambient air tempera-

ture from +10°C or below require that ENGINE ANTI-ICE be ENG ON or
WING/ENG.
1. Brakes ............................................................................................ CHECK
CAUTION
If, during taxiing, a hard brake pedal or no braking
condition is encountered, operate the emergency
brake system. Maintenance is required before flight.
NOTE
If the antiskid is turned off prior to or during taxiing,
it must be turned on prior to takeoff. The antiskid
must be turned on and the self-testing sequence com-
pleted (antiskid annunciator light out) while the air-
plane is stationary. If the airplane is taxiing when the
antiskid system is turned on, the antiskid test sequence
will not be completed successfully and the antiskid test
sequence will not be completely successfully and the
antiskid will not be operational during takeoff.
2. Flight Instruments .......................................................................... CHECK
Check the pilot’s ADI and HSI on the PFD have desired functions selected
and displayed. Check copilot’s ADI erect and no flag showing. Observe

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heading indicators and magnetic compass are in agreement. Check the

pilot’s and copilot’s AHRS SLAVE is in AUTO, and the vertical speed
indicators (VSIs) are at zero.
3. Crew Briefing ......................................................................... COMPLETE
It is suggested that the pilot brief the copilot and crew on takeoff
procedures at this point. This briefing may consist of discussion
concerning crew coordination with respect to flap setting, use of anti-ice,
review of takeoff power setting, “V” speeds and other airspeed call-outs
desired, and normal and emergency procedures. A review of the planned
departure and climb-out procedures, as well as NAV aids to be used, may
also be conducted at this time.
BEFORE TAKEOFF
1. Anti-ice/De-ice Systems ................................................................ CHECK
When icing conditions are anticipated:

Clear the area behind the airplane, set power at or above 70% N2 rpm and
turn on the engine and wing anti-ice and stabilizer deice. Check for
annunciators to illuminate and extinguish (approximately one minute).
Turn the wing and engine anti-ice off until ready to take off. Turn pitot-
static anti-ice on and verify annunciators extinguish. Open the windshield
bleed-air manual valves; turn on the windshield anti-ice; check flow, and
turn the anti-ice switches off, and close the manual valves. Check for
proper sequencing of the TAIL DE-ICE system. The TAIL DE-ICE (LH
and RH) annunciators will illuminate, and remain illuminated only during
the period of inflation of the automatic cycle. The left boot will inflate for
six seconds, followed by six seconds off (deflated), then six seconds of
inflation of the right boot. Three minutes from the initial left boot inflation
the cycle will repeat, and continue repeating until the switch is turned off.
The tail deice boot lights and system cannot be checked at idle due to low
bleed-air volume.
CAUTION
Do not operate windshield anti-ice on the ground at
high engine rpm.
Limit ground operation of pitot/static heat to two

minutes to preclude damage to the pitot/static system
and the angle-of-attack probe.
Do not continue operating ENG/WING anti-ice on the

ground at high engine rpm after anti-ice annuncia-
tors have extinguished.
Do not operate deice boots when ambient tempera-

ture is below –35°C (–31°F)

2. Passenger Seats ......................................................................... POSITION
Set position in accordance with associated placard. Generally, that is

upright and outboard to clear the aisles for possible egress.
3. Anticollision Lights ............................................................................... ON
NOTE
Do not operate the anticollision lights in conditions
of fog, clouds, or haze as the reflection of the light
beam can cause disorientation or vertigo.
4. Landing/Recognition Lights................................................. AS DESIRED
5. Cockpit Air Distribution.................................................... AS REQUIRED
6. Air Source Selector........................................................................... BOTH
7. Flaps ........................................................................ SET FOR TAKEOFF
8. Trim ....................................................... (3 AXES) SET FOR TAKEOFF
LINE-UP CHECK
10. Transponder ........................................................................................... ON
Set transponder to assigned mode and code.
11. Radar ................................................................................ AS REQUIRED
12. Anti-Ice/Deice Systems ............................................... ON IF REQUIRED
13. Ignition................................................................................................... ON
Turning the ignition ON will help to prevent a flameout if the engine

should ingest water spray or a foreign object on takeoff.
14. Pitot/Static Heat ..................................................................................... ON
Limit ground operation of pitot/static heat to two minutes to preclude

damage to the angle-of-attack system.

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15. Annunciator Panel .................................................................... CHECKED
All annunciator lights should be extinguished with the possible exception

of ENG or WING ANTI-ICE if either or both of those systems is selected
at a low power setting.
NOTE
The thrust ATTENUATOR UNLOCKED LH and RH
annunciator lights will be illuminated with throttles
at idle but will extinguish when the throttles are ad-
vanced for takeoff.
When clear of any bird hazard and cockpit workload

permits, return the IGNITION switches to NORM.
16. Climb Power......................................................................................... SET
Using MFD ram-air temperature (RAT) and the RECOMMENDED

MAXIMUM CONTINUOUS (CLIMB) thrust setting graph in Section IV
of the FAA-Approved Airplane Flight Manual, Section VII, or the
abbreviated checklist, determine climb N1. Fan (N1) rpm will increase
with altitude and several throttle adjustments may be necessary during
climb to maintain the specified thrust setting.
TAKEOFF
1. Throttles .................................................................... SET FOR TAKEOFF
Slowly and smoothly apply power while referencing the MFD engine
displays. A rolling takeoff may be used with sufficient runway available,
but it should be remembered that Flight Manual takeoff field length data
and takeoff N1 settings assume a static runup.
2. Engine Instruments ........................................................................ CHECK
3. Brakes ........................................................................................ RELEASE
Directional control is normally maintained with nose gear steering and

rudder; and upwind (wing down) aileron in crosswind conditions. For two
crew member operations it is suggested that the copilot perform the engine
instrument monitoring function and set the throttles enabling the pilot to
direct his full attention to airplane control. N1 should be closely observed,
and throttle corrections made as necessary to maintain takeoff thrust and
ensure symmetrical thrust application. Large differential power changes,
particularly at the higher thrust settings, can induce yaw.

It is recommended that the copilot (for two crewmember operations)

verbally state when takeoff thrust is set, a cross-check of airspeed
indicators at 70 knots is made, and when reaching V1 and VR. Positive
back pressure is required to rotate and it should be accomplished precisely
at VR. Early or late rotation may degrade takeoff performance. It should be
done smoothly, however, so that a decrease in airspeed does not occur.
Normal rotation angle is 10° noseup.
Should a serious irregularity become evident before reaching V1, the

takeoff should be aborted. With a problem after V1, the takeoff should
normally be continued. Procedures for abort and single-engine takeoff are
outlined in the EMERGENCY section.
AFTER TAKEOFF—CLIMB
1. Landing Gear.......................................................................................... UP
When a positive rate of climb is indicated, pulling the gear handle out and
moving UP initiates the retraction cycle, illuminating the GEAR
UNLOCKED and HYD PRESS ON lights. Check both lights extinguished
indicating the gear are up and locked.
2. Flaps ..................................................................................................... UP
At a comfortable (safe) altitude with wings level and a minimum airspeed

of V2 +10 KIAS, push the flap handle in (to clear the T.O. and APPR
detent) and full forward. Observe the position indicator to the left of the
handle move to FLAP UP. A small pitch change will occur. Minor
retrimming will be required as the airplane accelerates to climb airspeed.
3. Ignition ............................................................................................ NORM
When clear of any bird hazard and the cockpit workload permits, return
the IGNITION switches to NORM.
4. Climb Power......................................................................................... SET
Using MFD ram-air temperature and the RECOMMENDED MAXIMUM

CONTINUOUS (CLIMB) thrust setting graph in Section IV of the FAA-
Approved Airplane Flight Manual, Section VII, or in the abbreviated
checklist, determine climb N1. Fan (N1) rpm will increase with altitude
and several throttle adjustments may be necessary during climb to
maintain the specified thrust setting.
During climb, observe the differential pressure/cabin altitude for correct

cabin pressurization. The rate of cabin pressurization is automatically
controlled.

5. Engine Synchronizer ......................................................... AS REQUIRED
When N1 is set, within 2%, or N2 within 1% (left to right), turn engine

synchronizer selector switch to FAN or TURB as desired. Cross-check the
remaining engine instruments within limits.
6. Yaw Damper...................................................................... AS REQUIRED
With the yaw damper engaged, airplane control is improved and passenger
comfort is enhanced.
7. Passenger Advisory Lights................................................ AS REQUIRED
Placing the switch to SEAT BELT leaves that cabin advisory light
illuminated and extinguishes the NO SMOKING and emergency exit
lights. If no turbulence is anticipated, placing the switch to OFF
extinguishes both the advisory and emergency exit lights.
8. Anti-ice/Deice Systems..................................................... AS REQUIRED
Use of engine anti-ice reduces allowable fan speed and dictates close
monitoring of Inter-Turbine Temperature (ITT) and rpm limits.
9. Landing/Recognition Lights................................................................. OFF
10. Altimeters at Transition Altitude............................ SET 29.92 (1,013 mb)/

CROSSCHECK
CRUISE
1. Cruise Power ........................................................................................ SET
Climb thrust is normally maintained upon level off until acceleration to the
desired cruise mode takes place. As the airplane accelerates and the ram
air temperature (RAT) increases, N1 rpm may have to be adjusted to the
appropriate setting. If the optional engine synchronizer is installed and
engine rpm does not automatically synchronize at desired cruise setting,
turn the engine synchronizer switch to OFF, allowing the synchronizer
actuator to center; roughly synchronize the engines with the throttles and
turn the synchronizer switch to FAN or TURB. When operating at
maximum range cruise, thrust necessary to maintain optimum angle-of-
attack diminishes with fuel burn-off.

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Although the airplane is not operationally restricted in rough air, flight in

severe turbulence should be avoided. If severe turbulence is encountered, it
it recommended that the igniters be turned ON and airspeed maintained at
approximately 180 KIAS. Maintain a constant attitude, avoid abrupt or
large control inputs, and do not chase airspeed and altitude indications.
A comfortable cabin temperature is normally maintained with the AUTO

TEMPERATURE SELECT in the 12 to 2 o’clock position. During
daylight, the crew environment may not be an accurate reference to the
cabin comfort level due to solar heating taking place through the wide
expanse of cockpit windows.
CAUTION
Do not operate deice boots when indicated RAT is
below –35°C (–31°F).
The engine bleed-air anti-ice must be activated when operating in visible

moisture at temperatures from +10°C or below RAT and any time icing is
occurring. The pitot and static anti-ice is normally operated during flight.
Detailed instructions for operation of the engine anti-ice and surface deice
systems are found in Section II of this manual and in the FAA-Approved
Airplane Flight Manual.
NOTE
Check deice system for proper operation prior to en-
tering areas in which icing might be encountered.
3. Cockpit Air Distribution.................................................... AS REQUIRED
Cockpit air distribution and windshield air defogging is regulated by a

diverter valve, which has a control knob on the tilt panel.
DESCENT
1. Defog Systems .................................................................. AS REQUIRED
Warming the windshield with W/S BLEED air will assist in defrosting.
a. DEFOG FAN............................... HI (AT START OF DESCENT)
b. Cockpit Air Distribution ....................................................... MAX

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c. Windshield Bleed-Air Valves................................................ MAX

Windshield Bleed-Air Switch ............................................... LOW
Below 18,000 feet if landing temperature/dew-point spread is less
than 10°F/5°C.
3. Cockpit Air Distribution ............................................ MAX (3 O’CLOCK)
4. Windshield Bleed-Air Valves............................................................. MAX
5. Windshield Bleed-Air Switch........................................................... LOW*
*Below FL180 if Temp/Dew Point Spread is <10°F/5°C
6. Pressurization ......................................................... DEST FPA +200 SET*
See Non-Standard Altimeter Chart (Table NP-2).
Table NP-2. NON-STANDARD ALTIMETER CHART

FE ± CORRECTION
BAROMETRIC BAROMETRIC
LANDING ALTITUDE
PRESSURE PRESSURE LANDING ALTITUDE
CORRECTION CORRECTION
IN. HPA IN. HPA
29.30 992 +800 30.00 1,016 +100
29.40 995 +700 30.10 1,019 0
29.50 999 +600 30.20 1,023 -100
29.60 1,002 +500 30.30 1,026 -200
29.70 1,006 +400 30.40 1,029 -300
29.80 1,009 +300 30.50 1,033 -400
29.90 1,012 +200
EXAMPLE:
ALT SET 29.90
FIELD ELEVATION—1,000 FEET
29.90=+200 FEET
F/E 1,000 FEET + 200 FEET = SET 1,200 FEET
THIS IS CURRENT FPA +200 FEET
After beginning descent, verify destination field pressure altitude +200

feet in the SET ALT field of the controller. Once the destination altimeter
setting is known, in order to ascertain that the cabin pressure altitude for
the destination airport is correct, field pressure altitude can be determined.
Because each .10 inch of mercury deviation from 29.92 equates to 100 feet
difference between field elevation and pressure altitude, an altimeter
setting above standard gives a pressure altitude below field elevation and
the inverse is, of course, also true. As an example, descending to a field
elevation of 350 feet with a reported altimeter of 29.77 would result in a
field pressure altitude of 500 feet. The cabin altitude should then be set at
700 feet (500 +200) feet to ensure depressurization prior to touchdown.

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Monitor the differential pressure/cabin altitude in order to ensure that the

cabin altitude descends at the correct rate to the lower altitude.
NOTE
At higher altitudes and lower outside temperatures,
higher N 2 , (73-78%) may be required to keep the en-
gine and wing annunciators extinguished and to op-
erate the tail deice boots if all anti-ice systems are
operating.
PITOT and STATIC and ENGINE ANTI-ICE should

be on and operating and W/S BLEED as required
when operating in visible moisture at a ram-air tem-
perature from +10°C or below.
8. Throttles............................ AS REQUIRED (FOR ANTI-ICE SYSTEMS)
Maintain sufficient power for anti-icing (ENG ANTI-ICE lights remain

OFF) above 70% N2 (minimum).
9. Altimeters at Transition Altitude............................... SET/CROSSCHECK

(18,000 FEET IN U.S.A.)
Set landing field barometric pressure in three altimeters when cleared

below, or when passing, transitition altitude. Crosscheck altimeters for
agreement.
10. Landing data VAPP, VREF, VENR, (VT),

Minimums, N1, LDG DIST....................................................... CONFIRM
Refer to performance tables for VREF based on arrival gross weight. Check
runway requirements based on gross weight and destination field
information. Ascertain N1 for use in the event of a missed approach.
11. Landing/Recognition Lights.............................................. AS REQUIRED
NOTE
Bulb life is considerably extended by using the
recognition/taxi light position.

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APPROACH
1. Seats/Belts/Harnesses................................................................... SECURE
Check seats locked in the desired position. Check seatbelts snug and
shoulder harnesses latched to the buckle.
3. Avionics/Flight Instruments........................................................... CHECK
Check NAV receivers on proper frequency and required heading and

course information set. Cross-check flight instruments for correct
indications.
4. Minimums ............................................................................................ SET
It is recommended to use BARO to set minimums based on the current

altimeter setting. Set decision height or minimum descent altitude on
REFS page 2. For VFR operation other desired altitude may be set to
provide terrain proximity warning.
Turns on SEAT BELT/NO SMOKING signs and emergency exit lights.
6. Passenger Seats................................................ POSITION (POSITION IN

ACCORDANCE WITH
ASSOCIATED PLACARD)
Check TRANSFER knob OFF and FUEL TRANSFER and FUEL

BOOST ON annunciator lights extinguished.
8. Flaps ......................................................... TAKEOFF AND APPROACH
Flaps may be extended to T.O. and APPR below 200 KIAS. Check
indicator to verify position.
Engine synchronizer should be off to prevent excessive wear with large or

frequent throttle movement.
11. Anti-Skid................................................................................................ ON

12. Landing Lights....................................................................................... ON
13. Annunciator Panel.......................................................................... CHECK
14. Pressurization............... CHECK ZERO DIFFERENTIAL BY LANDING
Passing approximately 500 feet above ground level (AGL) check that the
cabin pressurization indicator indicates zero differential before landing. If
the differential is in excess of approximately one half psi, select a higher
landing field elevation to ascend the cabin. Any pressure existing at
touchdown will be dumped by the outflow valves (actuated by the left
main gear squat switch) and may cause discomfort.
BEFORE LANDING
1. Ignition................................................................................................... ON
May preclude flameout should an engine problem arise or a bird strike

occur during approach and landing.
2. Landing Gear ................................................................. DOWN/LOCKED
(VLO) (VLE) speed are both 186 KIAS.
Pulling gear handle out and moving it DOWN illuminates the HYD
PRESS ON and GEAR UNLOCKED lights while gear is extending.
Check three green lights (nose, LH, and RH) on and GEAR UNLOCKED
and HYD PRESS ON lights extinguished. Maximum landing gear
operating (VLO) and maximum landing gear extended (VLE) speed are
both 186 KIAS.
3. Flaps ............................................................................................... LAND
Flaps (VFE) may be extended to LAND below 161 KIAS.
Flaps may be extended to LAND below 161 KIAS. Flaps should be in the
LAND position for all normal landings. Check indicator to verify position.
Handle must be pushed in to clear T.O. and APPR detent when LAND
flaps are desired.
4. Autopilot/Yaw Damper ........................................................................ OFF
Yaw damper OFF to assure complete rudder authority to the pilot for
landing. Utilize the AP/TRIM DISC button on either control wheel or the
YD ENGAGE paddle on the autopilot panel.

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5. Airspeed .............................................................................................. VREF
Consistently comfortable and safe landings are best achieved from a

stabilized approach. The point at which the airplane should be stabilized
with airspeed at VREF to VREF +10, full flaps, and the desired descent rate
is normally coincident with commencing the final descent to landing.
Under instrument conditions, this usually occurs at the final approach
fix inbound.
After passing the instrument approach fix outbound or nearing the airport
traffic area, airspeed should be reduced below 200 KIAS and the flaps
extended to the T.O. and APPR (15°) position. Approaching the final
instrument fix inbound (one dot from glide slope intercept on an
instrument landing system approach [ILS]), or a downwind abeam
position, extend the landing gear. At the point where final descent to
landing is begun, extend flaps to LAND, establish the desired vertical rate,
and adjust power to maintain VREF to VREF +10 indicated airspeed.
Power management during the approach/landing phase is relatively easy

because an N1 setting in the 65-68% range will normally result in desired
indicated airspeeds for the various configurations. Depending on air traffic
control requirements, thrust necessary for the entire approach can often be
set during descent keeping in mind that fan (N1) rpm will decrease slightly
for a fixed throttle setting with a decrease in altitude or indicated airspeed.
Using a sea level airport with zero wind at a typical landing weight (8,500
pounds), a throttle setting that results in about 65% N1 in close will give
approximate level flight indicated airspeeds of 150 knots clean and 130
with flaps T.O. and APPR. Gear extended, flaps LAND, and commencing
an average descent (500 feet-per-minute) will result in approximately
VREF airspeed. Higher field elevations, landing gross weights and/or
headwind component will require a greater power setting.
For manuevering prior to final approach, minimum airspeeds of VREF +30,

VREF +20 and VREF +10 should be maintained clean, flaps T.O. and APPR
and flaps LAND respectively, to provide an adequate margin above stall.
While manuevering prior to gear extension, maintain airspeed above 130
KIAS (copilot’s indicator) to avoid sounding the landing gear warning horn.
Speed control on final should be precise for optimum landing performance

and this is best accomplished by establishing VREF airspeed well before
crossing the threshold. In gusty wind conditions, it is recommended that
one half the gust factor in excess of 5 knots be added to VREF.
If landing above 12,000 feet pressure altitude, turn the OXYGEN

CONTROL VALVE to CREW ONLY and turn pressurization bleed air
OFF to preclude passenger mask deployment.
6. Speedbrakes....................................... RETRACTED PRIOR TO 50 FEET

NOTE
Do not allow turbine (N 2 ) rpm to be less than
approximately 56%.
Landing with speedbrakes extended is not approved.
Approaching within approximately 50 feet of airport elevation, power

should be gradually reduced to idle. Wind velocity and direction will
dictate the rate at which the throttles are retarted. In very high surface
headwind conditions, as an example, it may be necessary to maintain at or
near approach power until close to touchdown.
LANDING
1. Throttles.............................................................................................. IDLE
This extends thrust attenuators automatically after touchdown with the

thrust attenuator switch in AUTO.
Touchdown, preceded by a slight flare, should occur on the main wheels.

Check thrust at idle and lower the nosewheel.
Suggested crosswind technique involves flying a crab down final approach

and aligning the longitudinal axis of the airplane to runway centerline with
rudder just before touchdown. The wide expanse of cockpit visibility
makes small crab angles difficult to detect and particular attention should
be devoted to this area to achieve smooth crosswind landings.
2. Brakes .................................................. APPLY (AFTER TOUCHDOWN)
Braking should be commenced according to runway length available to

reduce brake wear. Normally with excess runway, braking is begun after
aerodynamic deceleration to below 80 KIAS takes place. Apply smooth,
gradually increasing pressure until a comfortable turn off speed is reached.
For maximum braking performance, immediately after touchdown and
wheel spin-up, apply continuous maximum effort to the brake pedals and
hold to approximately 20 knots (do not modulate brake pedals). As ground
speed decays to approximately 20 knots ease off the brake pedal pressure
in order to avoid tire skidding when the anti-skid drops out.
CAUTION
If during landing, a hard brake pedal or no braking con-
dition is encountered, operate the emergency brake
system. Maintenance is required before next flight.

NOTE
To obtain maximum braking performance from the
antiskid system, the pilot must apply continuous
maximum effort (no modulation) to the brake pedals.
Dropout of the antiskid system occurs at approxi-

mately 12 knots, where braking reverts to power-
brake mode.
3. Flaps ............................................................................ GROUND FLAPS
Select GROUND FLAPS, by lifting the flap handle and moving it to the
extreme down position; the speedbrakes will be automatically selected
when the flap handle is placed in the GROUND FLAPS position and the
flaps pass 38°. The FLAPS >35° annunciator may illuminate if the squat
switch is not made during the landing rollout.
NOTE
FLAPS >35° annunciator and MASTER CAUTION
light may illuminate, and thrust attentuators may not
deploy if the nose is held up for aerodynamic braking.
ALL ENGINES GO-AROUND

1. Thrust ........................................................................ SET FOR TAKEOFF
2. Airplane Pitch Attitude .............................................................. POSITIVE
3. Rotation ................................................. +10° (USE FLIGHT DIRECTOR

GO-AROUND MODE)
4. Flaps ............................................................................... TO/APPROACH
5. Climb Speed........................................................................................ VAPP
6. Landing Gear.............................................. UP (WHEN POSITIVE RATE

OF CLIMB IS ESTABLISHED)
7. Flaps ..................................................................................................... UP
8. Thrust ............................................................................. SET FOR CLIMB
AFTER LANDING
1. Flaps ..................................................................................................... UP

Check that the HYD PRESS ON light extinguishes after the flaps are up.
Taxiing with flaps in any position except on a snow or slush covered
taxiway may result in obstruction of the flaps.
2. Ignition ....................................................................................... NORMAL
Both IGNITION switches to NORM.
3. Pitot/Static Heat .................................................................................. OFF
4. Landing and Anti-Collision Lights........................... OFF/AS REQUIRED
NOTE
Bulb life is considerably extended by using the
RECOG/TAXI light position for taxi.
5. Anti-Ice/Defog Systems .................................................... AS REQUIRED
NOTE
High humidity conditions may require the defog and
windshield bleed systems to remain on.
6. Transponder................................................................ OFF OR STANDBY
7. Radar ......................................................................... OFF OR STANDBY
SHUTDOWN
1. Avionics Power .................................................................................... OFF
2. Defog Fan............................................................................................. OFF
4. Flaps ................................................................... TAKEOFF/APPROACH
Set flaps to T.O. and APPR to facilitate the next preflight inspection. If the
airplane is to be unattended for a lengthy period or severe weather is
expected, leave flaps up.
5. Throttles ............................................................................................... OFF
After allowing Inter-Turbine Temperature (ITT) to stabilize at minimum

value for two minutes. This is usually accomplished during landing rollout
and normal taxiing. Lifting the latch and placing the throttles full aft to
OFF terminates fuel flow to the engine. As each throttle is selected to
OFF, verify the engine is not running by checking ITT, FF, and RPM.

6. Passenger Advisory Lights................................................................... OFF
7. Flashing Beacon Light ......................................................................... OFF
8. Standby Gyro Switch ........................................................................... OFF
9. Standby Gyro .................................................................................... CAGE
10. Exterior Lights ..................................................................................... OFF
11. Control Lock ............................................................................... ENGAGE
The control lock locks all control surfaces in neutral and the throttles in
cutoff.
12. Parking Brake.................................................... SET/WHEELS—CHOCK
Parking brakes should not be set if the brakes are very hot. Heat transfer to
the wheels and tires is increased with parking brakes set. This can cause
the fusible plugs to melt, deflating the tires. Do not leave the airplane
unattended without chocks unless the parking brake is set.
Always check cabin differential pressure at zero before opening the door.
Any pressure existing due to malfunction of the left main gear squat
switch or outflow valves could cause the door to open rapidly presenting a
hazard to personnel in the vicinity.
13. Battery Switch...................................................................................... OFF
Set BATT switch to the center OFF position. Care should be exercised that
it is not placed in EMER. Emergency bus items could drain the battery
over a period of time.
For deplaning at night, the battery switch may be left in BATT to make
available all cabin lighting until passengers and cabin baggage are
deplaned. Turning the EXTERIOR WING INSP LIGHT switch ON
provides additional illumination in front of the cabin door. An illuminated
courtesy light switch located near the forward door post on the
refreshment center is wired to the hot battery bus and turns on the
emergency exit lights, and one forward passenger compartment light.
When securing the airplane, install the engine and pitot tube covers. Check
the BATT, passenger advisory and courtesy light switches off. Closing the
door extinguishes the integral courtesy light switch illumination. All doors
and the nose avionics compartment can be key locked. A locking pin can
be installed in the internal emergency exit door handle to prevent access
from the outside. This pin must be removed prior to flight.

14. Engine Oil Level ............................................................................ CHECK
15. Engine Covers .............. INSTALL (AFTER ENGINES HAVE COOLED)
In conditions of blowing or drifting snow, install engine covers after

shutdown as soon as engines cool sufficiently.
TURBULENT AIR PENETRATION

Flight through severe turbulence should be avoided if possible. The follow-
ing procedures are recommended for flight in severe turbulence.
1. Ignition................................................................................................... ON
2. Airspeed..................................................... APPROXIMATELY 180 KIAS
Do not chase airspeed.
3. Maintain a constant attitude without chasing the altitude. Avoid sudden

large control movements.
4. Operation of autopilot is recommended using basic modes only.

Disconnect ALT, FLC, and VS modes.

ABNORMAL PROCEDURES
CONTENTS
Page
ENGINE ............................................................................................ AP-1
False Engine Start (Engine Does Not Light) ........................... AP-1
Engine Starter Will Not Disengage.......................................... AP-1
High Sustained ITT during Ground Shutdown ........................ AP-1
FUEL ................................................................................................. AP-2
Low Fuel Pressure.................................................................... AP-2
Low Fuel Quantity ................................................................... AP-2
Fuel Boost Pump On ................................................................ AP-2
Fuel Filter Bypass .................................................................... AP-3
Fuel Gaging System Fault........................................................ AP-3
Fuel Transfer ............................................................................ AP-4
Firewall Shutoff Valve Closed ................................................. AP-4
ENGINE INDICATING SYSTEM ................................................... AP-4
N1, N2, Flag (Yellow Dashes in Digital Readout) ................... AP-4
ITT Failure (No Pointer and FAIL Displayed on ITT Tape).... AP-4
Loss of Oil Pressure Indication (No Pointers Displayed) ........ AP-4
Loss of Oil Temperature Indication (No
Pointers Displayed) .................................................................. AP-5
Loss of Fuel Quantity Indication (No Pointer and
Yellow Dashes in Digital Readout).......................................... AP-5
Loss of Fuel Flow Indication (Yellow Dashes
in Digital Readout)................................................................... AP-5
Engine Comparator Monitor (Yellow ITT,
N1, or N2, Displayed on Indicator) .......................................... AP-5
Loss of Engine Comparator Monitor (White ENG 1,
ENG 2 Displayed on PFD) ...................................................... AP-6
ELECTRICAL................................................................................... AP-6
Single-Generator Failure.......................................................... AP-6
Aft J-Box Circuit Breaker Not Engaged .................................. AP-6
FOR TRAINING PURPOSES ONLY AP-i

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225-Amp Current Limiter Blown ............................................ AP-7

ENVIRONMENTAL/PRESSURIZATION....................................... AP-7
Bleed Air Overheat .................................................................. AP-7
Fresh Air Selected.................................................................... AP-8
Environmental System Air Duct Overheat .............................. AP-8
Cabin Pressurization Controller Failure................................... AP-9
Cabin Door Pressure Seal Failure.......................................... AP-10
Emergency Pressurization ON............................................... AP-10
Environmental System Cabin Overheat................................. AP-10
Use of Supplemental Oxygen (Unpressurized)...................... AP-11
Door Not Locked ................................................................... AP-11
FLIGHT CONTROLS..................................................................... AP-12
Electric Elevator Trim Runaway............................................ AP-12
Electric Elevator Trim Inoperative......................................... AP-12
Jammed Elevator Trim Tab .................................................... AP-12
ICING.............................................................................................. AP-13
Engine or Wing Anti-ice Failure............................................ AP-13
Windshield Bleed Air Failure ................................................ AP-15
Windshield Air Overheat ....................................................... AP-15
Pitot-Static Heater Failure ..................................................... AP-17
Angle-of-Attack Heater Failure ............................................. AP-18
Tail Deice Timer Failure ........................................................ AP-18
Inadvertent Icing Encounter................................................... AP-19
Severe Icing Encounter .......................................................... AP-19
FLIGHT GUIDANCE ..................................................................... AP-20
Single or Dual PFD Checklists .............................................. AP-20
Dual PFD, “AB” Configured Airplanes................................. AP-22
Single PFD, “AC” Configured Airplanes with or without
Copilot Altimeter ................................................................... AP-28
Single PFD, “AD” Configured Airplanes with Single PFD
and Standard Copilot Pneumatic Altimeter ........................... AP-32
AP-ii FOR TRAINING PURPOSES ONLY

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Single PFD, “AE” Configured Airplanes with Single PFD

and the Optional Copilot Honeywell AM 250 Altimeter ...... AP-33
HYDRAULICS/BRAKES............................................................... AP-35
Landing Gear Will Not Extend .............................................. AP-35
Landing Gear Will Not Retract.............................................. AP-36
Low Hydraulic Flow .............................................................. AP-37
Hydraulic System Remains Pressurized ................................ AP-38
Antiskid System Failure......................................................... AP-39
Dispatch with Antiskid System Inoperative .......................... AP-39
Power Brake System Failure.................................................. AP-40
Wheel Brake Failure .............................................................. AP-41
Attenuator Unlocked.............................................................. AP-42
ATTN STOW SELECTED .................................................... AP-44
Dispatch with Attenuator Stowed .......................................... AP-44
Speedbrakes Extended ........................................................... AP-45
ABNORMAL LANDING............................................................... AP-45
Flaps Inoperative Approach and Landing
(Not in Landing Position) ...................................................... AP-45
Flaps Greater than 35° ........................................................... AP-47
Landing with Failed Primary Flight Control Cable ............... AP-48
Single-Engine Approach and Landing................................... AP-48
Single-Engine Go-Around ..................................................... AP-50
MISCELLANEOUS........................................................................ AP-51
Master Warning Light ............................................................ AP-51
Master Caution Light ............................................................. AP-51
Annunciator Video Failure..................................................... AP-51
Annunciator Audio Failure .................................................... AP-52
FOR TRAINING PURPOSES ONLY AP-iii

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TABLE
Table Title Page
AP-1 Flaps Inoperative Landing Distance Factors .............. AP-46
FOR TRAINING PURPOSES ONLY AP-v

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ABNORMAL PROCEDURES
ENGINE
FALSE ENGINE START (ENGINE DOES NOT LIGHT)
1. Throttle................................................................................................. OFF
2. Starter Disengage..................................................... PRESS 15 SECONDS

AFTER THROTTLE OFF
ENGINE STARTER WILL NOT DISENGAGE

1. Starter Disengage Button................................................................. PRESS
If the starter does not disengage and the start button light remains illuminated
(start relay stuck):
2. Generator Switches .............................................................................. OFF
3. EPU (If Connected)............................................................ DISCONNECT
4. Battery Disconnect Switch ...................................................... BATT DISC
5. Throttle(s)............................................................................................. OFF
6. Battery (Located in Tail Cone)........................................... DISCONNECT
HIGH SUSTAINED ITT DURING GROUND SHUTDOWN

1. Throttle .................................................................................. CHECK OFF
2. Start Button........................................................ PRESS MOMENTARILY
3. Starter Disengage....................................... PRESS AFTER 15 SECONDS
FOR TRAINING PURPOSES ONLY AP-1

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FUEL
LOW FUEL PRESSURE
The LH or RH FUEL PRESS caution and MASTER CAUTION FUEL LOW
lights come on. PRESS
LH RH
1. Fuel Boost .................................................... ON (CHECK BOOST PUMP

CIRCUIT BREAKERS IN)
Low fuel pressure should activate the boost pump automatically with the
boost pump switches in NORM, but the switch should be turned on to
ensure the pump is powered.
2. Fuel Quantity ................................................................................. CHECK
3. Fuel Transfer ..................................................................... AS REQUIRED
Selecting transfer allows a boost pump to pressurize the entire fuel system
and extinguish the light as well as balancing the fuel.
LOW FUEL QUANTITY

The LH or RH FUEL LOW LEVEL caution and MASTER FUEL LOW
CAUTION lights come on. These lights notify the pilot that the PRESS
remaining fuel in the respective tank is 185 ±15 pounds or less.
LH RH
1. Fuel Boost .................................................... ON (CHECK BOOST PUMP

CIRCUIT BREAKERS IN)
Check that the fuel pump circuit breakers are in and the FUEL BOOST
ON advisory lights are illuminated. To ensure uninterrupted fuel flow to
the engines, the boost pump switches must be positioned ON when the low
fuel lights illuminate.
2. Land as soon as practical.
FUEL BOOST PUMP ON

The LH or RH FUEL BOOST ON advisory light comes on. FUEL BOOST
Illumination of the light(s) indicates the respective fuel boost pump ON
was either automatically or manually turned on.
LH RH
AP-2 FOR TRAINING PURPOSES ONLY

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If the fuel boost pump was not manually selected to ON:
1. Fuel Boost Switch (Affected Pump) ............................ ON, THEN NORM
Check the FUEL LOW PRESS CAUTION light to illuminate and

extinguish. The MASTER CAUTION light may come on steady.
If fuel boost pump ON light remains illuminated and/or the FUEL LOW
PRESS light flashes and MASTER CAUTION light come on steady:
CAUTION
Leave the fuel boost switch in NORM with the pump
running. If low fuel pressure has caused the boost
pump to trip on, turning the boost pump off could re-
sult in engine flameout.
FUEL FILTER BYPASS

The LH or RH FUEL FLTR BYPASS caution and MASTER FUEL FLTR
CAUTION lights come on. Illumination of these light(s) indicates BYPASS
a fuel filter bypass or impending bypass.
LH RH
Consider the possibility of partial or total loss of both engines. If the

FUEL FLTR BYPASS light illuminates during high altitude flight, suspect
ice formation across the filter. If one FUEL FLTR BYPASS light is on and
the cause is contaminated fuel, it is possible that fuel in the other wing fuel
is contaminated. Fuel transfer could contaminate the fuel in the
other wing.
2. Inspect the filter after landing.
Check the tank sump and filter quick drains for water accumulation after
landing and refer to the airplane maintenance manual for additional
information.
FUEL GAGING SYSTEM FAULT

The LH or RH FUEL GAUGE caution and MASTER CAUTION FUEL
lights come on. Illumination of these lights indicates a fault is GAUGE
detected in the respective MFD fuel indicating system. Monitor
the respective MFD fuel indication for proper indication. This LH RH
fault may also be the result of improper fuel capacitance. Check
the fuel after landing.

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NOTE
The fuel gaging B.I.T.E. (built-in test equipment)
signal conditioner control box indications should be
checked prior to battery switch OFF. Record the fuel
quantity in each tank at the time of the fault to assist
in maintenance troubleshooting.
FUEL TRANSFER
The FUEL TRANSFER advisory light comes on. Illumination of FUEL
the light indicates the fuel crossfeed valve is energized. This is TRANSFER
normal during fuel transfer operation. The supply tank FUEL
BOOST PUMP annunciator is also illuminated.
If the FUEL TRANSFER light illuminates when fuel transfer is not selected:
1. Fuel Boost Pumps............................................ BOTH ON OR BOTH OFF
(TO PRECLUDE TRANSFER)
2. Fuel Balance ............................................................................. MONITOR
FIREWALL SHUTOFF VALVE CLOSED

The F/W SHUTOFF caution and MASTER CAUTION lights F/W
come on. The valve is operated by engine fire push switches. All SHUTOFF
electrical, fuel, and hydraulic systems are closed at the applica-
ble firewall. LH RH
ENGINE INDICATING SYSTEM

N1, N2, FLAG (YELLOW DASHES IN DIGITAL READOUT)
1. DCU PRI, DCU SEC, and EDC
Circuit Breakers ........................................... CHECK (AFFECTED SIDE)
2. Refer to standby N1 indicator as required.
ITT FAILURE (NO POINTER AND FAIL DISPLAYED ON ITT

TAPE)
1. DCU PRI, DCU SEC, and EDC
Circuit Breakers ........................................... CHECK (AFFECTED SIDE)
LOSS OF OIL PRESSURE INDICATION

(NO POINTERS DISPLAYED)
1. DCU PRI and DCU SEC Circuit Breakers .................................... CHECK
(AFFECTED SIDE)

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2. Throttle................................................... REDUCE POWER (AFFECTED

ENGINE) (AS DESIRED)
If OIL PRESS WARN LH or RH light is on and MASTER WARNING

annunciator illuminates:
3. Throttle ......................................................... OFF (AFFECTED ENGINE)
4. Accomplish Engine Failure/Precautionary Shutdown checklist.
LOSS OF OIL TEMPERATURE INDICATION

(NO POINTERS DISPLAYED)
1. DCU PRI and DCU SEC Circuit Breakers .................................... CHECK
(AFFECTED SIDE)
LOSS OF FUEL QUANTITY INDICATION (NO POINTER

AND YELLOW DASHES IN DIGITAL READOUT)
1. DCU PRI, DCU SEC, and Fuel
Quantity Circuit Breakers ............................ CHECK (AFFECTED SIDE)
LOSS OF FUEL FLOW INDICATION (YELLOW DASHES IN

DIGITAL READOUT)
1. DCU PRI, DCU SEC and Fuel
Quantity Circuit Breakers ............................ CHECK (AFFECTED SIDE)
ENGINE COMPARATOR MONITOR (YELLOW ITT, N1, OR

N2 DISPLAYED ON INDICATOR)
1. Engine Instruments ................................................................... MONITOR
2. Standby N1 Indicator...................................... UTILIZE (AS REQUIRED)
NOTE
• The arrow indicates the side causing the mis-
compare.
• The standby N 1 indicator utilizes the direct out-

put from the N 1 monopole.

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LOSS OF ENGINE COMPARATOR MONITOR (WHITE

ENG1, ENG2 DISPLAYED ON PFD)
Indicates that all sources of engine information may not be available and
the comparator monitor is inoperative.
ELECTRICAL
SINGLE-GENERATOR FAILURE
The LH or RH GEN OFF caution and MASTER
GEN GEN
CAUTION lights come on.
OFF OFF
LH RH LH RH
1. Electrical Load ............................................. DECREASE IF REQUIRED;

300 AMPERE MAXIMUM
2. Air Conditioner ..................................................................... OFF OR FAN
3. Failed Generator .............................................. CHECK SWITCHES AND

CIRCUIT BREAKERS;
RESET AS REQUIRED
Rotating the voltage selector knob to the appropriate position may aid in
isolating the problem. If the voltage is normal, it indicates the generator
power relay is tripped due to reverse current or overvoltage and generator
reset is unlikely. A reading of zero indicates the generator field relay is
tripped due to an overvoltage. In this case, a reset may be possible.
If unable to reset:
4. Failed Generator................................................................................... OFF
AFT J-BOX CIRCUIT BREAKER NOT ENGAGED

The AFT J-BOX CB caution and MASTER CAUTION lights AFT
come on. Illumination of the lights indicates the left or right J-BOX
start control aft J-box circuit breaker(s) is (are) disengaged.
CB
On the ground:
1. Correct the situation prior to flight. The respective engine cannot be

started.

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In flight:
1. The respective engine can be started only using a windmilling air start.
225-AMP CURRENT LIMITER BLOWN

The AFT J-BOX LMT caution and MASTER CAUTION lights AFT
come on. The aft J-box left or right current limiter circuit breaker J-BOX
is disengaged, indicating a probable blown current limiter. Normal
generated power is available to the respective buses, but the LMT
crosstie bus will not supply power to the respective bus from the
b a t t e r y o r f r o m t h e o p p o s i t e g e n e r a t o r i n t h e eve n t o f a
generator failure.
On the ground:
1. Correct prior to flight.
In flight:
1. Be prepared for loss of left or right extension and associated buses in the
event of a generator failure.
ENVIRONMENTAL/PRESSURIZATION
BLEED AIR OVERHEAT
The LH or RH BLD AIR O’HEAT caution and MASTER CAU- BLD AIR
TION lights come on. Illumination of the light(s) indicates a O'HEAT
malfunction has caused the bleed air leaving the respective pre-
cooler to exceed the allowable temperature. This would likely LH RH
occur if engine, wing, and/or windshield anti-ice is on, and/or the
precooler door actuator is failed closed and engine power is high.
1. Throttle, Respective Engine ........................................................ REDUCE
Maintain sufficient rpm greater than 70% N2 to maintain the engine anti-
ice light out if anti-ice is on.
NOTE
When the overheat occurs, the wing anti-ice valve on
the side of the overheat, if on, will automatically
shut off and cycle.
If the annunciator will not extinguish when the en-

gine rpm is reduced, the problem is likely to be a faulty
temperature sensor. Bleed temperature at lower rpm
is not hot enough to trip the sensor.

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FRESH AIR SELECTED

The FRESH AIR caution and MASTER CAUTION lights come on. FRESH
Illumination of the lights indicates the air source selector is set to AIR
the FRESH AIR position.
CAUTION
The airplane will not pressurize in the fresh air mode.
ENVIRONMENTAL SYSTEM AIR DUCT OVERHEAT

The AIR DUCT O’HEAT caution and MASTER CAUTION lights AIR DUCT
come on. O'HEAT
1. TEMP Circuit Breaker .................................................................... RESET
NOTE
TEMP control circuit breaker on left circuit-breaker
panel must be in for automatic temperature control.
2. Auto Temperature Select............................................................ MANUAL
3. Manual Hot/Manual Cold Switch .................................. MANUAL COLD
Hold the switch in this position until the overheat light goes out (30
seconds maximum).
If the light goes out:
4. Auto Temperature Select ................................................. AUTO (SELECT

A COOLER TEMPERATURE)
NOTE
If the AIR DUCT O’HEAT light illuminates again,
select MANUAL on the auto temperature selector
and control the temperature with the MANUAL
HOT/MANUAL COLD switch.
If the light does not go out:
4. Air Source Select ........................................... L OR R; REDUCE POWER

ON SELECTED ENGINE,
IF NECESSARY

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CABIN PRESSURIZATION CONTROLLER FAILURE

If cabin altitude is not pressurized after takeoff:
1. Thrust Attenuator Switch ................................................................. STOW
NOTE
Failure of the cabin to pressurize after takeoff indi-
cates possible failure of a squat switch in the ground
mode which could result in thrust attenuators being
deployed in flight.
WARNING
Landing distances will be increased. Refer to

Attenuator Unlocked Prior to Landing checklist.
If cabin altitude is not being maintained:
1. Pressurization Control................................................................ MANUAL
Control cabin altitude with the MANUAL toggle valve.
If not arrested by 10,000 feet (CAB ALT >10,000 warning CAB ALT
light on): 10,000 FT
2. Pilot(s)................................................. DON CREW OXYGEN MASK(S)
If not arrested by 14,000 feet cabin altitude:
3. Initiate emergency descent procedure.
4. Oxygen Control Valve .................................................... MANUAL DROP
5. Passenger Oxygen .............................................. ENSURE PASSENGERS

ARE RECEIVING OXYGEN
If cabin pressure is maintained, but the amber fail annunciator in the pres-
sure controller is illuminated (probable loss of air data computer input, auto-
schedule inoperative):
1. Pressurization Controller..................... SELECT CA, CABIN ALTITUDE
OR FL, FLIGHT ALTITUDE
2. Pressurization ..................... SET ALT KNOB AS DESIRED (FL OR CA)
3. Prior to Descent ............................ SET ALT KNOB-CA, DESTINATION

FIELD PRESSURE ALTITUDE +200 FEET

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CABIN DOOR PRESSURE SEAL FAILURE

The DOOR SEAL and MASTER CAUTION lights come on. The DOOR
cabin door primary seal pressure is too low to maintain door seal SEAL
integrity. The secondary seal should maintain pressurization
1. Descend to 31,00 feet (or lower).
2. Pilot ........................................................................................ DON CREW

OXYGEN MASK
(IF ABOVE 24,000 FEET)
3. Passenger Advisory Light .................................................. PASS SAFETY
4. Descend below 15,000 feet as soon as practical.
EMERGENCY PRESSURIZATION ON
The EMER PRESS ON caution and the MASTER CAUTION EMERG
lights come on. Illumination of the lights indicates the emergency PRESS ON
pressurization system is turned on at the air source select switch.
ENVIRONMENTAL SYSTEM CABIN OVERHEAT

1. Temperature Circuit Breaker ........................................................... RESET
2. Auto-Temperature Select ........................................................... MANUAL
3. Manual Hot/Manual Cold ................................. MANUAL COLD, HOLD

FOR AT LEAST 30
SECONDS FOR MAX COLD
If no change in temperature occurs:

4. Windshield Bleed Valves ............................................................. CLOSED
5. Air Source Selector.............................................................. EMER PRESS
NOTE
Pressurization air will enter the cabin through the
cockpit air distribution system (foot warmers, side
panels, defog). EMER PRESS air will be controlled
at approximately 120°F.

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If still no change in temperature:
6. Altitude ...................................... DESCEND AS SOON AS PRACTICAL
7. Air Source Selector..................................... FRESH AIR IF NECESSARY

(CABIN WILL DEPRESSURIZE)
USE OF SUPPLEMENTAL OXYGEN (UNPRESSURIZED)

1. Oxygen Masks
a. Below 25,000 Cabin Altitude ............................................... NORMAL
b. At or above 25,000 Feet................................................................ 100%
Ensure crew and passengers are receiving oxygen.
2. Cabin Altitude
a. With Passengers...................................................... MAX 25,000 FEET
b. Crew Only .............................................................. MAX 34,000 FEET
3. Oxygen ................................................................. CHECK ENDURANCE
4. Range ....................................................................................... COMPUTE
Compute based on oxygen endurance and revised fuel flow and ground
speed.
DOOR NOT LOCKED

The DOOR NOT LOCKED caution and MASTER CAUTION DOOR NOT
lights come on. Illumination of the lights indicates unlocked LOCKED
(key) nose or tail cone doors, failure or improper position of one
or more door switches, and/or possible disengagement of the
lower forward cabin door pin.
On the ground:
1. Correct the condition prior to flight.
In flight:
1. Airspeed....................................................................................... REDUCE
3. Cabin Door .......................................................................... KEEP CLEAR

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4. Descend to a lower altitude.
FLIGHT CONTROLS
ELECTRIC ELEVATOR TRIM RUNAWAY
1. Autopilot/Trim Disengage Switch ................................................... PRESS
This will stop the elevator trim.
2. Pitch Trim Circuit Breaker............................................. PULL (L PANEL)
Pull the PITCH TRIM circuit breaker to permanently remove power from
the trim motor before releasing the autopilot/trim disengage switch.
3. Manual Elevator Trim ....................................................... AS REQUIRED
ELECTRIC ELEVATOR TRIM INOPERATIVE

1. Pitch Trim Circuit Breaker (L Panel)............................................. CHECK
If still inoperative:
2. Manual Elevator Trim ....................................................... AS REQUIRED
NOTE
Do not attempt to use the autopilot if the electric
trim is inoperative. The autopilot is not able to trim-
out servo torque, and disengaging the autopilot could
result in a significant pitch upset.
JAMMED ELEVATOR TRIM TAB

Cruise
NOTE
The procedure required varies with the airspeed at the
time the jam occurs. It is best to maintain the trimmed
speed as long as possible without exceeding 261
KIAS or approximately 10 pounds of elevator force.
When nearing the airport or when more than 10
pounds of force is required, regardless of altitude, ini-
tiate the following procedures.

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1. Throttles.............................................................................................. IDLE
2. Speedbrakes ................................................................................. DEPLOY
3. Airspeed....................................................................................... REDUCE
Elevator force will reduce as airspeed is reduced.
4. Wing Flaps ....................................................................... TAKEOFF AND

APPROACH (BELOW 200 KIAS)
5. Landing Gear................................................ DOWN (BELOW 186 KIAS)
6. Speedbrakes............................................................................... RETRACT
7. Airspeed ...................................................................................... 120 KIAS
8. Wing Flaps........................................................................................ LAND

IF DESIRED (ON SHORT FINAL,
ELEVATOR FORCE WILL
INCREASE SLIGHTLY)
NOTE
Do not attempt to use the autopilot if the electric
trim is inoperative. The autopilot is not able to trim-
out servo torque, and disengaging the autopilot could
result in a significant pitch upset.
Takeoff or Go-Around
1. Reduce power as necessary to maintain 120 KIAS or less. Do not change
the flap position. Minimum speed is VREF for flaps 35°, VAPP for flaps in
TAKEOFF AND APPROACH, or V REF +15 KIAS for flaps 0° or
unknown. Do not retract the landing gear. Land as soon as practical.
ICING
ENGINE OR WING ANTI-ICE FAILURE
LH or RH ENG and/or LH or RH WING ANTI-ICE caution and ENG
MASTER CAUTION lights come on. Illumination of the lights ANTI-ICE
indicates that engine inlet or wing leading edge temperature is
below a safe level for satisfactory ice protection. This is normal LH RH
when engine/wing anti-ice is first actuated, until normal tem-
perature is achieved, and if engine speed is reduced below ap-
proximately 70% N 2 . Once the engine inlet and/or wing leading WING
edge has obtained normal temperature, subsequent illumination ANTI-ICE
of the annunciator illuminates the MASTER CAUTION lights. LH RH

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The LH or RH wing anti-ice lights may also indicate wing overtemperature.

In this case the wing anti-ice automatically shuts off and cycles back on when
the overtemperature condition has cleared. This condition should not occur
except on the ground at high power settings with engine and wing anti-ice on.
In flight (steady illumination):
1. Throttle...................................................................... INCREASE POWER

(ABOVE 70% N2)
2. Engine/Wing Anti-ice Controls ................................ CHECK SWITCHES

AND CIRCUIT
BREAKERS
If the engine anti-ice light remains on (after two minutes):
3. Respective Engine/Anti-ice Circuit Breaker ..................................... PULL
NOTE
Respective WING and ENGINE ANTI-ICE annun-
ciators will be inoperative and the wing/engine anti-
ice valves will open. The engine/wing anti-ice switch
should remain ENG ON or WING/ENG to operate the
pylon inlet heater.
4. Monitor engine inlet or leave the icing environment as soon as possible.
If only the wing anti-ice light remains on:
3. Affected Engine/Wing Anti-ice Switch ............ ENG ON OR WING/ENG

4. Wing Xflow Switch ........................................................... WING XFLOW
If the light/lights do not extinguish or reilluminate:
5. Leave the icing environment as soon as possible.
6. After leaving the icing environment, reset the circuit breaker (if
applicable) and select anti-ice switches OFF.
NOTE
If landing in icing environment, use Anti-ice On
procedures.
If only the wing anti-ice light is on and the ENG/WING anti-ice switch
is selected off, it indicates an overheat condition for respective wing
leading edge.

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1. Wing Xflow Switch ........................................................... WING XFLOW
2. Respective Engine .................................................. REDUCE POWER AS

MUCH AS FEASIBLE
NOTE
If landing in icing environment, use the Anti-Ice On
procedures.
WINDSHIELD BLEED AIR FAILURE

Loss of Hot Air Supply
The failure indicates the valve will not open or possible line failure.
1. Windshield Bleed-Air Switch and Valves ............................................ OFF
2. Windshield Alcohol Anti-ice ............................................ AS REQUIRED
NOTE
There is a ten minute supply of alcohol available to
the pilot’s windshield only.
WINDSHIELD AIR OVERHEAT

The W/S AIR O’HEAT caution and MASTER CAUTION lights W/S AIR
come on. The windshield bleed-air system is inoperative while O'HEAT
the W/S AIR O’HEAT light is illuminated.
Windshield bleed switch LOW or HI (airflow cycles OFF and ON)
1. If windshield bleed-air switch is HI.................................... SELECT LOW
NOTE
If the controller has detected an overtemperature
condition and shut off the windshield bleed air, the
system cycles back on when the air temperature cools.
Increased airspeed and selecting warmer cabin may
improve controller efficiency and eliminate the
overtemperature condition. Satisfactory anti-ice will
be provided under most icing conditions while the sys-
tem cycles.

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If satisfactory anti-ice is not maintained:
2. Windshield Bleed-Air Circuit Breaker .............................................. PULL
3. Windshield Bleed Manual Valves .......... ADJUST TO MINIMUM FLOW
The manually controlled bleed-air valves reduce the amount of bleed air
reaching the windshield. When the windshield bleed-air temperature cools,
the annunciator light extinguishes and the windshield bleed-air solenoid
valve automatically opens, restoring flow.
NOTE
The use of emergency pressurization reduces the ef-
fectiveness of windshield anti-ice.
CAUTION
If continuing airflow, the air will still be too hot but
flow will be reduced. Monitor windshield for evidence
of heat damage and close the windshield manual
valves if evidence occurs.
NOTE
There is a 10-minute supply of alcohol available to
the pilot’s windshield only.
Continued Illumination (Not Cycling, Probable

Controller Failure)
1. Windshield Bleed Manual Valves .......................... OFF OR REDUCE TO
MINIMUM FLOW
Reducing air to minimum flow will maintain adequate visibility.
CAUTION
If continuing airflow, the air will still be too hot but
flow will be reduced. Monitor windshield for evidence
of heat damage and close the windshield manual
valves if evidence occurs.

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3. Leave icing environment as soon as possible.
NOTE
A 10-minute supply of alcohol is available to the
pilot’s windshield only.
Windshield Bleed Switch Off

This indicates probable solenoid valve failure or leak. Windshield air tem-
perature is not regulated. Windshield heat damage is possible. Maintenance
is required.
1. Windshield Bleed-Air Manual Valves.................................................. OFF
PITOT-STATIC HEATER FAILURE

The LH or RH P/S HTR OFF caution and MASTER CAUTION P/S HTR
lights come on. OFF
LH RH
1. Pitot-Static Switches and Circuit Breakers .................................... CHECK
Check the PITOT and STATIC ANTI-ICE switch ON and the L and R
PITOT STATIC circuit breakers are in.
2. Determine which system is inoperative.
NOTE
For single PFD and single ADC, the autopilot ref-
erences the pilot’s pitot-static system; therefore, the
altitude hold, altitude select, vertical speed hold,
and indicated airspeed hold functions may be inop-
erative if the pilot’s pitot-static system fails.
For dual PFD and dual ADC, the altitude hold, alti-
tude select, vertical speed hold hold, and indicated
airspeed hold functions may be inoperative if the
pilot’s or copilot’s pitot-static system fails. The au-
topilot can reference the pilot’s or copilot’s pitot-
static system. Therefore, use the operative side for
the autopilot reference.

