SYSTEMS XLS

FLIGHT CONTROLS

All primary flight controls are mechanical.

All secondary flight controls are electrically controlled and hydraulically operated (trims, flaps, SB, spoiler (LH only), stabilizer.

RUDDER BIAS (a cylinder) – DC + BATT

 Uses engine bleed air via a shutoff valve, which should be open. If not, “RUDDER BIAS” annunciator is triggered.
 Rudder Bias system works on DC and BATT power.
 It provides takoff safety in the event of an engine failureand better performance for takeoff.
 The shutoff valve will close (off) anytime “THRUST REVERSERS” or “EMER STOW” are used.
 A heater blanket is wrapped around the rudder bias cylinder to prevent freezing. It consumes DC and BATT power. If it fails, a
“BIAS HEATER FAIL” announciator will be triggered. CB is located in the aft J-BOX.

FLAPS – DC + EMER BUS

Flaps are extended with hydraulic fluid and held rectracted mechanically.
Flap handle movements affect horizontal stabilizer movement

a) Loss of ELECTRICAL POWER: Flaps remain fixed in the last position

b) Loss of HYDRAULIC POWER:
i. Maintain last position (handle not moved)
ii. Blow to trail (handle is moved)

HORIZONTAL STABILIZER
Its purpose is to achieve optimum AOA. Operates only below 215 kts (speed sensed from STBY PITOT tube).
If the HORIZONTAL STABILIZER is inoperative, maximum FL is limited to FL410

TRIMS VS HORIZONTAL STABILIZER & FLAPS

Operates only below 215±10KIAS (Speed sensed via standby pitot tube).
Operates only landing gear fully locked up or down.
Any FLAPS extension requires trim down force (as pitch moment is up) and vice versa.

STAB MIS COMP

a) Stabilizer does not reach commanded position within 30 seconds
b) Flap handle greater than 0° and more than 215 ±10 KIAS
 Fail safe mode: cruise position (+1°), aircraft can be landed safely in this position. Cruise +1°, Takeoff & Landing -2°
 Limit speed to 200KIAS and FL410
 Electric control (emergency bus) & monitoring system
 Amber message P2
PITCH TRIM REQUIREMENTS (STABILIZER MOVEMENT & FLAPS)
FLAPS 0° = TRIM UP STABILIZER moves up (+1°), thus pitch moment is down
FLAPS 7° = TRIM DN STABILIZER moves down (-2°), thus pitch moment is up
FLAPS 15° = TRIM DN STABILIZER moves down (-2°), thus pitch moment is up
FLAPS 35° = TRIM DN STABILIZER moves down (-2°), thus pitch moment is up

FLIGHT CONTROLS JAM: (using trim – corrections must be made to the opposite direction)

Electric Elevator Runaway Trim (N3)

Do not attempt to use the autopilot if the electric trim is inoperative. The autopilot will not be able to trim out
servo torque and disengaging the autopilot in this condition can result in a significant pitch upset.

Jammed Elevator Trim (M4)

Disc Trim or Electrical trim (if electrical trim is lost, do not engage AP)
Maintain speed at last trim setting (200 / 140 kts).

If the pitch trim wheel is available, remember trim tabs move the opposite way.
 If you want to pitch up = trim down
 If you want to pitch down = trim up

Landing with Failed Primary Flight Control (avoid to use thrust reversers)

1. Elevator: Use pitch trim wheel for primary pitch control. Do not use electric trim. Make small pitch and power changes and set
up landing configuration early.

2. Aileron: Yaw Damper OFF. Use rudder for directional control limiting bank angle to 15° maximum. Do not use aileron trim
except for gross adjustments. If possible, choose a runway with the least possible crosswind. Maximum crosswind 10 knots.

3. Rudder: Use rudder trim. After touchdown and nosewheel on ground, extend speed-brake and apply wheel brakes as soon as
possible. For Directional Control, use Differential Braking.

The use of SPEED BRAKES and differential braking are essential for braking and control during the landing.

SPEED BRAKES
If either Thrust Lever is moved to 80% - 85% N2 (at or above CLB Detent), speed brakes will retract automatically.
Safety Valve: fail safe open, SB are retracted with airflow in their retracted position.
Unavailable in case of HYD SYS LOSS. Normal DC power only.

CONTROL LOCK
Release before towing. (NWS may be damaged). Maximum range for towing is ± 60° L/R.

STICK SHAKER – STALL WARNING

 Two motors (each column). Stick shaker activates between .79 to .88 AOA (10% above STALL)
 In addition, to back up the AOA, an aerodynamic STALL warning using stall strips on the leading edge of each wind, create
turbulent air flow at high AOA, causing a buffet.
 STALL warning system consumes normal DC power.
 ELECTRICAL SYSTEM

 Voltmeter: electrical pressure. No movement if nothing gets power in there.

 Ammeter: indicate electrical current flow from the GENs to their respective FEED BUSES
 If GPU external start, set GEN switches to OFF
 Load SHED:

POWER SUPPLY:
a) 2 DC GEN (28 VDC + 200 Amps on ground / 300 Amps in flight)
b) 1 APU (28 VDC + 300 Amps)
c) 1 AC Inverter (panel lights)
d) 2 AC Alternators (windshield heating)

BATTERIES:
a) 1 Ni-Cad MAIN BATT (24 VDC + 44 Amps). Powers essential Equipment for 30’ minutes. Located in the LH fuselage side.

b) 2 EMERGENCY BATT POWER PACKS Lead-Acid (28 VDC + 10 Amps). Powers STBY AVIONICS for 3,5 hours (FLIGHT DISPLAY, HIS,
Backlighting). The packs are trickle charged from main DC power.
i. The battery pack in the left-side nose compartment is the backup power source for the GH-3000 STANDBY FLIGHT
DISPLAY (SFD). Emergency Battery Power Pack.
ii. The battery pack in the right-side nose compartment is dedicated to the ATTITUDE HEADING REFERENCE SYSTEMS
(AHRS). Emergency Avionics Power Pack.
c) 2 EMERGENCY EXIT LIGHTS BATTERIES: There are two Ni-Cad packs located in the cockpit/cabin area. They are used as a source
of power for the emergency exit lights (interior and exterior). One pack is located in the cockpit and one located in the aft
cabin.