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ANGLE-OF-ATTACK HEATER FAILURE

The AOA HTR FAIL caution and MASTER CAUTION lights come AOA HTR
on and indicates the AOA heating element, located in the AOA FAIL
sensor, has failed.
1. Pitot-Static Switch................................................................... CHECK ON
2. AOA HTR Circuit Breaker ....................................................... CHECK IN
3. Leave the icing environment as soon as practical.
WARNING
Do not reduce airspeed below V REF (FLAPS 35°),

V REF +10 (FLAPS 15°), or V REF +15 (FLAPS UP).
If the AOA probe becomes iced, the stick shaker may
not function.
TAIL DEICE TIMER FAILURE

The LH or RH TAIL DEICE advisory annunciator fails to TAIL
illuminate or continues to cycle. DE-ICE
If the annunciator(s) fails to illuminate: LH RH
1. Tail Deice Switch........................................................ CHECK POSITION
2. Tail Deice Circuit Breaker ........................................................ CHECK IN
3. Tail Deice Switch ....................................................................... MANUAL
Repeat at 3- to 5-minute intervals or as required if the stabilizer can be seen.
If the tail deice boots fail to inflate:
If it cannot be verified there is no ice on the horizontal stabilizer:
5. Do not exceed 15° flaps. Refer to the Flaps Inoperative Approach and
Landing procedures.
If the tail deice boots continue to cycle with the tail deice switch in the OFF
position (tail deice advisory light cycles):
1. Tail Deice Circuit Breaker................................................................. PULL

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2. Reset the circuit breaker as needed to actuate the system.
Reset and pull periodically (3 to 5 minutes).
INADVERTENT ICING ENCOUNTER

1. Engine/Wing Anti-ice ....................................... ENG ON OR WING/ENG
2. Windshield Anti-ice and Tail Deice .................................. AS REQUIRED
If single engine, refer to the Engine Failure/Precautionary Shutdown

procedure.
SEVERE ICING ENCOUNTER

Severe icing may be encountered at temperatures as cold as –18°C. Increased
vigilance is required at temperatures around 0°C ambient air temperature with
visible moisture present.
NOTE
The following weather conditions may be conducive
to severe in-flight icing:
• Visible rain at temperatures colder than 0°C

ambient air temperature
• Droplets that splash or splatter at temperatures

colder than 0°C ambient air temperature
If severe icing is present:
Severe icing conditions are indicated by one or more of the following

visual cues:
• Unusually extensive ice accumulations on the airframe and windshield

in areas not normally observed to collect ice
• Accumulation of ice on the upper surface of the wing aft of the

protected area
1. Immediately request priority handling from Air Traffic Control to facilitate

exiting the severe icing conditions.
2. Flaps .................................................... LEAVE IN CURRENT POSITION

(DO NOT EXTEND OR RETRACT)
3. Autopilot ............................................................................... DISENGAGE

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CAUTION
Be prepared for control wheel force required to main-
tain desired flightpath.
4. Avoid abrupt and excessive maneuvering that may aggravate control

problems.
5. If Unusual or Uncommanded
Roll is Encountered ................................ REDUCE ANGLE OF ATTACK
FLIGHT GUIDANCE
SINGLE OR DUAL PFD CHECKLISTS
↑,↓
Autopilot Out of Trim (Yellow Boxed “E↑ ↓” or “A←
←,→
→”
Displayed on PFDs)
CAUTION
Do not manually overpower the autopilot.
Overpowering the autopilot does not cancel the au-
totrim. The autotrim will trim against flight crew in-
puts to the column/wheel. This could lead to a severe
out-of-trim condition. If manual control of the air-
craft is required, disengage the autopilot/trim dis-
engage button.
Momentary Illumination
This is an indication of an elevator (yellow boxed E) or aileron (yellow boxed
A) mistrim condition.
1. Autopilot/trim Disengage Switch .................................................... PRESS

(IF ELEVATOR TRIM
IS NOT IN MOTION)
CAUTION
Be prepared for control wheel force required to main-
tain desired flightpath.
2. Elevator or Aileron Trim ................................ ADJUST (AS REQUIRED)
3. Autopilot ........................................................... ENGAGE (AS DESIRED)

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Continuous Illumination of E or A
1. Control Wheel .............................................. GRIP WITH BOTH HANDS
CAUTION
Be prepared for high control forces to maintain de-
sired flightpath.
3. Elevator or Aileron Trim.................................... ADJUST (AS DESIRED)
4. Autopilot ........................................................... ENGAGE (AS DESIRED)
Autopilot Overspeed Recovery

(Yellow FLC OVRSPD Mode)
1. Throttles.............................................................................................. IDLE
2. Speedbrakes ...................................................... EXTEND (AS DESIRED)
3. Autopilot ................................... RESELECT VERTICAL MODE AFTER

FLC OVRSPD EXTINGUISHES
NOTE
• IAS or Mach reference cannot be adjusted by the
pitch wheel in FLC OVRSPD.
• The selection of any vertical mode except Altitude

Hold is inhibited in FLC OVSPD.
• FLC OVRSPD provides a pitch-up command to

decelerate the aircraft and maintain VMO /M MO .
MFD Failure (Blank Displayed)

1. Display Reversion ................................................. SELECT REV TO PFD
2. Engine Instruments .................................................... MONITOR PFD OR

STANDBY N1 INDICATOR
Standby HSI Heading Failure (Red HDG Displayed)

1. STDBY HSI Circuit Breaker ......................................................... CHECK
2. AHRS 2 STBY and POWER Circuit Breakers.............................. CHECK
3. Heading ........................................................... REFERENCE MAGNETIC

COMPASS IF REQUIRED

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Low Speed Cue (LSC) AOA Failure (Red AOA1 or AOA2

Displayed)
This indicates AOA information is not valid.
1. Airspeed ..................................................... VREF (DURING APPROACH)
CAUTION
V REF must be based on aircraft weight. LSC may not
be used as a primary source of V REF .
NOTE
The default LSC indication is a default yellow ver-
tical line displayed on top of the ISS checkerboard.
The yellow vertical line represents the minimum and
maximum stall speeds, 72 knots to 97 knots.
Panel Avionics Fan Failure

The FAN 1 and/or FAN 2 AMBER CAUTION and MASTER CAUTION lights
come on.
Fan 1 Light Illuminated (Below Comm 1 Control Knob)

Illumination of the light indicates one or both internal cooling fans in the panel
radio stack has failed. No limit applies; however, radio service life may be ex-
tended by turning off unused radios, particularly during ground operations.
Fan 2 Light Illuminated (Below Comm 2 Control Knob)

Illumination of the light indicates the primary cooling fan for the panel
radios has failed:
1. Unnecessary Radios ............................................................................. OFF
DUAL PFD, “AB” CONFIGURED AIRPLANES

Pilot PFD Failure (Blank Display)
1. Display Reversion ................................................ SELECT REV TO MFD
2. Pressurization Controller ....................................................... CHECK/SET

CAUTION
Depending on the cause of the failure, the ADC may
be inoperative and the pressurization controller may
be in barometric mode.
Copilot PFD Failure (Blank Display)

1. Continue flight referring to standby instruments and pilot PFD
2. PFD PRIM, HTR Circuit Breakers........................................... CHECK IN
CAUTION
MFD Failure (Blank Display)

1. Display Reversion ................................................ SELECT REV TO PFD
2. Engine Instruments................................................... MONITOR PFDs OR

STANDBY N1 INDICATOR
Dual PFD and MFD Failure (Blank Display)

1. Continue flight referring to standby instruments.
2. Engine Instruments................................................ MONITOR STANDBY

N1 INDICATOR
Single Attitude/AHRS Failure (Yellow AP, Red ATT, and

White XAHS Displayed)
1. AHRS Reversion....................................... AHRS REV AFFECTED SIDE
2. AP XFR ............................................................................................ PUSH.

SELECT SIDE WITH OPERATING AHRS
3. Autopilot Mode Selectors ...................... SELECT MODES AS DESIRED

NOTE
Autopilot will not engage. Flight director will not
be displayed unless side with operating AHRS is
selected.
Dual Attitude/AHRS Failure (Yellow AP, Red ATT, and

1. Airplane Attitude ................................... CONTROL BY REFERENCE
TO STANDBY ATTITUDE GYRO
2. Heading ................................... REFERENCE MAGNETIC COMPASS
3. Land as soon as practical
Single Heading/AHRS Failure (Yellow AP, Red HDG,

and White XAHS Displayed)
1. AHRS Reversion....................................... AHRS REV AFFECTED SIDE
2. AP XFR ............................................................................................ PUSH.

SELECT SIDE WITH OPERATING AHRS
3. Autopilot Mode Selectors .............................................. SELECT MODES

AS DESIRED
NOTE
Autopilot will not engage. Flight director will not be
displayed unless the side with the operating AHRS
is selected.
Dual Heading/AHRS Failure (Yellow AP, Red HDG, and

1. Heading ....................................... REFERENCE MAGNETIC COMPASS

In-Flight AHRS Aligning (White ATT/HDG Aligning)

1. Maintain straight and level attitude and constant airspeed.
2. Valid attitude and heading information should be available within 45

seconds.
Single Air Data Computer Failure (Red IAS/ALT/VS

Displayed)
1. ADC Reversion ....................................................................... DADC REV
(AFFECTED SIDE)
2. AP XFR ............................................................................................ PUSH.

SELECT SIDE WITH OPERATING ADC
3. Autopilot Mode Selector................................................ SELECT MODES

AS DESIRED
4. Transponder Select Switch ............................ SELECT XPNDR ON SIDE

WITH OPERATING ADC
CAUTION
Depending on the cause of the failure, the pressur-
ization controller may be in barometric mode.
NOTE
The flight director will not display and the autopilot
will engage in basic pitch and roll mode unless the
side with operating ADC is selected with AP XFR.
Dual Air Data Computer Failure (Red

IAS/ALT/VS/Displayed)
1. Airspeed and Altitude............................................ REFER TO STANDBY
AIRSPEED/ALTIMETER
CAUTION

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NOTE
The flight director will not display, and the autopi-
lot will engage in basic pitch and roll mode.
Transponder altitude reporting will be inoperative.
Comparator Monitor Alert (Yellow ROL, PIT, ATT, HDG,

ALT, IAS)
This indicates that data between the appropriate systems does not agree
within comparator limits.
1. Pilot and Copilot Attitude, Altitude, and Airspeed................... MONITOR
Loss of Comparator Monitor Alerts (White XAHS

or XADC)
This indicates lack of comparator monitor capability.
Flight Guidance Computer Failure (Red Boxed

FD Displayed)
NOTE
• Only on-side references may be used for flight
guidance operation. Selection of AHRS or DADC
reversion on the coupled side during normal
operation will result in flight guidance computer
failure (FD).
• FD will annunciate with APPR captured and the

loss of glide slope information.
• Vertical/lateral modes with a yellow strike through

line indicate the autopilot is in basic pitch and roll.
1. Selected autopilot modes ................................ RESELECT TO ACHIEVE

ANNUNCIATION OF PITCH AND ROLL
2. L and R FGC CBs .......................................................................... CHECK
3. AP XFR ................................................................... SELECT SIDE WITH

OPERATIONAL ADC OR AHRS
4. Autopilot Modes .............................................. RESELECT AS DESIRED

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Flight Director Alert (Yellow FD1 or FD2 Displayed)

This indicates lack of independent flight guidance during an ILS approach
or go-around.
ILS Approach
1. Nav Radios.................................................... SELECT ILS FREQUENCY
ON OFF-SIDE NAV
Go-Around
1. Flight Directors ........................................ UTILIZE FLIGHT DIRECTOR
WITH GA GA MODE ANNUNCIATED
AFD Crosstalk Failure (Yellow XTLK Displayed)

This indicates data displayed on PFDs and MFD may not be synchronized.
1. PFDs/MFD ....................................................... VERIFY INFORMATION

IS SET AS DESIRED
Display Control Panel Failure (Red DCP 1 or

DCP 2 Displayed)
If DCP 1 is displayed:
1. AP XFR............................................................. SELECT COPILOT SIDE
2. Copilot DCP ....................................................... UTILIZE TO CONTROL

DCP FUNCTIONS
NOTE
All functions controlled by the pilot DCP (BARO,
REFS, MENU SET, NAV/BRG, RADAR, GCS, TILT
and RANGE) and by the CHP (CRS, ALT and HDG)
will be inoperative. Limited control is available with
the copilot DCP.
If DCP 2 is displayed:
1. AP XFR .................................................................. SELECT PILOT SIDE
2. Pilot DCP and CHP................................................................ UTILIZE TO

CONTROL FUNCTIONS

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NOTE
All functions controlled by the copilot DCP (BARO,
REFS, MENU SET, NAV/BRG, RADAR, GCS, TILT
and RANGE) and by the copilot CKP (CRS) will be
inoperative. Limited control is available with the
copilot’s DCP.
SINGLE PFD, “AC” CONFIGURED AIRPLANES WITH OR

WITHOUT COPILOT ALTIMETER
The following checklists pertain to single PFD, “AC” configured airplanes
with or without the copilot Honeywell AM 250 Altimeter.
Pilot PFD Failure (Blank Display)

1. Display Reversion ................................................ SELECT REV TO MFD
CAUTION
Copilot EADI Failure (Red ATT Displayed or Blank

Display)
1. Continue flight referring to standby instruments and pilot PFD.
NOTE
If RED ATT is displayed, the autopilot will not en-
gage, and standby HSI will be inoperative.
Copilot EHSI Failure (Red HDG Displayed or Blank

Display)
1. Continue flight referring to pilot PFD.
NOTE
If RED HDG is displayed, autopilot will not engage,
and standby HSI will be inoperative.

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PFD and MFD Failure (Blank Display)

1. Continue flight referring to standby instruments.
2. Engine Instruments.................... MONITOR STANDBY N1 INDICATOR
3. Land as soon a practical.
PFD Attitude/AHRS Failure (Yellow AP, Red ATT, and

1. AHRS Reversion...................................................................... AHRS REV
NOTE
displayed.

White XAHS Displayed on PFD; Red ATT on EADI)
1. Airplane Attitude.................................. CONTROL BY REFERENCE TO
STANDBY ATTITUDE GYRO

IF STANDBY HSI FLAGGED
3. Land as soon a practical.
PFD Heading/AHRS Failure (Yellow AP, Red HDG, and

NOTE
displayed.

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White XAHS Displayed on PFD; Red HDG on EHSI)
In-Flight AHRS Aligning (White ATT/HDG Aligning on

PFD)

seconds
PFD Attitude/AHRS Failure (Yellow AP, Red ATT, and

NOTE
displayed.

White XAHS Displayed on PFD; Red ATT on EADI)
1. Airplane Attitude........................................ CONTROL BY REFERENCE
TO STANDBY ATTITUDE GYRO
2. Heading........................................................... REFERENCE MAGNETIC

COMPASS IF STANDBY HSI FLAGGED
PFD Heading/AHRS Failure (Yellow AP, Red HDG, and

NOTE
displayed.

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White XAHS Displayed on PFD; Red HDG on EHSI)
In-Flight AHRS Aligning (White ATT/HDG Aligning on

PFD)

seconds.
Comparator Monitor Alert (Yellow ROL, PIT, ATT, HDG)

This indicates that data between the appropriate systems does not agree
within comparator limits.
Loss of Comparator Monitor Alerts (White XAHS)

This indicates lack of comparator monitor capability.
1. Pilot and Copilot

Attitude, Altitude, and Airspeed ............................................... MONITOR
Flight Guidance Computer Failure (Red Boxed FD

Displayed)
NOTE
• Only on-side references may be used for flight guidance operation.
Selection of AHRS or DADC reversion on the coupled side during
normal operation will result in flight guidance computer failure
(FD).
• FD will annunciate with APPR captured and the loss of glide slope
information.
• Vertical/lateral modes with a yellow strike through line indicate

the autopilot is in basic pitch and roll.
1. Selected Autopilot Modes............................... RESELECT TO ACHIEVE

ANNUNCIATION OF PITCH AND ROLL

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2. L and R FGC CBs .......................................................................... CHECK
AFD Crosstalk Failure (Yellow XTLK Displayed)

This indicates data displayed on PFD and MFD may not be synchronized.
1. PFD/MFD ........................................................ VERIFY INFORMATION

IS SET AS DESIRED
Display Control Panel Failure (Red DCP 1 Displayed)

All functions controlled by the DCP (BARO, REFS, MENU SET, NAV/BRG,
RADAR, GCS, TILT and RANGE) and by the CHP (CRS, ALT and HDG) will
be inoperative.
SINGLE PFD, “AD” CONFIGURED AIRPLANES WITH

STANDARD COPILOT’S PNEUMATIC ALTIMETER
The following checklists pertain to single PFD, “AD” configured airplanes
with single PFD and the standard copilot’s pneumatic altimeter.
Air Data Computer Failure (Red IAS/ALT/VS Displayed

on PFD)
AND COPILOT INSTRUMENTS
2. Transponder Select Switch........................................ SELECT XPNDR #2
CAUTION
NOTE
The flight director will not display. The autopilot
will engage in basic pitch and roll mode.
Copilot Altimeter Failure

1. Altitude.................................................................. REFER TO STANDBY
AND PILOT INSTRUMENTS

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CAUTION
ADC and Copilot Altimeter Failure

AIRSPEED/ALTIMETER
CAUTION
NOTE
will engage in basic pitch and roll mode. Transponder
altitude reporting will be inoperative.
SINGLE PFD, “AE” CONFIGURED AIRPLANES WITH

OPTIONAL COPILOT HONEYWELL AM 250 ALTIMETER
The following checklists pertain to single PFD, “AE” configured airplanes
with single PFD and the optional copilot’s Honeywell AM 250 Altimeter.
Air Data Computer Failure (Red IAS/ALT/VS Displayed

on PFD)
AND COPILOT INSTRUMENTS

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CAUTION
NOTE
will engage in basic pitch and roll mode.
Copilot AM-250 Altimeter Failure

1. Altitude.................................................................. REFER TO STANDBY
AND PILOT INSTRUMENTS
CAUTION
ADC and Copilot Altimeter Failure

AIRSPEED/ALTIMETER
CAUTION
NOTE
will engage in basic pitch and roll mode. Transponder
altitude reporting will be inoperative.

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HYDRAULICS/BRAKES
LANDING GEAR WILL NOT EXTEND
IDEAL: With 150 KIAS and flaps up
1. Airspeed......................................................... BELOW VLE/VLO 186 KIAS
2. Gear Control Circuit Breaker .................................................. CHECK IN
3. Landing Gear Handle ....................................................... CHECK DOWN
If the handle fails to move (from the up position) or gear will not extend:
4. Gear Control Circuit Breaker ........................................................... PULL
5. Auxiliary Gear Control ................................................ PULL T-HANDLE

AND ROTATE TO LOCK
Pull the handle to the full extent and rotate clockwise approximately 45° to
mechanically release the three landing gear up latches.
6. Rudder ........................................................................... YAW AIRPLANE

(IF NECESSARY TO
ACHIEVE DOWNLOCK LIGHT)
Yawing provides an aerodynamic side load on the main gear, which assists
the locking process. If practical, for the optimum speed/configuration for
free-fall extension, stabilize the aircraft at 150 KIAS with the flaps up.
7. Auxiliary Gear Control ......................... PULL KNOB TO BLOW DOWN

(FOR POSITIVE LOCK)
This routes high-pressure air to the down side of the hydraulic cylinders,
forcing them to the locked position. Do not reset the knob. If the blow-
down bottle is fully serviced (1,800 to 2,050 psi), it will take
approximately 1,000 psi to blow the gear down. Since each brake
application takes approximately 100 psi, enough pressure for at least 8
brake applications should remain.
NOTE
Pneumatic pressure should be used to assure positive
locking of all three gear actuators.

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CAUTION
Prior to using emergency extension, the landing gear
handle must be down and/or the gear control circuit
breaker pulled. This prevents possible energizing of
the gear hydraulic system to the retract position.
Once the emergency gear extension system is used,

do not attempt to raise the gear.
If the gear handle remains up, power brakes and anti-

skid are inoperative.
LANDING GEAR WILL NOT RETRACT

The GEAR UNLOCK light remains on.
1. Airspeed below VLE/VLO (186 KIAS)
2. Gear Control Circuit Breaker.................................................... CHECK IN
3. Landing Gear Handle............................................................... CHECK UP
If gear retracts:
4. Continue flight.
If gear does not retract:
NOTE
Failure of the gear to retract after takeoff indicates
possible failure of a squat switch in the ground
mode, which could result in thrust attenuators de-
ploying in flight.
WARNING
Landing distance will be increased. Refer to the

Attenuator Unlock Prior to Landing Checklist.
6. Landing Gear Handle................................................... POSITION DOWN
7. Downlock Lights ...................................... VERIFY ALL ILLUMINATED

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LOW HYDRAULIC FLOW

The LH and/or RH HYD FLOW LOW caution and MASTER HYD FLOW
CAUTION lights come on. Illumination of the lights indicates in- LOW
operative or cavitated pump(s). LH RH
Appropriate LH or RH HYD FLOW LOW light will illuminate when hy-

draulic fluid flow decreases below a minimum of 0.35 gallons-per-minute.
Illumination of this light is common during single engine operation. Gear,
flaps, and thrust attenuator operation may be slower than usual.
NOTE
One or both pumps may cavitate for a short time fol-
lowing maneuvering at near zero or less than zero G.
Cavitated pumps should be inspected for damage
prior to next flight.
Single Failed Pump

1. Land as soon as practical (to preclude further pump damage).
Both Pumps Failed (Total Hydraulic Failure)

1. Land as soon as practical (to preclude further pump damage).
NOTE
Landing gear, flaps, and speedbrakes are inoperative.
Plan to use Landing Gear Will Not Extend and Flaps
Inoperative Approach and Landing procedures.
2. Refer to the Flaps Inoperative Approach and Landing Procedures and/or

Landing Gear Will Not Extend procedures if applicable.
WARNING
If the thrust attenuator(s) unlock(s), it will not au-

tomatically restow and cannot be stowed using the
thrust attenuator stow switch. Handling characteris-
tics near stall are degraded. Do not reduce airspeed
below stick shaker speed. (Engine thrust above idle
is not affected by deployed attenuator(s) as the at-
tenuator is (are) blown stowed by the engine thrust.)

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HYDRAULIC SYSTEM REMAINS PRESSURIZED

The HYD PRESS ON advisory light remains on after the system HYD PRESS
cycle is complete. Illumination of the light indicates the hy- ON
draulic system is pressurized. The white HYD PRESS ON advi-
sory light illuminates normally when the speedbrakes, landing
gear, or flaps are in transit or the thrust attenuators are being stowed. If the
HYD PRESS ON light remains on after a cycle of one of these systems is
complete, or illuminates at any other time, action must be taken to preclude
damage to the hydraulic system.
NOTE
During normal operation, the thrust attenuators may
creep out slightly from the stow position resulting in
a brief pressurization of the hydraulic system. No ac-
tion should be taken unless the MASTER CAUTION
light is illuminated.
If not due to normal system operation:
1. Last System Used ...................................................................... RECYCLE

(SPEEDBRAKES, LANDING GEAR,
FLAPS, OR THRUST ATTENUATORS)
2. Speedbrake Control Circuit Breaker ................................................. PULL
3. Landing Gear Control Circuit Breaker .............................................. PULL
4. Flap Control Circuit Breaker ............................................................. PULL
5. Thrust Attenuator(s) Circuit Breaker................................................. PULL
If system depressurized:
6. Circuit Breaker .............................................. RESET (ONE AT A TIME)
Leave the circuit breaker pulled which caused system to depressurize.
7. Land as soon as practical. Reset the pulled circuit breaker prior to landing.
WARNING
If the thrust attenuator circuit breaker(s) is (are)

pulled, the thrust attenuator (s) may unlock. Handling
characteristics near stall are degraded. Do not slow
airspeed below stick shaker speed.

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If the system remains pressurized (indicates bypass valve failed):
6. Control Circuit Breakers ................................. RESET (ONE AT A TIME)
7. Land as soon as possible. If system bypass valve fails, the hydraulic

system may overheat.
ANTISKID SYSTEM FAILURE

The ANTISKID INOP caution light ON, MASTER CAUTION ANTISKID
ON, and POWER BRAKE LOW PRESS caution light OUT. INOP
1. Antiskid Switch ..................................................................................... ON
2. Skid Control Circuit Breaker........................................................... RESET
If the light remains on:
3. Antiskid Switch.................................................................................... OFF
4. Multiply landing distance of AFM Figure 4-40 by 1.4.
CAUTION
Differential power braking is available. However,
since the antiskid is inoperative, excessive pressure
on the brake pedals may cause the wheel brakes to
lock, resulting in tire blowout.
5. Be prepared to use the emergency brake system.
NOTE
If the antiskid hydraulic pump fails after the accu-
mulator pressure exceeds 750 psi, the POWER
BRAKE LOW PRESS light may not illuminate until
normal brakes are used.
DISPATCH WITH ANTISKID SYSTEM INOPERATIVE

The ANTISKID INOP caution light ON, MASTER CAUTION ON, and
POWER BRAKE LOW PRESS caution light OUT.
CAUTION
Differential power braking is available. However,
since the antiskid is inoperative, excessive pressure
on the brake pedals may cause wheel brakes to lock,
resulting in tire blowout.

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Takeoff
1. Multiply scheduled takeoff field length by 1.4.
2. Antiskid Switch.................................................................................... OFF
3. Throttles ..................................................................... SET FOR TAKEOFF
5. Annunciator Panel............................... VERIFY ONLY ANTISKID INOP

ADVISORY LIGHT ON
6. Brakes ........................................................................................ RELEASE
Landing
1. Multiply the landing distance in AFM Figure 4-40 by 1.4.
2. Prior to landing, accomplish normal procedures, Approach, Before

Landing, and Landing checklist.
POWER BRAKE SYSTEM FAILURE

The POWER BRAKE LOW PRESS, ANTISKID INOP caution, PWR BRK
and MASTER CAUTION lights come on. LOW PRESS
ANTISKID
INOP
1. Skid Control and
Brake System Circuit Breakers ....................................................... RESET
If the lights remain on:
2. Plan to use the emergency brake system for landing.
3. Brake Pedals .......................... REMOVE FEET FROM BRAKE PEDALS
If the brakes are depressed while the emergency air brakes are actuated, high-
pressure air will bypass the shuttle valve and possibly rupture the brake fluid
reservoir.
4. Emergency Brake Handle....................................... PULL AS REQUIRED
Pulling the emergency brake handle will apply equal pressure to both brakes.
A fully serviced (1,800–2,050 psi) emergency air bottle holds enough air for
approximately 18 full brake applications if the landing gear has not been blown
down, since each brake application takes approximately 100 psi. Lowering
the landing gear by the emergency air method requires approximately 1,000
psi, leaving approximately 800 psi (approximately 8 brake applications)

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available for emergency braking. Excessive modulation should be avoided.

Best results are obtained using slow steady pressure until the airplane is
stopped. Although differential braking is not available, directional control can
be easily maintained utilizing nose gear steering, rudder and aileron. Do not
attempt to taxi into tight spaces or on a crowded ramp with only emergency
brakes, due to the possibility of depleting the air bottle while moving.
CAUTION
Antiskid system does not function during emergency
braking. Excessive pressure on the emergency brake
handle can cause both wheel brakes to lock, result-
ing in blowout of both tires.
After landing, clear the runway and stop. Do not at-

tempt to taxi onto the ramp using emergency brakes.
NOTE
Best performance can be obtained using a smooth,
steady, continuous pull on the handle to obtain the
desired deceleration rate. Multiple pulls and releases
of the handle will deplete the nitrogen charge.
5. Multiply the landing distance of AFM Figure 4-40 by 1.4.
WHEEL BRAKE FAILURE

1. Brake Pedals .......................... REMOVE FEET FROM BRAKE PEDALS
If the brakes are depressed while the emergency air brakes are actuated,
high pressure will bypass the shuttle valve and possibly rupture the brake
fluid reservoir.
2. Emergency Brake Handle....................................... PULL AS REQUIRED
Pulling the emergency brake handle will apply equal pressure to both brakes.
A fully serviced (1,800–2,050 psi) emergency air bottle holds enough air for
approximately 18 full brake applications if the landing gear has not been blown
down, since each brake application takes approximately 100 psi. Lowering
the landing gear by the emergency air method requires approximately 1,000
psi, leaving approximately 800 psi (approximately 8 brake applications)
available for emergency braking. Excessive modulation should be avoided.
Best results are obtained using slow steady pressure until the airplane is
stopped. Although differential braking is not available, directional control can
be easily maintained utilizing nose gear steering, rudder and aileron. Do not
attempt to taxi into tight spaces or on a crowded ramp with only emergency
brakes, due to the possibility of depleting the air bottle while moving.

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CAUTION
Antiskid system does not function during emergency
braking. Excessive pressure on the emergency brake
handle can cause both wheel brakes to lock, result-
ing in blowout of both tires.
After landing, clear the runway and stop. Do not at-

tempt to taxi onto the ramp using emergency brakes.
NOTE
Best performance can be obtained using a smooth,
steady, continuous pull of handle to obtain the desired
deceleration rate. Multiple pulls and releases of the
handle will deplete the nitrogen charge.
3. Multiply the landing distance of AFM Figure 4-40 by 1.4.
ATTENUATOR UNLOCKED
The LH and/or RH ATTENUATOR UNLOCK advisory light ATTEN
comes on. Illumination of the light(s) indicates the respective UNLOCK
thrust attenuator is not in the stowed (locked) position. This is
normal if the attenuator switch is in AUTO and throttles are at LH RH
idle on the ground.
On the ground, throttle not at idle:
1. Correct the condition prior to flight or refer to the Dispatch with

Attenuator Stowed procedure.
In flight:
Prior to landing:
3. Reduce the maximum landing weight in AFM Figure 4-39 by 50 pounds if

landing with a tailwind and/or downhill runway gradient.
4. Seats, Seatbelts, and Shoulder Harnesses .................................... SECURE
5. Avionics and Flight Instruments .................................................... CHECK
6. Baro or Radar Altimeter ....................................................................... SET

8. Passenger Seats ................ CHECK FULL UPRIGHT AND OUTBOARD
9. Flaps ......................................................... TAKEOFF AND APPROACH
12. Ignition................................................................................................... ON
13. Antiskid ................................................................................... CHECK ON
14. Landing Gear........................................................ DOWN AND LOCKED
15. Flaps ............................................................................................... LAND
17. Airspeed ............................................................................................... Vref
18. Autopilot and Yaw Damper.................................................................. OFF
20. Pressurization ........................................ CHECK ZERO DIFFERENTIAL
If attenuator does not stow:
2. Use caution during approach. Thrust attenuator will deploy at low thrust
settings and blow back at higher thrust.
WARNING
Handling characteristics near stall are degraded. Do

not reduce airspeed below stick shaker speed if the
thrust attenuator(s) is (are) deployed.

ATTN STOW SELECTED

The ATTN STOW SELECTED, advisory and MASTER CAU- ATTN STOW
TION lights come on. SELECTED
1. Thrust Attenuator Switch—AUTO unless stow was selected due to an

attenuator malfunction (refer to Attenuators Unlocked procedure)
DISPATCH WITH ATTENUATOR STOWED

The ATTN STOW SELECTED advisory light comes on.
Takeoff
1. Multiply scheduled takeoff field length by 1.05.
NOTE
Takeoff is prohibited with flaps at 0°, but allowed with
flaps at 15° and corrected field lengths not greater than
4,500 feet.
2. Throttles.............................................................................................. IDLE
4. ATTEN UNLOCK Advisory Lights .............................. EXTINGUISHED
5. ATTEN STOW SELECTED Advisory Light ........................................ ON
6. Throttles .................................................................... SET FOR TAKEOFF
7. MASTER CAUTION................................................. PUSH TO CANCEL
9. Annunciator Panel .............. VERIFY ONLY ATTEN STOW SELECTED

ADVISORY LIGHT ON
10. Brakes ........................................................................................ RELEASE
Landing
2. Reduce the maximum landing weight in AFM Figure 4-39 by 50 pounds if

landing with a tailwind and/or downhill runway gradient.

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3. Prior to landing—complete items 4 through 22 of the Attenuator

Unlocked, In Flight, Prior to Landing checklist.
SPEEDBRAKES EXTENDED
The SPD BRK EXTENDED advisory light comes on. SPD BRK
Illumination of the light indicates the speedbrakes are in the fully EXTEND
extended position.
ABNORMAL LANDING
FLAPS INOPERATIVE APPROACH AND LANDING (NOT
IN LANDING POSITION)
1. Seats, Seatbelts, and Shoulder Harnesses .................................... SECURE
2. Landing Data and N1 Speed Settings ........................................ CONFIRM
3. Airspeed:
Flaps 15°, VAPP
Flaps 0° or unknown, VREF + 15 KIAS
Flaps 60° (ground flaps), VREF
CAUTION
If a flap system failure causes the flaps to extend to
the ground flap (60°) position in flight and the flaps
will not retract, execute a normal landing. Use cau-
tion not to reduce power early, as a high sink rate may
result. Do not exceed 140 KIAS with flaps 60°.
If the AOA indexer is installed, fly the “on speed” indication, cross
checking with the airspeed indicator. Due to the increased airspeed and
low drag configuration, the airplane will have a tendency to “float” in
ground affect. To counter this, the airplane should be flown onto the
runway, using only a slight flare to break the rate of descent. Touchdown
attitude will be flatter than normal and speed should not be in excess of
VAPP, VREF, or VREF + 15 KIAS, as required. The landing field length
requirement increases approximately 100% for a no-flap landing.
4. Flap Control Circuit Breaker .................................................... CHECK IN
5. Multiply the landing distance of AFM Figure 4-40 by factor from Figure
3-3 (see Table AP-1).

Table AP-1. FLAPS INOPERATIVE LANDING

DISTANCE FACTORS
ALTITUDE FEET
FLAPS
DEGREES SL–4,000 4,001–8,000 ABOVE 8,000
0* 1.6 2.0** PROHIBITED
15*** 1.35 1.35 PROHIBITED
60 1.0 1.0 1.0

* Downhill and/or tailwind landing prohibited.
** Above 4,000 feet, reduce the maximum landing weight
obtained from AFM Figure 4-39 by 480 pounds.
*** Downhill landing prohibited.
6. Avionics and Flight Instruments .................................. CHECK AND SET
9. Passenger Seats ................ CHECK FULL UPRIGHT AND OUTBOARD
13. Ignition................................................................................................... ON
NOTE
Refer to the Landing Gear Will Not Extend procedure
if both hydraulic pumps have failed.

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PRIOR TO 50 FEET AGL
FLAPS GREATER THAN 35°

The FLAPS >35° caution and MASTER CAUTION lights come on. FLAPS
>35°
On the ground:
The FLAPS >35° light illuminates and activate the MASTER CAUTION if
the flaps are extended beyond 35° (example—to ground flap) and both throt-
tles are advanced beyond approximately 85% N 2 . There is an 8-second delay
in flight to prevent nuisance illuminations during landing, such as when
GROUND FLAPS is selected before the squat switch is made.
1. DO NOT ATTEMPT TO TAKE OFF.
2. Flaps ................................................................. SET AS APPROPRIATE
NOTE
The FLAPS >35° annunciator is disabled on the
ground with throttles below approximately 85% N 2 .
In flight:
1. Flap Selector Position ................................................................... VERIFY
If the flaps are beyond 35°:
2. Flaps .............................................................. SELECT LESS THAN 35°
3. Airspeed ................................................................. 140 KNOTS OR LESS
4. If flaps remain beyond 35° ........ ACCOMPLISH FLAPS INOPERATIVE

APPROACH AND
LANDING PROCEDURES

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LANDING WITH FAILED PRIMARY FLIGHT

CONTROL CABLE
Rudder
1. Utilize rudder trim.
2. After touchdown, lower the nose and deploy ground flaps as soon as
possible. Lowering the nose provides nosewheel steering to override trim.
Aileron
1. Use the rudder for directional control, limiting the bank angle to 15°
maximum. Do not use aileron trim except for gross adjustments.
2. If possible, choose a runway with the least possible crosswind.
3. After touchdown, lower the nose and deploy ground flaps as soon as
possible.
Elevator
1. Use the manual elevator trim wheel for primary pitch control. Do not use
electric trim.
2. Make small pitch and power changes and setup the landing configuration
early.
3. After landing, select ground flaps and brake as soon as possible.
SINGLE-ENGINE APPROACH AND LANDING

NOTE
With one engine shut down by the throttle, the ap-
propriate OIL PRESS WARN, GEN OFF, FUEL
BOOST ON and HYD FLOW LOW lights will be
on. Initially, the FUEL LOW PRESS light comes on,
but turning the fuel boost pump on to prevent dam-
age to the engine fuel pump, causes the light to ex-
tinguish. If the engine is shut down by the ENG FIRE
switch firewall shutoff switch, the appropriate F/W
SHUTOFF, OIL PRESS WARN, FUEL LOW PRESS,
GEN OFF, and HYD FLOW LOW lights will come
on. The low fuel pressure turns on the boost pump,
but in this case, it should be manually cycled to OFF.
1. Seats, Seatbelts, and Shoulder Harness........................................ SECURE
2. Avionics and Flight Instruments .................................. CHECK AND SET

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4. Landing Data and N1 Settings................................................... CONFIRM
6. Passenger Seats............................................................ CHECK UPRIGHT

AND OUTBOARD
7. Flaps............................................................ TAKEOFF AND APPROACH
If the flaps are in the LAND position when the engine fails, they
should be raised to the T.O. & APPR position for optimum maneu-
vering. If the airplane is established on the glide slope when the
engine fails, a 4–5% N 1 power addition when the flaps are brought to
T.O. & APPR should be sufficient to maintain a stabilized rate of de-
scent and approach speed.
10. Fuel Transfer .................................................................................. CHECK
11. Ignition (Operating Engine)................................................................... ON
15. Airspeed ....................................................... VREF + 10 KIAS MINIMUM
19. Speedbrakes ......................................................................... RETRACTED

20. Flaps............................................ LAND (WHEN LANDING ASSURED)
At the pilot’s discretion, flaps may be left at T.O. & APPR or lowered
to LAND. If T.O. & APPR flaps are used, maintain V REF + 10 KIAS
or “on speed” angle of attack. LAND flaps are used under most con-
ditions since little pitch change is encountered when they are selected
and touchdown speed can be reduced.
21. Airspeed .............................................................................................. VREF
SINGLE-ENGINE GO-AROUND
1. Throttle (Operating Engine) .................................................. T.O. POWER
N 1 for takeoff should be present in the PFD with the blue bugs and N 1
setting verified in the MFD EIS.
2. Airplane Pitch Attitude .......................................................................... 10°

(GO-AROUND MODE ON FLIGHT
DIRECTOR FOR REFERENCE)
3. Flaps............................................................ TAKEOFF AND APPROACH
If flaps have been lowered to LAND, they must be raised to T.O. and APPR,
or the single-engine climb performance of the airplane will be degraded.
NOTE
The landing gear warning horn cannot be silenced if
the landing gear is retracted prior to the flaps reach-
ing the TAKEOFF AND APPROACH position.
4. Climb Speed.................................................................... VAPP MINIMUM
5. Landing Gear.......................................................................................... UP
(WHEN POSITIVE RATE-
OF-CLIMB IS ESTABLISHED)
6. Flaps (when clear of obstacles).......................... RETRACT AT 400 FEET

ACCELERATING TO VENR (VT)
7. Climb Speed ............................................................................... VENR (VT)
8. Thrust ........................................................... MAXIMUM CONTINUOUS

SINGLE ENGINE POWER

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MISCELLANEOUS
MASTER WARNING LIGHT
The MASTER WARNING light is on steady for flashing, but no
warning lights are illuminated. MASTER
WARNING
RESET
1. MASTER WARNING.................................................. PRESS TO RESET
2. Warning Light Circuit Breaker ...................................................... CHECK

(WARN LTS 1 and WARN LTS 2)
3. Instruments (Electrical and Engine) ......................................... MONITOR
MASTER CAUTION LIGHT

The MASTER CAUTION light is on steady, but no caution lights
are illuminated. MASTER
CAUTION
RESET
1. Thrust Attenuator Switch............................................................... CHECK
NOTE
In flight, if the thrust attenuators are selected stowed,
the ATT STOW SELECTED advisory light is illu-
minated, and the flaps are extended beyond 15°, the
MASTER CAUTION will illuminate.
2. MASTER CAUTION................................................... PRESS TO RESET
3. Warning Lights Circuit Breaker..................................................... CHECK

(WARN lights 1 and WARN lights 2)
4. Instruments (Electrical and Engine) ......................................... MONITOR
ANNUNCIATOR VIDEO FAILURE

The VIDEO FAIL caution, MASTER CAUTION, and MASTER V
WARNING lights remain illuminated. Illumination of the lights I F
indicates failure of the visual annunciator test. Pressing either of the D A
MASTER WARNING RESET switches for two to three seconds E I
causes the annunciator to leave the test mode and resume operation O L
until the cause of the test failure can be determined.

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ANNUNCIATOR AUDIO FAILURE

The AUDIO FAIL light comes on. Illumination of the light indicates V
failure of the audio annunciator test. I F
D A
E I
O L
1. Rotary Test Switch ................................................. CHECK OVERSPEED

AND LANDING GEAR WARNING
CAUTION
One or more audio/tone warnings may be inoperative.

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EMERGENCY PROCEDURES
CONTENTS
Page
ENGINE ............................................................................................ EP-1
Engine Failure or Fire or Master Warning during Takeoff....... EP-1
Engine Failure/Precautionary Shutdown.................................. EP-2
Engine Failure during Coupled Approach ............................... EP-4
Engine Fire (LH or RH Engine Fire Warning
Light/Switch Illuminated) ........................................................ EP-6
Emergency Restart—One Engine ............................................ EP-8
Emergency Restart—Two Engines......................................... EP-11
Maximum Glide—Emergency Landing................................. EP-12
Low Oil Pressure Warning (LH or RH Oil Press
Warning Light on and Master Warning) ................................ EP-13
Low Oil Pressure Indication (LH or RH Oil Press
Warning Light Off) ................................................................ EP-14
ENVIRONMENTAL/PRESSURIZATION..................................... EP-15
Electrical Fire or Smoke ........................................................ EP-15
Environmental System Smoke or Odor.................................. EP-18
Smoke Removal ..................................................................... EP-19
Overpressurization ................................................................. EP-20
Rapid Decompression ............................................................ EP-21
Emergency Descent................................................................ EP-22
ELECTRICAL................................................................................. EP-22
Battery Overheat .................................................................... EP-22
Loss of Both Generators ........................................................ EP-24
FLIGHT GUIDANCE ..................................................................... EP-27
Autopilot Malfunction ........................................................... EP-27
EVACUATION ................................................................................ EP-28
Emergency Evacuation........................................................... EP-28
FOR TRAINING PURPOSES ONLY EP-i

MISCELLANEOUS OPERATING
MANUAL PROCEDURES ............................................................ EP-28
Ditching.................................................................................. EP-28
Forced Landing ...................................................................... EP-30
Spins....................................................................................... EP-31
EP-ii FOR TRAINING PURPOSES ONLY

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ILLUSTRATIONS
Figure Title Page
EP-1 Airstart Envelope .......................................................... EP-8
FOR TRAINING PURPOSES ONLY EP-iii

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EMERGENCY PROCEDURES
NOTE
Numbered steps enclosed in boxes in this section are
immediate action items and should be committed
to memory.
ENGINE
ENGINE FAILURE OR FIRE OR MASTER WARNING
DURING TAKEOFF
Speed Below V1
1. Brakes ........................................................................ AS REQUIRED
2. Throttles ...................................................................................... IDLE
3. Speedbrakes ......................................................................... EXTEND
If Engine Fire
4. Accomplish ENGINE FIRE procedures.
If Engine Failure
4. Accomplish ENGINE FAILURE/PRECAUTIONARY SHUTDOWN
procedure.
NOTE
To obtain maximum braking performance from the
antiskid system, the pilot must apply continuous
maximum effort (no modulation) to the brake pedals.
The takeoff field lengths assume the pilot has max-

imum effort applied to the brakes at the scheduled V 1
speed during the aborted takeoff.
FOR TRAINING PURPOSES ONLY EP-1

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ENGINE FAILURE OR FIRE OR MASTER WARNING ON

TAKEOFF (Cont)
Speed Above V1
1. Maintain Directional Control.
2. Accelerate to VR.
3. Rotate at VR and Climb to V2.
4. GEAR-UP (After Positive Rate of Climb)
5. At 400 feet or minimum safe altitude, retract the flaps at V2 +10 or

VENR, whichever is lower, and accelerate to VENR, if required.
If Engine Fire
6. Accomplish ENGINE FIRE procedure.
If Engine Failure
6. Accomplish EMERGENCY RESTART—ONE ENGINE or ENGINE
FAILURE/PRECAUTIONARY SHUTDOWN procedure.
ENGINE FAILURE/PRECAUTIONARY SHUTDOWN

1. Throttle (Affected Engine) ................................................................... OFF
Any one or more of the following indications might suggest a precautionary

shutdown:
• Abnormal or rising interturbine temperature (ITT)
• Engine vibration
• Fan/turbine rpm fluctuating or abnormally high or low
• Abnormal oil pressure
• Abnormal oil temperature
• Erratic fuel flow
EP-2 FOR TRAINING PURPOSES ONLY

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NOTE
Circumstances will normally dictate whether to
continue to operate the engine with possible further
damage or shut it down. If the throttle is reduced
below 130 KIAS (copilot’s indicator) and the land-
ing gear is up, the gear warning horn will sound and
is silenced with the horn silence switch.
2. Ignition (Affected Engine)............................................................... NORM
4. Generator (Affected Engine)................................................................ OFF
5. Electrical Load ................................................. REDUCE AS REQUIRED

(300 AMPS MAXIMUM)
6. Fuel Transfer ..................................................................... AS REQUIRED
NOTE
Do not exceed 200 pounds asymmetric fuel load. If
no fire hazard exists, leave the firewall shutoff OPEN
and turn the boost pump to ON to prevent damage to
the engine-driven fuel pump. If engine windmills
with the fire wall shutoff CLOSED, or with no indi-
cated oil pressure, after landing refer to the engine
maintenance manual.
7. Engine Fire Switch (Affected Engine)............. LIFT COVER AND PUSH

(If severe engine failure or fire occurred)
NOTE
If no fire hazard or engine damage exists, leave fire-
wall shutoff OPEN and turn boost pump ON to pre-
vent damage to engine fuel pump. If engine windmills
with firewall shutoff CLOSED or with no indication
of oil pressure, after landing refer to Engine
Maintenance Manual.
8. Fuel Boost Pump (Affected Engine) ........................... ON (IF FIREWALL

SHUTOFF NOT CLOSED)
9. Land as soon as possible. Refer to the SINGLE-ENGINE APPROACH

AND LANDING Procedure.

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ENGINE FAILURE/PRECAUTIONARY
SHUTDOWN (Cont)
If Icing Conditions Exist
10. Affected Engine Anti-ice .................................... ENG ON OR WING/EN
11. Wing XFLOW Switch ....................................................... WING XFLOW
NOTE
The WING and ENG ANTI-ICE annunciators on the
affected engine side comes on steady after one minute.
Use the operating engine side WING ANTI-ICE
annunciator to monitor the system.
12. Operating Engine Anti-ice Switch.................... ENG ON OR WING/ENG

AS REQUIRED
13. Windshield Anti-ice and Tail Deice .................................. AS REQUIRED
ENGINE FAILURE DURING COUPLED APPROACH
1. Power (Operating Engine)..................... INCREASE AS REQUIRED
Only a small power increase is required to maintain the approach

speed and correct rate of descent.
2. Airspeed ..................................................................... VREF +10 KIAS

Accelerate to VREF +10 before raising flaps.
3. Flaps.................................................... TAKEOFF AND APPROACH
4. Rudder Trim ............................................. TRIM TOWARD OPERATING

ENGINE AS DESIRED
The yaw change will be relatively small since the operating engine is at an
approach power setting.
6. If engine fire, accomplish ENGINE FIRE procedure.
8. Passenger Seats................................................. CHECK FULL UPRIGHT

AND OUTBOARD
9. Seats, Seat Belts, and Shoulder Harness ...................................... SECURE

Check seats are locked in the desired position. Check seat belts are snug
and shoulder harnesses latched to the buckle.
10. Fuel Transfer .................................................................................. CHECK
11. Ignition (Operating Engine)................................................................... ON
With the one engine shutdown by the throttle, the appropriate OIL
PRESS WARN, GEN OFF, FUEL BOOST ON (if the fuel boost pump
switch is ON), and HYD FLOW LOW lights will be on. If the engine
is shut down by the firewall shutoff switch (Fire switch), the appro-
priate F/W SHUTOFF, OIL PRESS WARN, FUEL LOW PRESS, GEN
OFF, and HYD FLOW LOW lights will be on. The low fuel pressure
turns on the fuel boost pump, but in this case, manually place it to OFF
and then to NORM for future fuel transfer. Placing the throttle in the
cutoff position causes the FUEL LOW PRESS light to extinguish. In
either case, the MASTER WARNING light flashes, and should be ex-
tinguished to reduce distraction.
15. Autopilot and Yaw Damper.............. OFF (AT OR ABOVE MINIMUMS)
16. Flaps .............................. LAND (LANDING WHEN ASSURED)
At the pilot’s discretion, flaps may be left at T.O. & APPR. or lowered to
LAND. If T.O. & APPR. flaps are used, maintain VREF +10 KIAS (or “on
speed” angle-of-attack). LAND flaps are used under most conditions since
little pitch change is encountered when selected and touchdown speed can
be reduced.
17. Airspeed ............................................................................................... VREF
Passing approximately 500 feet above ground level (AGL), check that the
cabin differential pressure is near zero. If it is above one-half psi, select a
higher cabin altitude. Differential pressure should be at zero for landing. Any
pressure existing at touchdown is dumped by the outflow valve (actuated by
the left main landing gear squat switch) and may cause discomfort.

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ENGINE FAILURE DURING COUPLED

APPROACH (Cont)
If landing above 12,000 feet pressure altitude, turn the oxygen con-
trol valve to CREW ONLY to preclude passenger mask deployment,
and turn pressurized bleed air OFF.
Landing with speedbrakes extended is not authorized.
ENGINE FIRE (LH OR RH ENGINE FIRE WARNING

LIGHT/SWITCH ILLUMINATED)
The LH or RH ENG FIRE warning switchlight is
illuminated steady. LH RH
ENG ENG
FIRE FIRE
1. Throttle (Affected Engine) ............................................................ IDLE
Check for the fire light to extinguish. A bleed-air leak at high

power can cause the fire light to illuminate. If the throttle is reduced
below 130 KIAS (copilot’s airspeed indicator) and the landing gear
is up, the landing gear warning sounds and is silenced by pressing
the horn silence button.
If Light Remains On
2. Engine Fire Switch...................................... LIFT COVER AND PUSH
The switchlight cuts off fuel to the engine, hydraulic fluid supply
to the engine-driven pump, trips the generator field, positions a valve
to allow both bottles to fire into the affected engine, and illuminates
the bottle armed lights.
3. Either Illuminated Bottle Armed Light ........................................ PUSH
4. Ignition ............................................................................................ NORM
If ignition is ON, return the switch to NORM.

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6. Reduce Electrical Load .......... AS REQUIRED (300 AMPS MAXIMUM)
7. Boost Pump................................................................. OFF, THEN NORM
If pump is ON, turn the switch to OFF then NORM.
8. Land as soon as possible.
If Fire Warning Light Remains On After 30 Seconds

9. Remaining Illuminated Bottle Arm Light ......................................... PUSH
10. Land as soon as Possible (Refer to IF ICING CONDITIONS EXIST).
If Icing Conditions Exist

11. Affected Engine Anti-ice .................................. ENG ON OR WING/ENG
12. WING XFLOW Switch ..................................................... WING XFLOW
13. Operating Engine Anti-ice Switch.................... ENG ON OR WING/ENG

AS REQUIRED
14. Windshield Anti-ice and Tail Deice.................................. AS REQUIRED
If Light Goes Out and Secondary Indications are not

Present

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y
;
;
y
y
;
EMERGENCY RESTART—ONE ENGINE
;
y;
y
See Figure EP-1 for the airstart envelope.
;
y;
y
30
;y;y;y
;
;y; ;y; ;
;;;
y; y; ;;
25
ALTITUDE – 1000 FEET
20
y
;
;;
;
;
;
y;
y
15
y; ;y;y
10
;
;yy;y;
5
0
;
;
100 120 140 160 180 200 220 240 260 280
;
y;y; ;
KIAS
LEGEND
STARTER ASSIST
;
; ;
STARTER ASSIST, INTENTIONAL

WINDMILLING OR STARTER ASSIST
Figure EP-1. Airstart Envelope

;
Following Shutdown—With Starter Assist

NOTE
If engine is shut down for intentional airstart, allow
it to cool at idle for three minutes prior to shutdown,
and then cool it five minutes while shut down prior
to restarting.
1. Throttle................................................................................................. OFF
2. Generator............................................................................................. GEN

NOTE
At low airspeeds, ITT may approach 1,000°C. The ITT
must be monitored so as not to exceed the limits of
Figure 2-4 (in the Airplane Flight Manual).
Intentional starter-assisted airstarts should be con-
ducted above 150 KIAS to ensure cooler start tem-
perature and prolong engine life.
If the engine is to be shut down for intentional airstarts,

it should be allowed to 1) cool at idle for three min-
utes prior to shutdown and then, allowed 2) to cool
five minutes while shutdown prior to restarting.
3. Anti-ice (Affected Engine) and Air-Conditioning System .................. OFF
4. Firewall Shutoff .................................................................. CHECK OPEN
5. Ignition................................................................................................... ON
6. Start Button........................................................ PRESS MOMENTARILY
Generator cross start is disabled with weight off the left main landing gear
(squat switch), to preclude generator damage from excessive N2 rpm on
the operating engine.
7. Throttle ....................................................... IDLE AT 8% N2 (MINIMUM)
NOTE
At low airspeeds, ITT may approach 1,000°C.
Intentional (training) starter-assisted airstarts are
conducted above 150 KIAS to ensure cooler start
temperature and prolong engine life.
If Start Occurs
9. Ignition ............................................................................................ NORM
10. Anti-ice and Air-Conditioning Systems ............................... AS DESIRED
It may be necessary to select the associated generator RESET position

momentarily to reinstate the generator following a windmilling airstart.
Maximum start interturbine temperature is 1,000°C for five seconds.

EMERGENCY RESTART—ONE ENGINE (Cont)

If Start Does Not Occur
9. Starter disengage switch .................................................................. PRESS

procedure.
Following Shutdown—Windmilling with Airspeed above

240 KIAS
NOTE
If the engine is shut down for intentional airstart, allow
it to cool at idle for three minutes prior to shutdown,
then allow it to cool five minutes while shutdown prior
to restart.
1. Throttle................................................................................................. OFF
3. Anti-ice (Affected Engine) and Air-Conditioning Systems ................. OFF
4. Ignition................................................................................................... ON
5. Boost Pump............................................................................................ ON
Associated engine ignition and boost pump switches must be selected ON

since automatic sequencing and selection of these functions does not occur
when the start button is not used.
6. Throttle ................................................. IDLE (WHEN N2 REACHES 8%)
Maintain airspeed above 240 KIAS and place the throttle to IDLE.
If Start Occurs
8. After Engine Stabilizes, Boost Pump, and Ignition......................... NORM
It may be necessary to select the associated generator RESET

position momentarily to reinstate the generator following a windmilling
airstart. Maximum start ITT: 1,000°C for five seconds (See Figure LIM-4).
9. Generator............................................................................................. GEN


Procedure.
EMERGENCY RESTART—TWO ENGINES

See Figure EP-1 for the Airstart Envelope.
1. Ignition .................................................................................. BOTH ON
2. Boost Pumps ......................................................................... BOTH ON
The engine ignition and boost pump switches must be selected ON

since automatic sequencing and selection of these functions does not
occur when the start button is not utilized.
3. Throttles......................................................................................... IDLE
Place the throttles at IDLE for attempted immediate light-off.
4. If Altitude Allows ............................................ INCREASE AIRSPEED

TO 240 KIAS
The possibility of immediate start is increased if the airspeed is above

240 KIAS.
6. All Anti-ice Switches and Air-Conditioner.......................................... OFF
These are turned off to minimize engine bleed-air losses.
If N2 is Less Than 8% or No Start in 10 Seconds

7. Either Start Button............................................. PRESS MOMENTARILY
8. After Engine Stabilizes, Opposite Engine Start Button................... PRESS
9. After Engine(s) Stabilize(s), Boost Pump and Ignition................... NORM

EMERGENCY RESTART—TWO ENGINES (Cont)

It may be necessary to select the associated generator RESET position
momentarily to reinstate the generator following a windmilling airstart.
Maximum start ITT: 1,000°C for five seconds.
10. Generator............................................................................................. GEN

procedure for inoperative engine(s).
MAXIMUM GLIDE—EMERGENCY LANDING

1. Airspeed ...................................................................................... 150 KIAS
NOTE
Maximum glide airspeed is 130 KIAS at 10,000
pounds, decreasing approximately 3 KIAS per 500
pounds in weight. However, the turbines may not
windmill, to provide hydraulic pressure, below 150
KIAS. Maintain 150 KIAS or above until the land-
ing gear and flaps are extended and speedbrakes are
retracted.
2. Flaps........................................................................................................ UP
3. Speedbrakes............................................................................... RETRACT
4. Landing Gear.......................................................................................... UP
5. Transponder 7700 ............................................................... EMERGENCY
6. ATC ............................................................................................... ADVISE
7. Passenger Advisory Switch................................................ PASS SAFETY
8. Shoulder Harness ......................................................................... SECURE
9. Landing Gear, Speedbrakes, and Flaps ............................. AS REQUIRED

(for the Anticipated Landing) (ABOVE 150 KNOTS)

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CAUTION
Landing gear, flaps, and speedbrakes operate slowly
above 150 KIAS and may not operate below 150
KIAS. Do not attempt to extend speedbrakes below
150 KIAS. Plan on the possibility of a flaps inoper-
ative landing and use the emergency landing gear
extension procedures.
LOW OIL PRESSURE WARNING (LH OR RH OIL PRESS

WARNING LIGHT ON AND MASTER WARNING)
1. Throttle (Affected Engine) ........................... REDUCE (BELOW 80% N2)
If Oil Pressure Indication Does Not Respond to Throttle

Movement
3. Throttle ENGINE FAILURE/PRECAUTIONARY SHUTDOWN

procedure.
If Oil Pressure Indication Responds to Throttle Movement

Below 25 psi

procedure.
Between 25 and 35 psi

2. Throttle (Affected Engine) ................................................................. IDLE
3. Oil Pressure............................................................................... MONITOR
4. Throttle (Affected Engine) ....................... OFF (AFTER FIVE MINUTES

BELOW 35 PSI)

procedure.

2. Throttle (Affected Engine)................. AS REQUIRED (BELOW 80% N2)

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LOW OIL PRESSURE WARNING (LH OR RH OIL PRESS

WARNING LIGHT ON AND MASTER WARNING) (Cont)
Above 45 psi
2. Throttle ............................................................................. AS REQUIRED
LOW OIL PRESSURE INDICATION (LH OR RH OIL PRESS

WARNING LIGHT OFF)
Below 25 psi

procedure.

NOTE
During idle periods after high thrust operation, oil
pressure may drop below 35 psi. Operation below 35
psi at idle is allowed for five minutes.
1. Throttle (Affected Engine) ................................................................. IDLE
2. Oil Pressure............................................................................... MONITOR
3. Throttle (Affected Engine) ........................................... OFF AFTER FIVE

MINUTES BELOW 35 PSI

procedure.