GROUND POWER UNIT (GPU= 28 VDC + 800 Ah – 1000 Ah range limit):

 Ground power can be connected to the DC distribution system through an external receptacle, located on the left side of the
aft fuselage.
 The GPU should be regulated to 28 volts and have enough amperage capability to carry whatever load is demanded, normally
1,000 amps for engine starts. A GPU with soft start capability is preferred.
 The battery should be disconnected if GPU power is ON for a prolonged period of time.
 An external power relay electrically closes to allow the GPU to connect to the battery bus. If GPU voltage is excessive or a
generator is online, the relay will trip open.
 The GPU will charge the battery regardless of the position of the BATT switch.
 Generators have to be selected OFF for GPU engine starts

FAILURES:

 BATT to EMER + STBY POWER ON (DUAL DC GEN LOSS)

a) IGNITION= SECondary selection
b) PRESS SYS= use MANUAL MODE (must have “0” ΔΡ prior to landing)
c) BRAKES= EMERGENCY only (don’t use normal brakes – toes up. Remember, brakes are separate system)
d) GEAR= OK
e) FLAPS= OK (VREF minimum)

“EMER BUS ITEMS” toggle switch has 3 positions: EMER, OFF BATT. Emergency Bus Items (EMER) for 30 minutes:

o LH: EMER SYS

1. Cockpit Flood Lights
2. Auxiliary Panel Lights
3. LH Engine Instrument Display (AMLCD)
4. Standby Pitot/Static Heaters
5. LH/RH Ignition (Secondary)
6. Hydraulic Control
7. Flap Control
8. Gear Control and Gear Warning Lights
9. Stabilizer Control

 RH: EMER AVN

1) Audio 1 and 2
2) COM 1 (including Standby COM 1)
3) NAV 1 (including Standby NAV 1) XPDR 1
4) AHRS 2
5) Standby HSI (NAV source: NAV 1, Heading Source: AHRS 2
  AFT J-BOX “CB”: open engine start CB. Starter assist. If failed engine start may not be possible. Windmilling engine start is
available
 AFT J-BOX “LMT”: (225 Amps) tripped current limiter between XFEED BUS – LH/RH FEED BUSES.
 Check BATT VOLTAGE IF < 28,5 VDC, battery is no longer charging.
a) With battery bus voltage less than 28,5 [V]
 Indicates that both current limiters have opened and the battery is no longer charging.
 Land as soon as possible. Battery will be depleted within 30 minutes. Generator loads will not parallel. (In a parallel circuit,
each load resistor acts as an independent branch circuit).
b) If battery bus voltage is 28,5 [V]
 Indicates only one current limiter has opened and the battery is still charging
 Land as soon as practical. Generator loads will not parallel.

Do not turn off the generators because partial electrical system failure may occur on the bus associated with a generator which is
turned off!

 BATTERY OVER-TEMPERATURE SITUATION

i. Battery OTEMP Case 1: battery being overcharging (from LH+RH FEEDER BUSES). Voltage decrease.
ii. Battery OTEMP Case 2: battery Relay Stuck. The battery disconnect relay must be used to disconnect the Battery from the
Battery bus. Voltage don’t decrease.

 The battery disconnect relay (red guarded switch) is used for (according checklist). The battery switch has to be ON to enable
the BATTERY DISCONNECT switch:
1. Starter relay stuck
2. Battery over temperature
3. APU relay stuck
4. It opens automatically during Engine start with GPU

or
 GENERATOR FAILURES
 Set GEN OFF, check GEN voltage.
 IF voltage is OK (between 28 and 29 Volts) THEN select GEN ON
 If just do the reset without checking the voltage and you select GEN ON immediately after resetting, you risk to destroy the
whole electrical system, for example if the generator produces suddenly a very high voltage!
 GEN 1/2 RESET: Place the switch of the failed GEN switch to RESET then OFF. Check its voltage. Only if voltage is between 28-29
VDC place the GEN switch back to ON again.
a) Indication “0” VDC: relay is tripped (off line), attempt a reset
b) Indication < 28 VDC: relay is not tripped. Reset is not probable
c) Indication 28-29 VDC: place GEN switch to ON
 K 1 is for a double generator failure, K 2 for a single.
 Single GEN operation is limited to FL200. Consider using APU (FL200 for start and FL300 for APU operation).
 Do not exceed 300 amps load on each GEN. Perform load shed if necessary.

DC MAIN BUS L/R FAILURE

The two main DC buses are normally powered by the right and left generators and are tied together by the battery bus. Using an entire
bus many faulty indications appear at the same time. The QRH/FCOM doesn't have any procedures to deal with the loss of an entire bus.
Since there are so many systems attached to the buses. a pilot has to first find the list of all systems attached to the failed bus, then
individually look them up in the QRH to see if there are deferred items to take into consideration before landing.
- LH MAIN BUS items sample: NORM PRESS, LH OIL PRESS, LH FUEL QTY, LH ICE PROTECTION, RH FIRE PROTECTION…
- RH MAIN BUS items sample: EMER PRESS, RH OIL PRESS, RH FUEL QTY, RH ICE PROTECTION, LH FIRE PROTECTION…
BATTERY O’TEMP

- Battery voltage is checked by placing the BATT switch to either ON or EMER with the generators off-line. If the generators are
on- line, the BATT switch is placed to EMER only to check battery voltage.
- A BATT O’HEAT red annunciator segment flashing indicates the battery temperature is above 145°F and will trigger both
MASTER WARNING RESET lights. If the battery temperature exceeds 160°F, both segments, BATT O’HEAT and >160°, will flash
and trigger the MASTER WARNING RESET lights again, if they had previously been reset.