1. Throttle (Affected Engine)................. AS REQUIRED (BELOW 80% N2)

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ENVIRONMENTAL/PRESSURIZATION
ELECTRICAL FIRE OR SMOKE
1. Oxygen Masks.......................................... DON AND 100% OXYGEN
2. Oxygen Microphone Switches .................................. MIC OXY MASK
Ensure that the selector is on 100% oxygen when the mask is used.
Ensure that the oxygen mic switch is in the MIC OXY MASK position.
3. Air Source Selector........................................................................... BOTH
Known Source
4. Isolate Faulty Circuit................................ PULL CIRCUIT BREAKER(S)
Pull circuit breaker(s) to remove power from faulty equipment.
Unknown Source
4. Flood Lights....................................................................... FULL BRIGHT
5. Battery Switch .................................................................................. EMER
6. Generators ............................................................................................ OFF
With the battery switch in the emergency position and the generators off, power
is supplied for at least 30 minutes to the following:
• COMM 1
• NAV 1
• Marker Beacon
• Overhead Floodlights
• Pilot’s and Copilot’s Audio Panels
• Standby Engine N 1 Indicator
• Flap Control
• Landing Gear Monitor
• Voltmeter

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ELECTRICAL FIRE OR SMOKE (Cont)

• Right Pitot-Static Heater
• Standby Altimeter/Airspeed (Vibrator)
• Standby HSI
• Standby Gyro (Internal Battery)
• Landing Gear Control
CAUTION
The following are not available. (Items marked with

[*] will be restored when the left generator is turned
on at step 20).
• Flight guidance system including EFIS displays

and autopilot
• The antiskid/power brake system is inoperative (*).
• The engine, wing, and windshield anti-ice valves

will be open. Refer to anti-ice on thrust charts.
(*Left ENG/WING and windshield will restore to
normal.)
• RAT is inoperative due to loss of display, use

caution when applying power (except for go-
around where ground temperatures can be used).
• All engine instruments except the standby N 1 ,

will be inoperative (* Left only).
Automatic pressurization control, cabin dump, and

source selection are inoperative. Cabin altitude must
be manually controlled using the manual toggle
switch (*).
Fuel quantity gages will be inoperative. Be aware of

fuel duration (* Left only).
All external and internal lights (except overhead

flood and emergency lights) will be inoperative (*).
All warning, caution, and annunciators will be in-

operative. (* Annunciator panel will be restored but
master warnings will be on steady.)

7. Windshield Bleed-Air Manual Valves ......................... OFF or MINIMUM

(FOR CLEAR VISION
THROUGH WINDSHIELD)
With electrical power lost, the windshield bleed-air shutoff valve is failed open.
The bleed-air manual valves are closed to prevent an excessive volume of high-
temperature air from reaching the windshield.
8. DC Power Right Bus No. 1, 2, and 3
Circuit Breakers (Right Panel) .......................................................... PULL
9. Right CB PANEL Circuit Breaker (Left Panel) ............................... PULL
10. Land as soon as possible (within 30 minutes). (Consider partial panel

constraints.)
If Severity of Smoke Warrants


15. Air Source Selector .................................................. FRESH AIR (CABIN

WILL DEPRESSURIZE)
16. Emergency Dump Switch ................................................................ DUMP
18. Initiate EMERGENCY DESCENT Procedures. Land as soon as possible.
When Landing is Assured

19. Left Generator ..................................................................................... GEN
20. Landing Gear................................................................................... DOWN
21. Flaps ................................................................................................. LAND
22. Airspeed ............................................................................................... VREF

ELECTRICAL FIRE OR SMOKE (Cont)

If Smoke or Fire Restarts
23. Left Generator ...................................................................................... OFF
NOTE
The antiskid systems will be inoperative. Power
brakes will be available until the accumulator dis-
charges. Multiply the landing distance by 1.4. Be
prepared to use the emergency brake system.
ENVIRONMENTAL SYSTEM SMOKE OR ODOR

1. Oxygen Masks............................................... DON AND 100% OXYGEN
2. Oxygen Microphone Switches .......................................... MIC OXY GEN
Place the oxygen mask microphone switch in the MIC OXY MASK
position to use the microphone in the oxygen mask, if required.
3. Air-Conditioning Switch ...................................................................... OFF
4. Defog Fan............................................................................................. OFF
Turn the air-conditioning system and defog fan off to prevent further
circulation of smoke through the airplane. This also helps identify either
fan as the source.
5. Air Source Selector.................... ISOLATE SOURCE BY SELECTING L
NOTE
The air source selector must remain in each position
long enough to allow adequate system purging to de-
termine the source of smoke. If smoke does not begin
to clear in one minute, switch to another source.
If Smoke Continues
6. Air Source Selector............................................... R (ALLOW TIME FOR
SMOKE TO DISSIPATE)
If Smoke Still Continues

7. Altitude.................................. DESCEND OR EXECUTE EMERGENCY
DESCENT PROCEDURES IF REQUIRED

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8. Air Source Selector ........ FRESH AIR (CABIN WILL DEPRESSURIZE)
9. If Necessary ................ REFER TO SMOKE REMOVAL PROCEDURES
SMOKE REMOVAL
NOTE
No action is normally required; However, if smoke
is intense, proceed with the following procedure.
Check oxygen selector is on 100%.

Visually check that the masks have dropped.
4. Oxygen Microphone Switches....................................... MIC OXY MASK
The switch must be in this position to use the microphone in the oxygen mask.
6. Air Source Select ......................................... BOTH L, R, OR FRESH AIR
The cabin will depressurize with FRESH AIR selected.
NOTE
If the smoke source is the environmental systems, do
not use the source producing the smoke. Some air in-
flow is required to clear heavy smoke.
7. Air-Conditioner Switch ........................................................................ OFF
8. Emergency Dump Switch.................................. DUMP MOMENTARILY,

THEN CLOSE. REPEAT
AS REQUIRED

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SMOKE REMOVAL (Cont)

If Smoke Persists or It Cannot Be Verified That There is
No Fire
9. Land as Soon as Possible.
OVERPRESSURIZATION
1. Pressurization System Select ..................................................... MANUAL
Control pressurization with the manual toggle switch.
If Still Overpressurized
2. Air Source Select ........................................... L OR R CONTROL CABIN
PRESSURE WITH THROTTLE
Attempt to control cabin pressure with the appropriate throttle by reducing

power, thereby letting a smaller amount of air into the airplane to
pressurize the cabin.
If Unable to Control Pressurization

Check that Oxygen Selector is on 100%.
5. Passenger Oxygen ................................... ENSURE THAT PASSENGERS

Visually check that mask drop occurred.
6. Oxygen Microphone Switches....................................... MIC OXY MASK
The switch must be in this position to use the mask microphone.
8. Air Source Select.................................................................................. OFF
9. Emergency Descent........................................................... AS REQUIRED

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If Still Overpressurized
10. Emergency Dump Switch ................................................................ DUMP
This switch manually opens the dump valve to rapidly depressurize the
airplane. Extinguish all smoking material.
RAPID DECOMPRESSION
This situation is indicated by the CAB ALT 10,000 FT CAB ALT
warning and the MASTER WARNING lights coming on. 10,000 FT
1. Oxygen Masks.......................................... DON AND 100% OXYGEN
Check that the oxygen selector switch is at 100%.
2. Air Source Select ............................................ EMER (IF REQUIRED)

(If there is a leak in the tail cone)
3. Emergency Descent ...................................................... AS REQUIRED
Initiate emergency descent procedures if required.
4. Passenger Oxygen ......................................... ENSURE PASSENGERS

Visually check mask drop when cabin pressure reaches 13,500

±600 feet. If the masks are not down, drop them by placing the OXY-
GEN CONTROL VALVE, on the left console, to MANUAL DROP.
5. Oxygen Microphone Switches .............................. MIC OXY SWITCH
Switch to MIC OXY MASK to use the mask microphone.
6. Transponder .............................................................. EMERGENCY 7,700

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EMERGENCY DESCENT
1. Ignition for Turbulence ......................................................... BOTH ON
2. Throttles......................................................................................... IDLE
3. Speedbrakes ............................................................................ EXTEND
4. Initiate a moderate bank.
5. Airplane Pitch Attitude........... APPROXIMATELY 15° NOSE DOWN
7. Maximum Airspeed ...................................................................... VMO /MMO

(Use reduced speed if structural damage is present)
• M MO (above 30,500 feet)—0.710 MACH
• V MO (below 30,500 feet)—263 KIAS
8. Transponder ............................................................... EMERGENCY 7700
If Descent into Icing Conditions is Required

9. Throttles ............................................................................ AS REQUIRED
(Maintain sufficient power above 70% N 2 , to keep the ANTI-ICE

annunciators extinguished.)
ELECTRICAL
BATTERY OVERHEAT
In this condition, the BATT O’TEMP and MASTER WARNING
lights are on. BATT
O’TEMP

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1. Amp/Volt ...................................................................................... NOTE
Note the current position of the amp and voltmeter needles.
2. Battery Switch ............................................................................. EMER
In EMER the amp meter indications both drop slightly, indicating

the battery relay opened. The battery is not charged by the gener-
ators in this condition. All electrical equipment continues to receive
power. The emergency DC bus is powered by the generators. Battery
voltage can now be read with the voltage selector in BATT. The gen-
erator voltage can be read with the voltage selector in L GEN or R
GEN. Individual generator voltages can be read by selecting one
(L or R) GEN and turning the other generator off.
3. Amp/Volt ................................................................ NOTE DECREASE
NOTE
If current decreases and battery voltage is one volt
less than generator voltage in 30 seconds to 2 min-
utes, monitor the battery overtemp annunciator for
possible change. In 30 seconds to 2 minutes after
disconnect, battery voltage reads at least one volt
less than the generators.
If Amp/Volt Decrease
4. Battery Switch ........................... OFF (VOLTMETER IS INOPERATIVE)
Proceed to the applicable step 7 of this procedure. (Operative in L or R

GEN position)
If Battery O’TEMP Light Goes Out

If No Amp/Volt Decrease (Battery Relay Stuck)

In this situation, the battery relay is stuck closed.
5. Battery Disconnect Switch ...................................................... BATT DISC
6. Amperage .................................................................... NOTE DECREASE

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BATTERY OVERHEAT (Cont)

If battery voltage is one volt less than the generator in 30 seconds to two
minutes, monitor the battery overtemp annunciator for possible change.
If Battery O’TEMP Light Does Not Go Out BATT

or The >160 Warning Light Illuminates 0’TEMP
7. Land as soon as possible > 160°
Since the battery is continuing to overheat, it may still be charging through

the failed battery relay. Placing the battery disconnect switch to BATT
DISC removes the battery ground and isolates it from the system, causing
it to no longer be charged. The generators are still supplying power to the
rest of the system. If the BATT O’TEMP light does not go out, a multiple
failure situation has probably occurred, which is allowing the battery to
continue to be charged.
If Battery O’TEMP Light Goes Out

8. Battery Disconnect Switch .............................................................. NORM
CAUTION
Prolonged operation with the battery disconnect
switch in BATT DISC and the battery switch off or
both generators off depletes the battery through the
battery disconnect relay until the relay closes.
After landing, refer to Airplane Maintenance Manual

for proper maintenance procedures, as damage to the
battery may have occurred.
LOSS OF BOTH GENERATORS GEN

OFF
If this situation, the LH and RH GEN OFF, MASTER CAUTION
and MASTER WARNING lights are on. LH RH
1. Air Conditioner ..................................................................... OFF OR FAN
NOTE
Loss of a generator in flight shuts down the com-
pressor (fans operational).

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NOTE
Use of voltage selector switch to check generators be-
fore and after reset is advisable.
2. Generators ................................................................... RESET THE GEN

Attempt to reset both generators.
If Only One Generator Comes On

3. Electrical Load ................................................. REDUCE AS REQUIRED
(300 AMP MAXIMUM)
If Neither Generators Comes On

4. Floodlights ......................................................................... FULL BRIGHT

With the battery switch in the emergency position and the generators off,
power is supplied for at least 30 minutes for the following:
• COMM 1
• NAV 1
• Marker beacon
• Overhead floodlights
• Pilot’s and Copilot’s audio panels
• Standby engine N 1 indicator
• Flap control
• Landing gear monitor
• Voltmeter
• R pitot-static heater
• Standby altimeter/airspeed (vibrator)
• Standby HSI
• Standby gyro (internal battery)
• Landing gear control

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LOSS OF BOTH GENERATORS (Cont)
NOTE
System valves that fail closed when the pilot switches
to emergency battery position without generator
power include the following:
1. Fuel crossfeed valve
2. Wing crossflow valve
3. Emergency pressurization
4. Climb and dive solenoids
CAUTION
The following are not available but will be restored
when the battery switch is turned on at step 7.
• Flight guidance system including EFIS displays and autopilot

is inoperative.
• The antiskid/power brake system is inoperative.
• The engine, wing and windshield anti-ice valves will be open.

Refer to anti-ice on thrust charts.
• RAT is inoperative due to loss of display. Use caution when apply-

ing power (except for go-around where ground temperatures can
be used).
• All engine instruments except the standby N 1 indicator will be

inoperative.
• Automatic pressurization control, cabin dump, and source selec-

tion are inoperative. Cabin altitude must be manually controlled
using the manual toggle switch.
• Fuel quantity gages will be inoperative. Be aware of fuel duration.
• All warning, caution, and annunciator lights will be inoperative.
• All external and internal lights (except overhead flood light and
emergency lights) will be inoperative.
5. Windshield Bleed Air Manual Valves ....................... OFF OR MINIMUM

(FOR CLEAR VISION
THROUGH WINDSHIELD)

NOTE
With electrical power lost, the windshield bleed-air
shutoff valve will fail open. The bleed-air manual
valves are closed or adjusted to a lower flow setting
to prevent an excessive volume of high temperature
air from reaching the windshield.
When Landing Assured

Use to restore powerbrake and antiskid for landing.
8. Landing Gear................................................................................... DOWN
9. Flaps.................................................................................................. LAND
10. Airspeed ............................................................................................... VREF
FLIGHT GUIDANCE
AUTOPILOT MALFUNCTION
NOTE
The autopilot monitors normally detect failures and
automatically disengage the pilot.
1. Autopilot/Trim Disengage Switch .............................................. PRESS
Press switch on either yoke.
If Autopilot will not Reset

2. Continue flight in accordance with operating codes.
NOTE
M a x i m u m a l t i t u d e ex c u r s i o n d u r i n g a u t o p i l o t
malfunction are indicated in the following:
1. Cruise—250 feet at 10,000 feet and V MO
2. Climb—250 feet at 10,000 feet/150 KIAS
3. ILS Approach—71 feet

EVACUATION
EMERGENCY EVACUATION
1. Throttles ............................................................................ BOTH OFF
2. L or R Engine Fire Switches ........................................ BOTH PRESS
3. L or R Fire Bottle Armed Switches.............................. BOTH PRESS

(IF FIRE IS SUSPECTED)
4. Battery Switch .............................................................................. OFF
5. Airplane Outside................... CHECK FOR BEST ESCAPE ROUTE
If Thru Cabin Door

6. Cabin Door ................................................................................... OPEN
7. Move away from the airplane.
If Thru Escape Hatch

6. Escape Hatch................................................. REMOVE AND THROW
HATCH OUT OF AIRPLANE
7. Move away from the airplane.
MISCELLANEOUS OPERATING
MANUAL PROCEDURES
DITCHING
Good crew coordination is essential to the success of any ditching. Radio con-
tact should be attempted giving the airplane identification, position, head-
ing, and altitude. Set the transponder on 7700 and the locator beacon (if
installed) on EMER. Gear should be left gear-up with flaps in the LAND po-
sition. The LDG GEAR WARNING circuit breaker can be pulled to silence
the gear warning horn. Speed should be maintained at V REF ±10 KIAS with
the rate of descent at 200–300 fpm.
1. Radio ........................................................................................... MAYDAY
Identify the airplane, position, heading, altitude and IAS.
2. Transponder ........................................................................................ 7,700
3. Locator Beacon (if installed)............................................................ EMER

4. Air Source Select.................................................................................. OFF
Prevent water from entering through the bleed valves.
Check that all passenger seats are upright.
6. Passenger Life Jackets ........................................................................... ON
Keep life jackets uninflated until outside the airplane.
7. Gear......................................................................................................... UP
8. Flaps ........................................................................................ 35° (LAND)
9. Speed ................................................................................... VREF +10 KIAS
10. Rate of Descent..................................................................... 200–300 FPM
11. Plan an approach to parallel any uniform swell pattern and attempt to
touchdown along a wave crest or just behind it. If the surface wind is
strong or the water rough and irregular, ditch into the wind on the backside
of a wave. Touchdown slightly nose high with a minimum rate of descent.
12. Throttles............................................... OFF JUST PRIOR TO CONTACT
13. Emergency Exit................................................................................. OPEN

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FORCED LANDING
The considerations for a successful forced landing are simular to those for
ditching. Attempt to establish radio contact, squawk the emergency code and
brief the passengers. For one engine inoperative, make the approach with gear
down, flaps in the LAND position, speed at V REF, and 200–300 fpm descent
rate. If possible, establish an abeam position with the landing gear extended
and altitude sufficient to enable a safe landing in the event of power loss. Just
before touchdown, place the throttle at cutoff and turn off the battery.
Touchdown in a normal landing attitude with emergency braking used if nec-
essary. For two engines inoperative, refer to the Emergency Landing infor-
mation under Maximum Glide in this section.
1. Radio ........................................................................................... MAYDAY
Identify the airplane, position, heading, altitude, and IAS.
2. Transponder ........................................................................................ 7,700
3. Locator Beacon (if installed)............................................................ EMER
Brief the passengers as thoroughly as possible.
5. Gear ................................................................................................. DOWN
6. Flaps ........................................................................................ 35° (LAND)
7. Speed................................................................................... VREF +10 KIAS
8. Rate of Descent ................................................................. AS REQUIRED
As required, use to effect the touchdown in selected landing area.
9. Throttles............................................... OFF JUST PRIOR TO CONTACT

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SPINS
Intentional spins are prohibited and were not conducted during flight tests of
the airplane. Should a spin occur, the following recovery procedures are
recommended:
1. Power to idle on both engines.
2. Neutralize yoke, and apply full rudder opposite the direction of rotation.
3. Approximately 1/2 turn of spin after applying rudder, push yoke forward.
4. Remove rudder input as rotation slows so that rudder is centered when

rotation stops.
5. Pull out of the dive with smooth, steady control pressure.
6. Indicated airspeed, and/or angle-of-attack, should be closely monitored

during the pullout to avoid a secondary stall.

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LIMITATIONS AND SPECIFICATIONS

CONTENT
Page
OPERATING LIMITATIONS ......................................................... LIM-1
General.................................................................................... LIM-1
Certification Status ................................................................. LIM-1
Weight..................................................................................... LIM-1
Airspeed.................................................................................. LIM-4
Center-of-Gravity.................................................................... LIM-4
Takeoff and Landing Operational Limits................................ LIM-4
Enroute Operational Limits ..................................................... LIM-6
Operations Authorized............................................................ LIM-6
Minimum Crew....................................................................... LIM-6
Load Factor.............................................................................. LIM-6
Passenger Seating ................................................................... LIM-7
ELECTRICAL .................................................................................. LIM-7
General..................................................................................... LIM-7
Battery and Starter Cycle Limitations .................................... LIM-7
Ground Operation ................................................................... LIM-8
ENGINE ........................................................................................... LIM-8
General.................................................................................... LIM-8
Approved Oils......................................................................... LIM-8
Engine Operating Limits ........................................................ LIM-9
Engine Start Limitations (Ground)........................................ LIM-14
Prolonged Ground Operation ............................................... LIM-15
Engine Fan Inspection .......................................................... LIM-15
Engine Start Limitations (Air).............................................. LIM-15
FUEL.............................................................................................. LIM-15
Unusable Fuel....................................................................... LIM-16
ANTI-ICE ...................................................................................... LIM-17
General ................................................................................. LIM-17
FOR TRAINING PURPOSES ONLY LIM-i

Windshield Ice Protection Fluid ........................................... LIM-17

Icing...................................................................................... LIM-17
Operations in Severe Icing Conditions................................. LIM-18
HYDRAULIC ................................................................................ LIM-19
General ................................................................................. LIM-19
ENVIRONMENTAL...................................................................... LIM-19
Cabin Pressurization Limitations ......................................... LIM-19
Oxygen Mask ....................................................................... LIM-19
AUDIO CONTROL PANEL.......................................................... LIM-20
GROUND OPERATIONS (AVIONICS) ....................................... LIM-20
ENGINE INDICATING SYSTEM (EIS) ...................................... LIM-20
Rockwell Collins FCS-3000 Integrated
Flight Control System ......................................................... LIM-20
Standby Gyro Horizon.......................................................... LIM-21
KINDS OF OPERATIONS EQUIPMENT LIST .......................... LIM-21
INSTRUMENT MARKINGS & ENGINE
INDICATING SYSTEM (EIS) ...................................................... LIM-28
LIM-ii FOR TRAINING PURPOSES ONLY

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ILLUSTRATIONS
Figure Title Page
LIM-1 Maximum Maneuvering Speeds.................................. LIM-3
LIM-2 Takeoff/Landing/Enroute
Temperature Limitations ............................................ LIM-5
LIM-3 Overtemperature Limits
(Except Starting)........................................................ LIM-11
LIM-4 Overtemperature Limits (Starting) ............................ LIM-12
LIM-5 N2 Engine Overspeed Limits .................................... LIM-13
LIM-6 N1 Engine Overspeed Limits .................................... LIM-14
TABLES
Table Title Page
LIM-1 Airspeed Limitations .................................................. LIM-2
LIM-2 Engine Operating Limits .......................................... LIM-10
LIM-3 Fuel Limitations ........................................................ LIM-16
LIM-4 Kinds of Operations
Equipment List .......................................................... LIM-22
FOR TRAINING PURPOSES ONLY LIM-iii

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LIMITATIONS AND SPECIFICATIONS

OPERATING LIMITATIONS
GENERAL
NOTICE
Certification and operational limitations are condi-
tions of the type and airworthiness certificates and
must be complied with at all times as required by law.
CERTIFICATION STATUS
This airplane is certified in accordance with FAR 23 Normal Category and
FAR 36 (noise). Takeoff and Landing performance special condition re-
quirements are equivalent to FAR 25.
Specifications
Length....................................................................... 42.58 feet (13.0M)
Height ......................................................................... 13.80 feet (4.3M)
Wing Span ................................................................. 46.38 feet (14.3M)
Horizontal ................................................................... 18.75 feet (5.8M)
Stance ......................................................................... 12.96 feet (4.0M)
Wheelbase ................................................................... 15.40 feet (4.7M)
Curb to Curb Turning Distance ..................................... 22.63 feet (6.9M)
Wall to Wall Turning Distance .................................. 59.34 feet (18.09M)
WEIGHT
Maximum Design Ramp Weight ......................... 10,700 Pounds, 4,853 kg
Maximum Design Takeoff Weight ...................... 10,600 Pounds, 4,808 kg
Maximum Design Landing Weight ....................... 9,800 Pounds, 4,445 kg
Maximum Design Zero Fuel Weight .................... 8,400 Pounds, 3,810 kg
Takeoff weight is limited by the most restrictive of the following requirements:
Maximum Certified Takeoff Weight ............................. 10,600 Pounds

Maximum Takeoff
Weight Permitted by
Climb Requirements....................................... Refer to Procedures for
Use of Takeoff Performance
Tables in AFM Section IV
FOR TRAINING PURPOSES ONLY LIM-1

Takeoff Field Length...................................................... Refer to Procedures for

Use of Takeoff Performance
Tables in AFM Section IV
Landing weight is limited by the most restrictive of the following requirements:
Maximum Certified Landing Weight .............................. 9,800 Pounds

Maximum Landing Weight
Permitted by Climb Requirements
or Brake Energy Limit .................................... Refer to Procedures for
Use of Approach and Landing
Performance Tables in AFM Section IV
Landing Distance ........................................... Refer to Procedures for
Use of Approach and Landing
Performance Tables in AFM Section IV
Maximum takeoff and landing weights may be additionally restricted due to
altitude, temperature, and runway available.
Table LIM-1. AIRSPEED LIMITATIONS
CONDITION SPEED
M MO (above 30,500 ft) .......................................................... 0.710 MACH
V MO (S.L. to 30,500 ft) ............................................................... 263 KIAS
V A ...........................................................................Refer to Figure LIM-1
Turbulent Air Penetration ............................................................180 KIAS
V FE TAKEOFF and APPROACH FLAP 15°....................................200 KIAS
V FE FLAP LAND 35° ...................................................................161 KIAS
V FE GROUND FLAP 60° ...............................................Prohibited In Flight
MAX SPEED WITH FLAPS FAILED TO GROUND 60° ...................140 KIAS
V LO ............................................................................................186 KIAS
V LE ............................................................................................186 KIAS
V SB maximum speedbrake operating speed .................................NO LIMIT
V X 2 ENG FLAP 15° (Not a limit) ..................................................113 KIAS
V Y 2 ENG FLAP 15° (Not a limit) ..................................................167 KIAS
V MCA (Not a limit)..........................................................................92 KIAS
V MCG (Not a limit) .........................................................................95 KIAS
Maximum Tire Ground Speed ......................................................165 KIAS
Minimum Speed for sustained flight in Icing (except approach
and landing) (NOT A LIMIT) ........................................................160 KIAS
Maximum Autopilot Operating Speed .....................263 KIAS or .710 MACH
LIM-2 FOR TRAINING PURPOSES ONLY

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Figure LIM-1. Maximum Maneuvering Speeds

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AIRSPEED
The maximum operating limit speeds may not be deliberately exceeded in any
regime of flight (climb, cruise, or descent) unless a higher speed is authorized
for flight test or pilot training.
Full application of rudder and aileron controls as well as maneuvers that in-
volve angle-of-attack near the stall should be confined to speeds below max-
imum maneuvering speed. Refer to LOAD FACTOR limitations for pitch
maneuvering limitations.
CENTER-OF-GRAVITY
Forward Limit:
At 7,700 pounds or less ........................................ 16.50% MAC (240.14)
At 8,800 pounds .................................................. 19.81% MAC (242.40)
At 10,600 pounds .................................................. 22.29% MAC (244.1)
(Straight-line variation)
Aft limit ............................................................. 29.00% MAC (248.78)
WARNING
The ground flaps position is not locked out in flight.

Selection of ground flaps will significantly increase
drag and sink rate. Intentional selection of ground
flaps in flight is prohibited.
TAKEOFF AND LANDING OPERATIONAL LIMITS

Maximum Altitude Limit ..................................................... 14,000 Feet
Maximum Tailwind Component ................................................ 10 Knots
Maximum Crosswind Component ......................... 21 Knots (Not a limit )
Maximum Ambient Temperature .......................................... ISA + 39° C
(Refer to Figure LIM-2)
Minimum Ambient Temperature .................................................. –53° C
The maximum intentional asymmetric fuel differential is 200 pounds; how-
ever, controllability for safe return and landing has been demonstrated with
an emergency asymmetrical difference of 600 pounds.
Takeoff with thrust attenuators stowed is prohibited for flaps 0°, but allowed
for flaps 15° corrected takeoff field lengths not greater than 4,500 feet.
The autopilot and yaw damper must be OFF for takeoff and landing.

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50
40 MAXIMUM ENROUTE ALTITUDE

PRESSURE ALTITUDE—FEET
*M
AX
30
I
M
UM
EN
RO
UT
20
E
TE
M
PE
MAXIMUM TAKEOFF/LANDING ALTITUDE
RA
10
TU
RE
MINIMUM MAXIMUM
LI
M
TAKEOFF/LANDING TAKEOFF/LANDING
IT
TEMPERATURE –53° TEMP ISA +39°
0
–60 –40 –20 0 20 40 60

INDICATED RAM AIR TEMPERATURE (RAT) —C°
* Maximum Enroute Operating Temperature Limit is ISA +39°C ambient temperature
adjusted for Ram Rise (Refer to Figure 4-3, AFM) or the Indicated RAM Air
Temperature (RAT) from Figure LIM-2, whichever is less.
Figure LIM-2. Takeoff/Landing/Enroute Temperature Limitations
Engine synchronizer must be OFF for takeoff and landing.
Cabin must be depressurized for takeoff and landing.
Speed brakes must be retracted prior to 50 feet on landing.
Touch and Go landing utilizing ground flaps are prohibited.
Goodyear tire part number 184F68-1, and tire part numbers 030-611-0 and
031-613-8 (manufactured by BFGoodrich/Michelin) are the only nose tires
approved. The nose tire must be inflated to 120 PSI +5 or –5 PSI.

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ENROUTE OPERATIONAL LIMITS

Maximum Operating Altitude................................................ 41,000 Feet
Maximum Temperature ......................................... Refer to Figure LIM-2
Minimum Temperature .......................................... Refer to Figure LIM-2
Generator Load ....................................... 300 Amperes Up to 41,000 Feet
OPERATIONS AUTHORIZED
This airplane is approved for day and night, VFR, IFR flight and flight into
known icing when the required equipment is installed as defined within the
KINDS OF OPERATIONS EQUIPMENT LIST (Table LIM-4).
Acrobatic maneuvers, including spins, are prohibited. Intentional stalls with

flaps at other than zero or with gear down are prohibited above 18,000 feet.
MINIMUM CREW
Except where otherwise prescribed by applicable operating limitations,
Minimum crew for all operations:
1. Pilot, provided:
a. The pilot holds a CE525(S), single pilot, type rating.
b. The airplane is equipped for single pilot operation as specified in the

Kinds of Operations Equipment List (Table LIM-4).
c. The pilot must occupy the left pilot’s seat.
or
1. Pilot and one Copilot, provided:
a. The pilot in command holds a CE525(S) or CE 525 (second-in-

command required) type rating.
LOAD FACTOR
In Flight:
Flaps UP Position (0°)....................... –1.52 to +3.6G at 10,600 Pounds

Flaps TAKEOFF & APPROACH to
LAND Position (15° to 35°) .................. 0.0 to +2.0G at 10,600 Pounds
These accelerations limit the angle-of-bank in turns and limit the severity of
pullup and pushover maneuvers.

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PASSENGER SEATING
For all takeoffs and landings, adjustable seats must be fully upright and outboard.
Maximum passenger seating, not including two crew seats, is five. (Six with
optional belted toilet installed.)
ELECTRICAL
GENERAL
Minimum Ambient Temperature For Battery Start
(If Airplane Is Cold Soaked) ..................................................... –18°C
NOTE
• If the airplane is cold soaked below –35° C, it must
be preheated or hangared prior to engine start.
• If the battery is warm (removed and stored above

–18°C) and the engine is preheated, battery starts
may be conducted at ambient temperature below
–18°C.
• EIS may take one to six minutes to become usable

after power is applied when cold soaked between
–10°C to –35°C.
Maximum Temperature for Engine Start.................................. ISA +39°C

Maximum Airport Elevation for Ground Battery Start............. 10,000 Feet
Minimum Battery Voltage for Battery Start ................................. 24 VDC
Minimum/Maximum External Power
Current Capacity for Start ............................................. 800/1,100 AMPS
NOTE
Normal starter current draw is approximately 1,000 am-
peres peak. External power units with variable max-
imum current shutoff should be set to 1,100 amperes.
BATTERY AND STARTER CYCLE LIMITATIONS

Starter Limitation............................... Three engine starts per 30 minutes.
Three cycles of operation with a 60-second rest period between cycles
is permitted.

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NOTE
• This limitation is independent of starter power
source: i.e. battery, generator-assisted cross start,
or external power unit.
• Use of an external power source with voltage in ex-

cess of 29 VDC or current in excess of 1,100 amps
may damage the starter.
Battery Limitations: Three engine starts per hour.
NOTE
(1) If battery limitation is exceeded, ground main-
tenance procedures are required.
(2) Three generator assisted cross starts are equal
to one battery start.
(3) If an external power unit is used for start, no bat-
tery cycle is counted.
If the BATT O’TEMP light illuminates during ground operation, do not take
off until after the proper maintenance procedures have been accomplished.
GROUND OPERATION
Generator Current:
Less than 15 minutes .......................................................................... 300 Amperes
15 minutes or more ............................................................................ 250 Amperes
ENGINE
GENERAL
The limitations outlined in the AFM must be complied with regardless of the
type of operation. The following are extracts from the AFM.
APPROVED OILS
APPROVED BRAND SPECIFICATION

Mobile Jet II MIL-L-23699
Mobile 254 MIL-L-23699
EXXON 2380 MIL-L-23699
(Emergency only)

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Exxon 2380 oil may be used pure or mixed with Mobile Jet II oil only for a
maximum of 25 hours run time between major periodic inspections. Record
in the engine log book the total amount of run time with Exxon 2380 oil.
Following any usage of Exxon 2380 oil, the oil tank must be drained, flushed
with Mobile Jet II oil, and serviced with pure Mobile Jet II oil. (Definition
of oil flush is removal of chip collector screens, and pouring one quart of Mobile
Jet II oil through the oil fill port).
The maximum permissible oil consumption during normal operation (engine

running), is 0.023 gallons per hour during normal operation.
NOTE
During in-flight windmilling, the engine will vent oil
overboard. Typical consumption is approximately
0.20 gallons per hour during normal operation.
ENGINE OPERATING LIMITS

Engine Type ........................................................ Williams International
FJ44-1A Turbofan
Engine Operating Limits ........................................ Refer to Table LIM-2
Engine Overspeed Limits .............................................. Refer to Figures
LIM-5 and LIM-6
Takeoff/Go Around
Thrust Setting .................................................. Refer to Figure 4-8, AFM
Recommended Maximum
Continuous Climb
Thrust Setting .......................................................... Refer to Figures 4-9
and 4-10, AFM
Recommended Maximum
Continuous Cruise
Thrust Setting.......................................................... Refer to Figure 4-11
and 4-11A, AFM

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Table LIM-2. ENGINE OPERATING LIMITS

Operating Operating Limits
Conditions
Thrust Time Limit ITT N2% N1% Oil OIl
Setting (Minutes) Temp Turbine Fan RPM Pressure Temp
°C RPM PSIG °C
Start Refer to 25 psi min –40 to 121
Figure LIM-4 (Note 6) (Note 7)
Idle Continuous 620 Max 56.2 ± 1.3 35 Min –40 to 121

(Note 7)
Takeoff (Note 1) 820 Max 99.3 104.4 45–90 10–121
Maximum (Note 2) 796 Max 99.3 104.4 45–90 10–121

Continuous (Note 3)
Transient Refer to Refer to Refer to 25 Min
Figure Figure Figure (Note 4)
LIM-3 LIM-5 LIM-6 100 Max
(Note 5)
LIMITATION NOTES
1. ENGINE LIMIT: Time is 5 minutes, provided engine limits above are not
exceeded, and begins when the throttle lever is advanced for takeoff
thrust. THRUST LIMIT: Takeoff thrust (5 minutes limit), for the engine
life to TBO, is defined in Figure 4-8, AFM. Performance data, including
V MCA and V MCG in Section IV of the AFM is based on use of the takeoff
thrust setting, (Figure 4-8, AFM).
2. Continuous operation is acceptable provided the engine limits above are
not exceeded. Recommended maximum continuous climb thrust is de-
fined in Figures 4-9 and 4-10 of the AFM. Recommended maximum con-
tinuous cruise thrust is defined in Figure 4-11 and 4-11A of the AFM. For
extended component life, to achieve TBO, the recommended limits should
be observed. Performance data in Section IV of the AFM is based on use
of the recommended thrust setting.
3. Minimum oil pressure is 45 PSIG when operating above 80% N 2 ; 35 PSIG
when operating below 80% N 2 .
4. During idle periods after high thrust operation for up to 5 minutes maximum.
5. During periods of high thrust operation for up to 5 minutes maximum.
6. Maximum allowable cold day start oil pressure is 100 psig for 5 minutes
with oil pressure returning to normal range.
7. The engine should not be operated above 85% N 2 until oil temperature
is above 10° C.

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RETURN ENGINE TO SERVICE FACILITY
840
830
INTERTURBINE TEMPERATURE (°C)
820
810
800
796
0 1 2 3 4 5 6 7 8 9 10
TIME (MINUTES)
1. PERFORM HOT SECTION INSPECTION

2. DISASSEMBLE BLADED DISK
ASSEMBLY FOR NDI AND BLADE
GROWTH CHECK.
1. PERFORM HOT SECTION INSPECTION.
1. DETERMINE AND CORRECT

CAUSE OF OVERTEMPERATURE.
2. PERFORM VISUAL INSPECTION.
3. RECORD IN ENGINE LOG BOOK.
1. NO ACTION REQUIRED
Figure LIM-3. Overtemperature Limits (Except Starting)

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1050
1000
950
INTERTURBINE TEMPERATURE (°C)
900
850
800
750
700
650
600
550
0 5 10 15 20 25 30 35 40
TIME (SECONDS)
1. PERFORM HOT SECTION INSPECTION
1. DETERMINE AND CORRECT CAUSE OF

OVERTEMPERATURE PRIOR TO NEXT START.
2. PERFORM VISUAL INSPECTION.
3. MAKE ENGINE LOG BOOK ENTRY.
1. NO ACTION REQUIRED
Figure LIM-4. Overtemperature Limits (Starting)

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112
110
108
106
104
N2 SPEED (%)
103
102
100
99.3
98
96
94
92
0:20 1:00 2:00 3:00 4:00
TIME (MINUTES)
RETURN ENGINE TO AN APPROVED SERVICE FACILITY
PERFORM HOT SECTION INSPECTION
REPORT INCIDENT IN ENGINE LOG BOOK
NO ACTION REQUIRED
Figure LIM-5. N2 Engine Overspeed Limits

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110
108
N1 SPEED (%)
106 105.9 105.9
105.3
104.4
104
102
0:20 1:00 2:00 3:00 4:00
TIME (MINUTES)
PERFORM HOT SECTION INSPECTION
REPORT INCIDENT IN ENGINE LOG BOOK
NO ACTION REQUIRED
Figure LIM-6. N1 Engine Overspeed Limits
ENGINE START LIMITATIONS (GROUND)

Over Temperature (ITT) Limits ............................. Refer to Figure LIM-4
Maximum Tailwind Component ................................................. 10 Knots
Maximum Crosswind Component .............................................. 12 Knots
NOTE
Thrust attenuator switch must be in AUTO for tail-
wind within ±30 degrees of the tail.
Maximum Time to Light-off .................................................. 10 Seconds
NOTE
Time to light-off is defined as the time after the throt-
tle lever is moved from cutoff to idle position until
light-off is indicated.

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GROUND OPERATION
Continuous engine ground static operation up to and including five minutes
at takeoff thrust is limited to ambient temperatures not to exceed +39° C above
ISA. (Refer to Figure LIM-2).
ENGINE FAN INSPECTION

To assure accurate fan speed thrust indication, inspect the fan for damage prior
to each flight.
NOTE
Refer to the EXTERIOR INSPECTION in the NOR-
MAL PROCEDURES Section of the AFM for engine
duct and fan inspection.
ENGINE START LIMITATIONS (AIR)

Over Temperature Limits ...................................... Refer to Figure LIM-4
Airspeed/Altitude Limit.............................................Refer to Figure 3-1,
AFM (Air Start Envelope)
Maximum Time to Light Off .................................................. 10 Seconds
NOTE
Time to light-off is defined as the time after the throt-
tle lever is moved from cutoff to idle position until
light-off is indicated.
FUEL
Approved anti-icing additive must be added to all approved fuels not presently
containing the additive.
Boost Pumps—ON; when LH and/or RH FUEL LOW LEVEL caution lights

illuminate or at 185 pounds or less indicated fuel.
NOTE
If fuel transfer is required, turn boost pump OFF on
side opposite selected tank.
The maximum intentional asymmetric fuel differential is 200 pounds, how-

ever, controllability for safe return and landing has been demonstrated with
an emergency asymmetrical differences of 600 pounds.

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The following fuels are approved for use (Refer to Table LIM-3).
Table LIM-3. FUEL LIMITATIONS
Grade Minimum Fuel Maximum Fuel

(Refer to Caution) Specification Temperature Temperature
and Note 1 Below) °C / °F °C / °F
JET A –29 / –20.2 57.2 / 135
JET A1 ASTM-D1655 –29 / –20.2 57.2 / 135
JET B –54 / –65 57.2 / 135
JP-4 MIL-T-5624 –54 / –65 57.2 / 135
JP-5 –29 / –20.2 57.2 / 135
JP-8 MIL-T-83133 –29 / –20.2 57.2 / 135
NOTE
No AV gas usage is permitted
CAUTION
Fuel not having anti-icing additive pre-blended at the
refinery must have anti-icing fluid added. The mini-
mum anti-ice additive concentration shall be 0.10
percent by volume and maximum concentration shall
be 0.15 percent by volume per MIL-I-85470
(DIEGME) and MIL-I-27686(EGME).
NOTE
• Dupont Stadis 450 anti-ice additive or equivalent
is permitted to bring fuel up to 300 conductive units,
but not to exceed 1 ppm (parts per million).
• SOHIO Biobor JF biocide additive is approved at

a concentration not to exceed 20 ppm (270 ppm
total additive) of elemental boron.
• EGME/DIEGME additive is approved at a concen-

tration not to exceed 0.15% by volume.
UNUSABLE FUEL
Fuel remaining in the fuel tanks when the fuel quantity indicator reads zero
is not usable in flight.

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ANTI-ICE
GENERAL
Limit ground operation of pitot/static heat to two minutes to preclude dam-
age to the pitot static tubes and angle-of-attack probe.
Prolonged ground operation at high engine RPM with engine, wing, and/or
windshield anti-ice on is prohibited. Do not operate with the wing anti-ice
on more than one minute after the WING ANTI–ICE LH/RH annunciators have
extinguished.
WINDSHIELD ICE PROTECTION FLUID

Use TT-I-735 isopropyl alcohol for windshield anti-ice.
ICING
NOTE
In flight: Icing conditions exist when the indicated
RAT in flight is +10° C or below, and visible mois-
ture in any form is present.
Icing conditions on the ground exist when the OAT,

or indicated RAT is +10° C or below and, where sur-
face snow, slush, ice, or standing water may be in-
gested by the engines or freeze on engine nacelles,
or engine sensor probes.
1. Minimum engine N 2
speed for effective anti-icing ................................................ 70% N 2
2. Minimum temperature for
operation of tail deicing
boots (Indicated RAT) ............................................................ –35° C
3. Engine anti-ice shall be ENG On, (or ENG/WING) for operations with
indicated RAT of +10° C or below when flight free of visible moisture
cannot be assured.
4. After an icing encounter with inoperative tail deice boots, maximum flap
deflection is 15 degrees. Refer to the Flaps Inoperative Approach and
Landing Abnormal Procedure for landing with flaps 15 degrees.

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OPERATIONS IN SEVERE ICING CONDITIONS
WARNING
Severe icing may result from environmental condi-

tions outside of those for which the airplane is cer-
tified. Flight in freezing rain, freezing drizzle, or
mixed icing conditions (supercooled liquid water and
ice crystals) may result in ice buildup on protected
surfaces exceeding the capability of the ice protec-
tion system or may result in ice forming aft of the
protected surfaces. This ice may not shed when the
ice protection systems are used and may seriously
degrade the performance and controllability of the
airplane.
All wing icing inspection lights must be operative prior to flight into known
or forecast icing conditions at night.
NOTE
This supercedes relief provided by the Master
Minimum Equipment List.
Severe icing conditions that exceed those for which the airplane is certified
shall be determined by the following visual cues:
1. Unusually extensive ice accumulation on the airframe and windshield

in areas not normally observed to collect ice.
2. Accumulation of ice on the upper surface of the wing aft of the protected
area.
If one or more of these visual cues exist:
1. Use of the autopilot is prohibited.
2. Immediately request priority handling from the air traffic control to fa-
cilitate a route or altitude change to exit the icing conditions.
3. Leave flaps in current position; do not extend or retract.
4. Avoid abrupt and excessive maneuvering that may exacerbate control

difficulties.
5. If unusual or uncommanded roll control movement is observed, reduce

angle of attack.

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Since the autopilot, when installed and operating, may mask tactile cues that
indicate adverse changes in handling characteristics, use of the autopilot is
prohibited when:
1. Unusual lateral trim is required while the airplane is in icing conditions.
2. Autopilot trim warnings are encountered while the airplane is in icing

conditions.
HYDRAULIC
GENERAL
Hydraulic Fluid
Use RED MIL-H-83282 Type fluids only.
Thrust Attenuators
Thrust attenuators switch must be in AUTO for tailwind within ± 30 degrees
of the tail.
ENVIRONMENTAL
CABIN PRESSURIZATION LIMITATIONS
Normal Cabin Pressurization Limitations ........................ 0.0 to 8.6 PSID
OXYGEN MASK
1. The crew oxygen mask(s) must be used in accordance with applicable op-
erating rules when flying above FL 350.
NOTE
Headsets, eyeglasses, or hats worn by the crew may
interfere with the quick-donning capabilities of the
oxygen masks.
For two pilot operations, the standard crew oxygen

mask must be worn around the neck by both pilots,
or the optional sweep-on oxygen mask must be prop-
erly stowed to qualify as a quick donning mask for
operations above FL 350.
2. For single pilot operations, a crew oxygen mask must be available for a
passenger occupying the right crew seat. The mask must be checked dur-
ing preflight and passenger briefed on its use.

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AUDIO CONTROL PANEL

Operation of the audio panel in the passenger speaker (PASS SPKR) mode is
limited to required passenger briefings or emergencies.
NOTE
Depending on the modification level of the audio panel
installed, all incoming transmissions and audio warn-
ings to one or both cockpit speakers may be lost if ei-
ther audio panel has passenger speaker mode selected.
With passenger speaker mode selected and micro-

phone selector switch selected to oxygen mask, the
cockpit speaker will not receive voice interphone
communications from the oxygen mask microphone
of the opposite side pilot.
Headset audio is not affected when PASS SPKR mode

is selected.
GROUND OPERATION (AVIONICS)

Hot weather avionics operation temperature limitations (OAT greater than ISA
+5°C):
• Avionics cooling fans must be operational and verified by checking
for airflow at glareshield exit vents.
• With air conditioning off, avionics operation is limited to 30 minutes

and OAT less than ISA +32°C.
• With air conditioning on, avionics operation is limited to OAT less

than or equal to ISA +35°C.
• Avionics operation above ISA +35°C is prohibited.
ENGINE INDICATING SYSTEM (EIS)

If the airplane is cold soaked to a temperature between -10°C and -35°C,
the liquid crystal display may experience a delay of 1 to 6 minutes after
battery power is applied before they become useable. Preheating the cabin
to 0°C or above will improve this delay to 1 minute or less.
ROCKWELL COLLINS FCS–3000 INTEGRATED FLIGHT

CONTROL SYSTEM
1. The Rockwell Collins Pro Line 21 Avionics System for the Cessna Citation
CJ1/CJ2 Pilot’s Guide, Publication Number 523-0780351-002117, dated
02/07/00 or later version must be immediately available to the flight crew.

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2. One pilot must remain in his/her seat with the seat belt fastened during
all autopilot operations.
3. Operating in the composite mode is limited to training and display fail-

ure conditions.
4. The pilot’s PFD (and copilot’s if installed) and MFD must be installed
and operational in the normal mode for takeoff.
5. The FCS–3000 system must be verified to be operational by a satisfac-

tory automatic preflight test (no messages on power up) prior to each
flight in which the autopilot is to be used.
6 The autopilot minimum-use height during precision approach is 71 feet

AGL.
7. NAV mode during VOR operation. While operating in the NAV mode of
the flight director using VOR as the active course, and prior to changing
the active VOR frequency, the pilot must deselect the NAV mode and se-
lect HDG mode. After positive acquisition of the new VOR frequency,
reselect the NAV mode of the flight director, and verify NAV capture and
tracking of new course
STANDBY GYRO HORIZON

A satisfactory preflight test must be accomplished on the standby gyro system.
KINDS OF OPERATIONS EQUIPMENT LIST

This airplane may be operated in day or night VFR or IFR and flight into known
icing conditions when the appropriate equipment is installed.
The following equipment list identifies the systems and equipment upon
which type certification for each kind of operation was predicated. The sys-
tems and items of equipment listed must be installed and operable unless:
1. The airplane is approved to be operated in accordance with a current

Minimum Equipment List (MEL) issued by the FAA.
Or:
2. An alternate procedure is provided in the FAA-approved Airplane Flight
Manual for the inoperative state of the listed equipment and all limita-
tions are complied with.

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NOTE
The following systems and equipment list does not
include all equipment required by the Parts 91 and
135 Operating Requirements. It also does not in-
clude components obviously required for the airplane
to be airworthy such as wings, primary flight controls,
empennage, engine, etc.
Table LIM-4. KINDS OF OPERATIONS EQUIPMENT LIST

KIND OF OPERATION
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
SYSTEM and/or COMPONENT Y T Y T G COMMENTS
AVIONICS
1) VHF Transceiver * * 1* 1* 1* *or as required by operating regulation
2) Static Wicks 15 15 15 15 15
3) Transponder * * 1* 1* 1* *or as required by operating regulation
4) EFIS Display Cooling Fan 1 1 1 1 1
5) VHF NAV Receiver * * 1* 1* 1* *or as required by operating regulation
6) Cockpit Voice Recorder * * * * * *required for two pilot operations with
six passenger seats installed

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Table LIM-4. KINDS OF OPERATIONS EQUIPMENT LIST (Cont)
KIND OF OPERATION
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
ELECTRICAL
1) Battery 1 1 1 1 1
2) Battery Overheat Annunciator 1 1 1 1 1
3) DC Generator 2 2 2 2 2
4) DC Generator Annunciator 2 2 2 2 2
5) DC Loadmeter 2 2 2 2 2
6) DC Voltmeter and Select Switch 1 1 1 1 1
ENVIRONMENTAL/
PRESSURIZATION
1) Bleed Air Shutoff Valve 2 2 2 2 2
2) Cabin Bleed Air Flow Control 1 1 1 1 1
Valve
3) Outflow Valve/Safety Valve 2 2 2 2 2
4) Primary Door Seal 1 1 1 1 1
5) Secondary Door Seal 1 1 1 1 1 required above FL310
6) Pressurization Controller 1 1 1 1 1
7) Emergency Press Dump Valve 1 1 1 1 1
8) Fresh Air Fan 1 1 1 1 1
9) Defog Fan 1 1 1 1 1
10) Differential Press/Cabin Altitude 1 1 1 1 1
Gage
11) Cabin Temperature Control 1 1 1 1 1
System (except air conditioner)
12) Duct Over Temperature 1 1 1 1 1
Annunciator
13) Cabin Altitude Warning System 1 1 1 1 1 required above FL240
EQUIPMENT AND FURNISHINGS
1) Exit Sign (lighted) 2 2 2 2 2
2) Seat Belt * * * * * *one per occupied seat
3) Shoulder Harness * * * * * *crew seats and all occupied
passenger seats
FIRE PROTECTION
1) Engine Fire Detection System 2 2 2 2 2
2) Engine Fire Extinguisher System 2 2 2 2 2
3) Portable Fire Extinguisher 1 1 1 1 1

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KIND OF OPERATION
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
FLIGHT CONTROLS
1) Flap Position Indicator 1 1 1 1 1
2) Flap System (including 1 1 1 1 1
annunciators)
3) Trim Tab Position Indicator 3 3 3 3 3
(rudder, aileron, and elevator)
4) Trim Systems (rudder, aileron, 3 3 3 3 3
and elevator)
5) Stick Shaker System 1 1 1 1 1
6) Speed Brake System (both 1 1 1 1 1
sides)
FLIGHT/NAVIGATION
INSTRUMENTS
1) Airspeed Indicator 2 2 2 2 2
2) Sensitive Altimeter 2 2 2 2 2
3) PFD (Primary Flight Display) 1* 1* 1* 1* 1* *Includes AHRS 1 & 2,
ADC 1 & 2
4) MFD (Multi-Function Display) 1 1 1 1 1
5) Vertical Speed Indicator 0 0 2 2 2
6) Standby Altimeter/Airspeed 1 1 1 1 1
7) Standby NAV 1 HSI 1 1 1 1 1
8) Standby Attitude Indicator 1 1 1 1 1
9) Copilot's Attitude Indicator 1 1 1 1 1
10) Copilot's HSI Indicator 1 1 1 1 1
11) Clock 0 0 1 1 1
12) Magnetic Compass 1 1 1 1 1

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KIND OF OPERATION
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
FUEL/ENGINE
1) Fuel Boost Pumps (including 2 2 2 2 2
annunciators)
2) Fuel Flow Indicator System 2 2 2 2 2
3) Fuel Quantity System 2 2 2 2 2
4) Fuel Transfer System 1 1 1 1 1
(including annunciator)
5) Firewall Shutoff System 2 2 2 2 2
6) Fuel Low Level Annunciators 2 2 2 2 2
7) Fuel Low Pressure 2 2 2 2 2
Annunciators
8) Engine Driven Fuel Pump 2 2 2 2 2
9) Dual Ignitor System, Each En- 2 2 2 2 2
gine (including indicator lights) Standby N1 required for emer-
gency bus operations
10) Engine Indicators, N1, ITT, 2 2 2 2 2
N2, Oil Pressure, and Oil
Temperature
11) Engine Oil Pressure 2 2 2 2 2
Annunciators
12) Hydraulic Pressure On 1 1 1 1 1
Annunciator
13) Hydraulic Flow Low 2 2 2 2 2
Annunciators
14) Thrust Attenuators 2* 2* 2* 2* 2* * For thrust attenuators stowed, multi-
ply flaps 15° takeoff field length and
landing distance by 1.05. Takeoff
prohibited for flaps 0°, but allowed
for flaps 15° if the corrected field
length is not greater than 4800 feet.
ICE AND RAIN PROTECTION

1) Engine Anti-Ice System 2 2 2 2 2
(Including annunciators)
2) Wing Anti-Ice System 0 0 0 0 2
(including annunciators)
3) Windshield Anti-Ice System 1* 1* 1* 1* 2 *Pilot's required for ground defog and
(including annunciators and rain removal
including rain removal doors)
4) Pitot-Static and AOA Heat 2* 2* 2* 2* 2* *Single AOA system
(including annunciators)
5) Tail Deice System (including 0 0 0 0 1
annunciators)
6) Glareshield Ice Detect Lights 0 0 0 2* 2* *required for night ice detection

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KIND OF OPERATION
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
LANDING GEAR/BRAKES
1) Landing Gear Position 3 3 3 3 3
Indicator
2) Unsafe Indicator 1 1 1 1 1
3) Landing Gear Aural Warning 1 1 1 1 1
System
4) Emergency Extension System 1 1 1 1 1
5) Power Brake System 1 1 1 1 1
6) Antiskid System 1* 1* 1* 1* 1* *For inoperative antiskid, multi-
(including annunciator) ply takeoff field length and
7) Emergency Brake System 1 1 1 1 1 landing distance by 1.4
LIGHTING
1) Cockpit and Instrument Light 0 1 0 1 0
System
2) Landing Lights 0 2 0 2 0
3) Navigation Light 0 3 0 3 0
4) Anti-collision Light (Wing Tip 0 2 0 2 0
Strobe)
5) Wing Inspection Light 0 0 0 1* 1* *required for night ice detection
6) Passenger Safety System 1 1 1 1 1
OXYGEN
1) Oxygen System Including 1 1 1 1 1 required if unpressurized or if
Pressure Gage flight is above FL240
2) Passenger Masks * * * * * *one for each occupied seat
3) Crew Oxygen Mask 2* 2* 2* 2* 2* *one for each occupied crew seat
WARNING/CAUTION
1) Annunciator Panel 1 1 1 1 1
2) Master Caution 1 1 1 1 1 pilot's is required
3) Master Warning 1 1 1 1 1 pilot's is required
4) Audio Warnings (red * * * * * *all audio warning are required
annunciators, engine fire, dual (Verbal Warning System)
generator fail, autopilot,
minimums, altitude, and
landing gear)
or
4) Tone Warnings (autopilot, * * * * *
minimums, altitude, and *all audio warning are required
landing gear) (Tone Warning System)
5) Overspeed Warning System 1 1 1 1 1
6) Miscellaneous Annunciators, * * * * *
(DME, display fan, nose avionics *all are required
fan, thrust attenuator stow)

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KIND OF OPERATION
V I
F F
V R I R
F F
R N R N I
I I C
D G D G I
A H A H N
stow) Y T Y T G COMMENTS
MISCELLANEOUS EQUIPMENT
1) FAA Approved Airplane Flight 1 1 1 1 1
Manual
2) Collin's Proline 21 Pilot's Guide 1 1 1 1 1
3) Approved FMS Pilot's Manual 1 1 1 1 1
4) Hand Microphones 2 2 2 2 2
5) Passenger Briefing Cards
* * * * * *one required for each occupied seat
SINGLE PILOT
The following are required when the airplane is operated with a crew of one pilot; per
applicable operating rules:
1) Operable FCS–3000 Autopilot.
2) Headset with microphone (must be worn).
3) FAA Approved Pilots' Abbreviated Checklist, Cessna PN 525CLA-00 or later approved
revision.
4) Provisions for storage and retention of navigation charts, accessible to the pilot from the
pilot station.
5) 4-bug reference ring on the pilot's airspeed indicator

INSTRUMENT MARKINGS AND ENGINE

INDICATING SYSTEM (EIS)
Copilot’s Airspeed Indicator
(Standard) 0
320
300 40
Red Line .............. 263 KIAS/0.710 Mach 280 M
60
260 A
C
H
240 4
KNOTS 80
220
3
200 100
180 120
160 140
SET
INDEX
SNs 0081 through 0359
Fan (N1) RPM Indicators

Scale Markings
Red Line .................... 104.5% RPM
Tape/Pointer/Digital Readout
Red ........................ ≥ 105.4% RPM
....104.5 to 105.3% RPM for ≥ 20 Sec
Yellow ≥ 104.5% ≥ 105.3% < 20 Sec
Tape/Pointer
White ...................... ≤ 104.4% RPM
Digital Readout
Green ...................... ≤ 104.4% RPM
NOTE
Tape, pointer, and digital readout will turn red or yel-
low if outside normal operating limits.
Pointer and digital readout will flash for 5 seconds

and then remain steady if outside normal operating
limits.
White tape pointer represents green band.

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Inter-Turbine Temperature
Indicators
Engine Start
Scale Markings
Red Triangle ...................... 1002°C
Red Line .............................. 822°C
Yellow Band ........... 798°C to 820°C
Tape/Pointer
Red .................................. ≥ 1002°C
White .............................. ≤ 1000°C
NOTE
Tape will turn red and pointer will flash red for five
seconds and then remain steady red if outside normal
starting operating limits.
Engine Running red line and yellow band do not apply

while ITT Start Limit (red triangle) is in view.
Engine Running
Scale Markings
Red Line .............................. 822°C
Yellow Band ........... 798°C to 820°C
Tape/Pointer
Red ................................... ≥ 822°C
...............798°C to 820°C for ≥ 5 min
Yellow .. 798°C to 820°C for < 5 min
White ................................ ≤ 796°C
NOTE
Tape will turn red or yellow, the pointer will flash red
or yellow for five seconds and then remain steady if
outside normal operating limits.

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Left and Right Ammeter

Indicators
Red Line ................................ 300 Amps
Cabin Differential
Pressure Indicator
Red Line .................................... 8.6 PSI
Green Arc ......................... 0.0 to 8.6 PSI
Oxygen Pressure Indicator

Red Line .................................. 2000 PSI
Yellow Arc ....................... 0.0 to 400 PSI
Green Arc .................... 1600 to 1800 PSI

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Turbine (N 2 ) RPM Indicators

Digital Readout
Red ............................ ≥99.4% RPM
Green ......................... ≤99.3% RPM
NOTE
Digital readout will flash red for five seconds and then
remain steady if outside normal operating limits.
Oil Temperature Indicators

Scale Markings
Red Band .......................... ≥122°C
Yellow Band .......................... ≤9°C
Green Band .............. 10°C to 121°C
Pointer
Red .................................... ≥122°C
Yellow .................................. ≤9°C
Green ...................... 10°C to 121°C
Digital Readout
Red .................................... ≥122°C
Yellow .................................. ≤9°C
NOTE
Pointer and digital readout will flash red or yellow for
five seconds and then remain steady if outside normal
operating limits.
Digital readout is displayed only when temperature is

outside normal operating limits.

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Oil Pressure Indicators

Scale Markings
Red Band .......................... ≤ 24 PSI
........................................ ≥ 101 PSI
Yellow Band .................. 24–34 PSI
.................................... 91–100 PSI
Green Band .................... 35–90 PSI
NOTE
Oil pressure indicator scale markings do not change
with varying N 2.
N2 < 80%
Pointer
Red .................................. ≤ 24 PSI
.......................... 25–34 PSI ≥ 5 min
........................ 91–100 PSI ≥ 5 min
........................................ ≥ 101 PSI
Yellow .............. 25–34 PSI < 5 min
........................ 91–100 PSI < 5 min
Green ............................ 35–90 PSI
Digital Readout
Red .................................. ≤ 24 PSI
.......................... 25–34 PSI ≥ 5 min
........................ 91–100 PSI ≥ 5 min
........................................ ≥ 101 PSI
Yellow .............. 25–34 PSI < 5 min
........................ 91–100 PSI < 5 min
N2 ≥ 80%
Pointer
Red .................................. ≤ 34 PSI
........................ 91–100 PSI ≥ 5 min
........................................ ≥ 101 PSI
Yellow .......................... 35–44 PSI
........................ 91–100 PSI < 5 min
Green ............................ 45–90 PSI

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Digital Readout
Red .................................. ≤ 34 PSI
........................ 91–100 PSI ≥ 5 min
........................................ ≥ 101 PSI
Yellow .......................... 35–44 PSI
........................ 91–100 PSI < 5 min
Brake and Gear Pneumatic

Pressure Indicator
(In Nose Compartment)
Wide Red Arc ..................Above 2050 PSI
Narrow Red Arc ................0.0 to 1600 PSI
Yellow Arc.....................1600 to 1800 PSI
Wide Green Arc .............1800 to 2050 PSI
Brake Hydraulic Accumulator

Pressure Indicator
(In Nose Compartment)
Narrow Red Arc ............... Underpressure
Light Green Arc ...................... Precharge
Pressure
Yellow Arc ................................. Caution
Wide Green Arc............................ Normal
Operating
Range
Wide Red Arc..................... Overpressure

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MANEUVERS AND PROCEDURES

CONTENTS
Page
OPERATING TECHNIQUES ........................................................ MAP-1
General .................................................................................. MAP-1
Preflight and Taxi Procedures ............................................... MAP-1
Takeoff Procedures ................................................................ MAP-1
Performance........................................................................... MAP-3
Objectives and Requirements of Performance ..................... MAP-4
V-Speed Definitions .............................................................. MAP-7
TOLD Card............................................................................ MAP-8
Minimum Maneuvering Speed ............................................ MAP-11
Final Approach Procedures ................................................. MAP-11
Unusual Attitudes................................................................ MAP-12
Recovery Procedures........................................................... MAP-13
Takeoff Procedures and Flight Profiles ............................... MAP-16
Approaches, Landing Procedures,
and Flight Profiles ............................................................... MAP-19
Flaps-Up Landing and Flight Profile .................................. MAP-28
Approach to Stall and Flight Profiles.................................. MAP-28
Emergency Descent and Flight Profile................................ MAP-34
Windshear............................................................................ MAP-34
SPECIAL PROCEDURES ........................................................... MAP-36
Short-Field Operation.......................................................... MAP-36
Wheel Fusible Plug Limits.................................................. MAP-37
Adverse Field Conditions.................................................... MAP-37
Engine Anti-Ice ................................................................... MAP-38
Passenger Comfort .............................................................. MAP-39
Cold Weather Operation...................................................... MAP-40
Turbulent Air Penetration.................................................... MAP-42
Engine Compressor Stalls ................................................... MAP-42
Unintentional Stalls with Autopilot Engaged ..................... MAP-42
FOR TRAINING PURPOSES ONLY MAP-i

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SERVICING ................................................................................. MAP-43

Fuel...................................................................................... MAP-43
Oil........................................................................................ MAP-44
Hydraulics ........................................................................... MAP-44
Oxygen ................................................................................ MAP-44
Alcohol................................................................................ MAP-45
Fire Bottles .......................................................................... MAP-45
Gear and Brake Pneumatic System ..................................... MAP-45
Tires..................................................................................... MAP-45
Toilet.................................................................................... MAP-45
AIRPLANE CLEANING AND CARE........................................ MAP-46
Painted Surfaces .................................................................. MAP-46
Deice Boots ......................................................................... MAP-46
Engines................................................................................ MAP-48
Interior Care ........................................................................ MAP-48
Windows and Windshields .................................................. MAP-49
Oxygen Masks..................................................................... MAP-49
MAP-ii FOR TRAINING PURPOSES ONLY

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ILLUSTRATIONS
Figure Title Page
MAP-1 Part 25 Climb Profile ................................................ MAP-5
MAP-2 Takeoff Data Card...................................................... MAP-8
MAP-3 Landing Data Card .................................................... MAP-9
MAP-4 Takeoff—Normal .................................................... MAP-17
MAP-5 Takeoff—Engine Failure at or above V1 ................ MAP-18
MAP-6 Approach Plate (Typical) ........................................ MAP-20
MAP-7 VFR Approach—Normal/Single Engine ................ MAP-22
MAP-8 ILS Approach—Normal/Single Engine .................. MAP-23
MAP-9 Nonprecision Approach—
Normal/Single Engine ............................................ MAP-25
MAP-10 Missed Approach—Normal .................................... MAP-26
MAP-11 Missed Approach—Single Engine .......................... MAP-27
MAP-12 Visual Approach and Landing with
Flaps Inoperative .................................................... MAP-29
MAP-13 Approach to Stall—Enroute Configuration ............ MAP-30
MAP-14 Approach to Stall—Takeoff Configuration ............ MAP-31
MAP-15 Approach to Stall—Landing Configuration ............ MAP-32
MAP-16 Steep Turns.............................................................. MAP-33
MAP-17 Emergency Descent and Flight Profile.................... MAP-35
TABLES
Table Title Page
MAP-1 Takeoff Flightpath Profile.......................................... MAP-4
MAP-2 Climb Configurations ................................................ MAP-6
MAP-3 Minimum Maneuvering Speeds .............................. MAP-11
MAP-4 Standard Callouts (IFR and VFR) .......................... MAP-14
MAP-5 Flaps Inoperative Landing Distance Factors .......... MAP-21
MAP-6 Zero Flaps Inoperative
Landing Distance Factors........................................ MAP-28
FOR TRAINING PURPOSES ONLY MAP-iii

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OPERATING TECHNIQUES
GENERAL
This section contains a description of the maneuvers that are likely to be en-
countered in training and in most line-flying operations. There is always
more than one way to fly any airplane; however, these procedures have evolved
from many Citation flying hours. They have been proven safe, expedient, and
readily manageable and are recommended by the manufacturer. The follow-
ing flight profiles show some normal and emergency operating procedures.
They are designed as a general guide for ground training purposes. Actual
in-flight procedures may differ due to aircraft configuration, weight, weather,
traffic, ATC instructions, etc. Procedures outlined are consistent with the
Airplane Flight Manual (AFM). If a conflict should develop between these
procedures and the AFM, then AFM procedures must be followed.
PREFLIGHT AND TAXI PROCEDURES

After completing the initial flight planning and preflight checks, the takeoff
data should be computed to give the correct takeoff thrust setting and distance,
V 1 , V R , V 2 , V ENR , and the emergency return V REF speed. Prior to takeoff, the
pilot-in-command should review with the copilot the departure procedures
and also the emergency procedures to be followed for a rejected takeoff prior
to V 1 or a continued takeoff after V 1 .
CAUTION
Do not tow with the control lock engaged, to prevent
damage to the nosewheel steering mechanism.
During ground operation, do not ride the brakes, as suf-
ficient heat to melt the fusible plugs may be generated.
NOTE
With the gust lock on, the flight controls are locked in
neutral and the throttles are locked in the off position.
TAKEOFF PROCEDURES
General
The pilot will advance the throttles, slowly at first, to allow the engines to
accelerate, then more rapidly to the computed takeoff power setting. The copi-
lot will back up the pilot on the throttles and make the final setting and ad-
justments as necessary. In addition, the copilot will make the following
airspeed calls:
1. Initial airspeed indications on both instruments (airspeed alive)
2. 70 knots (check both instruments)
FOR TRAINING PURPOSES ONLY MAP-1

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3. V1
4. VR (call “rotate”)
5. V2
Takeoff Rejected
If an abnormal situation, annunciator light, system failure, etc., occurs dur-
ing the takeoff roll, the copilot notifies the pilot-in-command, who makes the
final decision to take off or abort.
NOTE
If the decision is made to abort the takeoff prior to
reaching V 1, the following procedure from the check-
list should be used:
1. Brakes ................................... AS REQUIRED
2. Throttles ............................................... IDLE
3. Speedbrakes .................................... EXTEND
The computed takeoff field lengths assume that the pilot has maximum effort
applied to the brakes at the scheduled V 1 speed during the aborted takeoff.
Normal Takeoff
At V R , the pilot will rotate the airplane to a 10° noseup attitude on the ADI
and, when a positive rate of climb is indicated, retract the gear. As the air-
speed increases through a minimum of V 2 +10 knots (V FS ), retract the flaps.
Continue to accelerate to normal climb speed, and complete the After Takeoff-
Climb checklist.
Engine Failure at or after V1

If an engine fails at or after V 1 , the takeoff will normally be continued. At
V R , rotate the nose of the airplane to 10°, raise the landing gear when a pos-
itive rate of climb has been established. Maintain V 2 until reaching 400 feet
above airport elevation, clear of obstacles, whichever is higher; then lower
the nose to level flight and accelerate to V ENR . As the airspeed reaches V 2
+10 knots (V FS ), retract the flaps. When V ENR is obtained, reduce power to
maximum continuous, and climb at V ENR to 1,500 feet above field elevation.
When time and cockpit duties permit, complete the appropriate Emergency
Procedures checklist and the After Takeoff-Climb checklist. Part 25 is a vi-
sual (VFR) concept. When IFR under TERPS, fly second segment to a safe
altitude. The pilot will determine what safe altitude is.
MAP-2 FOR TRAINING PURPOSES ONLY

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NOTE
Do not let the emergency distract you from flying the
airplane. Wait until you are safely airborne and above
400 feet before taking care of the emergency and the
After Takeoff-Climb checklist.
If the five-minute engine time limit at takeoff power

is reached prior to reaching V ENR , maintain the at-
tained airspeed, reduce power to maximum continu-
ous N 1 , and climb to the enroute altitude.
If it becomes necessary to maneuver the airplane

during the normal departure climb, limit the bank
angle to 30°, and maintain no less than minimum
maneuvering speed (1.3 V s1 + 10 knots).
If it becomes necessary to maneuver the airplane

during the single-engine departure climb before at-
taining minimum maneuvering speed, limit the bank
angle to 15°.
Use the same procedures if a 0° flap takeoff is made.
PERFORMANCE
The Citation CJ1 is certified under Part 23. The following discussion on
speeds will be of use in understanding the capabilities of the airplane.
Speeds
Holding Speeds
Manufacturer’s published holding speeds are 160 KIAS at 10,000 pounds down
to 130 KIAS at 7,000 pounds. If fuel is critical, flying .6 (3 o’clock position)
on the angle-of-attack indicator will provide best endurance or maximum flight
time per gallon of fuel.
Hydroplaning Speeds
The formula used to determine the speed at which a tire is likely to hydroplane
on a wet runway is stated as:
_____________
Hydroplane Speed= 7.7 √ Tire Pressure
From the above formula, the nose gear hydroplane speed is about 84 knots
and the main gear is about 76 knots.

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OBJECTIVES AND REQUIREMENTS OF PERFORMANCE

Takeoff Limitations (Flaps “TAKEOFF and APPROACH”
and Flaps “UP”)
The takeoff weight is limited by the most restrictive of the following re-
quirements:
1. Maximum certified takeoff weight (structural)
2. Maximum takeoff weight permitted by takeoff climb requirements
3. Maximum takeoff weight permitted by takeoff field length, which meets

two requirements in the event of an engine failure at V1. It ensures that the
rejected takeoff can be completed within the existing runway and it allows
for the takeoff to be continued, ensuring that the airplane reaches a height
of 35 feet (reference zero) by the time it reaches the end of the takeoff
distance. When the accelerate-stop and takeoff distances are the same, the
takeoff field length is referred to as the balanced field length.
These requirements are operating limitations and must be complied with.

Additionally, obstacle clearance capability may be an actual physical neces-
sity, if not a legal requirement, and may further limit the takeoff weight.
The pilot should also consider the landing weight restrictions at the destina-
tion airport. The limited landing weight plus the expected fuel to be burned
enroute may be more limiting than any restrictions at the departure airport,
especially if the trip is of short duration.
Finally, the pilot may choose to limit the takeoff weight to ensure single-en-
gine safety when flying over mountainous terrain.
Table MAP-1. TAKEOFF FLIGHTPATH PROFILE
FIRST SEGMENT SECOND SEGMENT FINAL SEGMENT

CONFIGURATION CONFIGURATION CONFIGURATION
V2 (1.10 VMC air or 1.20
SPEED V2 VS) whichever is > VENR
Takeoff (one Takeoff (one

THRUST Max cont (anti-ice
engine) (anti-ice engine) (anti-ice
SETTING systems off/on)
systems off/on) systems off/on)
FLAP Takeoff or up Takeoff or up Up

POSITION (as applicable) (as applicable)
GEAR Up
Down Up
POSITION
REQUIRED Positive (greater 2.4% gross 1.2% gross

GRADIENT –0.8 –0.8
than zero) 1.6% net 0.4% net
OF CLIMB

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NOTE
When using charts to determine the V 1 speeds, re-
member that V 1 is a function of configuration, weight,
and all of the field conditions, while VR and V2 are func-
tions solely of configuration and weight. Remember,
too, that V 1 must be equal to or less than V R.
NOTE
The second segment is generally the most limiting seg-
ment, and the third segment is a level flight segment
(at 400 feet) with the gear up and the airplane ac-
celerating to single engine climb speed (V ENR ).
Obstacle Clearance (Loss of Engine at V1)

Part 25 requires that the airplane manufacturer display a Takeoff Path Profile
beginning at reference zero and ending at 1,500 feet AGL. Part 121 requires
that the net takeoff flightpath clear all obstacles by 35 feet, or avoid them hor-
izontally (by banking not to exceed 15° bank) by 200 feet within the airport
boundary and 300 feet outside the airport boundary. To achieve this capabil-
ity, all obstacles clearance takeoff flightpath charts show net takeoff climb
gradients (actual or gross gradient of climb reduced by .8%).
Enroute Limitations
The AFM chart, “Single Engine Enroute Net Climb Gradient,” is not an op-
erating limitation of the airplane under Part 91. It does, however, allow the
pilot to calculate the maximum enroute altitude that the airplane will main-
tain on one engine. The chart depicts the actual or gross gradient of climb re-
duced by 1.1%.
TAKEOFF THRUST MAX CONTINUOUS THRUST
1.2% MIN
NT
400'ALT ME
ACCELERATE TO VENR S EG
2.4% MIN V2+10 FLAPS UP AL
FIN 1,500 FEET AGL
(ABOVE RUNWAY)
3RD SEGMENT
REFERENCE ZERO 2ND
SEG
1ST 400 FEET AGL
SEG (ABOVE RUNWAY)
GEAR UP
35 FEET
Figure MAP-1. Part 25 Climb Profile

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Landing Limitations
The maximum landing weight is restricted by:
1. Maximum certified landing weight (structural)
2. Maximum landing weight permitted by climb requirements
3. Maximum landing weight permitted by landing field length
4. Maximum landing weight permitted by brake energy limits
For high pressure altitudes and temperatures, the approach climb configura-
tion may be more restrictive and require a lower landing weight than the
landing climb configuration. The “Maximum Landing Weight Permitted by
Climb Requirement or Brake Energy Limits” chart, found in the AFM, depicts
the landing weight as limited by the approach climb or brake energy.
An AFM chart, “Landing Distance, Actual Distance,” provides the horizon-

tal distance necessary to land and come to a complete stop from a point 50
feet over the runway threshold at V REF (130% of the stall speed in the land-
ing configuration). At that point, thrust is reduced to idle.
NOTE
For a no-flap landing, the final approach speed is
based on the normal V REF plus 15 KIAS. This will
result in an increase of approximately 60% in the
landing field length below 4,000 feet.
Table MAP-2. CLIMB CONFIGURATIONS
APPROACH CLIMB LANDING CLIMB

CONFIGURATION CONFIGURATION
SPEED VAPP (1.3 VS1) VLC (1.3 VS0)
(Approach climb speed) (Landing climb speed)
THRUST Takeoff Takeoff

SETTING (one engine) (two engine)
FLAP Land
Takeoff
POSITION
GEAR Up Down
POSITION
REQUIRED
GRADIENT 2.1% gross 3.2% gross
OF CLIMB

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V-SPEED DEFINITIONS
V1 Decision Speed
This speed is obtained from the performance charts in the AFM and varies with
airplane weight, flap setting, engine bleeds, altitude, and temperature. It
must always be less than or equal to V R .
VR Rotation Speed
This speed is a function of weight and airplane configuration. It must always
be equal to or greater than V 1 . If V 1 is greater than V R for a particular set of
takeoff conditions, V 1 must be lowered to equal V R .
V2 Safety Climb Speed

V 2 is also a function of weight and airplane configuration. It is obtained from
the performance charts in the AFM or from the condensed checklist.
Flap Ret—Flap retracting speed. (V 2 +10 knots) also used as minimum final
segment climb speed.
V 2 gives the best angle of climb (altitude vs. distance).
VYSE /VENR /VSE Single-Engine Enroute Climb Speed

This speed can be used for a variety of purposes and is obtained from the AFM:
• Best rate of climb (altitude vs. time)
• Single-engine drift-down speed
• Single-engine climb speed
VREF Minimum Final Approach Speed

This speed is 1.3 V SO and is the minimum speed to be used on final approach.
It is the airspeed that is equal to landing 50-foot point speed with full flaps
and landing gear extended.
V APP The landing approach climb airspeed (1.3 V S1 ) with

15° degrees flap position, landing gear UP.

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TOLD CARD
Figures MAP-2 and MAP-3 show takeoff and landing data (TOLD) cards.
ARPT Name of airport or ICAO identifier
ELEV Airport elevation or runway elevation if significantly

different than airport elevation
TEMP Temperature of airport as reported by ATIS
PRES ALT Pressure altitude—Set 29.92 in the altimeter and

read the pressure altitude directly from altimeter.
RWY AVAIL Runway available—The actual runway length avail-

able at a given field. If the runway required is greater
than runway available, reduce gross weight.
FlightSafety Int'l CITATION

TAKEOFF DATA
ATIS - CLEARANCE
ARPT ELEV
TEMP C PRES ALT
GW: MAX ACT
RWY: AVAIL REQ'D
FLAPS TRIM
N1% SPEEDS
T/O V1
CLB VR
V2
VENR
EMERGENCY RETURN
FLAPS VREF - VAPP RWY REQ'D
Figure MAP-2. Takeoff Data Card

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RWY REQ’D Actual length of runway to be used for takeoff
FLAPS The actual takeoff flap setting for the takeoff data
GW MAX Maximum gross weight allowable—This is the max-

imum weight permitted for takeoff considering max-
imum takeoff weight permitted by climb requirements
o r m a x i m u m t a k e o ff w e i g h t f o r fi e l d l e n g t h .
Maximum landing weight and fuel burnoff must also
be considered.
Trim Elevator trim at zero or white ARC range—Other

trim at neutral
GW: ACT The actual weight of the airplane at the beginning of

the takeoff roll (does not include taxi fuel)
FlightSafety Int'l CITATION

LANDING DATA
ATIS - CLEARANCE
ARPT ELEV
TEMP C PRES ALT
GW: MAX ACT
RWY: AVAIL REQ'D
GO-AROUND N1%
FLAPS VREF - VAPP RWY REQ'D
Figure MAP-3. Landing Data Card

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ATIS-Clearance Space provided for copying pertinent information

and clearance
T/O N 1 % Maximum fan setting for existing temperature and

pressure altitude taken from the AFM or checklist and
must be adjusted for anti-ice
CLB N 1 % Maximum climb fan setting depending on ram-air

temperature and altitude from AFM or checklist and
must be adjusted for anti-ice
Emer. Return/ Required field length for an emergency landing

RWY REQ’D immediately after takeoff
ARPT Name of airport or ICAO identifier
ELEV Destination airport elevation
TEMP Temperature of airport in celsius
PRES ALT Pressure altitude—During flight, obtain destination

altimeter setting. Subtract 29.92 from reported al-
timeter setting. If reported pressure is less than 29.92,
add the sum to destination elevation. Subtract if
higher.
RWY: REQ’D Landing distance adjusted for airplane configuration
(flaps—antiskid); landing gross weight, runway con-
ditions
RWY: AVAIL Actual length of the runway available for landing
GW: MAX Maximum gross weight allowed considering maxi-
mum certified landing weight, maximum weight per-
mitted by climb requirement, maximum weight
permitted by landing field length, and maximum
weight permitted by brake limits
GW: Actual Actual weight for landing at the destination airport
ATIS-Clearance Space provided for copying pertinent information and
clearance
Maneuvering Spd Minimum maneuvering speed—V REF corrected for
flap setting. Clean V REF + 25, approach flap V REF
+20, and land flaps V REF +10 knots
V REF Threshold speed for full flaps—Correct for no flaps
if necessary. Taken from AFM or checklist and based
on weight
V APP Engine out go-around landing approach climb air-
speed (1.3 V S1 ) with flap 15° and gear up

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RWY REQ’D Fifty-foot driftdown and maximum braking rollout

distance with two engines at idle power and thrust
attenuators deployed at touchdown
Go-AROUND N 1 Go-around fan setting—This is the takeoff thrust
setting from the AFM or checklist (five-minute limit).
Must be corrected for anti-ice ON/OFF
MINIMUM MANEUVERING SPEED

This speed is the minimum speed that will provide an adequate margin above
stall while maneuvering the airplane. Table MAP-3 lists the factor to be added
to the full flap V REF for the Citation CJ1 minimum maneuvering speed.
FINAL APPROACH PROCEDURES

NOTE
The following are suggested procedures for those
who have no standard policy.
Flight Deck Discipline

Good operating practices are essential for precise execution of approach pro-
cedures, whether on instruments or visual. By constantly maintaining an
awareness of the progress along the approach profile, the crew provides for
an orderly transition to the landing runway; cross-checking must be thorough
and continuous.
Approach planning begins sufficiently in advance of the approach, with a re-

view of the approach charts and attention given to alternative courses of ac-
tion, takeoff missed approach procedure, and approach briefing completed.
Flight information redundancy improves the ability to cross-check, which in turn

provides for a continuous validation of one information source against another.
It also decreases the effect of over-concentration on a single-instrument display.
The cross-check on final approach is, therefore, enhanced by tuning both pi-
lots’ navigation aids to the same frequencies.
Table MAP-3. MINIMUM MANEUVERING SPEEDS
FLAP
CITATION CJ1
CONFIGURATION
Clean VREF +25
Flaps T.O. and APPR VREF +20
Flaps full VREF +10

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Scan Transfer
The transfer from instruments to visual flight differs with the approach
being made.
Noncoupled approaches:
• The pilot flying remains on instruments. When reaching decision

height (DH) or minimum descent altitude (MDA) and being advised
of continuous visual reference, the pilot progressively adjusts his or
her scan to visual flight, announces, “I am visual,” and lands.
• The pilot not flying, when approaching DH or MDA, adjusts his scan
pattern to include outside visual cues. When the pilot flying an-
nounces that he is “visual,” the pilot not flying assumes the respon-
sibility for monitoring the instruments and provides continuous advice
of warning flags and deviations from approach tolerances (sink rate,
airspeed, glide slope, and localizer) to touchdown.
Coupled approaches:
•· The pilot flying adjusts his scan pattern to include outside visual
cues. When reaching DH and having assured himself of continuous
visual reference, he announces “I am visual,” and lands.
• The pilot not flying concentrates on instruments to touchdown, ad-

vising of warning flags and deviation from approach tolerances.
UNUSUAL ATTITUDES
General
An unusual attitude is an airplane attitude occurring inadvertently. It may
result from one factor or a combination of several factors, such as turbulence,
distraction from cockpit duties, instrument failure, inattention, spatial dis-
orientation, etc. In most instances, these attitudes are mild enough for the pilot
to recover by re-establishing the proper attitude for the desired flight condi-
tion and resuming a normal cross-check.
Techniques of recovery should be compatible with the severity of the un-

usual attitude, the characteristics of the airplane, and the altitude available
for recovery.
The following aerodynamic principles and considerations are applicable to

the recovery from unusual attitudes:
• The elimination of a bank in a dive aids in pitch control
• The use of bank in a climb aids in pitch control
• Power and speedbrakes, used properly, aid in airspeed control

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Unusual attitudes, as demonstrated in a simulator, are only accurate to the de-

gree that real aircraft data is loaded in the simulator computers, i.e. steep turns,
stalls, and emergency descent. Pilots may be asked to demonstrate their skill
in recovery from unusual attitudes outside the pitch and bank maneuvering
attitudes for which real aircraft data is not available in the simulator. This de-
termines only that a pilot remains oriented and uses safe practices in the re-
covery and that the actual tactile feel and aircraft response might be different.
RECOVERY PROCEDURES
Attitude lndicator(s) Operative
Normally, an unusual attitude is recognized in one of two ways: an unusual
attitude “picture” on the attitude indicator or unusual performance on the per-
formance instruments. Regardless of how the attitude is recognized, verify
that an unusual attitude exists by comparing control and performance in-
strument indications prior to initiating recovery on the attitude indicator.
This precludes entering an unusual attitude as a result of making control
movements to correct for erroneous instrument indications. If there is any doubt
as to proper attitude indicator operation, then recovery should be made using
attitude indicator inoperative procedures:
• If diving, adjust power and/or speedbrakes as appropriate while rolling

to a wings-level, upright attitude, and correct to level flight on the at-
titude indicator.
• If climbing, use power as required, and bank toward the nearest hori-
zon as necessary to assist in pitch control and to avoid negative G-
forces. As the airplane symbol approaches the horizon bar, adjust pitch,
bank, and power to complete the recovery and establish the desired
airplane attitude.
Attitude lndicator(s) Inoperative

With an inoperative attitude indicator, successful recovery from unusual at-
titudes depends greatly on early recognition of attitude indicator failure. For
example, attitude indicator failure should be immediately suspected if con-
trol pressures are applied for a turn without corresponding attitude indicator
changes. Another example is satisfactory performance instrument indica-
tions that contradict the “picture” on the attitude indicator.
If an unusual attitude is encountered with an inoperative attitude indicator,

the following procedure is recommended:
• Check other attitude indicators for proper operation, and recover on

the operative attitude indicator.

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Table MAP-4. STANDARD CALLOUTS (IFR AND VFR)
LOCATION CONDITION CALLOUT
• Computed N1 set
Takeoff • Engine instruments normal
• Annunciator panel lights normal
Both airspeed indicators “Airspeed alive”

moving off the peg
Both airspeed indicators “70 knots”

indicating 70 KIAS
Airspeed indicators at computed v1 “V1”
Airspeed indicators at computed VR “Rotate”
Airspeed indicators at computed V2 “V2”
Departure/
Enroute/ Prior to intercepting an assigned course “Course alive”
Approach
State altitude leaving

1,000 feet prior to level off and assigned
level-offaltitude
Climb and descent Approaching transition altitude “Transition altitude

(IFR AND VFR) altimeters reset”
State altitude leaving

1,000 feet above/below assigned
and assigned
altitude (IFR)
level-offaltitude
(Fix) altimeters and

Final (IFR) At final approach fix
instruments check *1
500 feet above minimums “500 above

minimums”
100 feet above minimums “100 above

minimums”
Visual reference required by “Runway at (clock

PART 91.175(c) is continuously position)” or “Approach
established *2 lights at (clock position)”

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Table MAP-4. STANDARD CALLOUTS (IFR AND VFR) (Cont)
LOCATION CONDITION CALLOUT
After pilot flying reports “visual,” pilot not “VREF + airspeeds”

flying reverts to instruments and callouts
“Sink (rate of descent)”
“On,” “Above,”
or “Below glide
slope,” if available
“Minimums, runway
not in sight” or
“Minimums, runway
At DH (decision height) at (clock position)”
or “Minimums,
approach lights,
at (clock position)”
At MDA (minimum descent altitude) “Minimums”
“Missed-approach
point, runway
not in sight” or
“Missed-approach
At MAP (missed-approach point) point, runway
at (clock position)”
or “missed-approach
point, approach
lights, at (clock
position)”
Final (VFR)*3 500 feet above field elevation “500 above field”
100 feet above field elevation “100 above field”
*1. CHECK FOR APPEARANCE OF WARNING FLAGS AND GROSS INSTRUMENT DISCREPANCIES.
CAPTAIN'S JUDGMENT ON EXCESSIVE ALTIMETER ERROR
*2. CARE MUST BE EXERCISED TO PRECLUDE CALLOUTS WHICH CAN INFLUENCE THE PILOT
FLYING AND RESULT IN PREMATURE ABANDONMENT OF INSTRUMENT PROCEDURES.
*3. IT IS RECOMMENDED THAT ALL PILOTS USE AVAILABLE ELECTRONIC/VISUAL SYSTEMS
AS AN AID IN MAINTAINING GLIDE SLOPE.

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TAKEOFF PROCEDURES AND FLIGHT PROFILES

Figures MAP-4 and MAP-5 show accepted Citation CJ1 takeoff profiles.
Sample Pretakeoff Briefing

Accomplish the following briefing prior to requesting takeoff clearance:
1. “This will be a takeoff with flaps set at .”

(static or rolling) (state flap position)
(Mention anti-ice if required.)
2. “I will advance the throttles, and you set takeoff power.”
3. “Call: ‘Airspeed alive,’ ‘70 knots,’ ‘V 1 ,’ ‘Rotate,’ ‘V 2 ,’ and ‘Positive

rate.’”
4. “Monitor all engine instruments and the annunciator panel during take-
off. At the '70 knots' call, cross-check both airspeed indicators.”
5. “In the event of a serious malfunction prior to V 1 , call ‘Abort.’”

(Captain may reserve authority to call abort.)
6. “If a malfunction occurs at or after V 1 , we will continue the take-

off. Advise me of the malfunction, and we will handle it as an in-
flight emergency. Plan to fly .”
(state intentions)
7. “Departure instructions are . The navaids are set to

(state intentions)
.”
8. “Any questions?”

3. AT A COMFORTABLE ALTITUDE AND A MINIMUM AIRSPEED
OF V2 + 10 KNOTS, RETRACT THE FLAPS, ACCELERATE TO
NORMAL CLIMB SPEED, AND COMPLETE THE AFTER
TAKEOFF-CLIMB CHECKLIST.
V2 + 10 KNOTS
2
1
V1 VR
1. AT VR ROTATE SMOOTHLY TO 10° 2. POSITIVE RATE OF CLIMB, GEAR UP.

NOSE UP ATTITUDE.
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Figure MAP-4. Takeoff— Normal

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MAP-17
MAP-18
5. COMPLETE THE AFTER TAKEOFF, CLIMB,
AND ENGINE FAILURE CHECKLISTS.
4. ACCELERATE TO VENR AND

CLIMB TO 1,500 FEET.
3. GEAR UP WHEN POSITIVE RATE OF CLIMB IS

ESTABLISHED. MAINTAIN V2 UNTIL 400 FEET AGL
OR CLEAR OF OBSTACLES, WHICHEVER IS HIGHER;
ACCELERATE TO V2 + 10 KNOTS, AND RETRACT THE FLAPS.
3, 4, 5
1 2

1. LOSS OF ENGINE AT 2. AT VR ROTATE SMOOTHLY TO
OR ABOVE V1 10° NOSE UP ATTITUDE.
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Figure MAP-5. Takeoff— Engine Failure at or above V1

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APPROACHES, LANDING PROCEDURES,

AND FLIGHT PROFILES
Approach Briefing (Prior to Before Landing Checklist)
The briefing should accomplish the following:
1. Identify the approach to be flown and the transition (Figure MAP-6).
2. Assign the copilot to identify all intersections and the FAF, tune and
ID all frequencies.
3. Assign the NAV frequency and course SEL changes for the entire
approach.
4. Assign the timing responsibility upon request.
5. Assign the copilot the standard callouts:
a. 1,000 feet before assigned altitudes
b. Localizer or course alive
c. 500 feet and 100 feet above published minimums
d. “Minimums, runway not in sight” OR “Minimums, runway in sight,

cleared to land”
Sample Approach Briefing

“We’ll fly the localizer back-course approach to runway 19L at Wichita. I want
you to set 110.3 in NAV 1 with 013° in the course selector window. Also set
113.8 in NAV 2 with 081° course selected to identify KECHI. Set 332 on the
ADF for PICHE. Identify all navigation aids. Start timing at KECHI, using
2 minutes 30 seconds for 120 knots groundspeed. After crossing KECHI, set
the ILS frequency in NAV 2, and set your HSI to match mine. If we execute
a missed approach, I’ll start a climb to 3,000 feet direct to IC LOM. We will
observe all standard callouts.”
Stabilized Approach
This training program uses the stabilized approach concept. The approach pro-
files are based upon achieving a stabilized approach. Configuration changes
at low altitude are limited to those changes that can be easily accommodated
without adversely affecting pilot workload. A stabilized approach must be es-
tablished before descending below the following minimum stabilized ap-
proach heights:
• 500 feet above the airport elevation during VFR or visual approaches
and during straight-in instrument approaches in VFR weather
conditions

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Figure MAP-6. Approach Plate (Typical)

• MDA or 500 feet above airport elevation, whichever is lower, if a cir-

cling maneuver is to be conducted after completing an instrument
approach
• 1,000 feet above the airport or TDZ elevation during any straight-in
instrument approach in instrument flight conditions
• 1,000 feet above the airport during contact approaches
If a stabilized approach cannot be achieved before descending below the

above minimum stabilized approach heights, immediate action will be taken
to execute a missed approach or go-around.
Landing Procedures and Flight Profiles

Figures MAP-7 through MAP-11 provide guidelines for several types of
approaches.
The actual touchdown is on the main gear with a slightly nose-high attitude.
After the nose gear is lowered to the runway, extend the flaps to ground flaps
(60’), and apply the wheel brakes as necessary.
NOTE
On single-engine approaches, do not lower the flaps
to LAND until the landing is assured.
Adjustments to Landing Distance

• Antiskid inoperative...................................................................... +40%
• Wet runway................................................................. Refer to advisory

information in the AFM.
• Icy runway .................................................................. Refer to advisory

information in the AFM.
Table MAP-5. FLAPS INOPERATIVE LANDING DISTANCE FACTORS
ALTITUDE FEET
FLAPS ABOVE 8,000 OR

DEGREES SL THROUGH 4,000 4,001 THROUGH 8,000 DOWNHILL
0 1.6 2.0 Prohibited
60 1.0 1.0 1.0
NOTE: SEE TABLE AP-1.

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1. DOWNWIND LEG (1,500 FEET AGL):

• AIRSPEED — 150 KIAS
• FLAPS — TAKEOFF AND APPROACH ABEAM MIDFIELD
2. ABEAM TOUCHDOWN:
*
• GEAR — DOWN
4. FINAL APPROACH:**
• FLAPS — LAND
• AIRSPEED — VREF TO
VREF + 10 KNOTS
• REDUCE TO VREF SPEED
WHEN LANDING IS ASSURED
3. BASE LEG:
• BEGIN DESCENT
• AIRSPEED MINIMUM — MINIMUM MANEUVERING SPEED
• BEFORE LANDING CHECKLIST COMPLETED
NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS
* IF BEING RADAR-VECTORED TO A VISUAL APPROACH, LOWER THE GEAR

ON BASE LEG OR NO LATER THAN THREE MILES FROM THE THRESHOLD ON
A STRAIGHT-IN APPROACH.
** SINGLE ENGINE — VREF + 10 KNOTS MINIMUM AND MAINTAIN FLAPS

APPROACH UNTIL LANDING IS ASSURED.
Figure MAP-7. VFR Approach—Normal/Single Engine

1. DOWNWIND ON VECTORS 2. ABEAM FAF OR PROCEDURE TURN OUTBOUND:

OR APPROACHING INITIAL • FLAPS — TAKEOFF AND APPROACH
APPROACH FIX: • AIRSPEED (MINIMUM) — MINIMUM MANEUVERING SPEED
• DESCENT CHECKLIST — COMPLETE
3. GLIDE-SLOPE INTERCEPT:
• GEAR — DOWN*
**
• FLAPS — LAND
**
• AIRSPEED — VREF TO VREF + 10 KNOTS
• BEFORE LANDING CHECKLIST — COMPLETE
5. MISSED APPROACH:
• REFER TO
MISSED APPROACH NORMAL OR
MISSED APPROACH SINGLE ENGINE
4. RUNWAY IN SIGHT:
• AIRSPEED — REDUCE TO VREF
NOTE:
IN GUSTY WIND CONDITIONS INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS.
* ONE DOT PRIOR TO GLIDE-SLOPE INTERCEPT WITH TWO ENGINES;

AT GLIDESLOPE INTERCEPT WITH ONE ENGINE.
** SINGLE ENGINE — VREF + 10 KNOTS (MINIMUM) WITH FLAPS

AT APPROACH UNTIL LANDING IS ASSURED, THEN FLAPS TO LAND
AND AIRSPEED VREF CROSSING THRESHOLD.
Figure MAP-8. ILS Approach—Normal/Single Engine

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Crosswind Landing
Method No. 1:
The Citation CJ1 will be flown down final approach with runway centerline
alignment maintained with normal drift correction. Approaching the thresh-
old, lower the upwind wing to maintain no drift, and apply opposite rudder to
maintain alignment with runway centerline. Fly the airplane onto the
runway—do not allow drift to develop.
Method No. 2:
The “crab” or wings-level method may be continued until just before touch-
down. Then, with wings level, apply rudder pressure to align the airplane with
the runway centerline at the moment of touchdown. Fly the airplane onto the
runway—do not allow drift to develop.
Circling Approaches
A circling approach may follow any authorized instrument approach. Although
Citation 525 aircraft is in approach category B, category C minimums are used
during the circling approach due to the higher maneuvering airspeeds. A nor-
mal instrument approach is flown until visual contact with the airport is made
at the MDA published for the particular circling approach. With the airport
in sight, the approach becomes a visual reference approach with a continued
cross-check of the flight instruments. At this point, configuration and speeds
will be the same as for a normal visual approach.
Leaving the final approach fix, maintain minimum maneuvering speed with
the flaps at takeoff and approach and the landing gear down. Reduce the
power to provide a 1,000-foot-per-minute rate of descent. When approach-
ing MDA, power should be added to maintain airspeed while leveling off,
thereby reducing the rate of descent and ensuring that the airplane does not
go below MDA. There are many recommended circling procedures once the
airport is in sight. Any procedure is acceptable, provided the following cri-
teria are met:
• An identifiable part of the airport is always in sight.
• A safe and controllable airspeed is maintained.
• MDA is maintained until the aircraft is in position to perform a nor-

mal descent to a landing on the landing runway without excessive
maneuvering.

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2. ABEAM FAF OR PROCEDURE TURN OUTBOUND:

• BEFORE LANDING CHECKLIST — INITIATE
• FLAPS — TAKEOFF AND APPROACH
• AIRSPEED (MINIMUM) — MINIMUM MANEUVERING SPEED
1. DOWNWIND ON VECTORS OR APPROACHING THE
INITIAL APPROACH FIX:
• DESCENT CHECKLIST — COMPLETE
5. MISSED APPROACH
• REFER TO MISSED APPROACH NORMAL OR
• MISSED APPROACH SINGLE ENGINE
3. FIX INBOUND:
• GEAR — DOWN *
**
• AIRSPEED (MINIMUM) — VAPP
• BEFORE LANDING CHECKLIST — COMPLETE
4. MINIMUM ALTITUDE:
WHEN LANDING IS ASSURED:
• FLAPS — LAND
• AIRSPEED — REDUCE TO VREF
NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY 1/2 OF THE GUST FACTOR
IN EXCESS OF 5 KNOTS.
FOR CIRCLING APPROACHES, MAINTAIN MINIMUM MANEUVERING SPEED

CONSISTENT WITH FLAP POSITION. TURN FINAL, SELECT FLAPS TO LAND,
AND REDUCE TO VREF SPEED WHEN LANDING IS ASSURED.
*ENSURE GEAR IS DOWN AND LOCKED BY FAF.

**SINGLE ENGINE—VREF +10 KNOTS (MINIMUM) WITH FLAPS AT APPROACH
UNTIL LANDING IS ASSURED, THEN FLAPS TO LAND AND AIRSPEED VREF
CROSSING THRESHOLD.
Figure MAP-9. Nonprecision Approach—Normal/Single Engine

MAP-26
3. RAISE THE GEAR WHEN A POSITIVE RATE OF CLIMB IS
ESTABLISHED. AT A COMFORTABLE ALTITUDE AND A
MINIMUM AIRSPEED OF VREF + 10 KNOTS, RETRACT
THE FLAPS, ACCELERATE TO NORMAL CLIMB SPEED,
AND COMPLETE THE AFTER TAKEOFF-CLIMB CHECKLIST.
2. DECISION POINT:
"GO AROUND"; SIMULTANEOUSLY APPLY TAKEOFF POWER,
ROTATE 10° NOSEUP ATTITUDE, (GO-AROUND MODE ON FLIGHT
DIRECTOR FOR REFERENCE) AND CHECK / SET FLAPS TO
TAKEOFF AND APPROACH.
1. FINAL APPROACH:
• GEAR — DOWN
• FLAPS — LAND
• AIRSPEED — VREF TO VREF + 10 KNOTS

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Figure MAP-10. Missed Approach—Normal

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4. SET MAXIMUM CONTINUOUS CLIMB POWER,
AND COMPLETE THE SINGLE-ENGINE GO-AROUND
CHECKLIST AND THE AFTER TAKEOFF-CLIMB CHECKLIST.
3. GEAR UP WHEN POSITIVE RATE OF CLIMB

IS ESTABLISHED. MAINTAIN A MINIMUM CLIMB
SPEED OF VAPP UNTIL 400 FEET AGL OR CLEAR
OF OBSTACLES, WHICHEVER IS HIGHER; THEN
RETRACT FLAPS AND ACCELERATE TO VENR.
2. DECISION POINT:
"GO AROUND"; SIMULTANEOUSLY APPLY TAKEOFF POWER,
ROTATE 10° NOSEUP ATTITUDE, (GO-AROUND MODE ON FLIGHT
DIRECTOR FOR REFERENCE) AND CHECK / SET FLAPS TO
TAKEOFF AND APPROACH.
1. FINAL APPROACH:
• FLAPS — TAKEOFF AND APPROACH
• AIRSPEED (MINIMUM) — VREF + 10 KNOTS

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Figure MAP-11. Missed Approach—Single Engine

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MAP-27
FLAPS-UP LANDING AND FLIGHT PROFILE

When planning a no-flap approach and landing (Figure MAP-12), the landing
weight of the airplane must be considered. An attempt should be made to re-
duce this weight if possible, especially if runway length is marginal, due to the
higher approach and landing speeds required for a no-flap configuration. Compute
the normal V REF, and add 15 knots. Set the airspeed indexer (bug) on the new
no-flap V REF speed. Fly the final approach at the adjusted V REF plus 10 knots
maximum, and reduce to the adjusted V REF prior to crossing the threshold.
NOTE
To preclude excessive float during landing, allow
the airplane to touch down in a slightly flatter atti-
tude than on a normal landing.
Table MAP-6. ZERO FLAPS INOPERATIVE LANDING

DISTANCE FACTORS
ALTITUDE FEET
FLAPS ABOVE 8,000 OR

DEGREES SL THROUGH 4,000 4,001 THROUGH 8,000 DOWNHILL
APPROACH TO STALL AND FLIGHT PROFILES

Prior to any planned approaches to stall (Figures MAP-13 through MAP-15),
clear area visually. All recoveries will be made with power and a minimum
loss of altitude.
At least one approach to a stall shall be made in other than straight flight not
to exceed 30° bank. The usual condition is 20° bank and approach flaps.
The stall warning is achieved aerodynamically, aided by stall strips on the in-
board section of each wing. These strips disrupt the airflow over the horizontal
stabilizer, resulting in a prestall buffet. The stall warning also is provided by
a stick shaker attached to the control columns. It is activated at an angle-of-
attack indication of approximately .82 (gear down, full flaps). Stall recovery
should be initiated at the onset of either indication.
Prior to stalls:
1. Ignition.................................................................................................... ON
2. Compute climb power setting for altitude and temperature.
3. Compute VREF for gross weight.
4. Engine synchronizer.............................................................................. OFF
5. Yaw damper........................................................................................... OFF
Limitations (stalls) ................................. Stalls with flaps at other than zero, or with
gear down are prohibited above 18,000 feet.

1. DOWNWIND LEG (1500 FEET):
• SET BUG TO ADJUSTED VREF FOR A NO-FLAP LANDING.
• FLY AT THE ADJUSTED VREF + 10 KNOTS (MINIMUM).
2. DOWNWIND:
• GEAR — DOWN (ABEAM TOUCHDOWN)
• FLAPS INOPERATIVE APPROACH AND
LANDING CHECKLIST — COMPLETE
3. TURNING BASE:
• START DESCENT OF 300 TO 500 FPM
• MAXIMUM BANK ANGLE 30°
• MINIMUM SPEED ADJUSTED VREF + 10 KNOTS.
4. FINAL:
• SET UP A 500-FPM SINK RATE AIMING FOR THE
END OF THE RUNWAY AT A SPEED OF ADJUSTED

VREF + 10 KNOTS (MAXIMUM).
• PLAN TO REDUCE SPEED TO ADJUSTED VREF
PRIOR TO CROSSING THE THRESHOLD.
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Figure MAP-12. Visual Approach and Landing with Flaps Inoperative

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MAP-29
MAP-30
1 2 3
1. LEVEL FLIGHT: 2. SET POWER TO 50% N1. 3. TO RECOVER, ADD MAXIMUM ALLOWABLE POWER
• CLEAN AIRCRAFT MAINTAIN ALTITUDE, FOR ALTITUDE/TEMPERATURE, AND CALL FOR OR
TRIM, AS REQUIRED. SET FLAPS TO TAKEOFF AND APPROACH.
MAINTAIN THE SAME PITCH ATTITUDE, KEEPING
THE WINGS LEVEL. ALLOW THE SPEED TO
INCREASE TO V + 10 KNOTS, AND RETRACT

REF
THE FLAPS.

STICKSHAKER OR
AERODYNAMIC BUFFET
WHICHEVER OCCURS
FIRST
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Figure MAP-13. Approach to Stall—Enroute Configuration

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1 2 3
1. LEVEL FLIGHT: 2. ROLL INTO A 20˚ BANK. SET POWER 3. TO RECOVER, ADD MAXIMUM ALLOWABLE POWER FOR
• FLAPS — TAKEOFF AND APPROACH TO 50% N1. MAINTAIN ALTITUDE, TRIM ALTITUDE AND TEMPERATURE. CHECK THAT THE
AS REQUIRED. FLAPS ARE AT THE TAKEOFF AND APPROACH POSITION.
MAINTAIN THE SAME PITCH ATTITUDE, AND ROLL THE
WINGS LEVEL. * ALLOW THE SPEED TO INCREASE TO

VREF + 10 KNOTS AND RETRACT THE FLAPS.

* NOTE: STICKSHAKER OR
USE THE RUDDER TO AID IN LEVELING THE WINGS. THIS WILL AERODYNAMIC BUFFET
MINIMIZE THE ADVERSE YAW PRODUCED BY DOWN AILERON. WHICHEVER OCCURS
FIRST
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Figure MAP-14. Approach to Stall—Takeoff Configuration

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MAP-31
MAP-32
1 2 3 4
1. LEVEL FLIGHT: 2. SET POWER TO 50% N1. 3. TO RECOVER, SIMULTANEOUSLY 4. AS AIRSPEED REACHES VREF,
• GEAR — DOWN MAINTAIN LEVEL FLIGHT ADD MAXIMUM ALLOWABLE ROTATE SLOWLY AND SMOOTHLY
• FLAPS — LAND UNTIL THE STALL POWER, LOWER PITCH ATTITUDE TO 10° NOSEUP, AND HOLD THIS
INDICATION OCCURS. SLIGHTLY, KEEPING WINGS SPEED UNTIL A POSITIVE RATE
TRIM, AS REQUIRED. LEVEL. WHEN THE STICK SHAKER OF CLIMB IS ATTAINED. RETRACT
STOPS SHAKING, CALL FOR / SET THE GEAR. CLIMB TO YOUR MDA
FLAPS TO TAKEOFF AND APPROACH. AT VREF THEN ALLOW THE

STICKSHAKER OR AIRSPEED TO INCREASE TO
AERODYNAMIC BUFFET VREF + 10 KNOTS, AND RETRACT
WHICHEVER OCCURS THE FLAPS.
FIRST
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Figure MAP-15. Approach to Stall—Landing Configuration

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PROCEDURE
• BANK ANGLE — 45°
• MAINTAIN ALTITUDE.
• INCREASE THRUST PASSING THROUGH 30° BANK
(APPROXIMATELY 50 POUNDS FUEL FLOW OR 3% N1).
• INITIATE ROLLOUT 10° PRIOR TO DESIRED HEADING.

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Figure MAP-16. Steep Turns

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MAP-33
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EMERGENCY DESCENT AND FLIGHT PROFILE

1. Start maneuver at an altitude of 35,000 to 41,000 feet.
2. The initial entry into the descent is accomplished by rolling the airplane
into a moderate bank allowing the nose to drop to about 15° nosedown
pitch with the power in idle and the speedbrakes extended. This will avoid
negative G-forces on the airplane. Roll the wings level after reaching
desired pitch angle. As the speed approaches MMO/VMO, adjust nosedown
pitch to maintain this speed and trim.
3. Call out periodic altitude checks during descent.
4. Copilot calls 2,000 feet above level-off altitude; start level-off 1,000 feet
above altitude, and retract speedbrakes.
WINDSHEAR
The best windshear procedure is avoidance. Recognize the indications of po-
tential windshear and avoid them.
The key to recovery from windshear is to fly the aircraft so that it is capable
of a climb gradient greater than the windshear-induced loss of performance.
Normally, the standard wind/gust correction factor 1/2 gust will provide a suf-
ficient margin of climb performance. If a shear is encountered that jeopar-
dizes safety, initiate a rejected landing procedure. If the sink rate is arrested,
continue with the procedure for microbursts.
Microbursts
If a microburst is encountered, the first indication will be a rapid increase in
the rate of descent accompanied by a rapid drop below glide path (visual or
electronic).
1. Initiate normal rejected landing procedures (10° pitch).
2. Do not change the aircraft configuration until a climb is established.
3. If the aircraft is not climbing, smoothly increase pitch until a climb is

established or stall warning is encountered. If stall warning is encountered,
decrease pitch sufficiently to depart the stall warning regime.
4. When positively climbing at a safe altitude, complete the rejected landing

maneuver.
NOTE
The positive rate-of-climb should be verified on at
least two instruments. Leave the gear down until you
have this climb indication as it will absorb some en-
ergy on impact should the microburst exceed your ca-
pability to climb.

2. • AUTOPILOT — DISCONNECT
• INITIATE A MODERATE BANK AND LOWER
THE NOSE TO 15°. AVOID ANY NEGATIVE Gs.
PROCEDURE ROLL WINGS LEVEL AFTER REACHING
DESIRED PITCH ANGLE.
1. • CREW OXYGEN MASKS — DON AND 100% • SPEED VMO /M MO (USE REDUCED SPEED
• PASSENGER OXYGEN — MANUAL DROP IF THERE IS STRUCTURAL DAMAGE.)
• OXYGEN MICROPHONE SWITCHES — MIC OXY MASK
• IGNITION — ON
• PASSENGER SAFETY SWITCH — ON
• AIR SOURCE SELECT—EMER
• THROTTLES — IDLE
• SPEEDBRAKES — EXTEND
• ATC TRANSPONDER — CODE 7700 (IF NECESSARY)
3. • ATC — NOTIFY
• ALTIMETER SETTING — REQUEST
• PRESSURIZATION RESET — IF ABLE

4. • AT 1,000 FEET ABOVE DESIRED
ALTITUDE, INITIATE THE LEVEL-OFF
AND RETRACT THE SPEEDBRAKES.
• CREW OXYGEN — NORMAL
• IGNITION — AS REQUIRED
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MAP-35
Figure MAP-17. Emergency Descent and Flight Profile
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WARNING
If a decision is made to rotate to the stall warning,

extreme care should be exercised not to overrotate
beyond that point, because the aircraft is only a
small percentage above the stall when the aural warn-
ing activates.
Acceptable Performance Guidelines

• Understand that avoidance is primary
• Ability to recognize potential windshear situations
• Ability to fly the aircraft to obtain optimum performance
SPECIAL PROCEDURES
SHORT-FIELD OPERATION
For takeoff, taxi into position as close to the approach end as possible, and apply
takeoff thrust while holding the brakes. AFM takeoff field length data assumes
a static runup and use of all available runway. When specified thrust is set, re-
lease the brakes. Retrim power at approximately 60 knots. Rotate smoothly pre-
cisely at V R , as a delay will result in degradation of takeoff performance.
Retract the gear when positively climbing, and climb at V2 (V2 + 15 KIAS multi-
engine) with T.O. & APPR (15°) flaps until clear of any obstacles.
Landing distance data in the AFM assumes a steady 3° approach angle and a
threshold crossing speed of V REF at an altitude of 50 feet, with thrust reduced
to idle at that point. In practice, it is suggested that for minimum field oper-
ations the threshold be crossed at a comfortable obstacle clearance altitude,
allowing some deceleration to take place when approaching the runway.
Touchdown should occur with maximum available runway remaining at min-
imum safe speed.
The energy to be dissipated during rollout is directly related to airplane

weight and velocity at touchdown. Although weight normally is dictated by
cabin loading and reserves required, flight planning into short fields should
include avoiding carrying excessive weight in stored fuel. This consideration
offers the side benefit of improved enroute performance. Velocity is some-
thing that can be controlled in nearly every case. Precise speed control is im-
portant in the short-field environment. A 1% increase in speed will require
approximately 2% more rollout distance. Excessive speed and late throttle re-
duction also will increase “float” prior to touchdown.
In general, short-field landings are accomplished the same as normal land-

ings except for maximum braking and closer attention to touchdown point and
speed. A stabilized approach at V REF provides the best possible starting point
because any corrections necessary will be small. Establish a glide angle that

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will safely clear any obstacles and result in touchdown as comfortably close
to the approach end as feasible. A very flat approach generally requires ex-
cessive power in close, and for that reason should be avoided. It also results
in a reduction of the vertical gust margin. At approximately 50 feet AGL, power
reduction is normally begun to cross the threshold at a speed not in excess of
V REF . Check the throttles at idle and avoid an excessive flare that may cause
the airplane to float. Declaration will take place much more rapidly on the
runway than it will airborne.
After touchdown on the main gear, lower the nose and apply the wheel brakes.
When the squat switches compress, the thrust attenuators will extend auto-
matically and the white ATTEN UNLOCK LH and RH annunciators will il-
luminate. While they are extending, the white HYD PRESS ON annunciator
also will illuminate; when they reach the extended position the HYD PRESS
ON will extinguish. Pull the flap lever out to clear the detent and place the
handle all the way down into GROUND FLAPS/60° position. Selecting
GROUND FLAPS/60° will lower the flaps to the extreme down position and
also will extend the speedbrakes. Once braking has begun, back pressure on
the yoke will provide additional weight on the main gear, providing the nose
is not raised.
WHEEL FUSIBLE PLUG LIMITS

Brake application reduces the speed of an airplane by means of friction be-
tween the brake stack components. The friction generates heat, which increases
the temperature of the brake and wheel assembly, resulting in an increased
tire pressure. Each main wheel incorporates fuse plugs, that melt at a prede-
termined temperature, to prevent a possible tire explosion due to excessively
high tire pressure. Flight crews must take precautions when conducting repet-
itive traffic circuits, including multiple landings and/or multiple rejected
takeoffs, to prevent overheating the brakes, which could melt the fuse plugs
and cause loss of all tire pressure and possible tire and wheel damage. During
such operations, minimize brake usage (runway permitting), and consider the
brakes in flight with the landing gear extended.
ADVERSE FIELD CONDITIONS

All AFM field length data assumes a dry, hard-surface runway except where
otherwise noted. Precipitation-covered runway conditions degrade braking
effectiveness and require significantly greater actual takeoff and landing
field lengths.
Considerations for landing on a precipitation-covered runway are similar to

those for short-field operations where speed is minimized and maximum roll-
out distance is made available. Runway composition, condition, and con-
struction, along with the amount of precipitation, and the depth of main
landing gear tire tread remaining affect the magnitude of braking degrada-
tion, so it is impossible to apply a fixed factor to cover all conditions. Again,
maximizing rollout runway available and touching down at minimum safe speed
will provide the greatest possible margin.