- BATT O’TEMP Illuminated: Note amperage on both gauges, select battery switch to EMER and observe an amperage decrease
on both gauges. As the battery isolation relay opens, charging power from the generators is removed and a noticeable drop in
amperage should be observed. If current decreases and battery voltage is 1 volt less than generator voltage in 30 seconds to
two minutes, monitor battery overheat for possible change.
- If APU generator is being used, first accomplish the following: reduce the electrical load and place the APU generator off. Next
turn the APU bleed air off and shut down the APU.

a) If VOLT/AMP decrease: Place the battery switch, OFF. This action returns the emergency bus system connection to the
crossfeed bus, which allows the generators to power the emergency buses. The battery load should be reduced to zero
allowing battery heat to begin dissipating.

The voltmeter will not register voltage from the battery bus with the battery switch OFF, however, system voltage can be
checked by moving the VOLTAGE SEL switch to either L GEN or R GEN.

b) If no VOLT/AMP decrease: Normally indicates the battery relay is stuck closed. Place the battery switch ON and disconnect the
battery using the red guarded BATTERY DISCONNECT switch. The battery switch has to be ON to enable the BATTERY
DISCONNECT switch. If the BATTERY DISCONNECT switch successfully disconnected the battery, an amperage decrease on both
amperage gauges will be noted.

- If BATT O’TEMP extinguishes:

Place the battery switch ON. However, be alert for increasing battery temperature.
- If BATT O’TEMP does not extinguish or the >160 segment illuminates:
Land as soon as possible.

- Voltage decrease: overload

- Voltage don’t decrease: relay stuck
 POWER PLANT

- Pratt and Whitney PW545B

- 4,095 pounds thrust at sea level (25°C/77°F)
- Bypass ratio 3.8:1
 PNEUMATICS – AIR CONDITIONING

The pneumatic system receives high pressure compressor discharge bleed air from the engine(s) and/or APU when running. Bleed air is
normally extracted at all times for the operation of the following systems:
A. Pneumatics
B. Air Conditioning

 Pneumatic - Bleed air (ENG or APU) supports:

1) Air Conditioning (ACM)
2) Pressurization
3) Engine inlet anti-ice system
4) Wing leading edge anti-ice system
5) Horizontal stabilizer de-ice boot system
6) Service air system (23 psi)

In the event of single-engine operation, bleed air from one engine is sufficient to maintain all required pneumatic system functions.
Safety devices are incorporated to prevent excessive pressures during high power operations. Annunciator caution lights are an integral
part of the pneumatic system and its users.

 AIR CONDITIONING (ECU)

1) Hot air provided by engines
2) Cool air provided by Air Cycle Machine (ACM)
3) Mixed with cooled air, to provide temperature - controlled air into cabin and cockpit

Service Air System (23 psi)

 COCKPIT RECIRCULATION FAN (CM2 PANEL)

 3 Positions: OFF, LO, HI
 Used to recirculate the air in the cockpit with an electrical fan blower via the forward cockpit outlets.

 TEMPERATURE MONITORING AND WARNING

± when ACM O`HEAT (CONSIDER VERSION)

- AIR DUCT OHEAT=

- BLD AIR O´HEAT= 560 F (293 C)
- ACM O ´ HEAT= >420 F (216 C)
 PRESSURIZATION

Components summarized:
 Climb Solenoid Valve:
Routes vacuum, generated by an ejector into the control chamber to open outflow valves
 Dive Solenoid Valve
 Routes service air pressure reduced to 6 psi, or
 Filtered cabin air into the control chamber to close outflow valves
 Manual Toggle Valve
 Uses cabin air close outflow valves cabin descents
 Uses outside air, from nose wheel well, to open valves cabin climbs

 Set and forget if operative.

 Digital PRESS controller is not on EMER BUS (manual control is available with the cherry picker).
 Uses the same outflow valves to regulate differential pressure (ΔΡ) inside and outside the cabin. (the lower the prevailing ΔΡ at
that moment, the more sluggish the rate of change and vice versa.

SET MANUAL MODE

1. Toggle switch (white) from AUTO to MANUAL (up)
2. Cherry Picker up or down. By doing this some valves will push the OFVs to close or suck them open. (handle this with care and
see how it reacts). The higher the FL flying at, the stronger the ΔΡ.

EMER DUMP ON / NORM

Sends a signal to the climb solenoid telling it to raise the CA to climb the cabin. Opens the dump valves to allow air escape overboard. This
function is available on EMER BUS, but yet the cherry picker can still be used to dump the cabin.

PRESS SOURCE selector (4 positions= LH, RH, OFF, EMER)

Closes the opposite flow control valve. If in single engine operations and most likely at high altitudes with ΔΡ at maximum, a single side
bleed air source use may not be able to provide enough bleed air. Descending to a lower altitude should be considered.
EMER
A bypass system uses LH engine bleed air unfiltered and unconditioned (ACM loop is out), hotter and louder. The thrust setting on the LH
engine determines how much hot bleed air will enter the cabin. Play with the LH throttle and wait a few seconds to allow bleed air flow to
stabilize the cabin (monitor how fast it reacts – cabin descends).
OFF
Air slowly will be leaking overboard (∼ + 2000 fpm) cabin will start to climb (rise) to match the present altitude. Nothing catastrophic
instantly.

PRESSURIZATION SYSTEM DESCRIPTION

For normal operation uses data from ADC 1.
Climb / Dive solenoids: connected to the outflow valves. Keeps departure field elevation memorized until maximum ΔΡ is reached (≈
20.000 ft). then slowly starts to climb the cabin, while trying to keep the maximum ΔΡ.
Two outflow valves control the outflow of air automatically or manually:
 Outflow valves CLOSED = cabin PRESSURIZES (cabin “dives”)
 Outflow valves OPEN = cabin DEPRESSURIZES (cabin “climbs”)
 On the ground outflow valves are fully open = cabin at ambient pressure

HIGH ALTITUDE MODE: (LDG ELEVATION > 8000 FT MSL)

The controller uses a different auto-schedule mode. Basically, it changes the rate the cabin climbs and descends.
During the climb it doesn’t memorize the TO elevation until maximum ΔΡ is reached. It starts climbing steady to 8000 ft cabin altitude and
will maintain it up to FL 450. It will take into account the high landing elevation above 8000 ft.
During the descent, it will keep the cabin at 8000 ft until 25000 FT MSL. Passing the 25000 ft descending, it will increase the flow rate
(between ∼1500 fpm to 2500 fpm) to reach + 1500 ft above the landing elevation. The “CAB ALT” ALERT is modified to be triggered at
14000 ft instead of 10000 ft.

OXYGEN SYS
- AUTO: masks will drop if CAB ALT > 14.500 FT
- ON: Manual Drop
- OFF: Crew only
 PAX Masks: certified only till 25.000 ft
 CREW Masks: certified only till 40.000 ft
PRESSURIZATION PROBLEMS

 CABIN DOOR / DOOR SEAL light illuminates to indicate the cabin door is not properly locked Check visual indicators on door
frame
- Amber Message F 1

 CABIN ALT light illuminates to warn of cabin altitude in excess of 10,000 feet. If Pressure controller detects operation out of or
to a high-altitude airport (> 8,000 feet), the light flashes at 14,500 feet CA, if aircraft is below FL 250.
 Activates Master Warning Flasher
 Red Message C1

 CABIN DECOMPRESSION:
- If cabin altitude begins an uncontrolled climb, the red CAB ALT warning annunciator will illuminate flashing at 10,000 feet
(normal pressurization modes) or 14,500 feet (high altitude pressurization modes below FL245). The flight crew should
immediately don oxygen masks at 100% oxygen, and the microphone switches (L/R) should be selected to MIC OXY MASK.
- An emergency descent should be initiated as required, depending on aircraft altitude.
- After the above procedures are initiated, the passengers must be checked to ensure they are receiving oxygen, masks dropped
manually or automatically and the lanyard cords are pulled. The transponder should be selected to EMER 7700

 FAILURES:
- With lost ADC1 information, controller switches to ISOBARIC MODE, (brains have failed). A yellow caution light illuminates.
The pilot needs to act. The last known altitude at the time of the failure is displayed [FL 400]. The pilots need to set the altitude
they are flying, let’s say, [FL 400]. If we want to cruise at a different FL, we press the FL PB to set this mode and with the rotary
knob we set the new desired cruising level.

When the TOD is reached, by pressing the FL PB the CA appears (Cabin Altitude). With this, we set the landing elevation at destination let’s
say [700 ft MSL].
FL = set cruising altitude
CA = set destination field elevation

 LIMITATIONS
- Normal Cabin Pressurization Limitations= 0.0 to 9.6 psi, +0.1 or –0.1 psi differential
- Pressure Relief Valve= 9.5 PSI, +0.1 or –0.1 psi differential
NOTE
The controller is programmed to limit cabin altitude climb and descent rates to +600/–500 fpm respectively

NOTE
To check MANUAL MODE on the ground prior to dispatch, cabin pressure 0 psid, advance power above 60% N2 and hold the cherry picker
DN for a few minutes. After a few minutes, cabin pressure should begin to slowly increase. This procedure will be necessary in order to
dispatch with the system in isobaric mode to ensure a backup means of controlling pressurization.

 Pressure Source –EMER

- Selection may be necessary due to, rapid loss of cabin pressure due to ACM failure, duct failure from ACM or structural failure.
- Energizes both flow control valve (closed), shutting down airflow through the ACM
- Energizes emergency pressurization valve (open)
- During a complete DC failure, the valves react like during NORM operation, regardless of rotary selection. Emergency
Pressurization valve FAILS CLOSED
- Amber EMER PRESS annunciator illuminates, indicating that emergency pressurization system is active.
 FUEL SYSTEM

The engine-driven fuel pump is a two-stage pump integral with the FCU mounted on the AGB. The fuel pump (low pressure stage) receives
fuel supply from the wing fuel tank at low pressure and delivers high-pressure fuel from the high-pressure stage to the FCU (Figure 7-7).

The pump is not a suction pump and must receive fuel under pressure to operate. In the unlikely event the pump fails, the engine will
flame out.

Fuel flow to the engines from each wing tank is normally accomplished by:
a) Motive flow charged primary ejector pumps or by
b) DC powered boost pumps.
The system is controlled by two boost pump switches and a XFEED selector knob on the pilot instrument panel, and monitored by
annunciator lights and quantity indicators.

Maximum fuel on board: 6790 lbs / 3080 kg (average endurance 3 hours + 1-hour reserves)

 FUEL BOOST PUMP SWITCHES

Three-Position-Switches
 ON: operates continuously
 OFF: will not operate
 NORM: will operate automatically during:
1. Engine Start
2. Crossfeed Operation
3. Low Fuel Pressure

 FUEL GAUGE Malfunction

 FUEL GAUGE light illuminates to indicate a fault is detected in the fuel gauging system
 Check BITE lights prior to placing battery switch OFF during shutdown. Check and record the fuel conditioner bite lights.

 LO FUEL PR: 5 psi (extinguishes at 7 psi)

 LO FUEL LVL: Activates at approximately 360 ± 20 lbs.

 This annunciator is triggered by a separate mechanical flow switch It is independent from the normal fuel quantity indication
 Select boost pump ON

 FUEL FILTER BYPASS

 FUEL FLTR BP light illuminates to indicate the respective fuel filter is bypassing or bypass is impending due to filter blockage.
Amber Message J 4. Fuel is not heated up. BE PREPARED FOR ENGINE RUN DOWN!
 Between the low-pressure stage and the high-pressure stage is a fuel/oil heat exchanger (FOHE) that receives fuel and allows
the warmer oil to heat the fuel. The warmed fuel then passes through a 10-micron fuel filter and onto the high-pressure stage
of the pump which delivers fuel to FCU.
  CROSSFEED SYSTEM: Both engines can be supplied from the same tank
 Transfer rate approximately 700 lbs. / hr.
 Maximum fuel imbalance is 400 lbs.
 Maximum allowable emergency fuel imbalance is 800 lbs.