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Automatic operation of the thrust attenuators in adverse runway conditions

will not cause any noticeable difference in operation of the airplane as com-
pared to operation on a dry, hard-surface runway. Rain or snow will not be
blown forward, and required throttle technique is not affected.
Precipitation-covered and icy runways present particular hazards which must

be understood in order to achieve effective braking. Under normal braking
conditions, the antiskid system is very effective in preventing skids and in
producing minimum stopping distances, with the pilot applying and main-
taining steady maximum pressure. However, on a precipitation- or ice-cov-
ered runway, the phenomenon of dynamic hydroplaning may greatly reduce
the antiskid effectiveness, because the wheels either do not spin up equally
or do not spin up to the antiskid threshold speed.
With 102 ± 5 psi tires, hydroplaning in the Citation CJ1 may occur above ap-
proximately 80 knots ground speed. It is important to maintain properly in-
flated tires with good tread depth. Because ground speed is critical, avoid
tailwinds when operating in these conditions. When braking on precipitation-
covered runways, ensure that the wheels are down and tracking prior to ap-
plying brakes. This will give the wheels time to spin up. Ensure that maximum
weight is on the wheels, i.e., select GROUND FLAPS/60° to fully extend the
flaps and cancel as much lift as possible, as well as to extend the speedbrakes.
If runway permits, use maximum aerodynamic braking to slow the airplane

prior to braking. When braking is commenced, gradually apply steady pres-
sure until antiskid cycling begins. As long as the antiskid is cycling, main-
tain that pressure. If long antiskid pressure dumps occur due to hydroplaning,
release the brakes to allow the wheels to spin up again and then gradually reap-
ply pressure until antiskid cycling resumes.
After landing on ice or slush, a complete check of the airplane, including over-
board vents and control surfaces, should be conducted.
ENGINE ANTI-ICE
The importance of proper system use cannot be overemphasized, as serious
engine damage can result from ice ingestion. The anti-ice function is preventive
in nature.
Engine anti-ice must be used in flight and on the ground anytime the outside
air temperature or RAT is +10°C or below with moisture in any form. Preheat
before entry into in-flight icing conditions. A minimum of 70% N 2 is required
in flight to keep the engine and wing anti-ice valves open and more may be
required to keep the engine and wing anti-ice lights from coming on due to
undertemperature (73% to 78% N 2 ).
Turning it on after ice has accumulated could result in ice from the inlet
being freed and ingested by the engine.
Engine icing may occur before ice formation is observed on the wings; there-
fore, surface icing should not be used to verify possible engine icing. Refer
to “Volume 2, Chapter 10” of this manual for an explanation of the ice pro-
tection systems.

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The wings must be heated anytime on the ground (preheat) or continuously

in flight when visible accumulations of precipitation are starting to accumulate.
PASSENGER COMFORT
It is suggested that the cabin window shades be closed to reduce solar heat
transfer when the airplane is parked during daylight in hot weather. An op-
tional exterior windshield cover effectively performs the same function for
the cockpit. To circulate cool air in the interior, increased air circulation in
the cockpit is available by turning the forward fan to HI.
The Vapor Cycle air-conditioning system discharges conditioned air from floor-
mounted evaporator/blowers in the forward and aft ends of the cabin, to pro-
vide rapid cabin cooling. The air conditioner is controlled by switches on the
environmental control (tilt) panel and can be used anytime on the ground or
in flight.
The three-position AIR COND switch (AUTO/OFF/FAN) controls primary

power to the system. In the OFF position, power to the compressor is removed
and the cabin temperature control system is ineffective. In the AUTO posi-
tion the aft blower and the cabin temperature control system are energized,
and the forward blower is automatically controlled. In the FAN position, the
aft evaporator fan will run continuously and the forward fan will run at the
speed selected on the forward fan switch. The forward fan may be turned off
by selecting AUTO, but it has a default function which will cause the fan to
run at LOW speed whenever the compressor engages. Control of both fan speeds
is otherwise selected through the applicable fan switch.
To operate the air-conditioning system on the ground, the right engine may
be operated or a ground power unit may be used to produce electrical power
for the compressor.
On the ground, the following “rules of thumb” apply. With the TEMPERA-
TURE SELECT in MANUAL and the AIR SOURCE SELECT in L, R, or
BOTH, heated bleed air is always available; with TEMPERATURE SELECT
in AUTO and the AIR SOURCE SELECT in L, R, or BOTH, heated bleed air
is available if cabin air is below approximately 65° F, and no heated bleed air
is available if cabin air is above approximately 65° F. If the AIR SOURCE
SELECT is OFF, no bleed air will be available with the TEMPERATURE SE-
LECT in either AUTO or MANUAL.
On the ground or in flight, optimum cabin heating and cooling system oper-
ation is achieved by making small changes and waiting for the results, rather
than by making large temperature control changes which may result in over-
shooting the desired temperature.
The flood cooling system provides an air outlet grill at the upper aft end of
the cabin to initially supply a high-volume flow of conditioned bleed air to
provide the cabin with faster and more efficient cooling. The system is con-
trolled by a position (FLOOD) on the AFT FAN switch (FLOOD/HI/LO) on
the environmental control panel. When the FLOOD position is selected, air
is diverted from the overhead distribution system directly into the cabin,
through the outlet grill.

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Increasing or decreasing engine bleed-air extraction can cause a slight mo-

mentary bump in cabin pressure. Always check that power is stabilized at idle
when changing the AIR SOURCE SELECT on the ground.
The abbreviated checklist is designed to enable the crew to perform all prestart
functions in advance. This permits items such as the warning test to be com-
pleted before passenger boarding and accelerates the ramp departure with-
out compromising safety or thoroughness.
Leaving the chocks, brake checks should be done lightly and smoothly. If heavy
braking is required on landing roll, using up-elevator to create drag also
counters the nosedown pitching moment so that the deceleration feel in the
cabin is less abrupt. Do not apply excessive back pressure, as weight may be
lifted from the main wheels, decreasing braking effectiveness and increas-
ing the possibility of a blown tire.
The pressurization, heating, and cooling systems procedures outlined in this

section may at first appear complex, but thorough understanding of the pres-
surization and temperature controllers and indicators, coupled with a mini-
mum of practical experience, greatly simplifies operation. Optimum system
performance, in terms of passenger comfort, is best achieved by making
small temperature adjustments and waiting for the results, before making fur-
ther adjustment.
Although it is not mandatory, use of the yaw damper is recommended when

hand-flying the airplane. It reduces the pilot rudder input required, and the
airplane rides better in rough air.
Power management has an impact on cabin comfort, and changes should be

made smoothly and symmetrically. An approximate estimate of synchro-
nization can be made by observing the rpm gages and exact adjustments made
audibly or with the optional engine synchronizer. Although the higher-
pitched turbine sound is generally more noticeable in the cockpit, the lower,
fan-out-of-synchronization sound is usually more pronounced in the area of
the rear seats.
Good crew coordination and smooth operation of the controls and systems
serve the best interests of safety, economy and passenger comfort.
COLD WEATHER OPERATION

Operation of the airplane has been demonstrated after prolonged exposure to
ground ambient temperature of –40°C (–40°F). Ground operations after pro-
longed cold soak greater than two hours may not be conducted at tempera-
tures colder than –40°C. If prolonged cold soak is anticipated, refer to
Maintenance Manual procedures to prepare the airplane for cold soak. If the
airplane has been cold soaked on the ground for more than 1.5 hours at tem-
peratures colder than –18°C, refer to Maintenance Manual procedures to
prepare the airplane for flight. The following operational procedures are rec-
ommended if the airplane is anticipated to be exposed to cold soak.
Remove EROS crew oxygen masks (if installed) if temperature will be less
than 0°C, and drain all cabin fluids.

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When the airplane is parked in any conditions of falling or blowing snow, re-
gardless of temperature, the engine, APU, and pitot covers should be in-
stalled. The airplane should be parked with flaps retracted. Prior to flight, the
airplane must be cleared of snow and if wing, empennage, or control surfaces
are frosted, they must be deiced. Refer to Section VII, “Deicing Procedures,”
in the Maintenance Manual.
If the airplane is to be parked outside for more than a few hours at tempera-
tures below –15°C, the following special considerations are advised:
The airplane batteries should be moved to a warm environment or battery heaters

installed and connected. Below –20°C, batteries may be inert and will not charge
or discharge.
The right engine should be started first. Following right engine start, flight
controls should be exercised. Following left engine start, all flight controls,
speedbrakes, and spoilers should be cycled through full travel several times
to verify that all controls reach full travel and operate normally. Hydraulic
volume should be monitored prior to takeoff to verify that no system leaks
have occurred.
NOTE
Dispatch is prohibited following cold soak unless it
is visually confirmed by comparing deflection of ad-
jacent panels, that all flight controls operate nor-
mally, and that all speedbrake panels fully extend and
retract normally. Several cycles of the controls may
be required to verify proper operation.
Maximum heat is obtained with the right/left or both engine(s) operating and
the PRESS SOURCE SELECT in BOTH. Switching the TEMPERATURE
CONTROL SELECTOR to MANUAL and selecting MANUAL HOT for 10
seconds ensures that the temperature mixing valve is in the hot position.
Turning the COCKPIT AIR DIST valve to MAX will increase air circulation
in the cockpit. Operating the engine(s) above idle rpm increases temperature
and airflow. The engine should not be operated above 85% N 2 until the en-
gine oil temperature is above 10°C. It is not recommended to operate air con-
ditioning in AUTO, and defog should be off to prevent the vapor cycle
air-conditioning system from operating.
Most effective overall cabin heating is achieved by selecting the COCKPIT

AIR DISTR (bias) valve to MAX and the FAN to LOW or HI until the cock-
pit is comfortable. Then move the bias valve toward WARM. Warming the cabin
first may tend to cause the temperature controller to stabilize before the cock-
pit warms. This is due to the temperature sensor being located in the cabin.
Operating in extremely cold temperatures super cools and reduces the solu-
bility of any water particles in the fuel, increasing the possibility of fuel sys-
tem icing. The four tank drains under each wing should be drained frequently
and thoroughly. It is possible for water to settle in the sump and freeze, block-
ing the drain, in which case heat should be applied until fuel flows freely. To
ensure that all particles have melted, maintain heat after flow begins, and col-
lect the drainage in a clear, clean container to inspect for water globules.

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TURBULENT AIR PENETRATION

Flight through severe turbulence should be avoided if possible. The follow-
ing procedure is recommended for flight in severe turbulence:
1. Ignition .............................................................................. ON
2. Airspeed ...................................... APPROXIMATELY 180 KIAS

(Do not chase airspeed)
3. Maintain a constant attitude without chasing altitude. Avoid sudden,

large control movements.
4. Operation of the autopilot is recommended in basic modes only (ALT,

IAS, and VS hold modes not engaged).
ENGINE COMPRESSOR STALLS

When the airplane is in an attitude of high angle of attack, or in a steep turn
which effectively amounts to a high angle-of-attack, and the throttles are moved
rapidly, it is possible to induce engine surges (compressor stalls). On occa-
sion, they can occur during normal flight at normal angles of attack. These
surges are not harmful unless they occur repeatedly and are of unusual intensity.
Engine damage does not result; however, it is not advisable to purposely in-
duce engine compressor stalls. When the airplane is in an attitude during which
compressor stalls can reasonably be expected to occur, such as during the prac-
tice of approaches to a stall, the pilot should use reasonable care in handling
the throttles. Intentional stalls should be avoided at high altitudes and in at-
titudes which may reasonably be expected to induce engine compressor stalls.
UNINTENTIONAL STALLS WITH AUTOPILOT ENGAGED

Stall warning is effected on the Model 525 by the stick shaker, which induces
a mechanical vibration into the control column by means of an electric vi-
brator, at a speed slightly higher than normal stall buffet. Since this method
of stall warning depends upon tactile sensation, if the airplane is being flown
on autopilot, it is possible to approach the stall warning envelope without the
pilot being aware of it. Therefore, it is advisable to use caution when oper-
ating the airplane on autopilot at slow airspeeds or under conditions in which
the airplane could be expected to approach stalling speeds.
If the airplane should stall while flying on autopilot, the autopilot will auto-
matically disconnect and all the normal autopilot off annunciations will be
in evidence. The flight director will remain engaged.

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SERVICING
FUEL
General
A variety of fuels can be used in the airplane, but each must have anti-icing
additive incorporated or added to the fuel during refueling. Commercial
kerosene Jet A, Jet A-1, Jet B, JP-4, JP-5, and JP-8 are approved fuels. Refer
to the AFM for limitations. No AV gas is allowed.
HI-FLO (anti-icing and biocidal fuel additive, manufactured by PPG indus-

tries) or any additive meeting the specifications of MIL-I-27686 Revisions D
and E can be used with any fuel that does not contain an anti-icing additive.
Diethylene Glycol Monomethyl Ether (DIEGME) (MIL-I-85470) has been ap-

proved as an additional fuel anti-ice additive.
WARNING
Anti-icing additives containing ethylene glycol

monomethyl ether (EGME) or Diethylene Glycol
Monomethyl ether (DIEGME) are harmful if inhaled,
swallowed, or absorbed through the skin, and will
cause eye irritation. Also, they are combustible.
Before using this material, refer to all safety infor-
mation on the container.
CAUTION
Ensure that the additive is directed into the flowing

fuel stream and that the additive flow is started after
the fuel flow starts and is stopped before fuel flow
stops. Do not allow concentrated additive to contact
the coated interior of the fuel tank or airplane painted
surface. Use not less than 20 fluid ounces of additive
per 156 gallons of fuel or more than 20 fluid ounces
of additive per 104 gallons of fuel.
The minimum anti-ice additive concentration shall be 0.10 percent by vol-

ume and maximum concentration shall be 0.15 percent by volume per MIL-
I-85470 and MIL-I-27686. Fuel, when added to the tank, should have a
minimum concentration of 0.10 percent by volume.
Insufficient additive concentrations may result in fuel system icing. Excessive

additive may cause fuel tank damage or erroneous fuel quantity indications.
When refueling, do not operate radios, radar, or other electronic equipment,

and ensure that the fuel truck is grounded and a ground is connected to the
airplane. A fuel ground plug attachment point is located under each wingtip.

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It is not necessary to maintain fuel balance during refueling; however, max-

imum asymmetric fuel differential for flight is 200 pounds. In an emergency,
600 pounds of fuel unbalance may be tolerated.
OIL
Each engine oil tank has an oil filler neck with a dipstick and cap assembly.
Oil is added to each engine directly through the filler neck, and quantity is
measured on the dipstick in U.S. quarts. Engines have a sight glass to facil-
itate the checking of oil quantity.
CAUTION
Persons who handle engine oil are advised to mini-
mize skin contact with used oil and promptly remove
any used oil from their skin. A laboratory study,
while not conclusive, found substances which may
cause cancer in humans. Thoroughly wash used oil
off skin as soon as possible with soap and water. Do
not use kerosene, thinners, or solvents to remove
used engine oil. If waterless hand cleaner is used, al-
ways apply skin cream after using.
MOBIL JET OIL II (per MIL-L-23699) and MOBIL 254 are the only approved
oils. Unapproved brands of oil should not be used or mixed with oil already
in the tank. Only MOBIL JET II OIL can be mixed with EXXON 2380 in any
ratio for a max 25 running hours between major periodics.
HYDRAULICS
Servicing the main hydraulic reservoir is normally performed by mainte-
nance personnel. The reservoir should be serviced with fluid conforming to
red MIL-H-83282 only. Phosphate ester-type hydraulic fluids must not be used;
system deterioration will occur. Servicing of the hydraulic system does not
require equipment capable of delivering hydraulic fluid under pressure.
The hydraulic brake reservoir can be serviced by removing the right baggage
compartment aft liner to allow access to the reservoir. The filler plug can then
be removed and the reservoir filled to within one-half inch of the opening.
The brake reservoir should be serviced with only MIL-H-83282 fluid; any other
type of fluid will cause system deterioration.
OXYGEN
The oxygen filler valve is located on the bulkhead just inside the door in the
right nose compartment. Oxygen servicing should be done by maintenance
personnel using breathing oxygen conforming to MIL-O-27210, Type 1.
Refer to the cockpit gage while servicing to prevent overfill.

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ALCOHOL
An alcohol reservoir is located next to the brake reservoir behind the right
baggage compartment aft liner. The liner must be removed for servicing.
The filler plug on the reservoir should be removed and alcohol added to bring
the fluid level up to the neck of the filler plug. Filling to above the sight gage
provides a reserve supply of isopropyl alcohol (TT-I-735) to perform preflight
or operational checks without replenishing the reservoir.
FIRE BOTTLES
Underserviced fire bottles must be exchanged by authorized maintenance facilities.
GEAR AND BRAKE PNEUMATIC SYSTEM

The emergency gear and brake bottle should be serviced when the pressure
gage reads below 1,800 psi. Maintenance personnel should perform the ser-
vicing with high-pressure nitrogen and refill the bottle to 2,050 psi. Servicing
is accomplished through a charging valve on the bottle, which is located be-
hind the right baggage compartment aft liner.
TIRES
Main gear tire pressures should be maintained at 102 ± 5 psi, and the nose
tire at 120 ± 5 psi. Since tire pressure will decrease as the temperature drops,
a slight overinflation can be used to compensate for cold weather. Main tires
inflated at temperatures of 21°C and lower should be overinflated 1.5 psi for
each 6°C drop in temperature anticipated at the coldest airport of operation.
Nose tires at temperatures of 21°C and lower should be overinflated only
0.5 psi for each 6°C anticipated drop in temperature.
Worn tires and underinflation both contribute to lowering the speed at which
hydroplaning occurs on precipitation-covered runways. Refer to Adverse
Field Conditions in this section for a discussion of hydroplaning.
TOILET
The standard toilet is serviced by removing the waste container and the plas-
tic bag. The flush toilet reservoir should be serviced after every flight; how-
ever, it must be serviced when the liquid level becomes too low or when
liquid appears to have incorrect chemical balance. To properly service the reser-
voir, it must be removed from the toilet by disconnecting it and pulling it through
the door in the front of the cabinet. Instructions for removing and servicing
the reservoir are found in Chapter 12 of the Maintenance Manual. Servicing
the reservoir requires the addition of the proper mixture of water and chem-
ical (1.5 ounces of chemical per quart of water) to the reservoir. It takes ap-
proximately 2 quarts of liquid if the reservoir is empty. If outside temperatures
are below freezing and the airplane is kept in an unheated hangar, add antifreeze
to both the reservoir and the waste container.

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AIRPLANE CLEANING AND CARE

PAINTED SURFACES
The exterior of a new airplane is painted with a polyurethane two-compo-
nent top coat which, unlike early coatings, does not require exposure to air
for complete cure to occur. The care required by the finish will not change
as the paint ages.
The finish should be cleaned only by washing with clean water and mild
soap, followed by rinse water and drying with a soft cloth or chamois.
Minimize flying through rain, hail, or sleet.
To help prevent development of corrosion, particularly filiform corrosion, the

airplane should be spray-washed at least every two or three weeks (especially
in warm, damp, salty environments) and waxed with products recommended
in Chapter 12 of the Airplane Maintenance Manual to help keep water from
accumulating in skin joints and around countersinks. Products containing sil-
icones should be avoided, as they contribute to P-static buildup.
Polyurethane topcoats are designed with UV inhibitors to slow the degrada-

tion caused by exposure. The inhibitors concentrate near the surface of the
coating during the initial stages of cure. Care must be taken during any buff-
ing, polishing, or power waxing so that this surface layer is disturbed only to
the smallest extent necessary. With special care, however, buffing, polishing,
or power waxing is acceptable.
DEICE BOOTS
The deice boots on the horizontal stabilizer leading edges have a special elec-
trically conductive coating to bleed off static charges which cause radio in-
terference and may perforate the boots. Maintenance operations should be done
carefully, to avoid damaging this conductive coating or tearing the boots.
To prolong the life of surface deice boots, they should be washed and serviced
on a regular basis. Keep the boots clean and free from oil, grease, and other
solvents which cause rubber to swell and deteriorate. Following are the rec-
ommended cleaning and servicing procedures.
CAUTION
Use only the following instructions when cleaning
boots. Disregard instructions which recommend
petroleum-based liquids (Methyl-Ethyl-Ketone,
unleaded gasoline, etc.), which can harm the boot
material.
Clean the boots with mild soap and water, and then rinse thoroughly with
clean water.

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NOTE
Isopropyl alcohol can be used to remove grime which
cannot be removed using soap. If the alcohol is used
for cleaning, wash the area with mild soap and water,
and then rinse thoroughly with clean water.
To possibly improve the service life of the deice boots and to reduce the ad-
hesion of ice, it is recommended that the deice boots be treated with Age Master
Number 1 and Icex.
Age Master Number 1 used to protect the rubber against deterioration from
the ozone, sunlight, weathering, oxidation, and pollution, and Icex, used to
help retard ice adhesion and keep the deice boots looking new longer, are both
products of, and are recommended by, BF Goodrich.
The application of both Age Master Number 1 and Icex should be in accordance
with the manufacturer's recommended directions as outlined on the containers.
CAUTION
Protect adjacent areas and clothing, and use plastic
or rubber gloves during applications, as Age Master
Number 1 stains and Icex contains silicone, which
makes paint touch up almost impossible.
Ensure that the manufacturer’s warnings and cau-

tions are adhered to when using Age Master Number
1 and Icex.
If a high-gloss finish is desired on the deice boots, Acroseal coating (avail-

able from Huber Janitorial Supplies, 114 North St. Francis Street, Wichita,
KS 67202) may be used in lieu of Age Master Number 1 and/or Icex.
Preparation for application of Acroseal is the same as required for Age Master
Number 1 and Icex. Apply a thin layer of Acroseal on the clean and dry sur-
face of the deice boot with a cloth swab. Let dry thoroughly and hand buff
with a soft cloth.
Small tears and abrasions can be repaired temporarily without removing the
boots, and the conductive coating can be renewed.

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ENGINES
The engine compartments should be cleaned using a suitable solvent. Most
efficient cleaning is done using a spray-type cleaner. Before spray cleaning,
ensure that protection is afforded for other components which might be ad-
versely affected by the solvent. Refer to the Maintenance Manual for proper
lubrication of components after engine cleaning.
INTERIOR CARE
To remove dust and loose dirt from the upholstery, headliner, and carpet, clean
the interior regularly with a vacuum cleaner.
Promptly blot any spilled liquid with cleansing tissue or rags. Do not pat the
spot; press the blotting material firmly, and hold it for several seconds.
Continue blotting until no more liquid is taken up. Scrape off sticky materi-
als with a dull knife, and then spot clean the area.
Oily spots may be cleaned with household spot removers, used sparingly.
Before using any solvent, read the instructions on the container, and test it
on an obscure place on the fabric to be cleaned. Never saturate the fabric with
a volatile solvent; it may damage the padding and backing materials.
WARNING
Use all cleaning agents in accordance with the man-

ufacturer’s recommendations.
WARNING
The use of toxic or flammable cleaning agents is dis-

couraged. If these cleaning agents are used, ensure
that adequate ventilation is provided to prevent harm
to the user and/or damage to the airplane.
Soiled upholstery and carpet may be cleaned with foam detergent, used ac-
cording to the manufacturer’s instructions. To minimize wetting of the fab-
ric, keep the foam as dry as possible, and remove it with a vacuum cleaner.
The plastic trim, instrument panel, and control knobs need only be wiped with
a damp cloth. Oil and grease on the control wheel and control knobs can be
removed with a cloth moistened with kerosene. Volatile solvents, such as those
mentioned in the paragraphs on care of the windshield, must never be used,
since they soften and craze the plastic.

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WINDOWS AND WINDSHIELDS

The acrylic windshields and windows should be kept clean and waxed at all
times. To prevent scratches and crazing, wash them carefully with plenty of
soap and water, using the palm of the hand to feel and dislodge dirt and mud.
A soft cloth, chamois, or sponge may be used, but only to carry water to the
surface. Rinse thoroughly, and then dry with a clean, moist chamois. Rubbing
the surface of the plastic with a dry cloth builds up an electrostatic charge
which attracts dust particles in the air. Wiping with a moist chamois removes
both the dust and this charge.
Remove oil and grease with a cloth moistened with kerosene. Never use gaso-
line, benzene, acetone, carbon tetrachloride, fire extinguisher fluid, lacquer
thinner, or glass cleaner. These materials soften the acrylic and may cause it
to craze.
After removing dirt and grease, if the surface is not badly scratched, it should
be waxed with a good grade of commercial wax. The wax fills in minor
scratches and helps prevent further scratching. Apply a thin, even coat of wax,
and bring it to a high polish by rubbing lightly with a clean, dry, soft flannel
cloth. Do not use a power buffer; the heat generated by the buffing pad may
soften the acrylic. If the surface is badly scratched, refer to the Maintenance
Manual for approved repairs.
Do not use a canvas cover on the windshield unless freezing rain or sleet is
anticipated. Canvas covers may scratch the acrylic surface.
OXYGEN MASKS
The crew masks are permanent masks which contain a microphone for radio
transmissions. The passenger masks are oronasal, which form around the
mouth and nose area. All masks can be cleaned with alcohol. Do not allow
the solution to enter the microphone or electrical connections. Apply talcum
powder to the external surfaces of the passenger mask rubber face piece.

WEIGHT AND BALANCE

CONTENTS
Page
WEIGHT AND BALANCE ............................................................ WB-1
General ................................................................................... WB-1
Definitions .............................................................................. WB-2
Forms ..................................................................................... WB-3
Airplane Weighing Form ........................................................ WB-3
Weight-and-Balance Record ................................................... WB-4
Baggage/Cabinet Weight-and-Moment Table......................... WB-4
Fuel Loading Weight-and-Moment Table............................... WB-4
Weight-and-Balance Computation Form ................................ WB-4
Center-of-Gravity Limits Envelope Graph ............................. WB-5
FOR TRAINING PURPOSES ONLY WB-i

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ILLUSTRATIONS
Figure Title Page
WB-1 Airplane Weighing Form —Form 1886A.................... WB-6
WB-2 Fuel Loading Weight-and-Moment Table—

Form 1888 .................................................................. WB-7
WB-3 Crew/Passenger Weight-and-Moment
Table/Standard—Form 1889A, 14 July 1993 ............ WB-8
WB-4 Crew/Passenger Weight-and-Moment Table—
Option 1—Form 1889-1A, 14 July 1993 .................... WB-9
WB-5 Baggage and Cabinet Weight-and-Moment Table—
Form 1890A, 2 February 2000 ................................ WB-10
WB-6 Form 1891 ................................................................ WB-11
WB-7 Weight-and-Balance Record—
Form 1892, 1 Sept. 1992 .......................................... WB-12
WB-8 Weight-and-Balance—
Sample Loading Problem Cover .............................. WB-13
WB-9 Form 1891 ................................................................ WB-14
WB-10 Weight-and-Balance Worksheet—
Sample Loading Problem ........................................ WB-15
WB-11 Weight and Balance Worksheet ................................ WB-20
WB-12 Citation CJ1 Center-of-Gravity Envelope ................ WB-21
FOR TRAINING PURPOSES ONLY WB-iii

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WEIGHT AND BALANCE

GENERAL
Weight
Airplane maximum weights are predicated on structural strength. It is nec-
essary to ensure that the airplane is loaded within the various weight re-
strictions to maintain structural integrity.
Balance
Balance, or the location of the center of gravity (CG), deals with airplane sta-
bility. The horizontal stabilizer must be capable of providing an equalizing
moment to that which is produced by the remainder of the airplane. Since the
amount of lift produced by the horizontal stabilizer is limited, the range of
movement of the CG is restricted so that proper airplane stability and con-
trol is maintained.
Stability increases as the CG moves forward. If the CG is located out of lim-

its too far forward, the airplane may become so stable that it cannot be ro-
tated at the proper speed or flared for landing.
The aft of limits CG situation is considerably worse because the stability de-
creases. Here the horizontal stabilizer may not have enough nosedown ele-
vator travel to counteract a nose up pitching movement, resulting in a possible
loss of control.
Basic Formula
Weight x Arm = Moment
This is the basic formula upon which all weight and balance calculations are
based. Remember that the arm or CG location can be found by adapting the
formula as follows:
Arm = Moment
Weight
Weight Shift Formula

Weight Shifted = Distance CG is shifted
Total weight Distance weight is shifted
The above formula can be utilized to shift weight if the CG is found to be out
of limits. Use of this formula avoids working the entire problem over again
by trial and error.
FOR TRAINING PURPOSES ONLY WB-1

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Weight Addition or Removal

If weight is to be added or removed after a weight and balance has been com-
puted, a simple formula can be used to figure the shift in the center of gravity.
Weight added Distance the

(or removed) = CG is shifted
New total weight Distance between
the weight arm and
the old CG arm
If it is desired to find the weight change needed to accomplish a particular

CG change, the formula can be adapted as follows:
Weight to be added Distance the

(or removed) = CG is shifted
Old total weight Distance between
the weight arm and
the new CG arm
DEFINITIONS
Manufacturer’s Empty Weight
Weight of structure, powerplants, furnishings, sys-
tems, and other items of equipment that are an
integral part of a particular configuration.
Standard Empty Weight

Manufacturer’s empty weight plus standard items.
Standard Items Equipment and fluids not an integral part of a par-

ticular airplane and not a variation for the same
type of airplane. These items may include, but are
not limited to, the following:
a. Unusable fuel
b. Engine oil
c. Toilet fluid
d. Serviced fire extinguisher
e. All hydraulic fluid
f. Trapped fuel
Basic Empty Weight

Standard empty weight plus installed optional
equipment.
Operational Takeoff Weight

Maximum authorized weight for takeoff. It is sub-
ject to airport, operational, and related restrictions.
This is the weight at the start of the takeoff run and
must not exceed maximum design takeoff weight.
WB-2 FOR TRAINING PURPOSES ONLY

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Operational Landing Weight

Maximum authorized weight for landing. It is sub-
ject to airport, operational, and related restrictions.
It must not exceed maximum design landing weight.
Useful Load Difference between maximum design taxi weight

and basic empty weight. It includes payload, usable
fuel, and other usable fluids not included as opera-
tional items.
Usable Fuel Fuel available for airplane propulsion.
Unusable Fuel Fuel remaining after a fuel runout test has been com-
pleted in accordance with government regulations. It
includes drainable unusable fuel plus unusable por-
tion of trapped fuel.
Trapped Fuel Fuel remaining when the airplane is defueled by nor-

mal means using the procedures and attitudes spec-
ified for draining the tanks.
Actual Zero Fuel Weight

Basic empty weight plus payload. It must not ex-
ceed maximum design zero fuel weight.
Payload Maximum design zero fuel weight minus basic empty

weight. This is the weight available for crew, pas-
sengers, baggage, and cargo.
MAC Mean Aerodynamic Chord. The chord of an imagi-

nary air-foil which, throughout the flight range, will
have the same force vectors as those of the wing.
FORMS
The Weight-and-Balance forms are discussed below, and examples of the forms
are included in Figures WB-1 through WB-12 at the end of this section. If the
airplane has a different seating configuration from the one depicted in the ex-
ample, the form appropriate to that configuration will be found in the AFM.
AIRPLANE WEIGHING FORM

(Form 1886A)
The airplane weight, CG arm, and moment (divided by 100) are all listed at the
bottom of this form as the airplane is delivered from the factory. Ensure that
the basic empty weight figures listed are current and have not been amended.

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WEIGHT-AND-BALANCE RECORD
(Form 1892)
The Weight-and-Balance Record amends the Airplane Weighing Form. After

delivery, if a service bulletin is applied to the airplane or if equipment is re-
moved or added that would affect the CG or basic empty weight, it must be
recorded on this form in the AFM. The crew must always have access to the
current airplane basic weight and moment in order to be able to perform
weight and balance computations.
(Form 1889A or 1889-1A)
The tables already have computed moments/100 for weights in various seat-
ing locations in the airplane.
BAGGAGE/CABINET WEIGHT-AND-MOMENT TABLE

(Form 1890A)
Notice in the cabinet and cargo compartments tables the last weight that a mo-
ment/100 is listed for under the nose compartment column is 400 pounds. This
corresponds to the placard limit in that compartment. Remember that this limit
is structural in nature. It is based on the maximum weight the flooring in that
area can support. This same point applies to the aft cabin and tail cone com-
partments as well.
FUEL LOADING WEIGHT-AND-MOMENT TABLE

(Form 1888)
All of the tables have arms listed for the various locations except the fuel table.
Notice that the arm varies depending on the quantity of usable fuel.
WEIGHT-AND-BALANCE COMPUTATION FORM

(Form 1891)
A step-by-step process is outlined for determining weight and CG limits by

this form. The payload computations are made in the left column, while the
rest of the computations are done in the right column.

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CENTER-OF-GRAVITY LIMITS ENVELOPE GRAPH

(Form 2058)
After summing all the weights and moments, it is necessary to determine

whether the CG is within allowable limits.
This graph represents the allowable CG envelope.
The way to plot the location of the CG on the graph is to determine the CG lo-
cation in inches aft of datum, then plot it against the weight. To determine the
CG arm, the total moment (moment x 100) is divided by the total airplane weight.

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Figure WB-1. Airplane Weighing—Form 1886A

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WING TANK FUEL

MOMENT/100
WEIGHT
ARM VARIES
(POUNDS)
(INCH-POUNDS)
100 257.92
200 515.90
300 772.92
400 1029.28
500 1286.65
600 1544.64
700 1802.71
800 2059.68
900 2315.43
1000 2570.30
1100 2824.14
1200 3076.80
1300 3328.65
1400 3580.64
1500 3832.80
1600 4085.12
1610 4110.17
1700 4337.38
1723 4395.20
1800 4589.28
1900 4840.82
2000 5092.20
2100 5343.87
2200 5595.48
2300 5847.75
2400 6100.56
2500 6354.00
2600 6607.90
2700 6861.78
2800 7115.64
2900 7369.48
3000 7623.00
3100 7876.48
3200 8129.92
3300 8382.99
3400 8636.00
3446 8752.50
FORM NUMBER 1888, 18 FEB 1993
CAUTION
CERTIFIED MAXIMUM USABLE FUEL QUANTITY IS
3220 POUNDS WITH EACH WING FILLED TO THE
BOTTOM OF THE FILLER STANDPIPE. DO NOT FILL
ABOVE THE STANDPIPE, AS ADEQUATE FUEL
EXPANSION VOLUME MAY NOT BE AVAILABLE.
FUELING ABOVE THE STANDPIPE MAY RESULT IN
AS MUCH AS 3446 POUNDS OF FUEL. CHECK
WEIGHT AND BALANCE.
Figure WB-2. Fuel Loading Weight-and-Moment Table—Form 1888

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Figure WB-3. Crew/Passenger Weight-and-Moment

Table/Standard—Form 1889A, 14 July 1993

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Figure WB-4. Crew/Passenger Weight-and-Moment Table—

Option 1—Form 1889-1A, 14 July 1993

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Figure WB-5. Baggage and Cabinet Weight-and-Moment

Table—Form 1890A, 2 February 2000

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Citation CJ1 (Model 525)

11,000
244.14" Maximum Ramp
10,700 lbs
Maximum T/O
10,600 lbs
10,000
Maximum Land
9,800 lbs
9,000 242.43"
8,800 lbs
Maximum ZFW
8,400 lbs
8,000
240.14"
7,700 lbs
7,000
lbs. 6,000
239" 241" 243" 245" 247" 249" 251" 253"
240.14" INCHES 248.78"
Weight Adjustment:
Wt. Shifted = CG Moved Inches
Total Weight Wt. Shifted Inches
TAKEOFF GWT Shift:

ZFGWT Shift: Other Weight Shift:
=
= =
Original CG +/- Correction = Adjusted CG
Takeoff Weight Limitations Landing Weight Limitations

1. TFL ≤ Runway Available 1. LFL ≤ Runway Available
2. SE climb capability ≥ 1.6 % Net in 2nd Segment 2. Climb capability ≥ 2.1% gross SE
3. SE climb capability to clear any obstacle in ≥ 3.2% gross ME
takeoff flight path 3. Brake energy limits
4. Takeoff weight ≤ maximum certified 4. Landing weight ≤ maximum landing weight
takeoff weight.
5. Landing weight ≤ maximum certified
landing weight at destination
Figure WB-6. Form 1891

WEIGHT-AND-BALANCE RECORD
(CONTINUOUS HISTORY OF CHANGES IN STRUCTURE MODIFICATION
OR EQUIPMENT AFFECTING WEIGHT AND BALANCE)
WEIGHT CHANGE BASIC

DATE ITEM DESCRIPTION OF EMPTY
STRUCTURE ADDED (+) REMOVED (–) WEIGHT
MODIFICATION
IN OUT OR EQUIPMENT WEIGHT ARM MOMENT WEIGHT ARM MOMENT WEIGHT MOMENT
(POUNDS) (INCHES) /100 (POUNDS) (INCHES) /100 (POUNDS) /100
Figure WB-7. Weight-and-Balance Record—Form 1892, 1 Sept. 1992

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Figure WB-8. Weight-and-Balance Sample Loading Problem Cover

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2 Calculate Zero Fuel Weight, Moment and CG
Item Weight MOM/100
Basic Empty Weight
or
Basic Operating Weight
+ Payload
Zero Fuel Weight *
1 Calculate Payload Weight and Moment
ZFW MOM = ZFW CG
Item Arm Weight MOM/100 Zero Fuel Weight
Pilot 131.00
3 Calculate Fuel Load and Ramp Weight
Copilot 131.00
Seat 3 Item Weight
Seat 4 193.62 Zero Fuel Weight *
Seat 5 242.56 + Flight Fuel

4
Seat 6 242.56 + Reserve Fuel Calculate
Takeoff Fuel
Seat 7 162.28 Ramp Weight
Total Fuel
LH Belted Toilet 267.45
–Taxi Fuel
53.62
Nose Ballast 67.45 Takeoff Fuel
Nose Comp. 74.00
Cabin Comp. 270.70
Tailcone Comp. 356.50 5 Calculate Takeoff Weight, Moment and CG
Refreshment 155.00
Center Item Weight MOM/100
Arm Rest 177.50
Cabinet Zero Fuel Weight *
Navigation 148.90
Chart Case + Takeoff Fuel
Payload Takeoff Weight
Takeoff MOM =
Takeoff CG
Takeoff Weight
Loading Information:
Total Fuel 2400 lb 6 Calculate Landing Weight
Pilot 180 lb
Item Weight
Copilot 160 lb
Passenger 180 lb Zero Fuel Weight *
Passenger 200 lb
Passenger 140 lb + Reserves
Passenger 150 lb Landing Weight
Passenger Baggage 100 lb
Cargo Package 50 lb
7
* See limitations
on reverse.
Figure WB-9. Form 1891

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1 The first step in completing weight-and-balance computation is to determine the total weight
and moment of the payload. This is accomplished using the left portion of the worksheet.
The pilot and copilot always occupy seats 1 and 2.

Other passengers are seated according to the seating chart
provided by Cessna or based upon personal preference.
The Arms for each passenger and cargo location are determined
by referring to the loading charts provided by Cessna.
Passenger weights are entered based on the actual weights.
Average weights may also be used for each passenger.
The Moment for each passenger can be determined
by reference to the loading charts provided by Cessna
or by multiplying the weight times the Arm for each
1 Calculate Payload Weight and Moment passenger and item of cargo
Item Arm Weight MOM/100
Pilot 131.00 180 235.8 By convention, the moment is divided by 100.
This provides "shorter" numbers that fit in small
Copilot 131.00 160 209.6 spaces. For example, the actual moment for
Seat 3 193.62 180 348.5 Seat 4 is 38,720 inch-pounds (193.6 in. x 200 lb.).
Seat 4 193.62 200 387.2
Seat 5 242.56 140 339.6
Seat 6 242.56 150 363.8
Seat 7 162.28
Items of cargo may be located in the nose
Nose Ballast
53.62 compartment, cabin or tailcone. There are
67.45
specific weight restrictions for each location.
Nose Comp. 74.00 The loading charts indicate the maximum
Cabin Comp. 270.70 50 135.35 weight that is allowed in each location.
Tailcone Comp. 356.50 100 356.50
Placement of cargo should not be done
Refreshment 155.00 haphazardly. Cargo should be secured
Center
Arm Rest 177.50 and located to provide the most favorable
Cabinet center of gravity location.
Navigation 148.90
Chart Case
Payload 1160 2376.35
The weights and moments of the pilots, passengers and cargo are
added to determine the total payload weight and moment. The
totals are then copied to the Weight-and-Balance Worksheet.
Figure WB-10. Weight-and-Balance Worksheet—

Sample Loading Problem (Sheet 1 of 5)

2 THE SECOND STEP IS TO DETERMINE THE ZERO FUEL WEIGHT, MOMENT
BASIC EMPTY WEIGHT

From the aircraft records copy the Basic Empty Weight (BEW)
and Moment in the space provided on the worksheet.
PAYLOAD
From the payload worksheet copy
the total payload weight and
moment onto the Payload line in
the spaces provided.
ZERO FUEL WEIGHT
Add the Basic Empty Weight and Item Weight MOM/100
the Payload weight. This is the
Zero Fuel Weight (ZFW). Enter the Basic Empty Weight
or
number in the space provided. Basic Operating Weight
Add the moment of the empty + Payload

aircraft to the payload moment. Zero Fuel Weight *
Enter the total in the space
provided. ZFW MOM = ZFW CG
Zero Fuel Weight
Divide the ZFW moment by the
zero fuel weight. The ZFW Arm 3 Calculate Fuel Load and Ramp Weight
must be within the aft boundary of
the envelope. Item Weight
Zero Fuel Weight *
THE THIRD STEP IS TO ADD
3 THE TOTAL FUEL LOAD AND + Flight Fuel
FIND THE RAMP WEIGHT. + Reserve Fuel
TOTAL FUEL LOAD Ramp Weight

Enter the total fuel load in the
space provided.
RAMP WEIGHT
Add the zero fuel weight and the
total fuel load. The result is the
Ramp Weight.
Note:
The Zero Fuel Weight (ZFW) and the Ramp Weight may not exceed the certified limits.
If the Zero Fuel Weight exceeds the certified limit, passengers or cargo must be removed to reduce
the weight.
If the Ramp Weight exceeds the certified limit, either the fuel load or the payload must be reduced.


4 THE FOURTH STEP IS TO DETERMINE THE TAKEOFF WEIGHT, MOMENT
4
Calculate
Takeoff Fuel
Total Fuel
–Taxi Fuel
–100
TAKEOFF FUEL Takeoff Fuel
Enter the takeoff fuel weight.
(Total Fuel Load minus 100 lb.)
Using the fuel loading chart 5 Calculate Takeoff Weight, Moment and CG
provided by Cessna, determine the
moment for the takeoff fuel weight. Item Weight MOM/100
Zero Fuel Weight *
TAKEOFF WEIGHT
Add the takeoff fuel weight and the + Takeoff Fuel
zero fuel weight. The takeoff Takeoff Weight
weight must be less than the
certified limit. Takeoff MOM =
Takeoff CG
Takeoff Weight
Add the takeoff fuel moment and

the zero fuel weight moment. 6 Calculate Landing Weight
Divide the takeoff moment by the Item Weight

takeoff weight The result is the Zero Fuel Weight *
takeoff arm. The takeoff arm must
be within the envelope limits. + Reserves
Landing Weight
5 THE FIFTH STEP IS TO
DETERMINE THE LANDING
WEIGHT. 7
* See limitations
LANDING FUEL on reverse.
Enter the projected landing fuel in
the space provided.
LANDING WEIGHT
Add the landing fuel and the zero
fuel weight. The landing weight
must not exceed certified limits.


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Item Weight MOM/100
Basic Empty Weight
or 6435 16235.50
+ Payload 1160 2376.35
Zero Fuel Weight * 7595 18611.85
ZFW MOM =
Zero Fuel Weight
245.0 ZFW CG
Item Arm Weight MOM/100
Pilot 131.00 180 235.80
Copilot 131.00 160 209.60
Seat 3 193.62 180 348.5 Item Weight
Seat 4 193.62 200 387.2 Zero Fuel Weight * 7595
Seat 5 242.56 140 337.6 + Flight Fuel 1150

1150
4
Seat 6 242.56 150 365.8 + Reserve Fuel Calculate
9895 Takeoff Fuel
Total Fuel
LH Belted Toilet 267.45 2300
–Taxi Fuel
53.62 100
Nose Comp. 74.00 2200
Cabin Comp. 270.70 50 135.35
Tailcone Comp. 356.50 100 356.50 5 Calculate Takeoff Weight, Moment and CG
Refreshment 155.00
Arm Rest 177.50
Cabinet Zero Fuel Weight * 7595 18611.85
Navigation 148.90
Chart Case + Takeoff Fuel 2200 5595.48
Payload 1160 2376.35 Takeoff Weight 9795 24207.33
Takeoff MOM =
Takeoff Weight
247.1 Takeoff CG
Loading Information:
Total Fuel 2400 lb 6 Calculate Landing Weight
Pilot 180 lb
Item Weight
Copilot 160 lb
Passenger 180 lb Zero Fuel Weight * 7595
Passenger 200 lb
Passenger 140 lb + Reserves 1150
Passenger 150 lb Landing Weight 8745
Passenger Baggage 100 lb
Cargo Package 50 lb
7
* See limitations
on reverse.


Takeoff Weight
The Takeoff Weight is equal
to the Ramp Weight minus
Citation CJ1 (Model 525) taxi fuel (100 lb). The takeoff
point is depicted as 3 .
11,000
Ramp Weight 10,700 lbs
The Ramp Weight is the
Zero Fuel Weight plus the Maximum T/O
total fuel load. It is 10,600 lbs
depicted as 4 .
10,000 4
3
Maximum Land
9,800 lbs
Fuel
The total fuel load is determined by the mission
requirements. As fuel is loaded, the weight
increases vertically. The balance point moves
9,000 242.43" aft. Likewise, after takeoff, the balance point
8,800 lbs will move forward as fuel is consumed. Fuel is
depicted as the line between 2 and 4 .
Maximum ZFW
8,400 lbs
8,000 Zero Fuel Weight (ZFW)

240.14" The Zero Fuel Weight is the
7,700 lbs total of the Basic Empty
2 Weight plus the payload.
The zero fuel weight is
depicted as point 2 in the
envelope diagram.
7,000
Payload 1
The payload includes the
crew, passengers and cargo.
The balance point (Arm)
lbs. 6,000 normally moves forward as
239" 241" payload increases.245"
243" The 247" 249" 251" 253"
payload is depicted as the
line between 1 and 2 . Basic Empty Weight (BEW)
240.14" 248.78"
The basic empty weight does not
Landing Weight include any payload or usable
The aircraft may land at any fuel. The balance point is normally
time after takeoff if the weight aft of the envelope boundary.
of the aircraft is less than the Weight Adjustment:
maximum certified landing The basic empty weight is
weight. The weight and Wt. Shifted = CG Moved Inches indicated in the diagram as 1 .
balance point for landing will Total Weight Wt. Shifted Inches This is the point where the basic
be between point 3 (takeoff) empty weight (lb.) and the empty
and point 2 (zero fuel). CG arm (in.) intersect.
TAKEOFF GWT Shift:
=
= =

takeoff weight.



Item Weight MOM/100
Basic Empty Weight
or
+ Payload
Zero Fuel Weight *
ZFW MOM = ZFW CG
Pilot 131.00
Copilot 131.00
Seat 3 Item Weight

4
Seat 6 242.56 + Reserve Fuel Calculate
Takeoff Fuel
Total Fuel
–Taxi Fuel
53.62
Nose Comp. 74.00
Cabin Comp. 270.70
Tailcone Comp. 356.50 5 Calculate Takeoff Weight, Moment and CG
Refreshment 155.00
Arm Rest 177.50
Cabinet Zero Fuel Weight *
Navigation 148.90
Chart Case + Takeoff Fuel
Payload Takeoff Weight
Takeoff MOM =
Takeoff CG
Takeoff Weight
6 Calculate Landing Weight

Item Weight
Zero Fuel Weight *
+ Reserves
Landing Weight
7
* See limitations
on reverse.
Figure WB-11. Weight-and-Balance Worksheet


11,000
10,700 lbs.
Maximum T/O
10,600 lbs.
10,000
Maximum Land
9,800 lbs.
9,000 242.43"
8800 lbs
Maximum ZFW
8,400 lbs.
8,000
240.14"
7700 lbs
7,000
lbs. 6,000
239" 241" 243" 245" 247" 249" 251" 253"
240.14" 248.78"
Weight Adjustment:
TAKEOFF GWT Shift:

=
= =

takeoff weight.
Figure WB-12. Citation CJ1 Center-of-Gravity Envelope

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PERFORMANCE
CONTENTS
Page
GENERAL ....................................................................................... PER-1
Certification ............................................................................ PER-1
Approved Airplane Flight Manual ......................................... PER-1
STANDARD PERFORMANCE CONDITIONS ............................ PER-1
SINGLE-ENGINE TAKEOFF—ACCELERATE-GO .................... PER-2
SINGLE-ENGINE TAKEOFF—ACCELERATE-STOP ................ PER-2
MULTIENGINE TAKEOFF ............................................................ PER-3
LANDING........................................................................................ PER-3
Conditions............................................................................... PER-4
VARIABLE FACTORS AFFECTING PERFORMANCE .............. PER-4
DEFINITIONS................................................................................. PER-4
NOISE CHARACTERISTICS......................................................... PER-8
Certified Noise Levels ............................................................ PER-8
Supplemental ICAO Annex 16, Chapter 3
Noise Level Information......................................................... PER-9
Supplemental A-Weighted Noise Levels................................ PER-9
ASSUMPTIONS............................................................................ PER-10
Takeoff Field Length ............................................................ PER-10
Landing Distance.................................................................. PER-10
Antiskid ................................................................................ PER-10
Takeoff Speeds ..................................................................... PER-10
WEIGHT........................................................................................ PER-12
ADVISORY PERFORMANCE INFORMATION ........................ PER-13
Definitions ............................................................................ PER-13
Wet Runway Takeoff Performance....................................... PER-13
Adverse Runway Takeoff Performance................................ PER-14
Wet and Contaminated Runway Landing Performance ....... PER-14
PERFORMANCE PROBLEMS .................................................... PER-15
FOR TRAINING PURPOSES ONLY PER-i

ANSWERS TO PERFORMANCE PROBLEMS

AND REFERENCES..................................................................... PER-25
MISSION PLANNING.................................................................. PER-33
Criteria.................................................................................. PER-33
Fuel Reserves ....................................................................... PER-34
PER-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
PER-1 Part 25 Climb Profile ................................................ PER-11
PER-2 South Lake Tahoe, California, Airport 11-1
Jeppesen Chart.......................................................... PER-20
PER-3 South Lake Tahoe, California, 10-3A
Shole One Departure (SID) ...................................... PER-21
PER-4 South Lake Tahoe, California, 11-1
LDA DME-1 RWY 18 Approach Chart .................. PER-22
PER-5 Weight and Balance Calculations ............................ PER-23
PER-6 Weight and Balance Form ........................................ PER-28
TABLES
Table Title Page
PER-1 Configurations ............................................................ PER-8
PER-2 Noise Levels .............................................................. PER-9
PER-3 A-Weighted Noise Levels .......................................... PER-9
PER-4 Oxygen Supply Chart .............................................. PER-27
PER-5 Wind Correction ...................................................... PER-34
FOR TRAINING PURPOSES ONLY PER-iii

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PERFORMANCE
GENERAL
CERTIFICATION
The Model 525 Citation CJ1 is certified under Part 23 Normal Category and
Part 36 Amendment 18 (noise). Takeoff and landing performance are under
special condition certification requirements and are equivalent to Part 25
which governs the certification of transport category airplanes. This ensures
Part 25 performance requirements, which basically ensures specific single-
engine climb capability throughout flight.
APPROVED AIRPLANE FLIGHT MANUAL

In accordance with Part 25, the AFM “Performance” section contains only sin-
gle-engine take-off and climb data. All takeoff data, for example, is based upon
losing thrust on one engine at the worst possible moment—right at V 1 . The
AFM contains no enroute cruise information but does, of course, contain
landing data. This data is based upon the conditions, factors, and assumptions
discussed below.
STANDARD PERFORMANCE CONDITIONS

All performance data in the AFM is based on flight test data and the follow-
ing conditions:
1. Thrust ratings, including the installation, bleed air and accessory losses
2. Full temperature accountability within the operational limits for which the
airplane is certified
NOTE
Should ambient air temperature or altitude be below
the lowest temperature or altitude shown on the per-
formance charts, use the performance at the lowest
value shown.
3. Wing flap positions as follows:
Takeoff UP AND TO/APPR 0° AND 15°

Enroute UP 0°
Approach TO/APPR 15°
Landing LAND 35°
GROUND FLAPS 60°
FOR TRAINING PURPOSES ONLY PER-1

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4. All takeoff and landing performance is based on a paved, level, dry

runway.
5. The takeoff performance data was obtained using the following procedures
and conditions.
SINGLE-ENGINE TAKEOFF—ACCELERATE-GO
a. The power was set static to takeoff power; then the brakes were
released. Power was retrimmed at approximately 60 KIAS.
b. The pilot recognized engine failure at V1.
c. The airplane continued to accelerate to VR, at which time positive

rotation to +10° to +12° noseup. Pitch attitude was made transitioning
to airspeed a V2 was reached and maintaining V2 to 400 feet.
d. The landing gear was retracted when a positive climb rate was
established.
e. The following assumptions are made in the calculation of the single-

engine flightpath distances beyond 35 feet AGL:
1. V2 was maintained from the 35-foot point above the runway to

400 feet AGL.
2. The airplane was then accelerated to V 2 + 10 and the flaps

retracted and accelerated to VENR.
3. Takeoff thrust was maintained to 400 feet AGL and throughout the
acceleration to VENR.
4. Thrust was reduced to maximum continuous single-engine climb

thrust as airspeed reached VENR.
5. The climb was continued to 1,500 feet AGL at V ENR using

maximum continuous single-engine thrust.
SINGLE-ENGINE TAKEOFF—
ACCELERATE-STOP
a. The power was set static, then the brakes were released. Power was
retrimmed at approximately 60 KIAS.
b. The pilot recognized the necessity to stop because of engine failure or

other reasons just prior to V1.
c. Maximum pilot braking effort was started at V1 and continued until the
airplane came to a stop.
d. Both throttles were brought to idle immediately after brake application.
PER-2 FOR TRAINING PURPOSES ONLY

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e. Thrust attenuators were automatically deployed at idle throttles.
f. Directional control was maintained through the rudder pedals and

differential braking as required.
g. Antiskid was on during all tests.
h. Speedbrakes and ground flaps were not used.
MULTI-ENGINE TAKEOFF
a. The power was set static, and then the brakes were released. Power was
retrimmed at approximately 60 KIAS.
b. Positive rotation to +12 to +15° was made at VR accelerating to V2 +15

and pitch adjusted as required to maintain V2 + 15 (V35).
c. The landing gear was retracted when a positive climb rate was
established.
d. V 2 + 15 KIAS was maintained from the 35-foot point above the

runway until the obstacle was cleared, at which time, the airplane was
accelerated and the flaps were retracted.
6. The landing performance was obtained using the following procedures and
conditions.
LANDING
a. Landing preceded by a steady 3°-approach angle down to the 50-foot
height point with airspeed at VREF in the landing configuration.
b. Two-engine thrust setting during approach was selected to maintain the

3°-approach angle at VREF.
c. Idle thrust was established at the 50-foot height point and throttles
remained in that setting until the airplane had stopped.
d. Rotation to a landing attitude was accomplished at a normal rate.
e. Thrust attenuators were automatically deployed on main wheel contact.
f. Maximum wheel braking was initiated immediately on nosewheel

contact and continued throughout the landing roll. Ground flaps were
selected immediately after brake application.
g. The antiskid system was on during all tests.
h. Speedbrakes were disabled (i.e., no performance credit).