If both boost pumps are selected OFF, the crossfeed system will not operate regardless of which tank is selected.

 FUEL LEAK - IDENTIFICATION

There are two basic possibilities. Fuel is leaking from the engine, or from the tank.

1. Most fuel leaks can be corrected by shutting down the engine with the leak.
2. A LEAK IN THE FUEL TANK will not stop until it reaches the leak location.
3. Look for excessive engine fuel flow (possible engine leak)
4. Look for fuel quantity indicators. Are they decreasing in an abnormal rate?
5. Compare fuel quantity in the Active-Matrix Liquid Crystal Displays –AMLCD and the FMS
6. ROL TRIM message
7. Fuel flow mismatch
8. FUEL BOOST L/R
9. If fuel leak is confirmed from the wing – XFEED may be used to keep engine alive. Land ASAP and consider maximum fuel
unbalance, reduced flaps landing (F15°) and runway length and condition.
10. If fuel leak is confirmed from the engine, prepare for engine shut down. DO NOT XFEED!

 CONSIDERATIONS
 Reduced Range
 Fuel unbalance
 Reduced flaps Landing
 Possible SE operations
 XFEED OR NOT?

 Imbalance 400/800 lbs. If exceeded, use flaps 15° for landing for improved roll control.
 HYDRAULICS (TWO SYSTEMS)

HYD SYS 1:
The Citation XL/XLS utilizes two engine-driven hydraulic pumps, one on each engine, mounted on engine accessory gear box (AGB), supply
hydraulic pressure through an open center for operation of:
1. landing gear
2. horizontal stabilizer (2-position)
3. flaps (EGPWS = GPWS: “FLAPS OVRD ACTIVE”)
4. thrust reversers (deploy + emergency stow)
5. speedbrakes

Either pump is capable of generating 1500[PSI] and operating all sub-systems. Operating pumps are cooled by system fluid.
Open center system
a) System control valve open (normal) ............................................. 60 psi
b) System control valve closed (system operational) ................... 1,500 psi

HYD SYS 2:
- On XLS aircraft, the main hydraulic brake system components are in the same compartment with the main battery (LH rear
fuselage).
- The wheel brake system is completely separate from the airplane main hydraulic system, with the reservoir in the aft fairing.
- The hydraulic reservoir is pressurized by cabin air pressure. The electric DC motor/pump assembly and accumulator
automatically maintain constant pressure for brake operation and damp out pressure surges. The brakes are normally used as
antiskid power brakes, but can be operated as power brakes without antiskid protection.
- In event the brake system HYDRAULIC PRESSURE is lost, emergency air brakes are available.
- If MAIN DC ELECTRICAL failure occurs, causing either a total or partial anti-skid/power brake failure, the brake system will not
operate and function as a manual brake system. The emergency air brake system must be used.
- The separate enclosed hydraulic system operates:
a) Power Brakes
b) Anti-skid protection

EMERGENCY PNEUMATIC BLOW DOWN SYSTEM (pressurized nitrogen):

A pneumatic system is available for:
a) Emergency Gear Extension: achived with FREE FALL + BLOW DOWN. During failure of the main hydraulic system or electrical
malfunction the gear uplocks can be manually released for gear free fall.
b) Emergency Braking (6 applications if gear emergency blow down extention is used, or 10 applications if not).
MAIN HYDRAULIC OPERATED SUBSYSTEMS (System control valve)

 SPEED BRAKES (1,5” seconds movement)

- “NO TAKEOFF” annunciator is triggered if they are extended on the ground.

- Automatically retracted: either throttle moves beyond 80%-85% N2 PLA ( ≥ CLB DETENT)
- Kept closed (retracted) mechanically
- Kept extended with trapped HYD fluid

 LANDING GEAR (on EMER BUS) – Do not taxi after landing gear emergency extention, or emergency braking, request towing)

- HELD UP: by UPLOCKS

- HELD DOWN: by HYD ACTUATORS for movement and trapped HYD fluid
- EMERGENCY GEAR EXTENTION (Free fall + Blow down assist). Uses the same nitrogen bottle with the emergency brakes.

 T Handle to mechanically release uplocks

 Knob to route nitrogen into the extend lines
 If gear uplocks fail to release mechanically, nitrogen pressure will release them
 After emergency extension, 1000 PSI are left in the bottle. This allows for 6 full emergency brake applications
 Both, ring and the T handle needs to be stowed after Emergency gear extension
 After stopping do not taxi, request towing.
 If emergency braking is needed, REMOVE toes from the brake pedals, otherwise nitrogen pressure will damage the
braking system.
 Maximum speed 200 KIAS
 Optimum speed 150 KIAS
 Refer to Abnormal Emergency Procedure K2

 THRUST REVERSERS (normal DC power)

- Normal DC power is required.

- Only one squat switch is required (left, right, or both) to allow the control valve to energize to the deploy position when
commanded.
- Each emergency stow switch is powered by the opposite side thrust reverser circuit breaker.
- Illumination of either the ARM or UNLOCK light while in flight triggers the MASTER WARNING flasher.
- NO – GO item (MMEL)
- The use of thrust reversers to power-back the airplane is prohibited
- Normal thrust reversers use or a reverser selected to EMER STOW deactivates rudder bias.
- Kept deployed by hydraulic pressure
- Kept retracted by mechanical over-center system
- An EMERGENCY STOW SYSTEM is incorporated which bypasses the normal sequencing system. This system is used in case of
an inadvertent deployment in flight or if the normal stow system fails. Used inflight for inadvertent T/R operation possible
failure of squat switch. When activated the T/R are hold by hydraulic pressure in the stow position. ARM light and HYD
pressure light remain on during operation.
- Emergency STOW uses HYD pressure. Don’t use “HYD PRESS ON” Abnormal Checklist.
- The thrust reversers should be in idle power at and below 60 knots.
- Observe T/R usage time limitations. Maximum 3 minutes in any 10 minutes period.
- Max. 140 KIAS until T/R stows after inadvertent deployment
- Max. 200 KIAS when T/R stowed after inadvertent deployment
- N1 is limited to 75% at full reverse thrust

SEPARATE HYDRAULIC SYSTEM (separate bottle – NORMAL DC – NOT ON EMER – for power brakes & anti-skid)
- Normal DC power is needed to operate the accumulator pump. If DC power fails, the emergency airbrake system must be used.
- The main HYD POWER BRAKE SYSTEM uses a completely separate system (from the main HYD system). It consists off its own
fluid reservoir, a power brake motor pump and an accumulator bottle. The HYD reservoir is pressurized by cabin air pressure.
The system provides power brakes with anti-skid protection.
- The HYD BRK ACCUMULATOR is located in front of the main battery (rear LH fuselage)

 ANTI-SKID protection: Available between 10 – 175 kts tyre speed.

 TOUCHDOWN protection available:
1. WOW > 3” sec or 60 kts (59 kts)
2. Pressure dump of the slower wheel if a difference in wheel speed of 30% or more is sensed.
HYDRAULIC PROBLEMS:

 Loss of NORMAL ELECTRICAL power (items on EMER BUS)

- Hydraulic system bypass valve fail-safes OPEN
- With EMERGENCY BUS powered, closing of the bypass valve may be possible Operation of:
1. FLAPS
2. LANDING GEAR
3. HORIZONTAL STABILIZER

 Loss of all HYDRAULIC power (No hydraulic pressure available)

1. THRUST REVERSERS are inoperative
2. SPEED BRAKES are inoperative
3. HORIZONTAL STABILIZER is inoperative [Fail safe mode: cruise position (+1°), aircraft can be landed safely in this position]
4. LANDING GEAR: emergency extension only. Use checklist Landing gear will not extend
5. FLAPS: make a reduced flaps landing. Flaps will stick in their last position (only if flap handle is not moved, otherwise they
will float to trail)
 LDR= X 1,3
 F0°= VREF+15
 F7°= VREF+10
 F15°= VREF / VAPP

 HYD PRESS (> 40” sec)

- Run the checklist - Except: if using thrust reverser emergency stow function
- Amber message L3

 LO HYD FLOW (L or R)
- Indicates an inoperative pump
- Amber message N3
- If one LO HYD FLOW L or R annunciator illuminates flashing, it indicates an inoperative hydraulic pump. The system will
continue to operate normally with one pump operational.
- If both LO HYD FLOW L and R annunciators illuminate. The total hydraulic system is inoperative and the aircraft should be
landed as soon as practical.
- Plan the approach and landing without the use of: speed brakes, flaps, horizontal stabilizer, thrust reversers

 LO HYD LEVEL
- If quantity drops below 74[in³], LO HYD LEVEL annunciator illuminates amber.
- Amber message N4
- On ground: Maintenance should be performed and/or serviced prior to flight.
- In flight: The subsystems may not operate. The aircraft should be landed as soon as practical. Use care during approach and
landing.

 LO BRK PRESS [when pressure is below 850 PSI]

- Low power-brake pressure disables also anti-skid system and triggers ANTISKID annunciator
- Amber message M4

 EMERGENCY AIR-BRAKES (NITROGEN pressure between 1800 psi – 2050 psi)

- Pneumatic brakes are backup for power brakes. (without anti-skid protection or differential braking). A nitrogen bottle (LH
avionics compartment) is used for emergency gear extension and emergency braking. The same amount of air is applied on
both brakes.
- Bottle fully charged, give 10 applications. Bottle after emergency gear extension gives 6 applications.
- NO WARNING in the cockpit when the bottle is depleted.
- DO NOT simultaneously press the brake pedals (toes off the brakes!!!) as high air pressure may enter the brake HYD reservoir
and cause rupture. The emergency brake handle should be pulled carefully with only enough pressure to obtain the desired
rate of deceleration, then held until the aircraft stops. Repeated applications waste air pressure.
 MASTER CAUTION / WARNING SYSTEM

RED LIGHTS (3): BAT OHEAT, CAB ALT, LO OIL PRESS

WHITE LIGHTS (MEMO LIGHTS (6) = FUEL XFEED, EEC MANUAL, SPEED BRAKE, AC BEARING, ENG VIB, + GND IDLE)

GENERATORS MW (both must be off to trigger MW: LH+RH)

THRUST REVERSERS ARM or UNLOCK IN FLIGHT, will trigger MW

RESET THE MASTER WARNING / CAUTION

Even if the triggering condition causing the problem has recovered / resolved, the Fail message will still remain illuminated on the
annunciator panel, until the MASTER WARNING is RESET. After MW reset, the FAIL message extinguishes. Don’t get into the habit resetting
the MW instantly without acknowledging the failure first.

RED –Master Warning = Imminent danger persists = apply memory items

YELLOW –Master Caution = An abnormal situation = use abnormal/emergency checklist

Additional Annunciators
a) Thrust Reversers
b) APU Annunciators
c) Separate Panel (TAWS etc.)
 AUTOPILOT (AP / FD)

 Conditions to disengage the Auto-pilot (AP TRIM DISC)

- CONTROL WHEEL: GRIP FIRMLY, THEN DISCONNECT AP

1. STICK SHAKER: AP only
2. ELECTRICAL PITCH TRIM will disengage AP only
3. TOGA: AP only
4. AP push button: will disengage AP+YD

WARNING
- Do not attempt to use the autopilot if the electric trim is inoperative. The autopilot will not be able to trim out servo torque
and disengaging the autopilot in this condition can result in a significant pitch upset.
o NOTE
- AP RESET: Push and Hold (minimum 2 seconds) to reset
1. EMER DESCENT
2. Electrical Fire or Smoke
3. Thrust Reverser In-Flight Deployment
4. Jammed Elevator Trim (Pitch Trim Wheel)
5. Electric Elevator Runaway Trim (Yoke trim)
6. Autopilot Malfunction
7. Inadvertent Stall (Stick Shaker, Buffet, and/or Roll-Off)
8. PFD messages (ADC comparison monitor alerts): ALT or IAS
9. PFD messages: AP FAIL or AP OFF
10. PFD messages: PIT TRIM or ROL TRIM
11. PFD messages: ATT or PIT or ROL or HDG
12. PFD messages: GS or LOC
13. MFD message: CHK PFD 1 or 2

If you receive a trim message, disengage the AP and retrim the aircraft.
 ICE & RAIN PROTECTION

3 methods of protection:
1. Electric Heating Elements, DC (for windshield, 2 DC controlled alternators, AC)
2. Engine Bleed Air
3. Pneumatic De Ice Boots (23 psi service bleed air)

 Hot bleed air needs N2 > 70%.