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CONDITIONS
Wing Flaps LAND
Engines TWO ENGINES OPERATING
Landing Gear EXTENDED
Antiskid OPERATIVE
VARIABLE FACTORS
AFFECTING PERFORMANCE
Details of variables affecting performance are given with tables in the AFM
to which they apply. Assumptions that relate to all performance calculations,
unless otherwise stated, are as follows:
• Cabin pressurization
• Anti-ice off
• Humidity corrections on thrust have been applied according to the

applicable regulations.
• Winds, for which correction information is presented on the charts,

are to be taken as the tower winds 32.8 feet (10 meters) above run-
way surface. Factors have been applied as prescribed in the applica-
ble regulations. In the tables, negative represents tailwind and positive
represents headwind.
• Gradient correction factors can be applied to gradients less than or equal

to 2% downhill or 2% uphill. In the tables, negative represents down-
hill gradients and positive represents uphill gradients.
DEFINITIONS
Accelerate-Stop Distance—The distance required to accelerate to V 1 , and
abort the takeoff and come to a complete stop with maximum braking applied
at V 1
Altitude (All)—Altitudes used in this chapter and the AFM are pressure al-
titudes unless otherwise stated.
Anti-ice Systems—The following systems comprise the anti-ice systems

that affect performance of the following:
• Windshield bleed-air anti-ice
• Engine anti-ice
• Wing anti-ice

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Performance, when referred to ANTI-ICE ON, is based on all three systems

being operated at the same time.
Additionally, the pylon inlet heaters and the pitot-static and angle-of-attack
anti-ice systems are anti-ice systems that do not affect performance.
Calibrated Airspeed (KCAS)—Indicated airspeed (knots) corrected for po-

sition error and assumes zero instrument error
Climb Gradient—The ratio of the change in height during a portion of a climb,

to the horizontal distance transversed in the same time interval
Deice Systems—The horizontal stabilizer, tail deice system is the only deice
system.
Demonstrated Crosswind—The demonstrated crosswind velocity of 21

knots (measured at 6 feet above the runway surface) is the velocity of the
wind component for which adequate control of the airplane during takeoff
and landing was actually demonstrated during certification tests. This is not
limiting.
Engine Cycle—Engine operating life limits are determined by mechanical

and thermal stresses which occur during engine operation. It is therefore
necessary to record flight cycles (both partial and full) in addition to oper-
ating hours. The total true cycles will be the sum of the number of full and
partial cycles accrued during each flight and must be recorded in the airplane
log book for each individual engine at the completion of each flight. Cycles
will be computed as follows:
1. Full Cycle:
a. Engine start, takeoff power setting, followed by engine shutdown,

regardless of duration
b. In-flight start
2. Partial Cycle:
a. A touch-and-go landing shall be recorded as 0.50 cycle.
b. A full stop landing without engine shutdown shall be recorded as 0.50

cycle.
c. Ground running—Idle to max continuous thrust shall be recorded as

0.50 cycle.
Engine Out Accelerate-Go Distance—The horizontal distance from brake

release to the point at which the airplane attains a height of 35 feet above the
runway surface, on a takeoff during which an engine is recognized to have
failed at V 1 and the takeoff is continued

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Gross Climb Gradient—The climb gradient that the airplane can actually
achieve with ideal ambient conditions (smooth air)
Indicated Airspeed (KIAS)—Airspeed indicator readings (knots). Zero in-

strument error is assumed.
ISA—International Standard Atmosphere
Landing Distance—The distance from a point 50 feet above the runway sur-
face to the point at which the airplane would come to a full stop on the runway
Mach Number—The ratio of true airspeed to the speed of sound
Net Climb Gradient—The gross climb gradient reduced by 0.8% during

takeoff phase and 1.1% during enroute. This conservatism is required by spe-
cial condition for terrain clearance determination to account for variables en-
countered in service.
OAT or TEMP—Outside air temperature or ambient air temperature. The free

air static temperature, obtained either from ground meteorological sources
or from in-flight temperature indications adjusted for instrument error and
compressibility effects
Position Correction—A correction applied to indicated airspeed or altitude

to eliminate the effect of the location of the static pressure source on the in-
strument reading. No position corrections are required when using performance
section charts in Section IV of the AFM since all airspeeds and altitudes in
the AFM are presented as indicated values except for stall speeds, which are
presented as calibrated values.
RAT—Ram-air temperature. The indicated outside air temperature as read

from the RAT display. This must be corrected from ram-air temperature rise
to obtain true outside air temperature.
Reference Zero—The point in the takeoff flightpath at which the airplane is

35 feet above the takeoff surface and at the end of the takeoff distance required
Takeoff Field Length—The takeoff field length given for each combination
of gross weight, ambient temperature, altitude, wind, and runway gradients
is the greatest of the following:
• 115% of the two-engine horizontal takeoff distance from start to a height

of 35 feet above runway surface
• Accelerate-stop distance
• The engine-out accelerate-go distance
No specific identification is made on the charts (see AFM) as to which of these

distances governs a specific case.
True Airspeed (KTAS)—The airspeed (knots) of an airplane relative to

undisturbed air.

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V1 Takeoff decision speed—The distance to continue the takeoff to 35

feet will not exceed the scheduled takeoff field length if recognition
occurred at V 1 (accelerate-go). The distance to bring the airplane to
full stop (accelerate-stop) will not exceed the scheduled takeoff
field length provided that the brakes are applied at V 1 .
V2 Takeoff safety speed—This climb speed is the actual speed at 35 feet

above the runway surface as demonstrated in flight during takeoff
with one engine inoperative.
V 35 This climb speed is the actual speed at 35 feet above the runway
surface as demonstrated in flight during takeoff with both engines
operating.
VA The maneuvering speed is the maximum speed at which application

of full available aerodynamic control will not over stress the airplane.
V APP The landing approach climb airspeed (1.3 V S1 ) with 15 flap posi-
tion, landing gear UP
V ENR Single-engine enroute climb speed—Utilize the speedbug V T for dis-

play of V ENR on the PFD
V FE Maximum flap extended speed—The highest speed permissible with

wing flaps in a prescribed extended position
V LE Maximum landing gear extended speed—The maximum speed at

which an aircraft can be safely flown with the landing gear extended
V LO Maximum landing gear operating speed. The maximum speed at

which the landing gear can be safely extended or retracted.
V MCA Minimum airspeed in the air at which directional control can be main-
tained, when one engine is suddenly made inoperative—V MCA is a
function of engine thrust which varies with altitude and temperature.
The V MCA presented in the AFM was determined for maximum take-
off thrust. V MCA = 92 KIAS.
V MCG Minimum speed on the ground at which directional control can be

maintained, when one engine is suddenly made inoperative, using
only aerodynamic controls—V MCG is a function of both airplane
weight and engine thrust, which varies with altitude and tempera-
ture. The V MGC presented was determined for maximum takeoff
thrust. V MCG = 95 KIAS.
V MO/
M MO Maximum operating limit speed
VR The rotation speed is the speed at which rotation is initiated during

takeoff to attain V 2 climb speed at or before a height of 35 feet
above runway surface has been reached.
V REF The airspeed equal to the landing 50-foot point speed (1.3 V SO )
with landing flaps and landing gear extended

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V SO The stalling speed or the minimum steady flight speed in the land-
ing configuration (Table PER-1)
V S1 The stalling speed or the minimum steady flight speed obtained in

a specified configuration
VX Best angle-of-climb speed (multiengine, flaps 15°) 113 KIAS
VY Best rate-of-climb speed (multiengine, flaps 15°) 167 KIAS
Visible Moisture—Visible moisture includes, is not limited to, the follow-

ing conditions: fog with visibility less than one mile, wet snow, and rain.
Wind—The wind velocities recorded as variables on the charts in the AFM

are to be understood as the headwind or tailwind components of the actual
winds at 32.8 feet (10 meters) above the runway surface (tower winds).
Table PER-1. CONFIGURATIONS
NUMBER OF FLAP
OPERATING THRUST SETTING GEAR
ENGINES (DEGREE)
1ST SEGMENT 1 TAKEOFF UP OR 15° DOWN
TAKEOFF CLIMB
2ND SEGMENT 1 TAKEOFF UP OR 15° UP
TAKEOFF CLIMB
TAKEOFF (5 MINUTES
3RD SEGMENT 1 MAXIMUM), 15° UP
HORIZONTAL THEN MAXIMUM UP
ACCELERATION CONTINUOUS SINGLE-
ENGINE THRUST
MAXIMUM
ENROUTE CLIMB 1 CONTINUOUS SINGLE- UP UP
ENGINE THRUST
APPROACH CLIMB 1 TAKEOFF 15° UP
LANDING CLIMB 2 TAKEOFF 35° DOWN
NOISE CHARACTERISTICS
CERTIFIED NOISE LEVELS
The following noise levels (Table PER-2) were established using test data ob-
tained and analyzed under procedures of Part 36, Amendment 18. The Citation
CJ1 complies with Part 36, Stage 3 requirements.
Takeoff and sideline noise levels were obtained at a takeoff weight of 10,600
pounds with 15° flaps and climb speed of 120 KIAS. For takeoff, thrust was
cut back from takeoff N 1 to 84.0% N 1 at 2,560 feet AGL. Approach data was
obtained at 9,800 pounds, landing gear down, flaps 35°, and 119 KIAS.
No determination has been made by the Federal Aviation Administration that

the noise levels of this airplane are or should be acceptable or unacceptable
for operation at, into, or out of any airport.

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Table PER-2. NOISE LEVELS
NOISE REFERENCE EPNdB
TAKEOFF 73.6
SIDELINE 83.6
APPROACH 89.7
SUPPLEMENTAL ICAO ANNEX 16,

CHAPTER 3 NOISE LEVEL INFORMATION
The ICAO Annex 16, Chapter 3, noise values are the same as those for Part
36, Amendment 18, and were obtained with the procedures used to establish
compliance with Part 36, Amendment 18. The ICAO Annex 16, Chapter 3,
noise levels were obtained by analysis of approved data used to demonstrate
compliance with Part 36, Amendment 18, Noise Standards. This data is ap-
plicable only after approval of the Civil Aviation Approving Authority of the
country of airplane registration, including approval of the equivalent proce-
dures used to establish compliance with Part 36, Amendment 18.
SUPPLEMENTAL A-WEIGHTED NOISE LEVELS

The following A-weighted noise levels (Table PER-3) were established for
Part 36 reference conditions used in CERTIFICATED NOISE LEVELS.
Table PER-3. A-WEIGHTED NOISE LEVELS
NOISE REFERENCE dBA
TAKEOFF 60.5
SIDELINE 71.4
APPROACH 78.8
Takeoff and sideline noise levels were obtained at a takeoff weight of 10,600
pounds with 15° flaps and climb speed of 120 KIAS. For takeoff, thrust was
cut back from takeoff N 1 to 84.0% N 1 at 2,560 feet AGL. Approach data was
obtained at 9,800 pounds, landing gear down, flaps 35°, and 119 KIAS.

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ASSUMPTIONS
The data obtained from the tables in the AFM is based upon the previously
discussed conditions and factors. In addition, each chart or table lists the spe-
cific conditions that apply to it. The following discussions expand or clarify
these areas.
TAKEOFF FIELD LENGTH

The takeoff field length is based on the longer of three distances—accelerate-
stop or accelerate-go, or two engine distance to 35 feet times 115%. Accelerate-
stop is the distance required to accelerate to V 1 , lose thrust on one engine, and
abort the takeoff. Accelerate-go is the distance to accelerate to V 1 , lose thrust
on one engine, continue the takeoff, and arrive at a point 35 feet above the run-
way. It is normally not stated in the takeoff tables which distance is the limit-
ing factor because if the runway available meets or exceeds the runway required,
the airplane can abort or continue the takeoff within the allowable distance.
The takeoff field length is also based on holding the brakes while setting the
N 1 rpm to the value computed for the pressure altitude and temperature con-
ditions. Once the N 1 is set and stabilizes, the brakes are released. No data or
corrections to date are published for “running” takeoffs.
LANDING DISTANCE
The landing distance tables are based upon the airplane arriving at a point 50
feet above the landing runway threshold with the airspeed at V REF , preceded
by a 3°-approach angle. The power is reduced to idle at 50 feet, and maxi-
mum wheel braking is initiated upon nosewheel contact and continues through-
out the landing roll. The landing distance obtained from the tables is the total
distance from the threshold to the point where the airplane comes to a com-
plete stop.
ANTISKID
The power brake system with antiskid is standard equipment; therefore, all
of the takeoff and landing distances obtained from the AFM are predicated
on an operative antiskid system. If the antiskid is inoperable, then both the
takeoff field length and landing distance obtained from the AFM must be in-
creased by 40%.
TAKEOFF SPEEDS
V 1 is defined in the AFM as the takeoff decision speed. If the engine fails below
V 1 , the takeoff must be aborted since the accelerate-go distance is based on
twin-engine acceleration to that point. Engine failure past V 1 dictates con-
tinuing the takeoff since the accelerate-stop distance is based on applying the
brakes at V 1 .

V R is rotation speed. It is the optimum speed at which to rotate the airplane.

The accelerate-go distance is based on rotating the airplane at V R . Rotation
prior to and rotation after V R will both result in extending the accelerate-go
distance to reference zero (35 feet in the air). This, of course, would invali-
date the takeoff field length.
V 2 is defined as the takeoff safety speed. The airplane must accelerate to this
speed in the takeoff configuration at a point 35 feet above the runway. This
speed is maintained through gear retraction to 400 feet AGL. V 2 is the speed
the manufacturer determines in order to assure the minimum specified climb
gradient in the second segment of the climb, which is 2.4% gross climb gra-
dient (Part 25). For all practical purposes, V 2 could be equated to V XSE , or
best angle-of-climb speed, single engine.
V ENR is the single-engine enroute climb speed. This is the only speed that
the final segment of the Part 25 climb profile is based on. It could be equated
to the best rate-of-climb speed, single-engine or V YSE . The Part 25 climb pro-
file (Figure PER-1) is the standard that all transport category airplanes are
certificated to. The airplane must be flown in accordance with this profile dur-
ing single-engine takeoffs to ensure the specified climb performance and, most
importantly, obstacle clearance.
MAXIMUM
TAKEOFF THRUST CONTINUOUS
THRUST
T
EN
M
G
SE
AL 1,500 FEET
N
FI
3RD SEGMENT
2ND
SEGMENT
1ST
SEGMENT GEAR UP 400 FEET
REFERENCE ZERO
35 FEET
Figure PER-1. Part 25 Climb Profile
Reference zero is the point at the end of the takeoff field length where the
airplane is at least 35 feet in the air. It is at this point that gear retraction is
assumed to begin. The airplane speed is V 2 . Obstructions are measured in Part
25 from reference zero.
The first segment of the climb profile begins at reference zero and ends when
the landing gear is up and locked. There is no minimum specified climb gra-
dient other than a positive climb. The airplane cannot level out or descend
with the speed at V 2 .

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The second segment of the profile begins when the gear is up and locked. The
pitch attitude must be increased slightly in order to maintain V 2 since the drag
of the extended landing gear has been eliminated. The airplane now must
demonstrate a minimum gross climb gradient of 2.4%. This particular seg-
ment is usually the limiting segment when weight reductions for climb re-
quirements are required. This segment ends at 400 feet AGL.
The airplane now enters the third segment of the profile. This segment has
no climb requirement since it is an acceleration segment. The airplane is ac-
celerated through V 2 , the flaps are retracted, and the acceleration is contin-
ued to VENR. During this segment, the power is reduced to maximum continuous
if the 5-minute limitation on takeoff power has expired.
The pitch attitude is increased to maintain V ENR , the thrust is reduced to max-
imum continuous, and the airplane enters the final segment. The minimum
required gross climb gradient in this segment is 1.2%. Even though the
airplane is climbing at a greater rate than in the second segment, it is cover-
ing much more horizontal distance; therefore the gradient achieved decreased
from that in the second segment. This underscores the importance of climb-
ing at V 2 until 400 feet. The final segment ends at 1,500 feet where the air-
plane is considered to be enroute.
Remember that the Part 25 climb profile only applies during single-engine
takeoff situations. During a normal two-engine takeoff, the airplane will ex-
ceed all of the required gradients.
WEIGHT
Weight is the performance variable that is most easily controlled by the crew.
The discussion of performance boils down to the single fact that the airplane
must be at or below a given weight in order to obtain a specific performance
parameter, whether it is a climb gradient, field length, etc.
Weight limiting conditions for takeoff are as follows:
1. Design takeoff weight—always limiting
2. Climb requirements
3. Runway length
4. Obstacle clearance
5. Landing requirements at the destination
Weight limiting conditions for landing are as follows:
1. Design landing weight—again, always limiting
2. Climb requirements or brake energy limits

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3. Landing distance—not usually limiting
4. Takeoff field length requirements to depart again
ADVISORY PERFORMANCE INFORMATION

Citation CJ1 AFM not only contains dry takeoff and landing runway data in
AFM Section IV for normal flap settings, but also contains 0°- and 15°-flap
takeoffs on wet runways to 15-foot screen heights in Advisory Information
Section VII. This data is not FAA approved.
WARNING
These distances and corrections factors for wet and ad-

verse runway conditions are approximate and are to
be considered minimums, as actual runway conditions
may require distances greater than those determined.
DEFINITIONS
Runway Contaminated by Compacted Snow—A runway is considered con-
taminated by compacted snow when covered by snow which has been com-
pressed into a solid mass which resists further compression and will hold
together or break into lumps if picked up.
Runway Contaminated by Standing Water, Slush, or Loose Snow—A

runway is considered to be contaminated when more than 25% of the run-
way surface area (whether in isolated areas or not) within the required length
and width being used, is covered by surface water, more than 3 millime-
ters (0.125 inch) deep, or by slush, or loose snow, equivalent to more than
3 millimeters (0.125 inch) of water.
Runway Contaminated by Wet Ice—A runway surface condition where

braking action is expected to be very low, due to the presence of wet ice.
Wet Runway—A runway is considered wet when there is sufficient moisture

on the surface to appear reflective, but without significant areas of standing water.
WET RUNWAY TAKEOFF PERFORMANCE

Determine the takeoff field length using Figure 7-2 (flaps 0°) or Figure 7-4 (flaps
15°) from the following pages (AFM) for a wet runway, anti-ice systems off.
For anti-ice on or for runway gradients, make adjustments according to Figure
7-1 (flaps 0°) or Figure 7-3 (flaps 15°) of the AFM. Then determine the take-
off field length for a dry runway for the same conditions using Section IV (AFM)
and any appropriate correction factors. The takeoff field length is the longer
of the wet or dry takeoff field lengths. Use the V 1 determined from the wet run-
way performance.

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ADVERSE RUNWAY TAKEOFF PERFORMANCE

Determine the takeoff field length using Figure 4-19 (flaps 0°) or Figure 4-
21 (flaps 15°) in Section IV of the basic Airplane Flight Manual for a dry run-
way, anti-ice systems off. For anti-ice on or for runway gradients, make
adjustments using the following notes. From Figure 7-5 (flaps 0°) or Figure
7-6 (flaps 15°) determine the takeoff field length for the precipitation type
and depth.
NOTE
• If the runway has a gradient, the dry takeoff field
length must be adjusted in accordance with the
takeoff correction factors in Section IV before ap-
plying Figure 7-5 or Figure 7-6.
• If the anti-ice systems are on, the dry takeoff

field length must be adjusted in accordance with
the takeoff correction factors in Section IV be-
fore applying Figure 7-5 or Figure 7-6.
WET AND CONTAMINATED RUNWAY

LANDING PERFORMANCE
Determine the landing distance using Figure 4-40 (flaps full) in Section IV
of the basic Airplane Flight Manual for a dry runway. From Figure 7-7 (V REF )
and Figure 7-8 (V REF +10 knots) determine the landing distance for the pre-
cipitation type and depth. The difference between Figure 7-7 (V REF ) and
Figure 7-8 (V REF +10 knots) presents the comparison in distances of an over-
speed at V REF .
NOTE
• If the runway has a downhill gradient, the dry land-
ing distance must be adjusted in accordance with
the landing distance correction factors in Section
IV before applying Figure 7-7 or Figure 7-8.
• The published limiting maximum tailwind com-

ponent for this airplane is 10 knots. However, land-
ings on precipitation covered runways with any
tailwind component are not recommended.

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PERFORMANCE PROBLEMS
The following performance problem is offered for your practice and review
(Figures PER-2 through PER-9).
To complete this performance problem you will need the following references
and materials:
• Weight-and-Balance Worksheet (Cessna or FlightSafety)
• Airplane Flight Manual
• Airplane Operating Manual
• Airman’s Information Manual
• Part 91
There is no single solution to this problem. However, there are recommended

and preferred methods of operation. When you finish this problem, compare
your solution to the master solution prepared by FlightSafety instructors.
On September 20, you landed at South Lake Tahoe, California, with two pas-
sengers. The passengers are company engineers. They are at South Lake Tahoe
to do a site survey for a new golf course. On September 22, they are sched-
uled to depart for a meeting in Denver, Colorado, to report on their findings.
1. Flight Planning—The distance from South Lake Tahoe, California, to

Denver, Colorado, is approximately 720 nm. Forecast weather for
Denver on September 22, is VFR conditions from 0600 MST until 2000
MST. However, your company requires IFR fuel reserves on all flights.
Forecasts indicate a 50-knot tailwind between South Lake Tahoe and
Denver at 37,000 feet. Using the flight planning charts in the
Operations Manual:
a. What is the time and fuel required to fly to Denver using MAXIMUM
THRUST cruise charts at 37,000 feet?
b. How much additional fuel is required to meet the requirement for IFR
fuel reserves?
c. What is the total fuel load you will need for the flight?
d. How much oxygen is required, when normally pressurized, to

complete this flight under Part 91?
e. How long will the oxygen last at a cabin altitude (See Table PER-4) of
25,000 feet?
f. Passenger masks are certified for unpressurized use to what altitude?

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2. Weight and Balance—When you depart on September 22, you will

have the following passengers and cargo:
Aircraft
Basic Empty Weight 6,650 lb
Moment 16,784.60 (MOM/100)
CG—Arm
Passenger
Pilot 190
Copilot 160
Passenger 175
Passenger 160
Cargo
Hang-up Bags 50
Engineer’s Luggage 50
Survey Kit 40
a. What is the zero fuel weight?
b. What is your planned takeoff weight/moment?
c. What is the takeoff CG?
d. What is the maximum amount of cargo you can place in the nose
compartment?
NOTE
Use the weight and balance form (Figure PER-6 )
for calculations and compare your numbers with
the weight and balance calculations in Figure
PER-5. Use the standard AC seating configuration
chart for crew and passengers in the weight and
balance pages.

3. Equipment—When the landing gear was extended to land at South

Lake Tahoe, the antiskid annunciator light came on and stayed on. On
landing roll there was no antiskid.
a. If the antiskid is inoperative and you could not obtain repairs at South
Lake Tahoe as a 91 operator, could you dispatch without antiskid?
After parking the aircraft, a lineman informs you that your right navigation
light was not working when you taxied to park.
b. If the navigation light on the right wing tip is burned out and you
cannot obtain a new bulb at South Lake Tahoe as a Part 91 operator,
could you dispatch with the light inoperative?
During your preflight inspection you discover there are 13 static wicks.
c. How many static wicks are required for dispatch?
4. Takeoff—Forecast weather for South Lake Tahoe on September 22,

is listed below. Departure information is attached. The navigation light was
repaired. The antiskid system was not. Figure PER-7 may be helpful.
Pressure Altitude...................................................................... 6,000 FEET
Temperature ...................................................................................... +15°C
Ceiling................................................................... 500 FEET OVERCAST
Visibility .......................................................................................... 1/2 SM
Wind.................................................................................................. 330/20
a. Based on forecast weather, can a Part 91 pilot file and take off on an
IFR flight plan?
b. What Part 25 climb is guaranteed during first segment climb?
c. What is the minimum second segment net climb gradient guaranteed

by Part 25 for takeoff in VMC conditions?
d. What is the TERPS net climb gradient expected when none is

published?
e. Takeoff from South Lake Tahoe will be by SID or IFR departure

procedure. What climb gradient is required on RWY 36?
f. What takeoff gross weight will guarantee 5.0% net climb gradient
through 9,000 feet MSL for both 0°- and 15°-flap settings?
g. What flap setting will you use for takeoff and why?
h. Will the pilot be able to complete the flight as originally planned on the
weight and balance sheet?

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i. The object is to fly. What will the pilot do to complete the flight?
j. What is the runway gradient?
k. Compute the 0° and 15° takeoff field lengths at the lesser obstruction
clearance gross weights.
l. How much more runway is required with 0° flaps over 15° flaps at
6,000 feet pressure altitude?
m. How does anti-ice on affect actual airplane climb performance for

0°/15° flaps in first and second climb gradient?
n. If obstruction clearance is 5.0% net climb gradient and anti-ice is on,

what actual airplane climb performance will be used in the charts?
o. The Part 25 0°- and 15°-flap flightpath profile distances are increased
by what factor with anti-ice on?
p. Part 25 obstructions must be cleared vertically by .
q. TERP’s obstructions must be cleared by .
r. If the engine fails after V1 and you are in the clouds at V2 at 100 feet,
will you level off at the Part 25-400 foot AGL altitude?
s. During engine failure after V1 in answer 4r, what configuration will

you fly up to a safe altitude?
5. Climb—The ceiling was higher than forecast. You entered the clouds
at 1,100 feet AGL and broke out on top at 15,000 feet.
a. How long will it take you to climb to FL370 using a maximum rate
climb?
b. How much fuel will be used in the climb?
c. What is your climb capability (fpm) upon arriving at FL370?
d. What is the highest flight level attainable after takeoff without a step
climb?
e. If you returned to Tahoe for an emergency landing 15 minutes after

takeoff, what is the landing distance?
f. What is your adjusted landing distance if the runway is wet <0.01

inch? (AFM Advisory Information Tab)

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6. Enroute—Forecast winds at FL370 indicated a 50-knot tailwind.

Upon reaching FL370 you find that there is no tailwind component.
The winds at altitude are lighter than forecast with a direct crosswind
from the south.
a. With no tailwind, how much additional fuel will be required to reach
Denver?
b. What are two things you can do to arrive at Denver with the same fuel
reserves as originally planned?
c. If you lost an engine 30-minutes after takeoff, what is your maximum

single-engine altitude?
d. If the temperature at altitude were +10°C warmer than normal (ISA)

how much additional fuel will you use enroute to Denver?
7. Descent—Denver weather is VFR. Fifty miles from Denver you are

advised that due to traffic you will be required to hold at 20,000 feet.
The temperature is 15° C and 6,000 feet pressure altitude with calm
winds.
a. If you arrive at the holding fix with 1,200 pounds of fuel, how long can
you hold?
b. What is the recommended holding speed?
8. Landing—You are cleared to land with 500 pounds of fuel remain-

ing. Figure PER 8 may be helpful.
a. What is your VAPP and VREF speed and landing distance?
b. What is your landing CG?
c. What is your landing distance if there is slush on the runway?

FlightSafety
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Figure PER-2. South Lake Tahoe, California, Airport 11-1 Jeppesen Chart

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Figure PER-3. South Lake Tahoe, California, 10-3A

Shole One Departure (SID)

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Figure PER-4. South Lake Tahoe, California, 11-1

LDA DME-1 RWY 18 Approach Chart

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2 Calculate Zero Fuel Weight, Moment, and CG
Item Weight MOM/100

Basic Empty Weight 252.3 6,650 16,784.60
or
+ Payload 825 1,508.25
Zero Fuel Weight * 7,475 18,292.85
ZFW MOM = ZFW CG
244.7
Pilot 131.00 190 248.9
Copilot 131.00 160 209.6 3 Calculate Fuel Load and Ramp Weight
Seat 3
Seat 4 193.62 160 309.79 I ItemmIm Weightt
Seat 5 242.56 Zero Fuel Weight * 7,475
Seat 6 242.56 175 424.48 + Flight Fuel 1,800
+ Reserve Fuel 600
4
Seat 7 162.28 Calculate
LB Belted Toilet 267.45 Ramp Weight 9,875 Takeoff Fuel
Total Fuel
Nose Ballast 53.62 2,400
Nose Comp. 74.00 25 18.5 –Taxi Fuel
40 29.6
Cabin Comp. 270.70 –100
Tailcone Comp. 356.50 25 89.13 Takeoff Fuel
50 178.25
Refreshment 155.00 2,300
Center
Arm Rest 177.50 5 Calculate Takeoff Weight, Moment, and CG
Cabinet
Navigation 148.90 Item Weight MOM/100
Chart Case
Payload Zero Fuel Weight * 7,475 18,292.85
825 1,508.25
+Takeoff Fuel 2,300 5,847.75
Takeoff Weight 9,300 9,775 24,140.60
Takeoff MOM
= 246.9 Takeoff CG
Takeoff Weight
Item Weight
Zero Fuel Weight * 7,475
+ Reserves 500 600
Landing Weight
7,747 8,075
7
* See limitations
on next page.
Figure PER-5. Weight and Balance Calculations (Sheet 1 of 2)

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11,000
244.14” Maximum Ramp
10,700 lbs
Maximum T/O
10,600 lbs
10,000
Maximum Land
9,800 lbs
9,000 242.43”
8,800 lbs
Maximum ZFW
8,400 lbs
8,000
240.14”
7,700 lbs
7,000
BASIC
EMPTY
WEIGHT
lbs. 6,000
239” 241” 243” 245” 247” 249” 251” 253”
240.14” INCHES 248.78”
Weight Adjustment:
Weight Adjustment: TAKEOFF GWT

ZFGWT Other Weight Shift
=
= =
Original CG +/– Correction = Adjusted CG

1. TFL ≤ Runway Available 1. LDG DIST ≤ Runway Available
2. SE climb capability ≥ 1.6 %, 2nd Segment 2. Climb capability ≥ 2.1% SE
3. SE climb capability to clear any obstacle in ≥ 3.2% ME
4. Takeoff weight ≤ maximum certified
takeoff weight.
Figure PER-5. Weight and Balance Calculations (Sheet 2 of 2)

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ANSWERS TO PERFORMANCE
PROBLEMS AND REFERENCES
Questions based on 10,400 pounds conservative takeoff gross weight.
1. Flight Planning
a. Trip/flight time: 2+00 (Ref: O.M., Figure 7-12 [Sheet 9])
Trip/flight fuel: 1,753 pounds
This is 100 pounds taxi fuel + 1,653 pounds flight fuel = 1,753 pounds.
b. Based on Denver at 6,000 feet pressure altitude and a maximum rate of

climb at ISA (Ref: O.M., page 7-52) from the missed approach point to
FL 250 (any safe altitude above obstructions). Takeoff GWT at Lake
Tahoe was a conservative 10,600 pounds less 1,653 pounds = 8,947 at
KDEN. Use the conservative approach to the next higher pressure
altitude, next hotter temperature, and next heavier GWT breaks in the
chart. When computing N1 power settings, we always use the exact
temperature and pressure altitude.
ACTUAL (Ref: O.M., page 7-52)

SL-25K (–) SL-5K CL to FL 250 Wind affect on
:9 :02 :07 distance to level off.
30 nm 4 nm 26 nm +6 = 32 nm
191 lb 38 lb 143 lb
1,972 ft/min 3,535 ft/min
IFR reserves = 45 min (no altitude required) (Ref: O.M., page 7-64)
45 min (–) CL time: 07 = :38 at FL 250, ISA
Level Off GWT 8,947 (–) 143 lb = 8,804 lb
Use 9,000 lb at FL 250, ISA
NCT 775 lb/hr @ 319 KTAS:
:38 X 1,775 ⁄ 60 min = 490 lb
Maximum R/C: 07 143 lb
25K MCT ISA: 38 490 lb
= 45 633 @ 319 KTAS @ NCT
OR Minimum required at NCT
c. Least fuel required: 1,753 pounds + 633 pounds = 2,386 pounds @ 317
KTAS
(Use 600 and 1,800 on the weight and balance sheet)
(Ref: From 1a to 1b)
d. See Part 91.211 (b) (i): 10 for each occupant plus more if cabin
pressure goes above 12,500 feet MSL.
e. Standard: 22 ft3, 4 occupants, =39 min.

Optional: 50 ft3, 4 occupants, =89 min.
(Ref: PTM Misc. Table 17-1 and Table PER-4)

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f. Passengers unpressurized 25,000 MSL

(Ref: PTM, Misc. Table 17-1,
highest altitude shown and
warning PTM 17-6)
2. Weight and Balance
a. ZFGWT 7,475 lb
(Ref: Weight and balance form computations)
b. Planned takeoff GWT/Moment: 9,775 pounds @ 24,140.6 MOM/100
c. =246.9 inches
d. 400 lb
(Ref: Placard in the nose compartment or see
Weight and Moment table in AFM, page 6-11,
Figure 6-2, nose compartment, FS 14.00
400 pounds is the maximum listed.)
3. Equipment
a. Yes. See (KOEL) Kinds of Operating Equipment List in the AFM
limitations (Authority).
See “Dispatch with Antiskid Inoperative” checklist.
TFL x 1.4—Assure adequate runway for takeoff.
LD x 1.4—Assure adequate runway for landing.

(Ref: PTM Table LIM-3)
b. Yes. For day VFR, or day IFR, and in icing conditions.

No. For night operations.
(Ref: PTM Table LIM-3,
AFM Limitations,
Part 91.205 (c) (3),
Part 91.209 Night,
Part 91.213 (d) (iii)
c. 15 static wicks installed, 15 required.
(Ref: PTM Table LIM-4,
AFM Limitations)

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

1 1 1 1 1 1
8,000 131 64 43 32 25 21 18
10,000 143 67 44 33 26 22 19
15,000 190 77 49 35 28 23 20
20,000 269 89 53 38 30 24 21
25,000 181 78 50 36 29 24 20
30,000 240
34,000 315
50 FT3
2 2 2 2 2 2
8,000 150 99 74 59 49 42 36
10,000 164 105 77 61 50 43 37
15,000 217 126 88 68 55 47 40
20,000 307 153 102 76 61 51 44
25,000 207 124 89 69 57 48 41
30,000 274
34,000 360

1 1 1 1 1 1
8,000 300 147 97 73 58 48 41
10,000 327 154 101 75 60 49 42
15,000 434 177 111 81 64 52 45
20,000 615 204 122 87 68 55 47
25,000 413 177 113 83 65 54 46
30,000 548
34,000 720
NOTE
Cockpit masks are assumed to be at the normal set-
ting of 20,000 feet cabin altitude, with a respiratory
rate or 10 liters per minute—body temperature pres-
sure saturated and at 100% setting at and above
25,000 feet.

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2 Calculate Zero Fuel Weight, Moment, and CG
Item Weight MOM/100

Basic Empty Weight
or
+ Payload
1 Calculate Payload Weight and Moment Zero Fuel Weight *
ZFW MOM = ZFW CG

Pilot 131.00
Copilot 131.00
Seat 3
Seat 4 193.62 I ItemmIm Weightt
Seat 7 162.28 + Reserve Fuel
4
LB Belted Toilet 267.45 Calculate
Ramp Weight Takeoff Fuel
67.45 Total Fuel
Nose Ballast 53.62
Nose Comp. 74.00 –Taxi Fuel
Cabin Comp. 270.70
Tailcone Comp. 356.50 Takeoff Fuel
Refreshment 155.00
Center
Arm Rest 177.50 5 Calculate Takeoff Weight, Moment, and CG
Cabinet
Navigation 148.90 Item Weight MOM/100
Chart Case
Payload Zero Fuel Weight *
+Takeoff Fuel
Takeoff Weight
Takeoff MOM
= Takeoff CG
Takeoff Weight
Item Weight
Zero Fuel Weight *
+ Reserves
Landing Weight
7
* See limitations
on next page.
Figure PER-6. Weight and Balance Form (Sheet 1 of 2)

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11,000
244.14” Maximum Ramp
10,700 lbs
Maximum T/O
10,600 lbs
10,000
Maximum Land
9,800 lbs
9,000 242.43”
8,800 lbs
Maximum ZFW
8,400 lbs
8,000
240.14”
7,700 lbs
7,000
lbs. 6,000
239” 241” 243” 245” 247” 249” 251” 253”
240.14” INCHES 248.78”
Weight Adjustment:
TAKEOFF GWT Shift:

=
= =
Original CG +/– Correction = Adjusted CG

2. SE climb capability ≥ 1.6 % Net in 2nd Segment 2. Climb capability ≥ 2.1% Gross SE
3. SE climb capability to clear any obstacle in ≥ 3.2% Gross ME
takeoff weight. 5. Destination Takeoff Field Length to depart
Figure PER-6. Weight and Balance Form (Sheet 2 of 2)

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ANSWERS TO PERFORMANCE PROBLEMS

AND REFERENCES (Cont)
4. Takeoff
a. Yes
(Ref: Part 91 not addressed)
b. A positive climb (Ref: Figure PER-11)
c. 2.4 % (–) 0.8 % = 1.6% Net CL gradient
(Ref: AFM, Performance, Definitions
“Net Climb Gradient,” page 4-9)
d. 200 ft/nm Rise ⁄ Run 200 ⁄ 600 = 3.3% (Ref: AIM 5-2-6b.3)
(Ref: Figure PER-2)
e. IFR departure procedure 400 ft/nm to
8,300-ft MSL using runway 36
Rise ⁄ Run = 400 ft ⁄ nm = 400 ft ⁄ 6,000 ft = 6.6% Net CL Gradient
to 8,300 ft MSL.
OR
10-3A Shole 1 SID, 5% to 9,000-ft MSL using runway 36
(Ref: Figure PER-3)
f. 0° flaps, takeoff GWT:
9,500 lb @ 6,000 PA/15° C (Ref: Figure 4-32 [Sheet 4])
9,000 lb @ 9,000 feet PA @ (8,300 ft and 10°C [Sheet 6])
15° flaps takeoff GWT: 9,000 lb @ 6,000 ft PA/15°C
(Ref AFM Figure 4-34 [Sheet 4])
8,400 lb @ 9,000 feet PA @ (8,300 feet and 10°C)
(Ref: AFM Figure 4-34 [Sheet 6])
9,500/9,000 lb Ave 0° flap GWT = 9,300 lb
9,000/8,400 Ave 15° flaps GWT = 8,700 lb
Data block for takeoff:
Takeoff GWT 0° flaps ..... 9,300 pounds
Takeoff GWT 15° flaps .... 8,700 pounds
Pressure altitude .................. 6,000 feet
Temperature ............................... 15°C
WX 500 feet overcast ................ 1/2 sm
Wind ....................................... 330/20
Runway ..........................357° magnetic
Flaps ........................................ 0°/15°
Engine A/IO ................................ OFF
HWC ..................................... 17 knots
CL gradient ................................ 5.0%
g. 0° flaps (Ref: 4f above) to carry more fuel
h. No

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i. Load 475 pounds less fuel to make climb gradient 5%, use FL 370
LRC power setting, and refer to answer 1b. Use the LRC mini-
mum fuel reserve at destination (150 pounds).
j. 6,264 – 6,251 = 13 feet and 13 ⁄ 8,544 = 0.1% (negligible)
NO RWY GRADIENT
(Ref: Figure PER-2)
k. 0° TFL 5,160 feet @ 9,300 lb
15° TFL 3,260 feet @ 8,700 lb
l. 5,160 ft less 3,260 ft = 1,900 ft more TFL
(Ref: See answer k)
m. All @ 3% loss (net climb gradient)
(Ref: 1st segment 0° flap Figure 4-28/29 [Sheet 4])
(Ref: 1st segment 15° flap Figure 4-30/31 [Sheet 4])
(Ref: 2nd segment 0° flap Figure 4-32/33 [Sheet 4])
(Ref: 2nd segment 15° flap Figure 4-34/35 [Sheet 4])
n. 5% in anti-ice on charts
o. 0° = 3.1/4.1 (Ref: AFM Figure 4-23)
15° = 2.0/3.1/4.0 (Ref: AFM Figure 4-26)
p. 35 ft (Ref: Part 25)
q. 48 feet per nautical mile (Ref: AIM 5-2-6 b. 2.)
r. No. Level off at safe altitude, e.g., obstruction clearance altitude
MEA, or assigned altitude (not 400 ft AGL).
s. Maintain TOP, V 2 , takeoff flap setting and do not change, max-
imum bank 15° to 11,900 at SWR VOR.
(Ref: Part 25 1st and 2nd climb gradient criteria)
5. Climb
a. SL to 37K anti-ice off: 26
SL to 15K anti-ice on: –7
Total: 19 minutes
(Ref: OM Figure 7-15 [Sheet 1])
b. SL to 37K anti-ice off: 432 pounds
SL to 15K anti-ice on: –157 pounds
Total: 275 pounds
(Ref: Climb data above)
c. 819 ft/min anti-ice off (Ref: Climb data above)
d. FL 390 (See asterisk) (Ref: OM Figure 7-15 [1 of 2])
e. Takeoff GWT............... 9,300 pounds
Flaps ........................................... 0°
Pressure altitude ............... 6,000 feet

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Temperature ............................ 15°C

Ceiling ............................. 1,100 feet
Visibility ............................... 1/2 sm
Wind .................................... 330/20
Runway .............. 36 (357° magnetic)
Engine
anti-ice ............. Off below 8,500 feet
HWC .....................................+17 kts
Estimated landing GWT:
9,300
–275 climb fuel
9,025 (use 9,000 pounds)
Landing distance 2,820 feet V APP 111/V REF 104

(Ref: Figure 4-35 [13 of 30])
f. 2,820 feet X 1.3 = 3,666 feet
(Ref: AFM Advisory Information tab, Figure 7-7)
6. Enroute
a. 1,851 pounds
–1,718 pounds
133 pounds based on original conditions at 10, 400 pounds
(Ref: O.M Figure 7-12 [Sheet 9])
b. Go 4,000 feet higher (FL 410 if possible) or use F370 NCT in lieu
of MCT.
(Ref: O.M. Figure 7-12 [Sheet 11])
c. Approximate GWT 8,800 pounds, FL 270
d. Cruising at 37,000 feet with 50 KTWC doing 56.5 nm/100 ISA
and 58.5 nm/100 ISA + 10°C
N 8,800 pounds
Use 9,000 pounds
50 Kt TWC
58.5-56.5 ⁄ 56.5 = 3.5% more fuel
(Ref: Figure 7-17 [Sheet 14])
7. Descent
a. Fuel for hold equals 1,200 – 600 reserves = 600 pounds to hold
Anti-ice off, 8,000 lb GWT, 20K, 140 KIAS, 446 pph
60 min ⁄ 446 X 600 = 80.7 min
(Ref: O.M. Figure 7-20)
b. 140 pounds
(Ref: O.M. Figure 7-20)

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8. Landing
a. GWT ........................... 8,075 pounds
Temperature ............................ 15°C
Pressure altitude ............... 6,000 feet
Winds ..................................... Calm
Landing distance .............. 2,820 feet
VAPP 105 and V REF 98
(Ref: AFM Figure 4-35 [14 of 30])
b. 244.9 OK. See weight and balance sheet:
Pick off CG for known GWT 8,075 pounds
(Ref: Weight and balance sheet)
c. (0.125) 5,350 (Ref: AFM Figure 7-1)
MISSION PLANNING
CRITERIA
The following mission planning table provides flight time and fuel burn
statistics for selected distances and altitudes.
Flight time represents the time for the climb, cruise, and descent portion of
the mission. No allowance has been added for taxi, takeoff, or approach. Fuel
burn represents the total amount of fuel consumed for taxi, climb, cruise, and
descent. There is a taxi allowance of 80 pounds of fuel included in all fuel
burn figures. IFR fuel reserves are considered in each case but are not included
in the fuel burn figure.
The mission planning table reflects a climb using the cruise climb and max-
imum cruise thrust, and descent using the high-speed descent schedule.
Standard day conditions are assumed with zero wind enroute. The effects of
wind can be determined from the wind correction factors table (Table PER-
5). Apply the wind correction factor to the zero wind flight time and fuel burn
to estimate the impact of wind.
Typical cruise altitudes for various distances are as follows:
Distance (nm) Typical Cruise Altitude (ft)
0 – 100 9,000 – 18,000

101 – 200 17,000 – 29,000
201 – 300 28,000 – 35,000
301 – 500 33,000 – 39,000
501 – 900 39,000 – 41,000
901+ 39,000 – 41,000

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Table PER-5. WIND CORRECTION
WIND CORRECTION FACTORS*

TRUE
HEADWIND (KNOTS) TAILWINDS (KNOTS)
AIRSPEED
100 75 50 25 0 25 50 75 100
(KNOTS)
260 1.63 1.41 1.24 1.11 1.00 0.91 0.84 0.78 0.72
280 1.56 1.37 1.22 1.10 1.00 0.92 0.85 0.79 0.74
300 1.50 1.33 1.20 1.09 1.00 0.92 0.86 0.80 0.75
320 1.45 1.31 1.18 1.08 1.00 0.93 0.86 0.81 0.76
340 1.42 1.28 1.17 1.08 1.00 0.93 0.87 0.82 0.77
360 1.38 1.26 1.16 1.07 1.00 0.93 0.88 0.83 0.78
380 1.36 1.25 1.15 1.07 1.00 0.94 0.88 0.84 0.78
* Wind correction factor is calculated as KTAS divided by the sum of KTAS ± wind component.
FUEL RESERVES
Fuel reserves are based on three passengers, standard day, and zero wind.
VFR Fuel Reserves

Day (30 minutes) ............................................................. 213 pounds
Night (45 minutes)........................................................... 323 pounds
IFR Fuel Reserves (Alternate plus 45 minutes)

100 nautical miles alternate .............................................. 630 pounds
NBAA IFR Reserves*

300 nautical miles alternate ........................................... 1,020 pounds
* NBAA IFR reserves are defined as the amount of fuel for the following profile:
• A five-minute approach at sea level
• Climb to 5,000 feet
• A five-minute hold at 5,000 feet
• Climb to cruise altitude for diversion to the alternate airport

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• Cruise at long-range cruise power
• Descend to sea level
• Land within 30 minutes of holding fuel at 5,000 feet


CONTENTS
Page
CREW CONCEPT BRIEFING GUIDE ........................................ CRM-1
Introduction .............................................................................. CRM-1
Common Terms ........................................................................ CRM-1
Pretakeoff Briefing (IFR/VFR) ................................................ CRM-3
Crew Coordination Approach Sequence .................................. CRM-3
ALTITUDE CALLOUTS .............................................................. CRM-6
Enroute .................................................................................... CRM-6
Approach—Precision .............................................................. CRM-6
Approach—Nonprecision ........................................................ CRM-7
Significant Deviation Callouts.................................................. CRM-8
FOR TRAINING PURPOSES ONLY CRM-i

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ILLUSTRATIONS
Figure Title Page
CRM-1 Situational Awareness in the Cockpit ...................... CRM-2
CRM-2 Command and Leadership ........................................ CRM-2
CRM-3 Communication Process .......................................... CRM-4
CRM-4 Decision-Making Process ........................................ CRM-4
FOR TRAINING PURPOSES ONLY CRM-iii

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(CRM)
CREW CONCEPT BRIEFING GUIDE
INTRODUCTION
Experience has shown that adherence to SOPs helps to enhance individual and
crew cockpit situational awareness and will allow a higher performance level
to be attained. Our objective is for standards to be agreed upon prior to flight
and then adhered to, such that maximum crew performance is achieved. These
procedures are not intended to supercede any individual company SOP, but
rather are examples of good operating practices.
COMMON TERMS
PIC Pilot in Command
Designated by the company for flights requiring more than one pilot.
Responsible for conduct and safety of the flight. Designates pilot
flying and pilot not flying duties.
F Pilot Flying
Controls the aircraft with respect to assigned airway, course, alti-

tude, airspeed, etc., during normal and emergency conditions.
Accomplishes other tasks as directed by the PIC.
N Pilot Not Flying
Maintains ATC communications, copies clearances, accomplishes

checklists and other tasks as directed by the PIC.
B Both
FOR TRAINING PURPOSES ONLY CRM-1

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CAPTAIN COPILOT Remember

INDIVIDUAL INDIVIDUAL
S/A S/A 2+2=2
- or -
2+2=5
(Synergy)
GROUP
S/A IT's UP TO YOU!
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
1. FAILURE TO MEET TARGETS

OPERATIONAL
2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. NO ONE "FLYING AIRPLANE"
6. NO ONE "LOOKING OUT WINDOW"
7. COMMUNICATIONS
8. AMBIGUITY
HUMAN
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.
CRM-1. Situational Awareness in the Cockpit
LEADERSHIP STYLES
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
STYLE LEADERSHIP LEADERSHIP
STYLE
(EXTREME) STYLE STYLE
(EXTREME)
PARTICIPATION
LOW HIGH
Command — Designated by Organization

— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on "What's right," not "Who's right"
CRM-2. Command and Leadership
CRM-2 FOR TRAINING PURPOSES ONLY MAY 1999

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PRETAKEOFF BRIEFING (IFR/VFR)

NOTE
The following briefing is to be completed during
item 1 of the pretakeoff checklist. The pilot flying will
accomplish the briefing.
1. Review the departure procedure (route and altitude, type of takeoff,

significant terrain features, etc.)
2. Review anything out of the ordinary
3. Review required callouts, unless standard calls have been agreed upon,
in which case a request for "Standard Callouts" may be used
4. Review the procedures to be used in case of an emergency on departure
5. As a final item, ask if there are any questions
6. State that the pretakeoff briefing is complete
CREW COORDINATION APPROACH SEQUENCE

NOTE
The following crew coordination approach sequence
should be completed as early as possible, prior to ini-
tiating an IFR approach. These items are accomplished
during the “APPROACH (IN RANGE)” checklist.
F—Requests the pilot not flying to obtain destination weather—Transfer of

communication duties to the pilot flying may facilitate the accomplish-
ment of this task.
N—Advises the pilot of current destination weather, approach in use, and spe-
cial information pertinent to the destination

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INTERNAL EXTERNAL INTERNAL

BARRIERS BARRIERS BARRIERS THINK:
• Solicit and give
NEED SEND RECEIVE OPERATIONAL feedback
GOAL
• Listen carefully
• Focus on behavior,
not people
• Maintain focus on
the goal
• Verify operation
FEEDBACK outcome is
achieved
ADVOCACY: to increase others' S/A INQUIRY: to increase your own S/A

• State Position • Decide What, Whom, How to ask
• Suggest Solutions • Ask Clear, Concise Questions
• Be Persistent and Focused • Draw Conclusions from
• Listen Carefully Valid Information
• Keep an Open Mind
— REMEMBER—
Questions enhance communication flow.
Don't give in to the temptation to ask questions when Advocacy is required.
Use of Advocacy or inquiry should raise a "red flag."
CRM-3. Communication Process
HINTS:
• Identify the problem:
EVALUATE
RESULT RECOGNIZE — Communicate it
NEED
— Achieve agreement
IDENTIFY — Obtain commitment
AND
IMPLEMENT DEFINE • Consider appropriate SOP's
PROBLEM
RESPONSE
• Think beyond the obvious
COLLECT alternatives
FACTS
• Make decisions as a result
SELECT A
RESPONSE IDENTIFY
ALTERNATIVES
of the process
WEIGH IMPACT
OF ALTERNATIVES
• Resist the temptation to
make an immediate decision
and then support it with facts
CRM-4. Decision-Making Process
CRM-4 FOR TRAINING PURPOSES ONLY

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F—Requests the pilot not flying to perform the approach setup
N—Accomplishes the approach setup and advises of frequency tuned, iden-

tified and course set
F—Transfers control of the aircraft to the pilot not flying, advising, “You have
control, heading ____________ , altitude ____________ ” and special in-
structions. (Communications duties should be transferred back to the
pilot not flying at this point.)
N—Responds, “I have control, heading ___________ , altitude ___________ .”
F—Advises, "Approach briefing."
F—At the completion of the approach briefing, the pilot flying advises,
“Approach briefing complete.”
F—Advises, “I have control, heading ___________ , altitude ___________ .”
N—Confirms “You have control, heading ___________, altitude ___________ .”
F—“Before Landing checklist.”
N—“Before Landing checklist complete.”
NOTE
The above sequence should be completed prior to
the FAF.
NOTE
During the above sequence, the terms F and N have
not been reversed during the time that transfer of
control occurs.