 TAS - Temperature Probe: to provide temperature data to the two micro air data computers (MADC). Automatically heated in
flight with the AVIONICS POWER switch ON. There is no warning light associated with this anti-ice system.
 All engine anti ice valves are fail-safe open valves. Flashing illumination indicates the system has not warmed up properly. A 4’
45’’ warm up period is required before the light begins to flash. If the system warms up but becomes inoperative later, the
annunciator flashes immediately. Annunciator will flash in case of disagreement between the valve position and the controller
selection, or heated areas are too cold (e.g., stator vane heat, engine nacelle)
 During operations, if there is ice on the airframe, always run WING/ENG ANTI-ICE to give a buffer of safety on the AOA.
 Ground Icing Conditions
a) RAT below +10° C
b) And Surface snow, slush, ice or standing water
 Inflight Icing Conditions
a) RAT below +10°C
b) And Visible Moisture: Fog, less than 1[SM], Rain, Wet Snow

Wing Anti-Ice& Tail De-Ice Operation

 When departing with anti-ice systems on, no related annunciators may be illuminated.
 Check anti ice system for proper function before entering icing conditions
 Approximately 70%N2 are necessary for wing anti-ice operation
 About 60%N2 are necessary for the tail de-ice system to operate
 Minimum airspeed for sustained flight in icing conditions 160 KIAS
ICE PROTECTION PROBLEMS

 PITOT/STATIC HEATER FAILURE (after engine start)

- ON GROUND Annunciator illuminates steady to indicate the pitot static heater switch is OFF
- IN FLIGHT Annunciator flashes to indicate the switch is OFF or an INOPERATIVE element, activates MASTER CAUTION lights
- Amber Message O 2

 STANDBY PITOT/STATIC HEATER FAILURE

- ON GROUND Annunciator illuminates steady to indicate the standby pitot static heater switch is OFF
- IN FLIGHT, annunciator flashes to indicate the stand by pitot static heater is OFF or INOPERATIVE, activates MASTER CAUTION
lights
- Amber Message P 3

 AOA HEATER FAIL

- ON GROUND, annunciator illuminates steady to indicate the AOA heater is OFF
- IN FLIGHT, annunciator flashes to indicate the AOA heater is OFF or FAILED, activates MASTER CAUTION lights
- Amber Message C 3

 ALTERNATOR BEARING
- Annunciator illuminates steady to indicate the respective AC alternator bearing failure impending within the next 20 hours. See
also MEL 24 1
- White Message A 1

 WINDSHIELD FAULT
- Annunciator illuminates steady for 8 seconds then will begin flashing if the windshield temperature controller has detected a
fault prior to both engines starts while the aircraft is in the ground.
- Activates MASTER CAUTION lights Annunciator flashes if the windshield temp controller detects a fault after engine starts with
aircraft on the ground or in flight.
- Amber Message R 1

 WINDSHIELD OVERHEAT
- Flashes to indicate the respective windshield has over-heated. The W/S FAULT also illuminates and windshield heat
automatically shuts down. The system may automatically reactivate after cooling followed by another system shutdown at the
overheat point (cycle on and off)
- It always comes with a W/S FAULT
- Amber Message R 2
 ENGINE ANTI-ICE
 Steady illumination indicates the system is warming up
 Flashing illumination indicates the system has not warmed up properly. A 4’ minutes and 45” seconds warm up period is
required before the light begins to flash.
 If the system warms up but becomes inoperative later, the annunciator flashes immediately.
 Causes for a flashing light include the:
a) loss of stator vane heat or the
b) engine nacelle is too cold.
c) if the engine anti-ice is selected OFF and the stator vane heating valve does not close, the light will also flash. The
engine anti-ice monitoring sensors are enabled when wing anti-ice is selected on.
 If the annunciator is flashing, the MASTER CAUTION lights will activate
 Amber Message I 3

 WING ANTI-ICE (Under Temperature): Trigger temperature below < 220° F / 104° C
- Steady illumination, ground or inflight, indicates that wing anti ice has been selected ON and the surface is warming up
- Flashing illumination indicates the surface is too cold
- A 4’ 45” warm up period is required before the light begins to flash
- If the surface reaches operating temperature, but later becomes too cold, the light flashes immediately
- The under-temperature sensors are enabled when wing anti ice is selected ON
- Amber Message S 1

 WING OHEAT (Over Temperature): Trigger temperature above > 160 F° / 71° C
 Annunciator flashes to indicate a bleed air leak into the wing purge air passage
 The affected side wing anti-ice automatically shuts off
 If wing anti-ice is in use, it reactivates when the leading-edge cools (cycle ON and OFF)
 Wing overheat sensors are active with or without the anti-ice switches ON (regardless of selection)
 Amber Message S 2

 TAIL DE-ICE PRESSURE

 Illuminates steady to indicate the respective horizontal stabilizer boot has inflated properly. With the deice switch in AUTO,
normal operation is indicated by an 18” second cycle period (3’ minutes).
1. Left light illuminates for 6 seconds
2. Light extinguishes for 6 seconds
3. Right light illuminates for 6 seconds
 The cycle will repeat approximately three minutes later.
 De-ice switch in manual mode illuminates the L and R lights simultaneously
 White Message D 4