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ALTITUDE CALLOUTS
ENROUTE
1,000 Feet Prior to Level-Off
N F
State altitude leaving and assigned “ROGER”

level-off altitude
“100 above/below” “LEVELING”
APPROACH—PRECISION
N F
At 1,000 feet above minimums
“1,000 feet above minimums” “DH __________”
At 500 feet above minimums
“500 feet above minimums” “NO FLAGS”
“100 feet above minimums” “APPROACHING

MINIMUMS”
At decision height (DH)
“Minimums, approach lights at “CONTINUING”

(clock position)"
OR
“Minimums, runway at “CONTINUING”
(clock position)”
OR
“Minimums, runway not in sight” “GO AROUND”

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APPROACH—NONPRECISION
N F
At 1,000 feet above minimums
“1,000 feet above minimums” “MDA _____________”
“500 feet above minimums” “NO FLAGS”
“100 feet above minimums” “APPROACHING

MINIMUMS”
At minimum descent altitude (MDA)
“Minimums” “LEVEL”
At missed approach point (MAP)
“Approach lights at (clock position)” “CONTINUING”
OR
“Runway at (clock position)” “CONTINUING”
OR
“Runway not in sight” “GO AROUND”

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SIGNIFICANT DEVIATION CALLOUTS

N F
IAS ± 10 KIAS
“V REF ± ______” “CORRECTING TO ________”
Heading ±10° enroute, 5° on approach
“Heading ________ degrees left/right “CORRECTING TO ________”
Altitude ±100 feet enroute, +50/–0 feet on final approach
“Altitude _________ high/low” “CORRECTING TO ________”
CDI left or right one dot
“Left/right of course ________ dot” “CORRECTING”
RMI course left or right ±5°
“Left/right of course ________ degrees” “CORRECTING”
Vertical descent speed greater than 1,000 fpm on final approach
“Sink rate _________” “CORRECTING”
Bank in excess of 30°
“Bank ________ degrees” “CORRECTING”

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RECURRENT SYLLABUS
CONTENTS
Page
GENERAL INFORMATION ............................................................ RS-1
Specialty Curriculum—§61.58 ................................................ RS-1
Type of Aircraft: Citation CJ1 (CE-525) .................................. RS-1
Curriculum Prerequisites .......................................................... RS-1
GROUND TRAINING CURRICULUM SEGMENT........................ RS-2
Programmed Training Hours .................................................... RS-2
Curriculum Segment Outline .................................................... RS-2
Training Module Outlines ........................................................ RS-4
FLIGHT TRAINING CURRICULUM SEGMENT ........................ RS-13
Curriculum Segment Outline .................................................. RS-13
Programmed Training Hours .................................................. RS-15
Flight Training Module Outlines ............................................ RS-16
GRADING AND EVALUATION .................................................... RS-21
COMPLETION STANDARDS ........................................................ RS-22
FOR TRAINING PURPOSES ONLY RS-i

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ILLUSTRATION
Figure Title Page
RS-1 Typical §91 or §135 Pilot Recurrency Schedule ........ RS-24
TABLES
Table Title Page
RS-1 Total Programmed Training Hours................................ RS-2
RS-2 Flight Simulator as a §91 Crew .................................. RS-15
RS-3 Flight Simulator for §91 Single Pilots ........................ RS-15
RS-4 Flight Simulator as a §135 Crew ................................ RS-16
RS-5 Flight Simulator for §135 Single Pilots ...................... RS-16
FOR TRAINING PURPOSES ONLY RS-iii

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RECURRENT SYLLABUS
GENERAL INFORMATION
SPECIALTY CURRICULUM—§61.58
This CFR §142 Training Center approved course satisfies the requirements
of PIC Proficiency Check: Operation of aircraft requiring more than one
pilot flight crew member. A §142 approved Level C simulator is used with
approved school, curriculum, instructors, and course.
TYPE OF AIRCRAFT: CITATION CJ1 (CE-525)

Completion of this curriculum satisfies the requirements of §61.58 if the
proficiency check is completed as a crew.
NOTE
Completion of the §61.63 or §61.157 core curricu-
l u m s s a t i s fi e s t h e r e q u i r e m e n t s o f t h e § 6 1 . 5 8
curriculum.
CURRICULUM PREREQUISITES
A pilot may enroll in the §61.58 curriculum if that person holds the following:
1. At least a current private pilot certificate with appropriate type rating in

the Citation CJ1 and
2. An appropriate instrument rating in the case of flight under IFR
A pilot may enroll in the §135.351 curriculum if that person holds the following:
1. At least a current commercial pilot certificate with appropriate category,

class, and type ratings (if type rating is required) in the Citation CJ1 and
2. An appropriate instrument rating in the case of flight under IFR
FOR TRAINING PURPOSES ONLY RS-1

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GROUND TRAINING CURRICULUM SEGMENT

PROGRAMMED TRAINING HOURS
The programmed training hours scheduled for the ground training segment
are indicated in Table RS-1.
Table RS-1. TOTAL PROGRAMMED TRAINING HOURS
TRAINING HOURS §61.58 §135.351
General Operational Subjects 3.1 3.1
Aircraft Systems 6.8 6.8
Systems Integration 1.0 1.0
Briefing/Debriefing 3.0 3.0
Total 13.9 12.9
Objective of Ground Training

The objective of ground training is to provide pilots with the necessary train-
ing to become familiar with all information concerning the aircraft’s power-
plant, major components and systems, major appliances, performance and
limitations, standard and emergency operating procedures, and the contents
of the approved aircraft flight manual or approved manual material, placards,
and markings.
CURRICULUM SEGMENT OUTLINE

The ground training curriculum segment outline is comprised of the follow-
ing subject areas: General Operational Subjects, Aircraft Systems, and Systems
Integration.
General Operational Subjects

The subject of ground training, referred to as “general operational subjects,”
includes instruction on certain operational requirements.
A. Weight and Balance Module
B. Performance Module
C. Flight Planning Module
D. Approved Flight Manual/Aircraft Operating Manual Module

(as appropriate)
RS-2 FOR TRAINING PURPOSES ONLY

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E. Windshear Training Module (if required)
F. High Altitude Training Module (if required)*
G. Crew Resource Management (CRM) Module
* This module may be omitted depending on aircraft certification or if

proof of high altitude training is provided.
** The §61.58 training curriculum is for part 61 operators. In Chapter 11,

the Windshear Training Module is included without the “if required”
caveat. The §135.351 training curriculum is recurrent training for Part
135 operators.
Aircraft Systems
The training modules presented in the aircraft systems subject area consist
of a breakdown of the various systems of the aircraft. These modules may be
taught in any sequence; however, all modules will be covered.
A. Aircraft General
B. Master Warning
C. Lighting
D. Powerplant
E. Fire Protection
F. Electrical
G. Fuel
H. Hydraulics (General)
I. Thrust Attenuators
J. Landing Gear and Brakes
K. Flight Controls
L. Pneumatics/Air Conditioning
M. Pressurization
N. Oxygen

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O. Ice and Rain Protection
P. Avionics
Q. Test and Critique (as required)
Systems Integration
Systems Integration provides the pilot with instruction on aircraft systems
interrelationships with respect to normal, abnormal, and emergency pro-
cedures. Pilots will be introduced to, and will exercise in, the elements of
Crew Resource Management as part of the integration process, including,
but not limited to such elements as Situational Awareness and the Error Chain,
S y n e r g y a n d C r e w C o n c e p t , a n d Wo r k l o a d A s s e s s m e n t a n d Ti m e
Management. Systems Integration training is conducted during a separate
Ground Training session.
Completion Standards
A. Aircraft Systems—The pilot must demonstrate adequate knowledge of the
aircraft systems, performance, and flight planning by successfully
completing a knowledge test with a minimum score of 70% that is
corrected to 100%.
B. Systems Integration—The pilot must be able to describe, locate, and

identify aircraft systems; perform normal, abnormal and emergency
checklists; program and operate long range navigation systems as
required; and demonstrate adequate knowledge of aircraft maneuvers,
procedures, and crew resource management during an equipment
knowledge test conducted by the Administrator or by a properly
designated Training Center Evaluator. In other than 135 the test may be
conducted at any point in the course provided that it is accomplished prior
to program completion.
TRAINING MODULE OUTLINES

General Operational Subjects Modules
A. Weight and Balance Module
1. General Principles and Methods of Weight and Balance Determination
2. Operations
3. Limitations
B. Performance Module
1. Use of charts, tables, tabulated data, and other related material
2. Performance Problems, Normal, Abnormal, and Emergency Conditions

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3. Performance limiting factors such as runway length, ambient

temperature, runway contamination, runway slope, etc.
C. Flight Planning Module
1. Flight Planning Charts such as Fuel Consumption Charts

2. Operations
3. Limitations
D. Approved Flight Manual (AFM)/Aircraft Operating Manual Module (as

appropriate)
1. Applicability and description of the AFM
2. Normal, Abnormal, and Emergency Procedures Sections
3. Limitations Section
4. General Performance Section
5. Systems Description
6. Appendices, Bulletins, and Supplements
E. Windshear Training Module (as required)
1. Windshear Weather
2. High Altitude Meteorology
3. Lessons Learned from Windshear Encounters
4. Model of Flight Crew Actions
F. High Altitude Training Module (if required)
1. High Altitude Aerodynamics and Meteorology
2. Respiration
3. Effects, Symptoms, and Causes of Hypoxia and other High

Altitude Sickness
4. Duration of Consciousness without Supplemental Oxygen
5. Effects of Prolonged Use of Oxygen
6. Causes and Effects of Gas Expansion and Gas Bubble Formation and
High Altitude Sickness

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7. Preventative Measures for Eliminating Gas Expansion, Gas

Bubble Formation, and High Altitude Sickness
8. Physical Phenomena and Incidents of Decompression
9. Any other physiological aspects of high altitude flight
G. Crew Resource Management (CRM) Module
Applied CRM is monitored/practiced in each System Integration/Flight

Simulator/Aircraft Session. The subjects include the following:
1. Situational Awareness and the Error Chain
2. Communication
3. Synergy and Crew Concept
4. Workload Assessment and Time Management
5. Briefing
6. Reliance on Automation
7. Decision Making and Judgement
8. Stress
Aircraft Systems Modules

A. Aircraft General Module
1. General
a. Contents of AFM/Operations Manual (as appropriate)
b. Training Manuals
c. System Description
(1) Structures
(2) Airplane Systems
(3) Publications
(4) Controls and Components
(5) Placards and Markings

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2. Operations
3. Limitations
B. Master Warning Module
1. General
a. Rotary Test
b. Annunciators
2. Operations
3. Abnormal and Emergency Procedures
C. Lighting Module
1. General
a. Interior Lighting
b. Exterior Lighting
c. Annunciators
2. Operations
D. Powerplant Module
1. General
a. System Description
b. Ignition and Start System
c. Engine Fuel System
d. Engine Oil System
e. Synchronizing
f. Annunciators

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2. Operations
3. Limitations
E. Fire Protection Module
1. Engine Fire Detection
a. General
(1) System Description
(2) Controls
(3) Annunciators
(4) Servicing
b. Operations
2. Engine Fire Extinguishing
a. General
(1) System Description
(2) Controls
(3) Annunciators
(4) Servicing
b. Operations
3. Portable Fire Extinguishers
a. Location
b. Preflight
F. Electrical Module
1. General
b. DC Power
c. AC Power (SNs 001 thru 0359)
d. Annunciators

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2. Operations
3. Limitations
G. Fuel Module
1. General
b. Fuel Storage
c. Controls
d. Indicators and Indications
e. Annunciators
f. Preflight/Servicing/Postflight
2. Operations
3. Limitations
H. Hydraulics (General) Module
1. General
b. Controls and Components
c. Indicators and Indications
2. Operations
3. Limitations
I. Thrust Attenuators Module
1. General
c. Annunciators

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2. Operations
3. Limitations
J. Landing Gear and Brakes Module
1. General
d. Annunciators
e. Nosewheel Steering
2. Operations
3. Limitations
K. Flight Controls Module
1. General
a. Primary Flight Controls
b. Trim Systems Controls and Indicators
c. Secondary Flight Controls and Indicators
d. Stall Warning
e. Annunciators and Indicators
f. Yaw Damping
2. Operations
3. Limitations

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L. Pneumatics/Air-Conditioning Module
1. General
b. Distribution
c. Controls
d. Annunciators
2. Operations
3. Limitations
M. Pressurization Module
1. General
d. Annunciators
2. Operations
3. Limitations
N. Oxygen Module
1. General
d. Preflight and Servicing

2. Operations
3. Limitations

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O. Ice and Rain Protection Module
1. General
b. Protected Areas
c. Controls and Indicators
2. Operations
a. Anti-ice System
b. Deice System
3. Limitations
P. Avionics Module
1. General
a. Communications
b. Standard Flight Instruments
c. Navigation Equipment
d. Automatic Flight Systems
e. Controls and Components
f. Indicators and Indications
g. Annunciators
2. Operations
a. Electrical/Mechanical Flight Information System
b. Electronic Flight Information System
c. Flight Management System
3. Limitations
Q. Test and Critique Module (as required)
1. Knowledge Test with a passing grade of 70% corrected to 100%

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Systems Integration Modules (SIT)

Training Hours:
Systems Integration Module ................................................................................ 1.0
NOTE
Systems Integration Training is conducted during a
separate Ground Training session.
FLIGHT TRAINING CURRICULUM SEGMENT

The flight training curriculum segment outline is comprised of the following
subject areas:
A. Aircraft Orientation and Normal Procedures
B. Abnormal and Emergency Procedures
C. Flight Simulator Segment of the Proficiency Check (if required)
CURRICULUM SEGMENT OUTLINE

Objective of Flight Training
The objective of flight training is to provide an opportunity for a pilot to gain
the skills and knowledge necessary to perform the duties of pilot-in-command,
and it includes instruction and practice of maneuvers and procedures perti-
nent to the Citation CJ1. At the end of the flight training curriculum, the pilot
will be able to safely and efficiently operate the aircraft and perform the du-
ties and responsibilities of the pilot-in-command. Crew Resource Management
is included as part of the flight training process, including, but not limited
to, such elements as Situational Awareness and the Error Chain, Synergy and
Crew Concept, and Workload Assessment and Time Management.
Aircraft Orientation and Normal Procedures

Training modules will provide instruction to develop the skill to maneuver
the aircraft with and without the automatic flight control system. The pilot
will become proficient in the use of normal checklists, standard operating pro-
cedures, and precision approaches.
Abnormal and Emergency Procedures

This training modules will provide instruction to introduce and practice se-
lected abnormal and emergency procedures. Although there exists no regu-
latory requirement to do so, in order to accommodate the position taken by
the FAA and the aviation community with regard to the inclusion of “unusual
attitude” in a pilot training course, and to provide FlightSafety customers with
flight simulator exercises which might be useful in some circumstances,

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FlightSafety will include flight simulator training element in this training pro-
gram addressing “unusual attitudes” which can be conducted within the de-
fined envelope of flight simulator operation. Unusual attitudes are defined
as any maneuver which approaches or reaches the limits of known, validated
aircraft flight data, and which data has been transferred to the flight simula-
tors. Unusual attitude include steep turns and approaches to stalls. Excursion
outside of this defined envelope cannot be considered as representing the be-
havior of the actual aircraft. Demonstration of maneuvers outside of the de-
fined flight simulator operating envelope may be conducted at the discretion
of the center manager with the caveat that such demonstrations represent our
best opinion of aircraft behavior, but cannot be considered accurate. Pilots
will become proficient in abnormal and emergency procedures while prac-
ticing instrument maneuvers, precision, and nonprecision approaches.
Flight Simulator Segment of the Proficiency Check

§91 Pilots (if required)
Normally the §61.58 Pilot Proficiency Evaluation is administered as a pro-
gressive check provided the training is conducted by a Training Center
Evaluator (TCE) authorized to conduct §61.58 Pilot Proficiency Evaluations.
If the Pilot Proficiency Evaluation is not conducted as a progressive evalua-
tion, the pilot would complete the evaluation as Flight Simulator Module No.
3 (Proficiency Check).
Flight Simulator Segment of Instrument

Proficiency/Competency Check §135 Pilots
The Instrument Proficiency/Competency Check is conducted by a qualified
TCE in accordance with Part 135. Only those maneuvers, procedures, and func-
tions authorized for checking in-flight simulator will be checked.
Aircraft Segment of the Proficiency Check §91 Pilots

(if required)
An applicant may choose to take the entire §61.58 Pilot Proficiency Evaluation
in the aircraft rather than in the flight simulator.
Aircraft Segment of the Instrument

Proficiency/Competency Check §135 Pilots (as required)
An applicant may choose to take the entire Instrument Proficiency/Competency
Check in the aircraft rather than in the flight simulator.
Completion Standards §91 Pilots

The pilot must perform all maneuvers and procedures required for a type rat-
ing to a FAA Inspector or Training Center Evaluator in accordance with the
Airline Transport Pilot and Type Rating Practical Test Standards.

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Completion Standards §135 Pilots

The pilot must perform all maneuvers and procedures as the obvious master
of the aircraft with the outcome of all maneuvers never in doubt.
PROGRAMMED TRAINING HOURS

Each flight simulator module is scheduled for the hours indicated in the fol-
lowing tables. An additional 0.5 hour for prebriefing and 0.5 hour for debriefing.
Flight training is generally conducted as a crew; however, a pilot training alone

may complete the course. The flight training/checking hours are specified in
the following tables. The Pilot Flying (PF) and Pilot Not Flying (PNF) are
also specified in the following tables. Landings accomplished in a level A sim-
ulator cannot be counted for landing credit toward program completion.
Table RS-2. FLIGHT SIMULATOR AS A §91 CREW
FLIGHT SIMULATOR PF PNF TOTAL TIME

AS A CREW (HOURS) (HOURS) (HOURS)
Flight Simulator Module No. 1 2.0 2.0 4.0
Flight Simulator Module No. 3* 2.0 2.0 4.0
Table RS-3. FLIGHT SIMULATOR FOR §91 SINGLE PILOTS

SINGLE PILOT (HOURS) (HOURS) (HOURS)
Flight Simulator Module No. 3* 2.0 0.0 2.0
* Three options are available to the pilot based on the pilot’s personal
training needs. Option 1 is a Line-Oriented Flight Training lesson
(Progressive Check completed). Option 2 is a Pilot Proficiency Check
flown in accordance with §61.58 (Progressive Check not completed).
Option 3 is a review of systems, normal and abnormal operations, flight
characteristics, or instrument approach procedures, as determined by the
trainee and the instructor (Progressive Check completed).

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Table RS-4. FLIGHT SIMULATOR AS A §135 CREW

AS A CREW (HOURS) (HOURS) (HOURS)
Instrument Proficiency/Competency Check 2.0 2.0 4.0
Table RS-5. FLIGHT SIMULATOR FOR §135 SINGLE PILOTS

SINGLE PILOT (HOURS) (HOURS) (HOURS)
Instrument Proficiency/Competency Check 2.0 0.0 2.0
FLIGHT TRAINING MODULE OUTLINES

The maneuvers listed in the following modules indicate the training session
where the training event is first addressed. If the pilot does not demonstrate
proficiency in that session, the event will be carried forward until proficiency
is demonstrated. Once proficiency is demonstrated, the event may be considered
optional for subsequent training. Based on demonstrated proficiency, events
scheduled for a subsequent module may be introduced in an earlier module.
Flight Simulator Training Modules

A. Flight Simulator Module No. 1
1. Flight Training Events
a. Preparation
(1) Prestart Procedures
b. Surface Operation
(1) Starting
(2) Taxi
(3) Pretakeoff Checks

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c. Takeoff
(1) Normal/Reduced Flaps Takeoffs
(2) Crosswind Takeoff
(3) Rejected Takeoff
(4) Powerplant Failure at or above V1
d. Enroute
(1) Unusual Attitudes are defined as any maneuver which

approaches or reaches the limits of known, validated aircraft
flight data, and in which the data has been transferred to the
flight simulator. Excursions outside of this defined envelope
cannot be considered as representing the behavior of the
actual aircraft. Unusual attitudes include the following:
(a) Steep Turns
(b) Approach to Stall—Enroute Configuration
(c) Approach to Stall—Takeoff Configuration
(d) Approach to Stall—Landing Configuration
(e) In-flight Powerplant Shutdown
f. Approaches
(1) Instrument Departure and Arrival
(2) Navigation Equipment and Assigned Radials
(3) Holding
(4) Precision Approach
(5) Precision Approach with One Engine Inoperative
(6) Nonprecision Approach
(7) Circling Approach
g. Landings
(1) Normal Landing
(2) Maneuver to Landing with a Powerplant Failure
(3) Landing from a Circling Approach

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(4) Zero Flap Landing
(5) Landing from a Visual Approach
h. Other Flight Procedures
(1) Windshear/Microburst
(2) ATC Procedures
(3) ATC Phraseology
2. System Procedures (Normal and/or Abnormal)
a. Fuel and Oil
b. Electrical
c. Autopilot
d. Flight Management Guidance Systems/Automatic or Other

Approach and Landing Systems
e. Stall Warning Devices
f. Communications Equipment
g. Navigation Systems
h. Anti-icing and Deicing
3. Systems Procedures (Emergency)
a. Powerplant Malfunctions
b. Electrical Systems
c. Flap System Malfunctions
B. Flight Simulator Module No. 2
1. Flight Training Events
a. Takeoff
(1) Normal Takeoff
(2) Instrument Takeoff
(3) Takeoff With Lower than Standard Minimums
b. Enroute
(1) Inflight Powerplant Shutdown

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c. Descent
(1) Emergency Descent
d. Approaches
(1) Instrument Departure and Arrival
(2) Navigation Equipment and Assigned Radials
(3) Nonprecision Approach
(4) Missed Approach from a Precision Approach
(5) Missed Approach from a Nonprecision Approach
(6) Missed Approach with a Powerplant Failure
(7) Windshear (Landing)
(8) Navigation Receiver Failure
e. Landings
(1) Normal Landing
(2) Crosswind Landing
(3) Maneuver to Landing to a Missed Approach
(4) Rejected Landing to a Missed Approach
f. Postflight Procedures
(1) After Landing
(2) Parking and Security
(3) Emergency Evacuation (Discussed)
g. Other Flight Procedures
(1) ATC Procedures
(2) ATC Phraseology
2. System Procedures (Normal and/or Abnormal)
a. Pneumatic/Pressurization
b. Air-Conditioning
c. Hydraulic

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d. Flight Controls
e. Anti-icing and Deicing
f. Flight Instrument System Malfunction/EFIS Failure
3. Systems Procedures (Emergency)
a. Aircraft Fires
b. Smoke Control
c. Powerplant Malfunctions
d. Hydraulic Systems
e. Flight Control Systems Malfunction
f. Landing Gear Malfunctions
g. EFIS Failure
C. Flight Simulator Module No. 3* §91 Pilots
*Three options are available to the pilot based on the pilot’s personal
training needs. Option 1 is a Line-Oriented Flight Training lesson
(Progressive Check completed). Option 2 is a Pilot Proficiency Check
flown in accordance with §61.58 (Progressive Check not completed).
Option 3 is a review of systems, normal and abnormal operations,
flight characteristics, or instrument approach procedures, as
determined by the trainee and the instructor (Progressive Check
completed).
Option 2—Instrument Proficiency Check for §91 Pilots/Instrument

Proficiency–Competency Check for §135 Pilots
1. Flight Testing Events
a. Preflight Procedures
b. Ground Operations
c. Takeoff and Departure Maneuvers
d. In-flight Maneuvers/Procedures
e. Instrument Procedures
f. Landings and Approaches to Landings
g. Normal and Abnormal Procedures
h. Emergency Procedures
i. Postflight Procedures
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GRADING AND EVALUATION

Pilot performance during simulator and flight training shall be graded as
Proficient (1), Normal Progress (2), Additional Training Required (3),
Unsatisfactory (4), or Discussed (D).
The criteria for evaluation shall be as follows:
• PROFICIENT (1)—The client is able to easily perform the procedure

or maneuver; in the language of §61.43 “showing that he is the mas-
ter of the aircraft, with the successful outcome of a procedure or ma-
neuver never seriously in doubt.” Or in the language of FAR 135.293,
“...the pilot is the obvious master of the aircraft, with the successful
outcome of the maneuver never in doubt.”
• NORMAL PROGRESS (2)—The client is making satisfactory progress

toward proficiency in the procedure or maneuver but still requires as-
sistance from the instructor. However, the instructor is satisfied that,
with additional practice as provided in the FAA-approved curriculum,
the client will become fully proficient in the maneuver or procedure.
• ADDITIONAL TRAINING REQUIRED (3)—The client’s progress

is not satisfactory. However, the Instructor is of the opinion that ad-
d i t i o n a l t r a i n i n g ove r a n d a b ove t h a t s p e c i fi e d i n t h e FA A -
approved curriculum will enable the client to meet applicable com-
pletion standards.
• UNSATISFACTORY (4)—The client shows basic deficiencies, such

as lack of knowledge, skill, or ability to perform the required proce-
dures or maneuver. If the present level of performance and progress
is maintained, it is doubtful that the client will be able to achieve the
applicable completion standards required by the FAA-approved cur-
riculum. Further training shall be taken only after a review by the Center
Manager.
• DISCUSSED (D)—This designation indicates that the item was dis-

cussed but not performed in the simulator or aircraft. The discussion
revealed a satisfactory knowledge of the appropriate procedure, air-
craft system, etc.
• TRAINED (T)—This indicates that the client was trained in the ma-
neuver for procedures only, no flight training credit was taken.
• COMPLETED (C)—This indicates that no grade was given. Item is

completed (used for Systems Integration/LOFT).
• SIMULATOR TRAINING—The pilot is required to achieve a grade

of 1 (proficient) by the completion of simulator training. Additional
training will be provided in the portion of the flight in which the pilot
experienced difficulty. Decision to terminate training for a pilot
who demonstrates substandard performance will be made by the
Center Manager.

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• FLIGHT TRAINING—The pilot is required to achieve a grade 1 (pro-

ficient) by the completion of flight training. Additional training will
be provided in the portion of the flight in which the pilot experienced
difficulty. Decision to terminate training for a pilot who demonstrates
substandard performance will be made by the Center Manager.
COMPLETION STANDARDS
Completion is based on proficiency. Syllabus times are estimates. Pilots must
demonstrate satisfactory performance through formal and informal exami-
nations in the classroom and flight simulator, and in flight to ensure they meet
the knowledge and skill requirements necessary to meet the course objectives.
The Minimum Acceptable Performance Guidelines are as follows:
• Each pilot shall fly the flight simulator and/or aircraft within the ap-
propriate standard. Depending on the type of operation, passenger seat-
ing, configuration within the aircraft, and/or pilot’s level of
certification, the tolerance of the appropriate standard will be speci-
fied in one of the following publications:
• Instrument Rating Practical Test Standards
• Airline Transport Pilot and Type Rating Practical Test Standards
• The Instructor and/or Training Center Evaluator will determine the

applicable standards prior to the start of any training or evaluation ses-
sion. The required standards will be discussed with the pilot being
trained.
The Minimum Acceptable Performance Guidelines are as established in

the Airline Transport Pilot and Type Rating Practical Test Standards, FAA-
S-8081-5C (as revised). It states in part “showing mastery of the aircraft
within the standards outlined in this PTS, with the successful outcome of a
task never seriously in doubt.”
The standards outline is as follows:
Practical Test Standards

Prior to final .................................................................................... ±5°
±100 feet
±10 knots
Departure, Cruise, Holding, Arrival ................................................ ±10°
±100 feet
±10 knots

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Steep turns.................................................................................. 45 ±5°

±100 feet
±10 knots
±10° rollout
Circling ........................................................Should not exceed 30° bank
–0/+100 feet
±5 knots
±5° heading/track
NOTE: 135 OPS 1,000 feet/minute maximum
Missed Approach .................................................................... ± 100 feet

±5 knots
±5°
Approaches to stalls ............................ Recognize perceptible buffet/stall
warning device, recover at first
indication, striving for minimum
loss of altitude, airspeed, and
heading deviation
In Flight After Takeoff

Powerplant failures ...................................... ±100 feet ±5 knots
±10 knots ±5°
±10° heading
Precision Nonprecision
IFR Approaches............................................ 1/4 scale 1/4 scale deflection
deflection* ±5° bearing pointer
Final.............................................................. ±5 knots –0/+50 feet MDA

± 5 knots
*During a precision approach, allow no more than 1/4 scale deflection of ei-
ther the glide slope or localizer indications to decision height, the missed ap-
proach point, or the point over the runway where glide slope must be abandoned
to accomplish a normal landing.
“Unsatisfactory Performance” is defined as “Consistently exceeding the tol-

erances stated in the task objective, or failure to take prompt, corrective ac-
tion when those tolerances are exceeded.” Any action, or lack thereof, by the
applicant that requires corrective intervention by the examiner to maintain
safe flight shall be disqualifying.

CITATION CJ1 525 SERIES WEEKLY SCHEDULE
RS-24
§61.58 OR §135.351 RECURRENCY—§61.55 SIC QUALIFICATION
§61.56 REVIEW—§61.57 RECENT FLIGHT EXPERIENCE
MONDAY/THURSDAY (DAY 1) TUESDAY/FRIDAY (DAY 2) WEDNESDAY/SATURDAY (DAY 3)

GROUND SCHOOL—4.0 HOURS GROUND SCHOOL—4.0 HOURS GROUND SCHOOL—3.0 HOURS
0800–1200/1200–1600/1600–2000 0800–1200/1200–1600/1600–2000 0900–1200/1300–1600/1600–1900
FSI Administration (Client Data Form) Hydraulics (General) Flight Planning

Aircraft General Thrust Attenuators Weight and Balance
AFM and OM Landing Gear and Brakes Performance
Lighting Flight Controls Test and Critique
Master Warning Ice and Rain Protection
Electrical Pneumatics/Air Conditioning
Avionics Pressurization Supplemental Instruction
Powerplant Oxygen If required
Fire Protection Systems Integration (SIT)
Fuel
SIM TRAINING VS GROUND TRAINING SIM TRAINING VS GROUND TRAINING SIM TRAINING VS GROUND TRAINING
Sim Block Sim Times Gnd School Sim Block Sim Times Gnd School Sim Block Sim Times Gnd School

A Brief (0530) 0600–1000 12–16 A Brief (0530) 0600–1000 12–16 A Brief (0530) 0600–1000 13–16
B Brief (0930) 1000–1400 16–20 B Brief (0930) 1000–1400 16–20 B Brief (1930) 1000–1400 16–19
C Brief (1330) 1400–1800 8–12 C Brief (1330) 1400–1800 8–12 C Brief (1330) 1400–1800 9–12
D Brief (1730) 1800–2200 12–16 D Brief (1730) 1800–2200 12–16 D Brief (1730) 1800–2200 13–16
E Brief (2130) 2200–0200 16–20 E Brief (2130) 2200–0200 16–20 E Brief (2130) 2200–0200 16–19
international
Figure RS-1. Typical §91 or §135 Pilot Recurrency Schedule

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SYSTEMS REVIEW
CONTENTS
Page
SQUAT SWITCH INPUTS ................................................................ SR-1
EMERGENCY BUS CONDITION .................................................... SR-3
General...................................................................................... SR-3
COLLINS PRO LINE 21
REVERSIONARY/FAILURE MODES............................................. SR-4
Single PFD Configuration ........................................................ SR-4
Dual PFD Configuration ........................................................... SR-5
ELECTRICAL SYSTEM................................................................... SR-6
General...................................................................................... SR-6
POWERPLANT ............................................................................... SR-13
General ................................................................................... SR-13
Ignition.................................................................................... SR-15
Oil ........................................................................................... SR-15
FJ44–1A Salty/Sandy/Smog Environment
Water Wash Policy.................................................................. SR-19
Fire Protection ........................................................................ SR-19
FUEL................................................................................................ SR-21
HYDRAULICS ................................................................................ SR-24
FLIGHT CONTROLS...................................................................... SR-36
FLAPS AND SPEEDBRAKES ....................................................... SR-36
ICE AND RAIN PROTECTION ..................................................... SR-36
ENGINE/WING ANTI-ICE............................................................. SR-37
TAIL DEICE BOOTS ...................................................................... SR-45
ENVIRONMENTAL........................................................................ SR-45
PRESSURIZATION......................................................................... SR-52
OXYGEN ......................................................................................... SR-52
VENTS, DRAINS, ANTENNAS..................................................... SR-52
FOR TRAINING PURPOSES ONLY SR-i

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ILLUSTRATIONS
Figure Title Page
SR-1 Electrical System Schematic—
SNs 0360 and Subsequent ............................................ SR-8
SR-2 Left Circuit-Breaker Panel—
Single or Dual PFD ...................................................... SR-9
SR-3 Right Circuit-Breaker Panel—Single PFD ................ SR-10
SR-4 Right Circuit-Breaker Panel—Dual PFD.................... SR-11
SR-5 FJ44-1A Gas Flow...................................................... SR-14
SR-6 Ignition System .......................................................... SR-16
SR-7 Oil System .................................................................. SR-17
SR-8 Engine Fuel System .................................................... SR-18
SR-9 ENG FIRE Switchlights and Controls........................ SR-20
SR-10 Engine Fire Detection Sensor .................................... SR-20
SR-11 Engine Fire-Extinguishing System ............................ SR-21
SR-12 Fuel Transfer System—
Normal Operation ...................................................... SR-22
SR-13 Fuel Transfer System—
Fuel Transfer Operations ............................................ SR-23
SR-14 Hydraulic System Schematic...................................... SR-27
SR-15 Landing Gear Retraction ............................................ SR-28
SR-16 Landing Gear Extension ............................................ SR-29
SR-17 Landing Gear Emergency Extension .......................... SR-30
SR-18 Speedbrake Operation ................................................ SR-31
SR-19 Flap Operation ............................................................ SR-32
SR-20 Thrust Attenuator System
Schematics (Stowing) ................................................ SR-33
SR-21 Thrust Attenuator System
Schematics (Deploying) ............................................ SR-34
SR-22 Antiskid Brake System Schematic ............................ SR-35
SR-23 Pitot-Static System—Standard .................................. SR-40
SR-24 Windshield Anti-ice System ...................................... SR-41
SR-25 Engine/Wing Anti-ice System .................................... SR-42
SR-26 Engine/Wing Anti-ice System—Single Engine.......... SR-43
SR-27 Tail Deice System ...................................................... SR-44
FOR TRAINING PURPOSES ONLY SR-iii

SR-28 Air Supply to Cabin—

SNs 0360 and Subsequent .......................................... SR-46
SR-29 Environmental Control Panels .................................... SR-48
SR-30 Cabin/Cockpit Distribution ........................................ SR-49
SR-31 Pressurization System Diagram.................................. SR-53
SR-32 Oxygen System .......................................................... SR-54
SR-33 Vents and Drains—Typical ........................................ SR-55
SR-34 Antenna Locations...................................................... SR-56
TABLES
Table Title Page
SR-1 Source Selections, Valve Positions,and
Flow Rates—SNs 0360 and Subsequent .................... SR-47
SR-2 Environmental Panel Comfort Settings ...................... SR-51
SR-iv FOR TRAINING PURPOSES ONLY

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SYSTEMS REVIEW
SQUAT SWITCH INPUTS
(Left main squat switch only)
• In flight, it enables:
• Flight hour meter runs
• Davtron M877 digital clock flight time runs
• Opening of emergency pressurization valve
• Landing gear handle locking solenoid energized unlocked
• Minimum 70% N 2 rpm limit to activate wing and engine anti-ice

in flight
• Transponder 1 and 2 modes A, C, and S automatically transmit if

switched on and turns off the GND light on transponders
• CVR (optional) cannot erase
• Automatic load shed for A/C compressor with any generator failure
• Flaps >35º annunciator light regardless of throttle position if flaps

are selected beyond 35º position
• GNSXLS to navigate
• Generator-assisted start not possible
• Collins DCP first push of REFS button displays page 2 of 2 to set

landing speeds N 1 , and minimums
• Collins go-around mode when pressed in flight selects left GA (lat-

eral mode) current lubber line Azimuth and GA (vertical mode) 10°
pitch up, wings levels.
• On the ground, it enables:
• Vapor cycle compressor can be run off of EPU or RH generator
• Generator-assisted starts enabled
• Transponder mode S and automatically turns off mode A and C with

transponder on.
• Master caution lights with either throttle above 85% N 2 and thrust,
attenuator switch in STOW.
FOR TRAINING PURPOSES ONLY SR-1

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• Master caution lights and flaps ≥35 annunciator light with both throt-
tles above 85% N 2 with flaps selected beyond the 35° position.
• Collins DCP first push of REFS button displays page 1 of 2 to set

takeoff speeds and N 1 . The left lateral GA mode picks off lift off
Azimuth by the squat switch.
• At touchdown the radar goes to STBY automatically.
• Engine and Wing Anti-ice “NO” 70% N 2 RPM limit
• Flight hour meter—OFF on Davtron and Hobb meter
• Emergency valve cannot open
• CVR can erase
• Transponder 1 and 2 GND light on, mode S still available
(Right main squat switch only)
• In flight it enables:
• Pressurization to normal autoschedule
• Normal AOA inputs to stick shaker
• On ground, it enables:
• Pressurization controller to taxi mode (throttles below 85% N 2 )
• Pressure controller to Prepressurization mode (throttle above 85%

N2)
• No AOA to stick shaker except in AOA rotary test
Left and right main squat switches in parallel
• Thrust attenuators
• Either squat switch to auto deploy at touchdown (USA certifica-

tion) both squat switches required in UK certification.
• Antiskid protection—Both with antiskid switch ON
Nose gear down and locked
• 20 seconds after down and locked the optional AOA heads-up display
lights up
SR-2 FOR TRAINING PURPOSES ONLY

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EMERGENCY BUS CONDITION

GENERAL
The following components and systems are operative when only the emergency
DC bus(es) and hot battery bus are powered (no generators available).
1. COMM 1
2. NAV 1 (and marker beacon panel above copilot’s ADI with single
PFD configuration)
3. Standby HSI/course/glideslope using NAV 1
4. AHRS-2 heading to standby HSI
5. Audio 2 and Audio 1 when battery switch is in EMER
6. Left and right standby N1 fan
7. Right pitot/static heat
8. Floodlight rheostat
9. Voltmeter
10. ELT (optional)
11. Emergency exits lights
12. Emergency battery pack
13. Baggage compartment lights
14. Standby airspeed/altimeter indicator vibrator
15. Copilot’s pneumatic airspeed altimeter, and vertical speed

indicators (single-PFD configuration)
16. Windshield bleed air—No temperature control
17. Rain Doors
18. Gear control and monitoring
19. Flaps
20. Emergency brakes (pneumatic)
21. Pressurization manual toggle valve (cherry-picker)
22. Cabin altitude/differential pressure indicator

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23. Oxygen pressure gage (direct reading)
24. Passenger oxygen valve (manual drop and crew only)
25. Magnetic compass (windshield divider)
26. Standby attitude indicator (30 minute lead acid battery)
27. Standby attitude indicator battery as a secondary power source to

AHRS-2 for standby ADI
28. Engine and wing bleed-air anti-ice (no wing crossflow)
Valves that fail closed:
1. Emergency pressurization valve
2. Fuel transfer valve
3. Wing crossflow valve (Anti-ice)
4. Climb and dive solenoid valves (must use cherry-picker)
5. Automatic mask drop (must drop mask manually)
COLLINS PRO LINE 21

REVERSIONARY/FAILURE MODES
SINGLE PFD CONFIGURATION
The single-PFD configuration has dual AHRS but can only revert AHRS 2 to
the pilot’s side. Only one air data computer is installed on the pilot’s side, so
no reversion is possible. If the optional copilot’s altimeter (Honeywell AM-
250 digital altimeter with built-in air data computer ADC) is installed, no copi-
lot altimeter ADC reversion is possible. The standby HSI displays only NAV
1. The copilot’s HSI displays only NAV 2. The PFD and MFD will display
either NAV 1 or NAV 2. Only heading from AHRS 2 displays on the standby
HSI. Only heading from AHRS 2 displays on the copilot’s HSI.
• AHRS 1 failure—Use pilot’s AHRS REV-NORM switch and bring

AHRS 2 into pilot’s PFD and MFD.
• AHRS 2 failure—No reversion (one ADC); use AHRS 1 on pilot’s PFD

and MFD, copilot’s HSI (HDG FAIL) standby HSI (HDG FAIL), copi-
lot’s ADI (ADI fail)
• ADC 1 failure—No reversion (one ADC); use copilot’s instruments

backed up by standby instruments. On pilot’s PFD, the airspeed, al-
titude, and vertical speed fail and MFD GS, TAS, RAT, SAT, ISA fail.
• No ADC 2 installed
• PFD goes blank—Use pilot’s REV TO MFD switch with EIS/ADI/HSI

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on the MFD in the compressed mode.
• MFD goes blank—Use pilot’s REV TO PFD switch with EIS/ADI/HSI

on the PFD in the compressed mode.
• Pilot’s PFD and MFD go blank—Use copilot’s instruments backed up

by standby instruments, no RAT.
• NAV 1 failure—Display cross-side NAV 2 (yellow) on pilot’s PFD and

MFD, copilot’s HSI NAV 2 (normal on-side), standby HSI HDG okay
but NAV 1 failed.
• NAV 2 failure—Display NAV 1 on pilot’s PFD and MFD backed up

by standby HSI (NAV 1), copilots HSI HDG okay but NAV 2 failed.
• Dual generator failure with battery switch in EMER—COMM 1 and

NAV 1 are operating, use standby instruments, pilots PFD and MFD
blank, copilot’s pneumatic airspeed, altitude, VSI operating, copilot’s
ADI and HSI blank. Prior to landing, the battery switch is selected to
BATT to restore powerbrake and antiskid for landing. Remember, the
landing gear and flaps are on the emergency bus and can be extended
for landing with the battery switch in EMER or BATT. The PFD and
MFD AHRS 1 would be attempting to slave up. AHRS 2 has been up
and functioning the entire time for heading to the standby HSI. FSI
recommends selecting the pilot’s AHRS REV–NORM switch to AHRS
REV first, then selecting BATT. The PFD and MFD should come up
immediately with AHRS 2 information ready for use to land bypass-
ing AHRS 1’s time-out period. For AHRS 1 to time out the airplane
would have to be flown in level straight flight for at least 35 seconds
or more to time-out and restore both ADI and HSI.
DUAL PFD CONFIGURATION

The dual-PFD configuration has dual AHRS that can be reverted to pilot’s or
copilot’s displays. There are two air data computers that can be reverted to
pilot or copilot’s displays. NAV 1 or NAV 2 can be displayed on the pilot’s
PFD and MFD or the copilot’s PFD. Only NAV 1 will display in the standby
HSI. Only heading from AHRS 2 will display in the standby HSI.
• AHRS 1 failure—Use pilot’s AHRS REV–NORM switch to bring

AHRS 2 into pilots PFD and MFD.
• AHRS 2 failure—Use copilot’s AHRS REV–NORM switch to bring

AHRS 1 into copilot’s PFD, the standby HSI HDG fail.
• ADC 1 failure—Use pilot’s DADC REV–NORM switch to bring copi-

lot’s ADC 2 into pilot’s PFD/MFD.
• ADC 2 failure—Use copilot’s DADC REV–NORM switch to bring

pilot’s ADC 1 into copilot’s PFD.
• Pilot’s PFD goes blank—Use pilot’s REV TO MFD–NORM switch

to display EIS/ADI/HSI on the MFD in the compressed format.

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• Pilot’s MFD goes blank—Use pilot’s REV TO PFD–NORM switch to

display EIS/ADI/HSI on both PFDs in compressed format.
• Both pilot’s PFD and MFD go blank—Use copilot’s PFD backed up

by the standby instruments
• Copilot’s PFD goes blank (no reversion available)—Use pilot’s PFD

and MFD backed up by standby instruments
• NAV 1 failure—Display cross-side NAV 2 (yellow) on pilot’s PFD and

MFD or use copilot’s PFD (NAV 2 is normal on-side) but standby HSI
HDG OK but NAV 1 failed.
• NAV 2 failure—Display NAV 1 on pilot’s PFD and MFD (normal on-

side) or copilot’s PFD (cross-side yellow) backed up by standby HSI
NAV 1 normal.
• Dual generator failure with battery switch in EMER—COMM 1 and

NAV 1 are operating; use standby instruments, pilot’s PFD and MFD
blank, copilot’s PFD is blank. Prior to landing the battery switch is
selected to BATT to restore powerbrake and antiskid for landing.
Remember, the landing gear and flaps are on the emergency bus, and
can be extended for landing with the battery switch in EMER or BATT.
The PFD and MFD AHRS 1 would be attempting to slave up. AHRS
2 has been up and functioning the entire time for heading on the
standby HSI. FSI recommends selecting the pilot’s AHRS REV–NORM
switch to AHRS REV first then selecting BATT. The PFD and MFD
should come up immediately with AHRS 2 information ready for use
to land bypassing AHRS 1’s time-out period. For AHRS 1 to time-out
the airplane would have to be flown in level, straight flight for at least
35 seconds or more to time-out and restore both ADI and HSI.
ELECTRICAL SYSTEM
GENERAL
Electrical system schematics (Figures SR-1 through SR-4) are shown behind
the electrical system text.
1. Battery switch (really a power distribution switch):
• OFF—Battery relay and emergency relays are deenergized open;

the hot battery bus is powered. (Emergency bus relay default con-
nects to crossfeed bus.)
• EMER—Emergency relay is energized closed, connecting it to the

hot battery bus
• BATT—Battery relay energized closed; emergency bus powered

through crossfeed bus. All DC buses power

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2. Generator switches (left and right):
• GEN—This position gives permission to the GCU, which may

close the power relay.
• OFF—This position removes permission from the GCU, which

opens the power relay only; it does not trip the generator field relay.
• RESET—This position momentarily resets the field relay only.
3. Generator control units (GCU):
• The GCUs regulate the 30-VDC generator to 29 VDC.
• The GCUs protect both the generators and the system.
• The GCUs parallel the generators to share the load; the generators
must be within 0.3 volts and 10% of system load.
4. Voltmeter select switch:
• BATT—Hot battery bus voltage is read when the battery switch is

in the BATT or EMER position; the voltage selector switch is
spring loaded to the BATT position.
• L or R GEN—Voltage is read between the respective generator and

its power relay. Will read respective generator voltage even with
BATT switch off.
5. EMERGENCY BUS (circuit breakers on both circuit-breaker panels):
• COMM 1
• NAV 1
• Standby HSI
• AHRS 2
• Standby airspeed/altimeter vibrator
• Audio 1 when the battery switch is in EMER and audio 2
• Floodlight rheostat
• Left and right standby N 1 LCD’s (upper center instrument panel)

from N 1 monopoles
• Right pitot/static port heaters
• Landing Gear Warning Circuit Breaker
• Gear Control Circuit Breaker

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LH CB PANEL RH CB PANEL
EMER EMER
RH X OVER LH X OVER
LH FEED EXT RH FEED EXT

35 35
75 75
CIRCUIT BREAKERS
CURRENT LIMITERS
80 80
LH FEED CROSSFEED BUS RH FEED

225 225
20
BATT DISABLE A
RELAY
A
BATT
POWER BATT OFF EMER RH

RELAY RELAY RELAY PWR
EMER
GCU GCU
V START V V
20A
RELAY
LH GEN HOT BATTERY BUS RH GEN
BATT BATT EXT OVER

POWER VOLTAGE
DISC BATTERY RELAY SENSOR
NORMAL
DISCONNECT
RELAY EPU
Figure SR-1. Electrical System Schematic—SNs 0360 and

Subsequent

ENGINE INSTRUMENTS ENVIRONMENTAL ENGINE FUEL
L STBY L L DCU L DCU L L FUEL L NORM EMER L FUEL L L FW L FIRE L
N1 EDC PRIM SEC OIL PRESS FLOW FUEL QTY PRESS PRESS CONTROL BOOST SHUT-OFF DETECT IGNITION
5 5 5 5 5 5 5 5 5 5 15 7.5 5 5
ANTI-ICE MISC INSTRUMENTS
L PITOT L AOA W/S BLEED W/S BLEED STBY DEFOG FRESH AIR R FUEL R R FW R FIRE R
STATIC ENGINE HEATER AIR TEMP AIR GYRO CLOCK FAN FAN TEMP CONTROL BOOST SHUT-OFF DETECT IGNITION
7.5 5 15 5 5 5 5 5 10 5 5 15 7.5 5 5
WARNING
R PITOT R TAIL W/S AS/ALT AIR AFT EVAP FWD EVAP BAT WARN WARN LDG
STATIC ENGINE DEICE ALCOHOL VIB FLT/HR COND FAN FAN TEMP LTS I LTS II GEAR
7.5 5 5 5 5 5 5 15 20 5 5 5 5
DC POWER LH BUS LIGHTS SYSTEMS
L ANTI WING L EL L THRUST ANG OF ENGINE PITCH SPEED BRAKE
START COLL NAV INSPECT PANEL PANEL ATTEN ATTACK SYNC TRIM BRAKE SYSTEM
L BUS
7.5 7.5 5 5 5 5 5 5 5 5 5 15
NO. 1 NO. 2 NO. 3
R CB 75 75 75 R CENTER RH THRUST EQUIP FLAP GEAR SKID

PANEL FLOOD PULSE BEACON PANEL PANEL ATTEN COOL CONTROL CONTROL CONTROL
35 5 5 5 5 5 5 5 5 5 5

LEFT HAND FEED EXTENSION
RIGHT HAND CROSSOVER
EMERGENCY BUS
international
Figure SR-2. Left Circuit-Breaker Panel—Single or Dual PFD

FlightSafety
SR-9
AVIONICS DC ENGINE INSTRUMENTS
SR-10
COMM NAV NAV 1 XPDR ADF DME R R FUEL R OIL R R DRU R DRU R STBY
1 1 CONVERT 1 1 1 FUEL QTY FLOW PRESS EDC PRI SEC N1
10 5 5 5 5 5 5 5 5 5 5 5 5
COMM NAV NAV 2 XPDR ADF DME MKR TCAS FMS STDBY AHRS AUDIO
2 2 CONVERT 2 2 2 BCN 1 1 L IAPS L FGC ADC/ALT 2 HSI 1 1
*
10 5 5 5 5 5 5 5 5 7.5 5 5 5 5 5
PFD 1
COMM TELE STORM ADC DCP RAD FMS ADI HSI AHRS AUDIO
3 PHONE SCOPE 1 PRIM HTR 1 ALT 2 R IAPS R FGC 2 2 2 2
5 5 5 5 10 10 5 5 5 7.5 5 5 5 5 5
PFD 2 MFD DC PWR-R BUS
IAPS ADC DCP GROUND R
RADAR HTR WARN 2 PRIM HTR 2 PROX PRIM HTR POWER START
R BUS
7.5 7.5 5 5 10 10 15 7.5
NO. 1 NO. 2 NO. 3
STBY POWER
AHRS AHRS CABIN CABIN N1 75 75 75 L CB
1 2 DISPLAY BRIEFER IND PANEL

**
5 5 5 5 5 35

* AUDIO 1 SWITCHES TO EMER BUS
RIGHT HAND FEED EXTENSION WHEN BATT SWITCH IS IN EMER
** AHRS 2 CAN USE POWER FROM STBY
LEFT HAND CROSSOVER ATTITUDE GYRO :30 MINUTE BATTERY
EMERGENCY BUS RESERVED

international
FlightSafety
Figure SR-3. Right Circuit-Breaker Panel—Single PFD

AVIONICS DC ENGINE INSTRUMENTS
COMM NAV NAV 1 XPDR ADF DME R R FUEL R OIL R R DRU R DRU R STBY
1 1 CONVERT 1 1 1 FUEL QTY FLOW PRESS EDC PRI SEC N1
10 5 5 5 5 5 5 5 5 5 5 5 5
COMM NAV NAV 2 XPDR ADF DME MKR TCAS FMS R ALT STDBY AHRS AUDIO
2 2 CONVERT 2 2 2 BCN 1 1 L IAPS L FGC AS VIB HSI 1 1
*
10 5 5 5 5 5 5 5 5 7.5 5 5 5 5
PFD 1
COMM TELE STORM ADC DCP RAD FMS ADI HSI AHRS AUDIO
3 PHONE SCOPE 1 PRIM HTR 1 ALT 2 R IAPS R FGC 2 2 2 2
5 5 5 5 10 10 5 5 5 7.5 5 5 5
PFD 2 MFD DC PWR-R BUS
IAPS ADC DCP GROUND R
RADAR HTR WARN 2 PRIM HTR 2 PROX PRIM HTR POWER START
R BUS
7.5 7.5 5 5 10 10 5 5 10 10 15 7.5
NO. 1 NO. 2 NO. 3
STBY POWER
AHRS AHRS CABIN CABIN N1 75 75 75 L CB
1 2 DISPLAY BRIEFER IND PANEL

**
5 5 5 5 5 35

* AUDIO 1 SWITCHES TO EMER BUS
RIGHT HAND FEED EXTENSION WHEN BATT SWITCH IS IN EMER
** AHRS 2 CAN USE POWER FROM STBY
LEFT HAND CROSSOVER ATTITUDE GYRO :30 MINUTE BATTERY
EMERGENCY BUS RESERVED

international
Figure SR-4. Right Circuit-Breaker Panel—Dual PFD

FlightSafety
SR-11
FlightSafety
international
• Flap control circuit breaker
• The crossfeed bus has a circuit with a 20-amp circuit breaker that
connects the emergency bus to the crossfeed bus any time the bat-
tery switch is in OFF or BATT. Placing the battery switch in EMER
energizes the EMER relay to connect the emergency bus to the hot
battery bus.
• With one or both generators on line, placing the battery switch to

OFF does not cause loss of power to the emergency bus.
• Loss of both generators requires that the battery switch be posi-

tioned to EMER to remove power from the normal DC buses and
have the hot battery and emergency buses available for emergency
power.
6. Hot battery bus:
• Lights: Nose and tail baggage compartment lights, cabin entry

door and emergency “EXIT” white lights, two right wing walkway
lights, the optional footwell strip lights
• Voltmeter: Reads hot battery bus voltage in BATT or EMER but

not in OFF. Reads L/R generator voltage when selected with spring-
loaded selected switch
• ELT (optional): Turned on by “G” switch, OFF uses hot battery bus
power to turn the ELT off
• Emergency battery pack: Powers the standby instrument and cock-

pit floodlights during the start sequence. A 5G force activates an
inertia switch to power the cabin entry emergency exit door and
emergency “EXIT” white lights, the two right wing walkway lights.
The optional footwell strip lights require a second emergency bat-
tery pack.
7. LH or RH GEN OFF LIGHT:
• Indicates that the power relay is open
• If voltage indicates near zero, the field relay is tripped; reset is possible.
• If voltage indicates normal, the power relay is open and the field
relay is not tripped open; reset is not probable.
8. Current limiters (225 amp):
• Can blow only due to system malfunctions
• If failed, prevents generators from being parallel

FlightSafety
international
• If failed prior to ground start, neither engine can be started. If

failed in flight the opposite side engine can be started normally.
• Failure of either limiter will be indicated by AFT J-BOX LMT an-

nunciator light
POWERPLANT
GENERAL
• Williams/Rolls Royce trademark FJ44-1A (Figure SR-5)
• 1,900-Pounds thrust
• Bypass ration 3.3:1
• Acceleration bleed valve—Mechanically operated off fuel control

unit
• Hydraulic operated thrust attenuators reduces idle thrust by 50%—

Throttles at idle
• Fuel slinger—Supplies fuel to combustion chamber for normal oper-

ation. One nozzle for airstarts at a constant 9 pph is included in MFD
fuel flows.
• RPMs @ 100% N 2 41,200, N117,245
• 448 pounds without aircraft supplied accessories
• 480 pounds with accessories

SR-14
COMBUSTOR COMBUSTOR PRIMARY TWO-STAGE,
COVER PLATE LOW PRESSURE
LP FAN TURBINE

IP COMPRESSOR LP SHAFT
HP TURBINE ROTOR
HP TURBINE NOZZLE
COMBUSTION CHAMBER
international
Figure SR-5. FJ44-1A Gas Flow

FlightSafety
FlightSafety
international
IGNITION
See Figure SR-6.
• Two exciter boxes and two plugs per engine
• Switch:
• NORM—Start and engine anti-ice
• ON—Takeoffs, landings, heavy precipitation, turbulence, prac-

tice stalls, and emergency descents.
• The green ignition light verifies that DC power is available to one

or both exciter boxes.
OIL
See Figure SR-7.
• Oil capacity is four quarts.
• Maximum permissible oil consumption is .023 gal/hr operating, .20

gal/hr windmilling
• Only Mobil Jet II and Mobil 254 oils are approved for normal oil use
in this engine.
Exxon 2380 oil may be used pure or mixed with Jet II oil only, for a maxi-
mum of 25 hours run time between major periodic inspections. Record in the
engine log the total amount of run time with Exxon 2380 oil. Following any
usage Exxon 2380 oil, the oil tank must be drained, flushed with Mobil Jet
II oil, and serviced with pure Mobil Jet II oil. (Definition of oil flush is re-
moval of chip collector screens and pouring one quart of Mobil Jet II oil through
the oil fill port).

FlightSafety
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T
H
R
O
T
T
L
E
S
IDLE
OFF
L IGNITOR R IGNITOR
PC BOARD PC BOARD
ENGINE-FUEL
L FUEL L L FW L L
ENGINE-START IGNITION CONTROL BOOST SHUTOFF FIRE DET IGNITION
L DISENGAGE R
L R 5 15 7 12 5 5
START
DISG
R FUEL R R FW R R
NORM NORM CONTROL BOOST SHUTOFF FIRE DET IGNITION
5 15 7 12 5 5
ANTI-ICE/DE-ICE
SHIELD WING/ENGINE
TAIL
ALCOHOL ON WING XFLOW L WING/ENG R WING/ENG AUTO LEGEND
O O O
F F F L NORMAL DC POWER
F F F
OFF OFF ENG ON ENG ON MANUAL

R NORMAL DC POWER
HIGH ENERGY IGNITION
Figure SR-6. Ignition System

INTEGRAL OIL RESERVOIR
LEGEND
COOL
1 2 3 4 SUPPLY OIL
HEATED
RETURN OIL
TO ACCESSORY
RELIEF OIL GEARBOX
VALVE PUMP
SCAVENGE PUMP %RPM

OIL N2
PUMP FUEL QTY
OIL TO 91.8 91.8 LBS
ACCESSORY 1500
OIL PSI OIL °C
ACCESSORY GEARBOX
GEARBOX 1000
MASTER SCAVENGE

WARNING OIL PRESS
PUMP 500
WARN
RESET
OIL FUEL
COOLER
LH RH 430 PPH 430 930 930
FUEL IN FUEL OUT
TEMP
25 PSI SPRING TRANSDUCER SENSOR
TOTAL OIL— 4 U.S. QTS

15 PSI BYPASS OIL FILTER
international
RESERVOIR—2.5 QTS
FlightSafety
SR-17
Figure SR-7. Oil System
COMBUSTION
SR-18
CHAMBER
START FUEL
NOZZLE SLINGER
9 PPH
INCLUDED IN F/F
LEGEND
LOW-PRESSURE FUEL
HIGH-PRESSURE FUEL FUEL

MANIFOLD
FUEL
THROTTLE FILTER
LEVER 200 MICRON
FUEL FLTR FUEL FLOW

BYPASS
640 PPH 640 OIL
LH RH IN
FROM WING
FUEL TANKS

.05" ESV FUEL OIL
P FLOW COOLER
HIGH METER
VOLUME
FUEL HIGH FUEL
FILTER PRESSURE
CENTRIFUGAL CONTROL UNIT
30 MICRON ENGINE DRIVEN OIL
FUEL PUMP
FUEL PUMP OUT
international
Figure SR-8. Engine Fuel System

FlightSafety
FlightSafety
international
FJ44–1A SALTY/SANDY/SMOG ENVIRONMENT

WATER WASH POLICY
Operators who routinely fly at low altitudes (4,000 feet or below for more than
30 minutes) over saltwater environments should perform the powerplant de-
salinization procedure (71-00-03, P.B. 701) at the end of each day’s operations.
Operators who fly at higher altitudes or occasionally at lower altitudes (4,000

feet or higher or below 4,000 feet for less than 30 minutes) over saltwater en-
vironments should perform the powerplant desalinization procedure (71-00-
03, P.B. 701) at least once a week.
Operators who routinely take off or land in sandy or smog environments

should perform the powerplant desalinization procedure (71-00-03, P.B. 701)
at least once per week.
Perform compressor cleaning to improve compressor efficiency by removing

normal accumulations of dirt and grime (71-00-03, P.B. 701). Williams-Rolls
recommends that all operators perform this procedure at every routine peri-
odic inspection (check 1 or check 2) as a minimum. Consult Williams-Rolls
FJ44-1A Engine Training Manual Level II, Ramp and Transit.
FIRE PROTECTION
See Figures SR-9 through SR-11.
• Detection system—Pressure sensor on a helium gas-filled loop
• Requires normal DC power for operation
• Fire warning lights do not illuminate master warning lights.
• Pressing fire warning switchlights activates:
• Fuel and hydraulic firewall shutoff valves closed
• HYD FLOW LOW light on
• Field relay is tripped open (GEN OFF–light on)
• Fuel low press lights on with Fuel Boost ON light
• Both fire bottles are armed, white lights illuminated
• Engine flames out and spools down with oil pressure warning and
master warning lights
• Pressing second time resets all but field relay

FlightSafety
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LH RH
ENG ENG
FIRE FIRE
BOTTLE 1 BOTTLE 2
ARMED ARMED
PUSH PUSH
Figure SR-9. ENG FIRE Switchlights and Controls
LOWER COWL
DOOR
FIRE DETECT
SENSOR TUBE
ELECTRICAL
CONNECTOR
CLAMP
CLAMP
D
FW
CLAMP CLAMP
Figure SR-10 . Engine Fire Detection Sensor

FlightSafety
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LH RH LEGEND
ENG ENG EXTINGUISHING
FIRE FIRE
AGENT
BOTTLE 1 BOTTLE 2
ARMED ARMED CONTROL BOX
PUSH PUSH
ELECTRICAL
WIRING
P P
BOTTLE 1 BOTTLE 2
Figure SR-11. Engine Fire-Extinguishing System
FUEL
Total capacity = 476 gallons (3,220 lb, 1,461 kg)
Boost pump switches:
• ON—Boost pump receives power continuously
• OFF—Boost pump off, no power
• NORM—Automatic boost pump activation for start, fuel transfer,

and low fuel pressure in engine supply line
• Fuel transfer rate to selected wing is approximately 600 pounds per

hour.
• Low fuel pressure light illuminates at a decreasing pressure of 5 psi

and goes out above 7 psi.
• Fuel low level lights illuminate at 185 +15 pounds in the respective
tank with input from float switch.
• Fuel gage light illuminates when a fault has been detected by the sig-
nal conditioner in the fuel quantity system.
See Figures SR-12 to SR-13.

LH RH
SR-22
ENG ENG
TRANSFER FIRE FIRE TRANSFER
EJECTOR PUMP EJECTOR PUMP
FUEL LOW FUEL TRANSFER FUEL LOW
LEVEL OFF LEVEL
FUEL BOOST
LH RH L ON R LH RH
CHECK L R O
TANK TANK F
FUEL VALVE FUEL
F
BOOST ON L R BOOST ON
ENG NORM NORM
ENG
LH RH LH RH
SUMP TRANSFER VALVE SUMP

PRIMARY FAILSAFE CLOSED PRIMARY
EJECTOR EJECTOR
FUEL FILTER FUEL
PUMP BYPASS GAUGE PUMP
LH RH LH RH
LEFT FUEL RIGHT FUEL
FIREWALL F/W FIREWALL
LEFT FUEL RIGHT
SHUTOFF BOOST PUMP SHUTOFF TRANSFER BOOST PUMP SHUTOFF
ENG- LH RH
DRIVEN
FUEL FUEL LOW
PUMP ENG-
PRESS
DRIVEN
LH RH FUEL PUMP

FUEL LOW- FUEL LOW-
PRESSURE SWITCH P P PRESSURE SWITCH
MASTER
FUEL FILTER CAUTION
(BYPASS) FUEL FILTER
DC POWER
RESET (BYPASS)
L GEN BATT R GEN
SLINGER SLINGER
OFF OFF
HM
FCU HM
START NOZZLE
RESET EMER RESET FCU
9 PPH INCLUDED IN F/F
international
FlightSafety
Figure SR-12. Fuel Transfer System—Normal Operation

LH RH
ENG ENG
TRANSFER FIRE FIRE TRANSFER
EJECTOR PUMP EJECTOR PUMP
FUEL LOW FUEL TRANSFER FUEL LOW
LEVEL OFF LEVEL
FUEL BOOST
LH RH L ON R LH RH
CHECK L R O
TANK TANK F
FUEL VALVE FUEL
F
BOOST ON L R BOOST ON
ENG NORM NORM
ENG
LH RH LH RH
SUMP TRANSFER VALVE SUMP

PRIMARY FAILSAFE CLOSED PRIMARY
EJECTOR EJECTOR
FUEL FILTER FUEL
PUMP BYPASS GAUGE PUMP
LH RH LH RH
LEFT FUEL RIGHT FUEL
FIREWALL FIREWALL
OPERATING LEFT F /W FUEL NON-OPERATING
SHUTOFF SHUTOFF SHUTOFF
BOOST PUMP TRANSFER RIGHT BOOST
ENG- LH RH PUMP
DRIVEN
FUEL FUEL LOW
PUMP ENG-
PRESS
DRIVEN
LH RH FUEL PUMP

FUEL LOW- FUEL LOW-
PRESSURE SWITCH P P PRESSURE SWITCH
MASTER
FUEL FILTER CAUTION
(BYPASS) FUEL FILTER
DC POWER
RESET (BYPASS)
L GEN BATT R GEN
SLINGER SLINGER
OFF OFF HM
HM
FCU START NOZZLE
RESET EMER RESET FCU
9 PPH INCLUDED IN F/F
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FlightSafety
SR-23
Figure SR-13. Fuel Transfer System— Fuel Transfer Operations
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HYDRAULICS
1. Quantities
• Total system—8.3 liters
• Reservoir capacity—2 liters
2. Engine-driven pumps—flow rate 3.25 gpm
3. Open center system (Figure SR-14):
• Bypass valve open (normal—open center)—60 psi
• Bypass valve closed (closed center system operation)—1,500 psi
• Fluid can be added without hydraulic mule.
4. Landing gear warning horn sounds:
• Either throttle less than 85% N 2 and the speed below 130 KIAS;
the horn can be silenced.
• Flaps beyond approach flaps regardless of throttle position; the horn

cannot be silenced
• The rotary test switch is in the LDG GEAR position.
5. Landing gear:
• Normal or emergency DC power is required for hydraulic retrac-

tion and extension (Figure SR-15 and SR-16).
• Held extended and retracted by mechanical locks.
• Freefall/pneumatic system is the emergency backup for extension

(Figure SR-17).
• The uplock can be released hydraulically, mechanically, and

pneumatically.
6. Speedbrakes (Figure SR-18):
• Held retracted by trapped fluid; they are held extended by trapped

fluid.
• Retracted normally with the switch in RETRACT; they are also re-
tracted if either throttle is advanced above 85% N2 and by flap move-
ment through the 38° flap position switch.

FlightSafety
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• Extended normally with the switch and on the ground automati-

cally as flaps extend through 38º toward the 60º position. Flap ex-
tension of speedbrakes is overrideable by either throttle above
85% N 2 to the retracted position.
• Speedbrake safety valve fail-safes open.
• The steep approach modification changes 85% N 2 to 90% N 2 .
• Require normal DC power to remain extended; they will blow to

trail immediately upon DC POWER failure. The speedbrakes safety
valve fail-safes open and releases the hydraulic lock (trapped
fluid).
• System pressure is required for extension and retraction.
7. Flaps (Figure SR-19):
• Flaps can be extended or retracted on normal or emergency bus

power.
• Flaps are electrically controlled and hydraulically actuated.
• Flaps are held retracted by trapped fluid.
• Flaps are held in each selected position by trapped fluid.
• Flap actuators are mechanically interconnected to prevent split

flaps.
• Master caution and FLAPS >35° lights illuminate on the ground

with both throttles above 85% N 2 with FLAPS in the 60° position.
In flight FLAPS >35° will illuminate at any throttle setting with
flaps beyond 35°.
8. Thrust attenuators (Figures SR-20 and SR-21):
• Normal DC power required.
• There is one relay controlling both actuators.
• On the ground, one squat switch and throttles in idle are required
for deployment.
• Master caution lights with either throttle above 85% N 2 and thrust
attenuator switch in STOW position.
9. Antiskid brakes (Figure SR-22):
• Separate from the main airplane hydraulic system with the reser-
voir located in the nose.

FlightSafety
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• Normal DC power is required to operate the pump.
• Antiskid protection is available only with power brakes.
• Pneumatic brakes are a backup for the power brakes; no differen-

tial braking and no antiskid protection are available.
• Antiskid protection drops out below 12 knots.
• Power brake and antiskid operate through the brake system circuit
breaker.
• Touchdown protection through the skid control circuit breaker re-

quires wheel speed above 12 knots and the squat switches to make
power brake and antiskid available.
The antiskid system can be dynamically self-tested by:
1. Turning the battery switch on with the antiskid switch ON
2. ROTARY TEST to the antiskid test position, then through

annunciator test to the OFF position. Check the antiskid
annunciator light went out.
3. With battery switch in BATT, turning the ANTISKID switch

OFF, then ON. The ANTISKID annunciator flashes five seconds
and goes out as a full dynamic self-check. The ANTISKID
annunciator does not illuminate when the gear handle is placed
down to extend the landing gear. This is due to an eight-second
timer delay. However, the ANTISKID would come on, in spite of
the timer, if power brake pressure was below 750 psi until power
brake pressure reached the normal 900–1300 psi range. When
power brake pressure is in the normal range of 900–1300 psi, the
eight-second timer prevents the ANTISKID annunciator from
illuminating during gear extension.

FlightSafety
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OVERBOARD
LH RH
ENG ENG
RESERVOIR
FIRE FIRE
RELIEF AND
FIREWALL BLEED VALVE
SHUTOFF VALVE
LH RH
ENG ENG
PUMP PUMP
FIREWALL
SHUTOFF VALVE
HYDRAULIC RESERVOIR
(PRESSURIZED WITH
SERVICE BLEED AIR)
CHECK
VALVE
DRAIN
HYD PRESS
ON
RETURN
FILL
PRESSURE
LANDING
GEAR
FILTER
SPEED-
BRAKE SYSTEM BYPASS
VALVE (FAILSAFE OPEN)
FLAPS
SYSTEM RELIEF
VALVE (1,500 PSI)
THRUST
ATTENUATOR
FLOW SWITCH
FLOW SWITCH
HYD FLOW
LOW
LH RH LEGEND
SUPPLY
PRESSURE
RETURN
Figure SR-14. Hydraulic System Schematic

PRESSURE
MAIN LANDING MAIN LANDING
SR-28
GEAR ACTUATOR RETURN GEAR ACTUATOR
UPLOCK
HOOK
GEAR ACTUATOR
PNEUMATIC
CONTROL
DUMP VALVE
SOLENOID
VALVE
SHUTTLE VALVE
UPLOCK HOOK
ACTUATOR
LEGEND
PRESSURE BLOW
HYDRAULIC PRESSURE
GAGE DOWN
HYDRAULIC RETURN (ACTIVE)
BOTTLE
STATIC HYDRAULIC FLUID FILL
PORT
VENTED LINE
PNEUMATIC (NITROGEN) PRESSURE
NITROGEN / HYDRAULIC FLUID MIX
PRESSURE
VENT EMERGENCY

BRAKE
UPLOCK HOOK
ACTUATOR
EMERGENCY GEAR
RELEASE PULL
NOSE GEAR
ACTUATOR
international
Figure SR-15. Landing Gear Retraction

FlightSafety
PRESSURE MAIN LANDING
MAIN LANDING
GEAR ACTUATOR RETURN GEAR ACTUATOR
UPLOCK
HOOK
GEAR ACTUATOR
CONTROL PNEUMATIC
SOLENOID DUMP VALVE
VALVE
UPLOCK HOOK SHUTTLE VALVE

ACTUATOR
LEGEND
PRESSURE
HYDRAULIC PRESSURE BLOW
GAGE
HYDRAULIC RETURN (ACTIVE) DOWN
BOTTLE
STATIC HYDRAULIC FLUID FILL
PORT
VENTED LINE
NITROGEN / HYDRAULIC FLUID MIX
PRESSURE
VENT EMERGENCY
BRAKE

UPLOCK HOOK
ACTUATOR
EMERGENCY GEAR
RELEASE PULL
NOSE GEAR
ACTUATOR
international
Figure SR-16. Landing Gear Extension

FlightSafety
SR-29
PRESSURE
MAIN LANDING
GEAR ACTUATOR RETURN MAIN LANDING
SR-30
GEAR ACTUATOR
GEAR
PNEUMATIC
CONTROL
DUMP VALVE
SOLENOID
VALVE
UPLOCK HOOK SHUTTLE VALVE UPLOCK HOOK

ACTUATOR ACTUATOR
LEGEND
PRESSURE
HYDRAULIC PRESSURE GAGE
HYDRAULIC RETURN (ACTIVE)
FILL
STATIC HYDRAULIC FLUID PORT BLOW
VENTED LINE DOWN
BOTTLE
NITROGEN/HYDRAULIC FLUID MIX PRESSURE
EMERGENCY
VENT
BRAKE

UPLOCK HOOK
ACTUATOR
EMERGENCY
NOSE GEAR TO GEAR
ACTUATOR UPLOCK RELEASE PULL
HOOKS
international
FlightSafety
Figure SR-17. Landing Gear Emergency Extension

FlightSafety
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SPEEDBRAKES EXTENDED
HYD PRESS
ON
T
H SPD BRK
R EXTEND
O
T L SPEEDBRAKE R SPEEDBRAKE
T ACTUATOR ACTUATOR
L
E
S
IDL
OFF
SPEEDBRAKE
SPEED
SPEEDBRAKE SAFETY
BRAKE CONTROL VALVE
RETRACT
VALVE
EXTEND
SPEED
BRAKE
5
LEGEND
TRAPPED
PRESSURE ELECTRICAL CIRCUIT
RETURN SOLENOID VALVE

(FAIL SAFE)
FULL
PRESSURE CHECK VALVE
SPEEDBRAKES RETRACTED
HYD PRESS
ON
T
H SPD BRK
R EXTEND
O
T L SPEEDBRAKE R SPEEDBRAKE
T ACTUATOR ACTUATOR
L
E
S
IDL
OFF
SPEEDBRAKE
SPEEDBRAKE SAFETY
SPEED
BRAKE CONTROL VALVE
VALVE
RETRACT
EXTEND
SPEED
BRAKE
5
LEGEND
TRAPPED
PRESSURE ELECTRICAL CIRCUIT
RETURN SOLENOID VALVE

(FAIL SAFE)
FULL
PRESSURE CHECK VALVE
Figure SR-18. Speedbrake Operation

FLAPS EXTENDING
UP
0° HYD FLOW HYD PRESS
F
LOW LOW
L
A FLAP LH RH
P INTERCONNECT
S FLAP
FLAP
15° ACTUATOR ACTUATOR
TAKEOFF
AND
APPROACH
200 KIAS
LAND 35°
161 KIAS
GROUND
FLAPS
GROUND 60°
USE ONLY
FLAP
CONTROL
5
FLAPS RETRACTING
UP
0° HYD FLOW HYD PRESS
F
LOW LOW
L
A
FLAP LH RH
P INTERCONNECT
S L FLAP R FLAP
15° ACTUATOR ACTUATOR
TAKEOFF
AND
APPROACH
200 KIAS
LAND 35°
161 KIAS
GROUND
FLAPS
GROUND 60°
USE ONLY
FLAP
CONTROL
5
LEGEND
RETURN
FULL PRESSURE
ELECTRICAL CIRCUIT
Figure SR-19. Flap Operation

FlightSafety
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STOWING
STOWING THRUST ATTENUATOR STOWING
ACTUATORS
NOTE:
PISTONS EXTEND
MOVING BELLCRANKS
THRUST TO STOW BUCKETS
ATTENUATOR
SOLENOID
VALVES
STOW
A THRUST
U ATTENUATOR
T
O TEST
PRESSURE
RETURN
ATTEN
UNLOCK
LH RH HYD PRESS
ON
STOWED
THRUST ATTENUATOR
ACTUATORS
THRUST
ATTENUATOR
SOLENOID
VALVES
LEGEND
TRAPPED FLUID
PRESSURE
RETURN
STATIC PRESSURE
Figure SR-20. Thrust Attenuator System Schematics (Stowing)

FlightSafety
international
DEPLOYING
DEPLOYING DEPLOYING
THRUST
ATTENUATOR
ACTUATORS
NOTE:
PISTONS RE-
TRACT MOVING
BELLCRANKS
THRUST TO DEPLOY
ATTENUATOR BUCKETS
SOLENOID
VALVES THRUST
ATTENUATOR
STOW
A
DEPLOY
U
T
O TEST
PRESSURE
IDLE
STOW
RETURN
ATTEN
UNLOCK
LH RH HYD PRESS
ON
DEPLOYED
THRUST
ATTENUATOR
ACTUATORS
THRUST
ATTENUATOR
SOLENOID
VALVES
LEGEND
ATTEN TRAPPED FLUID
UNLOCK
PRESSURE
LH RH
RETURN
STATIC PRESSURE
Figure SR-21. Thrust Attenuator System Schematics (Deploying)

LEGEND
SUPPLY FLUID
MANUAL BRAKE PRESSURE
DC POWER
POWER BRAKE PRESSURE
BRAKE BATT
RETURN FLUID RESERVOIR PUMP OFF
METERED BRAKE PRESSURE MOTOR EMER
PNEUMATIC PRESSURE
STATIC AIR
ANTISKID ELECTRICAL SYSTEM
PWR BRK ON < 750 PSI

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

ANNU FIRE
SERVO VALVE WARN
OVERBOARD ANTI LDG
SKID GEAR
EMERGENCY BRAKE VENT OVER BATT
SPEED TEMP
PARKING BRAKE W/S TEMP AOA
SPARE
LDG GEAR

ANTI-SKID
CONTROL UP
ANTI-
(SPEED HORN SKID
COMPARISON) SILENCE ON
PUSH OFF
DOWN
SHUTTLE SHUTTLE
international
VALVE VALVE
FlightSafety
SR-35
Figure SR-22. Antiskid Brake System Schematic
FlightSafety
international
FLIGHT CONTROLS
1. Rudder
Maximum travel is 30º +1º either side of center.
• Trim tab travel is 20º +1º either side of centerline (servo tab).
• Nosewheel deflection 20º either side with full rudder pedal.

Additional castering of 64º (84º total) with differential braking.
Ground handling and towing maximum deflection of nosewheel is
95º either side of center.
• Do not attempt flight if nosewheel steering is inoperative.
2. Elevators:
• Maximum travel is 20º up and 15º down.
• Trim tab travel is 12º up and 20º down.
• Can be electrically trimmed.
• If equipped with optional copilot electric trim, the pilot’s has

priority.
• Trim tabs on both elevators.
3. Ailerons:
• Maximum travel is 23.5º up and 20.5º down.
• Trim tab on left aileron only: maximum 20º up and 12º down.
4. Control lock secures throttles in cutoff and controls in neutral.
FLAPS AND SPEEDBRAKES

Refer to Hydraulics, this chapter.
ICE AND RAIN PROTECTION

NOTE
The 525 engine anti-ice and tail deice systems should
be turned on in flight during indicated RAT of +10°C
or below and visible moisture. Wing anti-ice should be
on anytime visible accumulations of moisture are ob-
served in this temperature range. Tail deice should be
on except when colder than –35ºC RAT. Wing inspec-
tion light is mounted on the left side of the fuselage.

FlightSafety
international
Pitot-static heat two-minute limit on ground operation:
• Pitot tubes
• Four flight instruments static ports
• AOA probe—Monitored by AOA HTR FAIL annunciator light
• P/S HTR OFF light does not monitor AOA probe.
• See Figure SR-23
Windshield anti-ice:
• Windshield bleed switch (Figure SR-24) controls the temperature and

supply not the volume. HI is used when OAT is –18ºC or colder
(138 ±6ºC.280ºF). LOW is used when the OAT is warmer than -18ºC
(127º ±6ºC/260ºF).
• Manual valves control volume.
• Wing valves automatically close for respective overheat of LH or RH

WING ANTI-ICE light or LH and RH BLD AIR O’HEAT lights.
• Windshield air overheat light 149ºC (300ºF)
• ON for temperature only if the switch is in HI or LO; the solenoid

supply valve is energized closed simultaneously.
• ON for pressure only (5 psi) if the switch is in off.
• Rain doors can be deployed mechanically to assist in deflecting the

air and moisture away from the windshield (windshield bleed air must
be off to deploy).
• Alcohol anti-icing is the backup for bleed air (ten-minute duration,

1.9 liters); normal DC power is required to operate.
• The bleed-air solenoid fails open with the loss of normal DC power,
but automatic temperature control is lost.
ENGINE/WING ANTI-ICE
See Figures SR-25 and SR-26.
• Ground and in-flight icing conditions exist when the indicated RAT
is +10°C or below in any kind of visible moisture.
• During ground or in-flight icing conditions the engines must be heated

continuously.

FlightSafety
international
• The wings must be heated during ground or in-flight icing conditions

if the pilot observes visible accumulations of precipitation.
• During prolonged ground operations in icing conditions the wings must

not be heated longer than one minute after preheating and the extin-
guishing of the wing anti-ice lights.
• The wing and engine anti-ice valves fail-safe open and the wing
XFLOW valve fail-safes closed.
• Wing XFLOW is used:
1. To heat the wing of an inoperative engine,
2. To heat the wing when a wing anti-ice valve has failed closed, and,
3. If the wing ANTI-ICE light illuminates in flight when not in icing

conditions and the switches are off. (e.g., a wing anti-ice valve ap-
parently failed open with overheat).
• Selecting engine or wing/engine lets normal DC power operate the ig-

nition, T T2 and pylon ram-air duct heaters.
• In-flight selection deenergizes open the engine and wing anti-ice

valves immediately if the throttle is above 70% N 2 and closes the
valves below 70% N 2 .
• During ground operation, the squat switch removes the 70% speed sen-
sor, and the wing and engine anti-ice valves are continuously open at
all throttle positions in engine ON or WING/ENGINE.
• The wing undertemp sensor is mounted in the bleed-air line at the shank
of the wing and the 63°C (145°F) overtemp sensor is also at the shank
of the wing to sense a bleed-air line leak.

FlightSafety
international
• The ENG ANTI-ICE/LH or RH lights:
• Illuminate during the initial preheating phase and extinguish when

properly heated warmer than 104°C (220°F).
• Go out when preheating is completed activating the undertemp

sensor and if in flight the underspeed sensor is activated when
under 70% N 2 .
• Do not illuminate for the first minute of undertemp or underspeed

(if in flight) to avoid nuisance trips of the lights. The pilot should
detect and correct the condition during the first minute to avoid light
activation.
• Come on steady during the second minute to prompt the pilot to

correct the undertemp or underspeed (if in flight) condition.
• Come on flashing with steady master caution at the end of the sec-
ond minute to more vigorously prompt the pilot to correct the un-
dertemp or underspeed (if in flight) condition.
• The wing anti-ice lights:
• Illuminate during the initial preheating phase and extinguish when

properly heated warmer than 110°C (230°F).
• Illuminate for the same 1-and 2-minute criteria described under ENG
ANTI-ICE light operations.
• Immediately illuminate flashing with the master caution lights

armed to come on in one minute anytime a purge passage overtemp
sensor detects 63°C (145°F) in any switch position.
• Illumination of the BLD AIR O’HEAT light(s) and/or the wing

ANTI-ICE light(s); automatically closes the wing anti-ice valves,
if open, to prevent a wing overheat.

FlightSafety
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PITOT PITOT
TUBE TUBE
DADC
STBY CP
ASI/ALT AIRSPEED
CABIN
DIFFERENTIAL
PRESSURE
GAGE
CP STATIC P STATIC
P STATIC CP STATIC
CP
ALTIMETER
CP
V/S
LEGEND
PILOT’S PITOT NOTE:
OPTIONAL CP PFD REQUIRES
PILOT’S STATIC
A SECOND DADC ON CP SIDE.
COPILOT’S PITOT
COPILOT’S STATIC
Figure SR-23. Pitot-Static System—Standard

LEFT NOZZLE RIGHT NOZZLE
LEFT RIGHT
LEGEND
PRECOOLED BLEED AIR
OFF MAX OFF MAX
RAM AIR
WARM BLEED AIR
NOSE
TEMPERATURE TEMPERATURE
SENSOR SWITCH
BLEED HI 149°C
TAIL W/S AIR
TEMPERATURE PRESSURE
O'HEAT
O SENSOR SWITCH
F AIR
F TEMP
CONTR
LOW HI 138±6°C 5 PSI
AIR
LOW 127±6°C
CONTROL
VALVE
HEAT
AIR INTO TAIL CONE RAM AIR IN
EXCH

W/S BLEED-AIR
SOLENOID VALVE
(FAILS OPEN)
L R
BLEED-AIR SUPPLY
international
Figure SR-24. Windshield Anti-ice System

FlightSafety
SR-41
ANTI-ICE/DE-ICE
WING/ENGINE
WING XFLOW L WING/ENG R WING/ENG 104°C
SR-42
O
(220°F) T
F MINIMUM
F
OFF ENG ON ENG ON
ELECTRICALLY HEATED
PYLON INLET WHEN 282°C (540°F) MAX
ENG ANTI-ICE IS ON T
63°C
(145°F) FAILSAFE
MAX OPEN
110°C (230°F) MIN
PURGE AIR T
INTAKE T BLD AIR ENG
WING ANTI-ICE O'HEAT ANTI-ICE
WING CROSSFLOW PRESSURE
SHUTOFF VALVE REGULATING LH RH LH RH
(FAILS CLOSED) SHUTOFF VALVES
PURGE AIR
SHUTOFF VALVES
T
TO LEFT AND RIGHT
INTAKE T
110°C (230°F) MIN FAILSAFE
AND SERVICE BLEED-AIR SYSTEMS
63°C OPEN
(145°F)
TO WINDSHIELD BLEED AIR, EMER. PRESS,
MAX

282°C (540°F) MAX
ELECTRICALLY HEATED
WING LEGEND PYLON INLET WHEN
ANTI-ICE ENG ANTI-ICE IS ON
ENGINE BLEED AIR
LH RH PRECOOLED BLEED AIR 104°C
(220°F) T
RAM AIR MINIMUM
ELECTRICAL HEATER
international
FlightSafety
Figure SR-25. Engine /Wing Anti-ice System

ANTI-ICE/DE-ICE
WING/ENGINE
WING XFLOW L WING/ENG R WING/ENG 104°C
O
(220°F) T
F MINIMUM
F
OFF ENG ON ENG ON
ELECTRICALLY HEATED
PYLON INLET WHEN 282°C (540°F) MAX
T
ENG ANTI-ICE IS ON
63°C
(145°F)
MAX
FAILSAFE
110°C (230°F) MIN
T
OPEN
PURGE AIR
INTAKE T BLD AIR ENG
WING ANTI-ICE O'HEAT ANTI-ICE
WING CROSSFLOW PRESSURE
SHUTOFF VALVE REGULATING LH RH LH RH
(FAILS CLOSED) SHUTOFF VALVES
SHUTOFF VALVES
PURGE AIR T
TO LEFT AND RIGHT
INTAKE T
110°C (230°F) MIN FAILSAFE
AND SERVICE BLEED-AIR SYSTEMS
63°C
(145°F) OPEN
TO WINDSHIELD BLEED AIR, EMER. PRESS,
MAX

282°C (540°F) MAX
ELECTRICALLY HEATED
WING LEGEND PYLON INLET WHEN
ANTI-ICE ENG ANTI-ICE IS ON
ENGINE BLEED AIR
LH RH PRECOOLED BLEED AIR 104°C
(220°F) T
RAM AIR MINIMUM
ELECTRICAL HEATER
international
FlightSafety
SR-43
Figure SR-26. Engine/Wing Anti-ice System—Single Engine
FlightSafety
international
FRESH AIR light illuminates flashing when FRESH AIR is selected on AIR
SOURCE SELECT switch. MASTER CAUTION also illuminates.
EMER PRESS ON illuminates flashing and MASTER CAUTION on steady

in flight and ground when EMER is selected on AIR SOURCE SELECT
switch. On the ground, the left squat switch prevents the emergency valve
from opening.
23 PSI REGULATOR
EJECTOR
VALVES
E E
EJECTOR
PS PS 16 PSI
PRESS SWT
TAIL
DE-ICE
LH RH
ANNUNCIATOR ACTIVATED BY PRESSURE
LEGEND
VACUUM AIR
SERVICE BLEED AIR
Figure SR-27. Tail Deice System

FlightSafety
international
TAIL DEICE BOOTS

See Figure SR-27
• Engine bleed air (23 psi) is used to inflate and deflate the horizontal
boots.
• The boots have an 18-second cycle: 6 seconds for inflation of the left
stabilizer boot, 6 seconds for deflation, and 6 seconds for right sta-
bilizer boot and repeat sequence every 3 minutes in AUTO (up posi-
tion of switch).
• Manual inflates both boots simultaneously.
• Do not activate the boots if indicated RAT is below –35ºC (–31ºF).
• During tail deice boot failure, do not extend flaps beyond 15º in icing
conditions.
ENVIRONMENTAL
The AIR SOURCE SELECT (Figures SR-28 through SR-30) has the follow-
ing positions:
• OFF—The L and R PRSOV and windshield anti-ice control valves are

closed; bleed air is still available for service air and anti-icing/deic-
ing (23 psi). The airplane depressurizes at leak rate.
• FRESH AIR—Ground and unpressurized low-altitude operation only,

aircraft will not pressurize in this position. Turns on axial fan to di-
rect pylon ram air to ventilate the unpressurized pressure vessel. The
L and R PRSOV and windshield anti-ice valves are closed.
• L—The left PRSOV is deenergized open and L FCV is energized to

allow air to flow to the cabin at 8 pounds per minute. The R PRSOV
is closed.
• BOTH—Deenergized both the L and R, PRSOV valves open at 4 ppm

each allowing 8 pounds per minute flow into the cabin.
• R—The right PRSOV is deenergized open and the R FCV is energized

to allow air to flow to the cabin at 8 pounds per minute. The L PRSOV
is closed.
• EMER—Provide windshield anti-ice heat exchanger bleed air at 49ºC

(120ºF) to be regulated by the emergency valve at 6 pounds per minute
to the cabin.
BLD AIR O’HEAT light illuminates when cooled bleed air exiting the pre-
cooler exceeds 540°F. Reducing engine rpm should extinguish light.

WINDSHIELD BLEED AIR AIR SOURCE SELECTOR
L R CABIN HEAT, PRESSURIZATION, BOTH
FULL FULL AND FRESH AIR TO CABIN
LEFT RIGHT L R
T T
SR-46
H H
MASTER
R R CAUTION
O O 149°C (300°F) MAX
T T EMERG RESET
T T FRESH EMER
AIR DUCT PRESS ON OFF
L L AIR
E E TO O’HEAT TO
S S WING WING TEMP SELECT
IDLE IDLE
WING ANTI-ICE WING ANTI-ICE M HOT
OFF OFF A
SHUTOFF VALVE SHUTOFF VALVE A U
N T
EMERGENCY U O
PRESSURIZATION A COLD
VALVE 6 PPM L COLD HOT
T MANUAL
WINDSHIELD
RAM AIR WINDSHIELD ANTI-ICE HEAT
ELECTRICALLY HEATED MODULATING CABIN MODULATING ELECTRICALLY HEATED
PYLON INLET WHEN EXCHANGER PYLON INLET WHEN
VALVE HEAT VALVE
ENGINE ANTI-ICE ON FRESH ENGINE ANTI-ICE ON
yyy
;;; EXCHANGER EXHAUST
AIR ;;;
yyy
;;;
yyy INTO
T ;;;
yyy TAILCONE T
;;;
yyy
ENGINE ENGINE
ANTI-ICE EXHAUST ANTI-ICE
OVERBOARD
VALVE VALVE
WINDSHIELD ANTI-ICE
L PR CONTROL VALVE R PR
SOV SOV
L R
yyyy
@@@@

;;;; FCV FCV
@@@@

;;;;
yyyy 4 4
;@yy;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@y;@
@@@@

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

;;;;
yyyy 8 8
PYLON y;@y;@y;@y;@ PYLON

282°C (540°F) MAX
@@@@

;;;;
yyyy y;@MAX
PRECOOLER 282°C (540°F)y PRECOOLER
@@@@

;;;;
yyyy ;;@y@;y@y;@;y@y;@y;@;y@;;y@y@
SERVICE AIR REGULATOR PRSOV -PRESSURE REGULATING AND
23 PSI SERVICE AIR SHUTOFF VALVE
FCV - FLOW CONTROL VALVE 4 OR 8
BLD AIR PPM (POUNDS PER MINUTE)
O’HEAT
PRECOOLER LEGEND PRECOOLER
LH RH
EXHAUST EXHAUST
DOOR ENGINE BLEED AIR RAM AIR CABIN AIR NORMAL DOOR
PRECOOLER SERVICE WINDSHIELD ANT-ICE NOTE:
BLEED AIR SYSTEM AIR AIR/EMERGENCY
PRESSURIZATION SEE TABLE SR-1
international
FlightSafety
Figure SR-28. Air Supply to Cabin—SNs 0360 and Subsequent

Table SR-1. SOURCE SELECTIONS, VALVE POSITIONS AND FLOW RATES—SNs 0360 AND SUBSEQUENT
SOURCE
L PRSOV/ R PRSOV/ EMER NET FLOW TO CABIN
CONDITION SELECTOR
FCV-PPM FCV-PPM VALVE-PPM PPF/TEMP/PRESS
POSITION
2 ENGINES OPERATING BOTH OPEN 4 OPEN 4 CLOSED 0 8 PPM 65–85°F
2 ENGINES OPERATING L OPEN 8 CLOSED 4/0 CLOSED 0 8 PPM 65–85°F
2 ENGINES OPERATING R CLOSED 4/0 OPEN 8 CLOSED 0 8 PPM 65–85°F
2 ENGINES OPERATING EMER CLOSED 4/0 CLOSED 4/0 OPEN 6 6 PPM 120°F***
2 ENGINES OPERATING FRESH AIR CLOSED 4/0 CLOSED 4/0 CLOSED 0 0 DEPRESSURIZE TO AMBIENT
2 ENGINES OPERATING OFF CLOSED 4/0 CLOSED 4/0 CLOSED 0 LEAK RATE TILL DEPRESSURIZED
L THROTTLE OFF, R ENGINE OPERATING BOTH/R CLOSED 4/0 OPEN 8 CLOSED 0 8 PPM 65–85°F
L ENGINE OPERATING, R THROTTLE OFF L/BOTH OPEN 8 CLOSED 4/0 CLOSED 0 8 PPM 65–85°F
L ENGINE OFF AND LOST DC POWER ANY POSITION CLOSED 4/0 OPEN 4 CLOSED 0 4 PPM CABIN MAY RISE
R ENGINE OFF AND LOST DC POWER ANY POSITION OPEN 4 CLOSED 4/0 CLOSED 0 4 PPM CABIN MAY RISE
L ENGINE FLAMEOUT, L THROTTLE IDLE,
BOTH/R CLOSED 4/0 OPEN 4 CLOSED 0 4 PPM CABIN MAY RISE
R ENGINE OPERATING
R ENGINE FLAMEOUT, R THROTTLE IDLE,
L/BOTH OPEN 4 CLOSED 4/0 CLOSED 0 4 PPM CABIN MAY RISE
L ENGINE OPERATING
NOTE:

1. THE FCV (4 OF 8 PPM) FLOW CONTROL VALVE FAIL-SAFES TO THE 4-PPM POSITION WITH LOST DC POWER AND THE PRSOV PRESSURE REGULATING
AND SHUTOFF VALVE NORMALLY REGULATES 16 PSI IS A FAILSAFE OPEN VALVE.
2. WITH BOTH ENGINES OPERATING IN BOTH AT 4 + 4 = 8 PPM FLOW TO THE CABIN.
3. WITH L OR R SELECTED, THE SELECTED FCV IS ENERGIZED TO A FULL 8 PPM TO CABIN WHILE THE NON-SELECTED FCV IS CLOSED BY LOGIC.
4. ANYTIME A THROTTLE IS SELECTED OFF, THE REMAINING ENGINE FCV IS ENERGIZED TO 8 PPM FLOW TO THE CABIN BY LOGIC.
5. IN THE UNLIKELY EVENT OF ENGINE FAILURE AND THE LOSS OF NORMAL DC POWER, THE OPERATING ENGINE FCV FAILSAFES OPEN TO 4 PPM
FLOW TO THE CABIN. AT HALF THE NORMAL FLOW RATE TO THE CABIN, CABIN PRESSURE MAY RISE AND DIFFERENTIAL PRESSURE REDUCE.
6. SHOULD AN ENGINE FLAMEOUT, THE 8 PPM COMMAND WILL NOT SIGNAL THE LIVE ENGINE FCV UNTIL THE DEAD ENGINE THROTTLE IS SELECTED
OFF. IN THE MEAN TIME 4 PPM IS AVAILABLE FROM THE LIVE ENGINE FCV AND THE CABIN MAY RISE.
international
***WINDSHIELD BLEED AIR OFF = 49°C (120°F); WINDSHIELD BLEED AIR HI = 138°C (280°F); WINDSHIELD BLEED AIR LOW = 127°C (260°F)
FlightSafety
SR-47
CLIMB AND CRUISE
SR-48
COCKPIT AIR DIST AIR SOURCE SELECT
CABIN DUMP
AIR CONDITIONING L R
N
M
0 O A U TO
A
0 R
X
13 M
S E T A LT O
F
FL EXER
F
FRESH EMER
FA N AIR
0 OFF
0 0 COMPRESSOR FA N
R AT E PRESS SYSTEM SELECT ON
SET MANUAL UP AFT FWD DEFOG
ALT M FLOOD HI HI
DEPRESSURIZE CABIN BEFORE LANDING A A
N O
H U
U F
I T
A F
O
L
15 20 A U TO DOWN LOW LOW LOW
5 T E M P E R AT U R E S E L E C T
10 4 PS 6 25
3 7
30 HOT A
2 8 M
A U
5 1 9 35 T
N
DIFF U O
40
PRESS A

0 45
CABIN ALT L COLD COLD HOT
X 1000 FT
MANUAL
IF THE PASSENGERS ARE COLD AT THE 1 O’CLOCK COCKPIT AIR DIST KNOB POSITION
(70% CREW AND 30% PASSENGERS), SELECT THE 11 O’CLOCK POSITION SO THEY GET
MORE HEAT (60% AND 40% TO PASSENGERS).
international
FlightSafety
Figure SR-29. Environmental Control Panels

WINDSHIELD BLEED AIR
EMER PRESS VALVE

(FAILS CLOSED)
COCKPIT AND CABIN BLEED AIR
DEFOG FAN
CABIN/COCKPIT
DIVERTER VALVE FOUR POSITION
FWD BY "COCKPIT AIR
EVAP DIST" SELECTOR
RIGHT
MAX
MAX OFF
LEFT
FIXED LOUVERS
AFT
OFF
EVAPORATOR
WINDSHIELD
BLEED-AIR VALVE
AIR COND
AUTO
O
F
FAN F

FAN
COMPRESSOR
ON AFT FWD DEFOG
FLOOD HI A HI O
FWD PRESS H U AFT PRESS
BULKHEAD T F BULKHEAD
I
F
LOW LOW O LOW
international
Figure SR-30. Cabin/Cockpit Distribution

FlightSafety
SR-49
FlightSafety
international
AIR DUCT O’HEAT illuminates flashing when the temperature of air enter-
ing the cabin ducts exceed 149ºC (300ºF). MASTER CAUTION comes on
steady. The system is protected in auto temperature mode.
During ground operations:
• Before first engine start only flood cooling air is available. After first
engine start with 23 psi service air available, flood cooling or over-
head WEMAC air is selectable.
• Cabin air flowing into the aft evaporator inlet, which is warmer than
the 65°F temp sensor, shuts off all engine bleed air to the cabin by clos-
ing the 8-ppm flow control and shutoff valve. Existing warm cabin air
can be cooled by the vapor cycle compressor using EPU or RH gen-
erator power.
• Vapor cycle air-conditioner refrigerant is R134A in SNs 0360 and

subsequent.
The compressor compartment ahead of the aft baggage compartment gets very
hot during ground operations or maintenance while using the compressor on
hot days. Without the ventilation of the compressor compartment on a hot day
with compressor operating, can result in compressor shutdown due to over-
heat. The fuselage-tailcone air-conditioning inlet, with louvers and a solenoid-
controlled door above the louvers, is installed to allow hot air in the compressor
area to freely ventilate to prevent overheat shutdowns. The louvered open-
ing looks straight up into the bottom side of the battery and battery discon-
nect relay. The narrow, rectangular louvered panel runs front to rear on the
left lower fuselage under the battery compartment area. During ground op-
erations when the compressor motor is powered, that same power removes
service system air from the air cylinder allowing the door to springload open
to ventilate the compartment. The door is open for overnight parking. At liftoff,
the squat switch powers the air cylinder valve open allowing restricted 23-
psi bleed air into the air cylinder to close the door for normal in-flight tail-
cone pressurization.
The following table (Table SR-2) shows AFM recommended environmental

panel comfort settings. Cabin normal settings are listed in left column, and
variations from normal are listed for the conditions in the columns to the right.
It is recommended that the AUTO-TEMP selector remain at the 1 o’clock po-
sition. Recommended settings for descent are also listed.

FlightSafety
international
Table SR-2. ENVIRONMENTAL PANEL COMFORT SETTINGS
IF IF IF
CABIN CABIN COCKPIT COCKPIT
NORMAL WARM COOL
SETTINGS
OR IF
INITIALLY INITIALLY
COOL WARM
OR OR
COLD HOT
AIR SOURCE
BOTH
SELECTOR
AIR COND AUTO
AFT FAN LOW HI OR FLOOD
FWD FAN AUTO HI LOW/HI
TEMP SELECT AUTO
(AVOID CHANGING) (1 O’CLOCK)
DEFOG FAN OFF
COCKPIT AIR DIST NORM NORM & 3rd PSN

(4 DETENTS TO 2nd PSN (1
PROPORTION AIR) (11 O’CLOCK)
O’CLOCK) OR MAX
DAY OPS NIGHT OPS
FOR DESCENT AFTER COLD SOAK AT ALTITUDE
A. FWD EVAPORATOR FAN SPEED HI

B. SELECT THE DEFOG FAN SWITCH TO HI PRIOR TO DESCENT AND APPROACH.
C. 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 N1S FOR WARMER BLEED AIR
TEMPS TO BETTER HEAT.
F. THE CABIN AND COCKPIT
COCKPIT AIR DIST KNOB

SWITCH CREW PASSENGER
DETENTS AIR AIR
NORM (9 O’CLOCK) 50% 50%
11 O’CLOCK 60% 40%
1 O’CLOCK 70% 30%
MAX (3 O’CLOCK) 80% 20%
MAX IS USED AFTER HIGH ALTITUDE COLD SOAK FOR DESCENT TO INCREASE
AIR FOR CREW COMFORT AND WINDSHIELD WARMUP.

FlightSafety
international
PRESSURIZATION
• Normal DC power required and 23-psi air/vacuum for AUTO and
ISOBARIC MODE operation (Figure SR-31).
• ISOBARIC MODE—Indicated by amber light and FL displayed in set

ALTITUDE scale when the air data/computer fails.
• MANUAL MODE—Can be operated without normal DC power and

without 23 psi vacuum. Will not override 8.6 psid maximum differ-
ential valves.
• Provides a sea level cabin to 22,027 feet with 8.6 psid differential in
manual. Provides an 8,000-foot cabin at 41,000 feet with 8.3 psid in
AUTO on digital controller.
• AUTO—The pressure controller uses the auto schedule to control

cabin pressure and rate-at-climb.
• Cabin limit valves operate at 13,000 ±1500 feet.
• Normal DC power required for cabin dump to operate and it will not
override cabin limit valves.
• Airplane is depressurized on the ground (right squat switch) with

throttle below 85% N 2 .
• Above 85% N 2 on the ground airplane goes into prepressurization mode

(drives the cabin pressure downward toward 200 feet below field pres-
sure altitude).
• Flight mode—Right squat switch activated, requires air data sen-

sor/computer for AUTO operation or manual set CA or FL with SET
ALT knob.
OXYGEN
• 22 cubic-foot (619 liter) bottle is standard, 50 cubic-foot (1,407 liter)
bottle is optional.
• The bottle pressure green arc is marked from 1,600 to 1,800 psi; this
does not ensure oxygen availability to the crew (Figure SR-32).
• Automatic mask drop occurs at 13,500 ±600 feet cabin altitude only
if normal DC power is available; the solenoid closes at 8,000 feet
cabin altitude.
VENTS, DRAINS, ANTENNAS

Figure SR-33 shows the 525-series vent and drain locations. Figure SR-34
shows the typical locations of communication and navigation antennas.

NOSEWHEEL
WELL VACUUM
CABIN
PRESSURE
AIR
MANUAL
PRESSURIZATION MAX
CONTROL VALVE DIFF
CABIN ALT
FLIGHT LIMIT VALVE
LANDING GEAR CABIN PRESS
SQUAT SWITCH
> 85% N2 GROUND

FILTER
< 85% N2 FLIGHT
(AUTO SCHEDULE)
EJECTOR
29 VDC
VACUUM
CLIMB
DUMP DIGITAL CABIN
29 VDC PRESSURE CONTROLLER 29 VDC
DIVE
AUTO
PRESSURE
MAX

SENSOR PORT DIFF
(WORKING WITH ADS)
MANUAL CABIN ALT
PRESSURE LIMIT VALVE
MANUAL—AUTO CABIN DUMP
SWITCH SWITCH
LEGEND
SERVICE
AMBIENT AIR PRESSURE (23 PSI) VACUUM AIR 23 PSI
CABIN AIR CONTROL AIR
international
FlightSafety
Figure SR-31. Pressurization System Diagram
SR-53
FlightSafety
international
SOLENOID OXYGEN
C/B
5A
TO PASSENGER
DISTRIBUTION 29-VOLT
SYSTEM DC
ALTITUDE
PRESSURE
SWITCH
13,000 ± 600 FT
NORM DC
MANUAL CONTROL VALVE

(NORMAL POSITION)
NORMAL
MANUAL
DROP CREW
ONLY
TO COPILOT’S
FACE MASK
PILOT’S FACE
MASK
OVERBOARD
DISCHARGE
INDICATOR
PRESSURE 1,600–1,800 PSI

REGULATOR
SHUTOFF 2,000 PSI
VALVE KNOB
CYLINDER
0–400 PRESSURE GAGE
PSI
*CHECK VALVE LEGEND

HIGH-PRESSURE OXYGEN
OXYGEN LOW-PRESSURE OXYGEN
CYLINDER
OXYGEN PRESSURE OVERBOARD
FILLER VALVE AND
PROTECTIVE CAP * OPERATES AS A CHECK VALVE
ONLY WHEN LINE IS REMOVED
Figure SR-32. Oxygen System

FlightSafety
international
ENGINE DRAIN MAST

FUEL PUMP
HYDRAULIC PUMP
RAM-AIR PYLON INLETS
EPU DOOR
REFRESHMENT
BATTERY (2)
CENTER
ALCOHOL TANK LH SIDE
BRAKE RESERVOIR FWD AND AFT
EMERGENCY AIR BOTTLE EVAPORATOR
DRAINS
O2 BLOWOUT DISC
ALCOHOL RESERVOIR VENT

PNEUMATIC RESERVOIR VENT
GEAR AND BRAKE
O2 FILL POINT PNEUMATIC BOTTLE
BRAKE FLUID RESERVOIR VENT
COCKPIT RELIEF TUBE
FORWARD EVAPORATOR DRAIN LINE REFRESHMENT CENTER DRAIN
REFUEL CAP AND PURGE PASSAGE REFUEL CAP AND

FUEL FILTER RAM-AIR INLETS FUEL FILTER
FUEL FUEL DRAINS FUEL DRAINS FUEL
VENT VENT
WING WING
ANTI-ICE GND POINT GND POINT ANTI-ICE
VENT AFT RELIEF VENT
AFT EVAPORATOR TUBE
DRAIN LINE
GENERATOR VENT BATTERY VENT TUBES
ENGINE DRAIN(S)
HYDRAULIC ACCESS DOOR
COMPRESSOR COMPARTMENT
HYDRAULIC RESERVOIR HOT-AIR VENT
DRAIN LINE
ENVIRONMENTAL AND VAPOR CYCLE VENT
Figure SR-33. Vents and Drains—Typical

SR-56
NAV 1 AND 2
NO. 1 FLUX
DETECTOR
NO. 2 FLUX
DETECTOR
COMM 2 HF
ELT
GPS ANTENNA ADF ANTENNA
IAPS CARD
CAGE
AHRS
ADC 1 1 AND 2
(OPT 2)
L AND R ENG
DCU AND EDC
RADAR

DME 1 LORAN C
GLIDE FLITE FONE MARKER
BEACON DME 2 RAD ALT COMM 1
SLOPE
TEMP PROBE
TRANSPONDERS (2)
international
Figure SR-34. Antenna Locations

FlightSafety
FlightSafety
international
MASTER WARNING SYSTEM

ILLUSTRATION
Figure Title Page
MWS-1 Annunciator Panel—SNs 0360
and Subsequent ........................................................ MWS-1
TABLES
Table Title Page
MWS-1 Annunciator Illumination Causes ............................ MWS-2
MWS-2 Test Indications ........................................................ MWS-5
FOR TRAINING PURPOSES ONLY MWS-i

BATT CAB ALT OIL PRESS FUEL FUEL FUEL LOW FUEL LOW FUEL FLTR FUEL
O'TEMP 10,000 FT WARN GAUGE BOOST ON LEVEL PRESS BYPASS TRANSFER
ATTN STOW
VF >160° LH RH LH RH LH RH LH RH LH RH LH RH
I SELECTED
DA
EI GEN AFT F/W EMERG HYD FLOW HYD PRESS ATTEN FLAPS
OL OFF J-BOX SHUTOFF PRESS ON LOW ON UNLOCK >35°
FRESH SPD BRK
AF LH RH LMT CB LH RH LH RH LH RH
UA AIR EXTEND
D
I I PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR
OL LOW PRESS LOCKED DE-ICE O'HEAT OFF ANTI-ICE ANTI-ICE O'HEAT
ANTISKID DOOR AOA HTR AIR DUCT
LH RH LH RH LH RH LH RH LH RH
INOP SEAL FAIL O'HEAT

MASTER MASTER
WARNING CAUTION
RESET RESET
international
Figure MWS-1. Annunciator Panel—SNs 0360 and Subsequent

FlightSafety
MWS-1
FlightSafety
international
Table MWS-1. ANNUNCIATOR ILLUMINATION CAUSES
BATT The red battery overtem- FUEL The amber FUEL BYPASS
O’TEMP perature light will flash BYPASS light indicates fuel filter
when the battery tempera- bypass is impending.
> 160° ture is over 145°F. The LH RH
whole light will flash at tem-
peratures over 160°F. Illu- The white FUEL TRANS-
mination of the light also FUEL
TRANSFER FER light indicates that the
triggers the MASTER fuel crossfeed valve is open
WARNING lights flashing. for fuel transfer operation.
The red cabin altitude light The nonselected tank fuel
CAB ALT boost pump annunciator
10,000 FT flashes above 10,000 feet.
Illumination of the light also will also be illuminated.
triggers the MASTER
WARNING light flashing. The white ATTN STOW
ATTN STOW
The red oil pressure warn- SELECTED SELECTED annunciator
OIL PRESS indicates that the stow posi-
WARN ing light advises that oil
pressure is below 25 psi in tion has been selected on
LH RH the left or right engine. Illu- the thrust attenuator switch.
mination of either light also
triggers the MASTER
WARNING light flashing. The amber GEN OFF light
GEN
The amber FUEL GAUGE OFF advises that the associated
FUEL
light indicates that a fault generator power relay is
GAUGE
has been detected in the LH RH open. Illumination of both
LH RH respective fuel gaging sys- lights will trigger the MAS-
tem. TER WARNING lights
flashing.
FUEL The white FUEL BOOST
BOOST ON ON light indicates that the AFT The amber AFT J-BOX CB
respective fuel boost pump J-BOX light indicates left or right
LH RH is either automatically or start control aft J-box circuit
manually powered. CB breaker(s) is opened.
FUEL LOW The amber FUEL LOW The amber AFT J-BOX
LEVEL light advises that AFT
LEVEL J-BOX LMT light advises that the
the fuel quantity is below aft J-box left or right 225A
LH RH 185 ±15 lb in either tank. LMT current limiter circuit break-
The MASTER CAUTION er is opened, indicating
illuminates with a 4-second probable blown current lim-
delay to avoid nuisance iter.
trips.
F/W The amber F/W SHUTOFF
FUEL LOW The amber FUEL LOW
SHUTOFF light indicates the left or
PRESS PRESS light advises that
right FUEL and HYDRAUL-
the fuel pressure is below LH RH IC valves are both fully
LH RH normal limits in the left or
closed. The valves can be
right engine fuel supply
opened by depressing the
lines.
ENG FIRE switchlights a
second time.
MWS-2 FOR TRAINING PURPOSES ONLY

FlightSafety
international
Table MWS-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)
EMERG The amber EMERG PRESS ANTISKID The amber ANTISKID

PRESS ON ON light indicates the emer- INOP INOP light advises that the
gency pressurization sys- antiskid system is inopera-
tem was selected on the air tive, the system is in a test
source select switch. mode, or the antiskid switch
The amber FRESH AIR is in the off position. The
FRESH light is active with the gear
AIR light indicates the air
source selector is set to the handle in the UP position.
fresh air position.
DOOR NOT The amber DOOR NOT
HYD FLOW The amber HYD FLOW
LOCKED LOCKED light advises that
LOW LOW light advises that the
the tail cone compartment,
left or right hydraulic pump
LH
or either nose baggage
RH flow rate is below normal
door is not key locked, or
and the pump is inoperative
the main cabin door is not
below .35 to .55 gpm.
secured.
HYD PRESS The white HYD PRESS ON The amber DOOR SEAL
light advises the hydraulic DOOR
ON SEAL light indicates a loss of
system is pressurized. bleed-air pressure to pri-
mary cabin door seal.
SPD BRK The white SPD BRK
EXTEND EXTEND light advises that
the left and right speed- The white TAIL DE-ICE light
brakes are fully extended. TAIL
DE-ICE indicates proper boot infla-
tion pressure: LH 6 sec-
ATTEN The white ATTEN UNLOCK LH RH onds ON, then 6 seconds
UNLOCK light indicates that the OUT; then RH 6 seconds
respective thrust attenuator ON.
LH RH is not in the stowed
(locked) position.
FLAPS The amber FLAPS >35°

>35° light will illuminate if the W/S AIR The amber W/S AIR
flaps are extended beyond O’HEAT O’HEAT light advises that
35° and both throttles are bleed air to the windshield
advanced beyond approxi- exceeds safe temperature
mately 85% N2 on the limits 149°C (300°F) with
ground. It is on in flight any- the control switch in HI or
time the flaps are extended LOW. With the switch in
beyond 35° in flight. OFF, it indicates the shutoff
valve has failed open or is
leaking bleed air, allowing
PWR BRK The amber PWR BRK LOW
line pressure to exceed 5
LOW PRESS PRESS advises that the
psi.
power brake hydraulic pres-
sure is low. The ANTI-SKID AOA HTR The amber AOA HTR FAIL
INOP light will also be on. FAIL light advises that the heat-
ing element in the probe is
inoperative, or the pitot
heat switch is off.
FOR TRAINING PURPOSES ONLY MWS-3

FlightSafety
international
Table MWS-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)
P/S HTR The amber P/S HTR OFF BLD AIR The amber BLD AIR
OFF light advises that the PITOT O'HEAT O’HEAT light indicates that
HEAT switch is off or, if the a malfunction has caused
LH RH switch is on, that power has LH RH the bleed air leaving the
been lost to any pitot tube respective precooler to
heater or any static port exceed allowable tempera-
heaters. ture.
ENG The amber ENG ANTI-ICE

ANTI-ICE light indicates engine inlet The amber AIR DUCT
AIR DUCT
temperature is below safe O’HEAT light advises that
O’HEAT
LH RH level for satisfactory ice the temperature in the duct
protection, or while inflight if leading to the cabin
under 70% N2 RPM sensor exceeds safe limits.
VF The amber VIDEO FAIL

I A light indicates failure of the
DI visual annunciator test.
EL Pressing either of the MAS-
O TER WARNING RESET
switches for 2 to 3 seconds
will cause the annunciator
to leave the test mode and
resume operation until
WING The amber WING ANTI-ICE cause of the test failure can
ANTI-ICE light indicates wing leading be determined.
edge is undertemperature,
LH RH overtemperature, or when
in flight under 70% N2 rpm. AF The amber AUDIO FAIL
UA light indicates failure of the
DI audio annunciator test.
I L Caution: one or more audio
O warnings may be inopera-
tive.

FlightSafety
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Table MWS-2. TEST INDICATIONS
ROTARY SWITCH INDICATION

POSITION
OFF The red light is extinguished and the test system is inoperative.
Both red ENG FIRE lights illuminate and associated aural

warning will be heard. The voice annunciation “LEFT ENGINE
FIRE WARN FIRE/RIGHT ENGINE FIRE” will be heard (voice system only).
Avionics power must be on or a headset must be worn to hear
the audio warnings.
The green NOSE, LH, RH, and the red GEAR UNLOCKED
lights, and associated aural warning tone or the voice annunci-
ation “LANDING GEAR” (voice system) will be heard. The voice
LDG GEAR announcement or tone may be silenced by pressing the horn
silence button on the landing gear panel if flap position is 15°
or less. Avionics power must be on or a headset must be worn
to hear the audio warnings.
The BATT O’TEMP and >160° lights will flash showing circuit
integrity. The MASTER WARNING lights illuminate, accompa-
nied with associated aural warning. Avionics power must be on
BATT TEMP or a headset must be worn to hear the audio warnings BATT
O'TEMP.
The angle-of-attack meter needle will go past the red area and
the EADI fast/slow needle will go past slow. The indexer red
AOA chevron light (optional) will flash on and off. The stick shaker
will operate. Avionics power must be on to test the EADI and in-
dexer functions.
The W/S AIR O-HEAT light will illuminate if LOW or HI is select-

W/S TEMP ed on the windshield bleed-air switch. Both HIGH and LOW
should be tested. The MASTER CAUTION light will illuminate.
The audible overspeed warning signal sounds. Avionics power

OVERSPEED must be on or a headset worn to hear the audio warnings.
ANTI-SKID INOP annunciator illuminates and will remain on for

five seconds as the anti-skid system completes a dynamic self-
test. If the system does not check operational, the light will re-
ANTI-SKID main illuminated. The MASTER CAUTION lights also illumi-
nate. This light does not illuminate upon gear extension due to
the eight second timer delay.
FOR TRAINING PURPOSES ONLY MWS-5

FlightSafety
international
Table MWS-2. TEST INDICATIONS (Cont)
ROTARY SWITCH INDICATION

POSITION
The annunciator panel video and audio fail lights illuminate.
The annunciator panel lights illuminate by rows. The MASTER
WARNING and MASTER CAUTION lights repetitively flash
four times and pause as the top row illuminates and goes out.
The MASTER WARNING and MASTER CAUTION lights again
flash four times and pause as the middle row of lights
illuminate and go out, repeating for the lower row, top row, etc.,
until any other rotary test position is selected. The MASTER
WARNING and MASTER CAUTION lights cannot be reset
during this test. The standby N1 LCDs flash 88.8s for 15
seconds, then two zeros. The mode select panel(s) yellow
ANNU button lights illuminate. The FAN 1 (COMM 1) and FAN 2
(COMM 2) amber lights illuminate. The standard altimeter ALT
amber light comes on steady. The optional Honeywell Ametek
AM-250 round digital altimeter amber light is on steady.
Extinguished GPWS and DME lights are tested. The tilt panel
compressor on green light illuminates. The autopilot panel
yellow TURB light is on and the XFR button light if installed. If a
voice annunciation is installed, a voice annunciation “TEST”
will be heard periodically. The three optional AOA indexer lights
illuminate steady. The Davtron and digital cabin pressure
controller lights are not tested.

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FlightSafety

CITATION CJ1 525

FlightSafety International, Inc.

Citation Learning Center

San Antonio Learning Center

Copyright © 2000 by FlightSafety International, Inc.

At the time of printing it contained then-current information. In

We at FlightSafety want you to have the best training possible.

FOR TRAINING PURPOSES ONLY

MANEUVERS AND PROCEDURES

WEIGHT AND BALANCE

CREW RESOURCE MANAGEMENT

Master Warning Systems

CITATION CJ1 525 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY NP-i

CITATION CJ1 525 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY NP-iii

CITATION CJ1 525 PILOT TRAINING MANUAL

2. Engine/Pitot Covers............................................................ REMOVED (2)

PRELIMINARY COCKPIT INSPECTION

a. To be displayed in airplane at all times:

(1) Airworthiness and registration certificates

(2) Transmitter license(s)

b. To be carried in the airplane at all times:

(1) FAA-approved Airplane Flight Manual

(3) Applicable FMS Pilot’s Manual

2. Flashlight .................................................................................... ABOARD

Prior to cockpit inspection, check tailcone to ensure

3. Portable Fire Extinguisher ....................................... SERVICED/SECURE

The portable fire extinguisher is located in a quick-release holder on the

FOR TRAINING PURPOSES ONLY NP-1

CITATION CJ1 525 PILOT TRAINING MANUAL

4. MIC/Headsets/Oxygen Masks .................................................... ABOARD

5. Oxygen Quantity............................................................................ CHECK

7. Battery Switch ............................... BATT (NO VOLTAGE INDICATING)

8. BATT Disconnect Switch .................................... NORM (24-VOLT MIN)

9. Left and Right Circuit Breakers ..................................................... ALL IN

10. Generators......................................................... GEN (OFF, IF EXT PWR)

11. Pitot/Static Heat ............................................................ ON 30-SEC—OFF

12. Engine Anti-ice Switches................................... ENG-ON 30-SEC—OFF

13. Landing Lights ............................. ON (OFF, IF SEEN FROM COCKPIT)

14. Other Lights ................................. ON (OFF, IF SEEN FROM COCKPIT)

15. Control Lock.......................................................................... UNLOCKED

16. Gear Handle .................................................................................... DOWN

17. Fuel Quantity ................................................................................. CHECK

18. Elevator Trim ................................................... POSITION (T.O. RANGE)

19. Flap Handle................................................................. CHECK POSITION

20. Throttles ............................................................................................... OFF

21. All Other Switches............................................................ OFF OR NORM

NP-2 FOR TRAINING PURPOSES ONLY

CITATION CJ1 525 PILOT TRAINING MANUAL

• Landing and navigation lights may be omitted if

• External power must be disconnected to complete

Figure NP-1. Exterior Stations A—H

FOR TRAINING PURPOSES ONLY NP-3

CITATION CJ1 525 PILOT TRAINING MANUAL