 TAIL DE-ICE FAIL

 Annunciator flashes after the system is selected on, and one of the following occurs:
a) Tail deice valve has a loss of voltage
b) Tail deice system has a loss of pressure during a 6 second cycle ON time
 Activates MASTER CAUTION lights
 Amber Message Q 1
 MISCELLANEOUS

FLAPS+TRIMS+SB+HS+(TL> 85% N2) = 5

MAIN HYD SYS (5 subsystems)

 SYSTEMS SIM NOTES

 Engine Fire Switch Functions

1. Fuel Firewall Shut-off F/W SHUTOFF Light illuminates

2. Hydraulic Firewall Shut-off F/W SHUTOFF Light illuminates
3. Opens Generator Field Relay GEN OFF Light illuminates
4. Arms Fire Extinguisher Squibs BOTTLE ARMED lights illuminate

 Emergency Bus Items

A full battery powers the emergency bus for 30 minutes.

LH: EMER SYS
1. Cockpit Flood Lights
2. Auxiliary Panel Lights

3. LH Engine Instrument Display (AMLCD)

4. Secondary Ignition LH/RH Ignition

5. Standby Pitot/Static Heaters

6. Hydraulic Control
7. Flap Control
8. Gear Control
9. Gear Warning Lights
10. Stabilizer Control

RH: EMER AVN

1. Audio 1 and 2
2. COM 1 (including Standby COM 1)
3. XPDR 1
4. NAV 1
5. Standby NAV 1
6. AHRS 2
7. Standby HSI (NAVSOURCE: NAV 1, Heading Source: AHRS 2)

 Generator / Engine Start Limitations

  Engine Bleed Air for Pneumatic System

High pressure bleed air is extracted from the engine before combustion chamber. Bleed air temperature is limited to 260°C
or 500°F.
Bleed air is used for:
- Engine bearing sealing
- Engine cooling
- Engine & airframe ice and rain protection
- Engine fuel system operation

- Air conditioning,
- Pressurization,
- Temperature control
- Throttle detent
- Door sealing

 23 PSI Service Air System

Before entering the ozone converters, bleed air is routed to the 23PSI regulator. Afterwards 23PSI air is routed to
various consumers:
1. Pressurization control: Outflow valves are pneumatically operated. The dive solenoid push-closed the outflow valves. (While
the Climb Solenoid Valve routes vacuum, generated by an ejector into the control chamber to open outflow valves)
2. Primary Door Seal inflation: The Primary and three acoustic door seals are inflated with service air, activated by the locking pin.
3. Tail De Ice boots: Rubber boots are pneumatically inflated to break away ice.
4. Throttle Detents: Plates are engaged with service air available and EEC in AUTO mode.

 Bleed-Off Valve–BOV
Is used to handle the excess air produced by the compressor when the gas turbine is to be started up, stopped or shut
down quickly. Bleed valves discharge excess air from one or more the turbine’s compressor stages.
- Allows surge free operation
- Normally open to 70% - 80% N2 and Closes above 80% N2
- Electrically controlled by EEC via torque motor
- Fails to a neutral position with the pneumatic backup mode

 Take Off Configuration Warning (FLIGHT CONTROLS) – [FLAPS+TRIMS+SB+HS+ (TL> 85% N2)]

NO TAKEOFF warning steady on ground:

1. Elevator TRIM out of range
2. FLAPS not in T/O position (less than 7°or beyond 15°)
3. SPD BRK not fully retracted
4. HORIZONTAL STABILIZER not in T/O position (-2°)
5. [If THROTTLES > 85% N2 – NO TAKEOFF warning flashing MASTER CAUTION and aural will sound]

 HYDRAULICS SYS 1:
The Citation XL/XLS utilizes two engine-driven hydraulic pumps, one on each engine, mounted on engine accessory gear
box (AGB), supply hydraulic pressure through an open center for operation of:
6. LANDING GEAR
7. FLAPS (EGPWS = GPWS: “FLAPS OVRD ACTIVE”)
8. THRUST REVERSERS (deploy + emergency stow)
9. SPEEDBRAKES
10. HORIZONTAL STABILIZER (2-position)

HYDRAULIC SYS 2:
The separate enclosed hydraulic system operates:
c) Power Brakes
d) Anti-skid protection

EMERGENCY PNEUMATIC BLOW DOWN SYSTEM (pressurized nitrogen): is available for:

a) Emergency Gear Extension
b) Emergency Braking

 CONDITIONS TO DISENGAGE THE AUTO-PILOT (AP TRIM DISC)

- CONTROL WHEEL: GRIP FIRMLY, THEN DISCONNECT AP

5. STICK SHAKER: AP only
6. ELECTRICAL PITCH TRIM will disengage AP only
7. TOGA: AP only
8. AP push button: will disengage AP+YD

WARNING
- Do not attempt to use the autopilot if the electric trim is inoperative. The autopilot will not be able to trim out servo torque
and disengaging the autopilot in this condition can result in a significant pitch upset.
o NOTE
- AP RESET: Push and Hold (minimum 2 seconds) to reset
14. EMER DESCENT
15. Electrical Fire or Smoke
16. Thrust Reverser In-Flight Deployment
17. Jammed Elevator Trim (Pitch Trim Wheel)
18. Electric Elevator Runaway Trim (Yoke trim)
19. Autopilot Malfunction
20. Inadvertent Stall (Stick Shaker, Buffet, and/or Roll-Off)
21. PFD messages (ADC comparison monitor alerts): ALT or IAS
22. PFD messages: AP FAIL or AP OFF
23. PFD messages: PIT TRIM or ROL TRIM
24. PFD messages: ATT or PIT or ROL or HDG
25. PFD messages: GS or LOC
26. MFD message: CHK PFD 1 or 2

If you receive a trim message, disengage the AP and re-trim the aircraft.

 ICE & RAIN PROTECTION