SII PTM

CE-S550
CITATION S/II
PILOT TRAINING MANUAL
SECOND EDITION
REVISION 0.2
FlightSafety International, Inc.
Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.FlightSafety.com
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual, Pilot Manual, and Maintenance Manuals.
It is to be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any sugges-
tions you might have for improving this manual or any other aspect of our training program.
NOTICE
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ministration Regulations. Diversion contrary to U.S. law is
prohibited.
F O R T R A I N I N G P U R P O S E S O N LY
Courses for the Citation S/II aircraft are taught at the following FlightSafety Learning Center:
San Antonio Learning Center

San Antonio International Airport
9027 Airport Boulevard
San Antonio, TX 78216-4806
(210) 826-6358
Toll Free: (800) 889-7917
FAX (210) 826-4008
Copyright © 2015 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Original.........................0.0..... October 2012
Revision .......................0.1..... October 2013
Revision ......................0.2 .......August 2015
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
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CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 OXYGEN SYSTEMS
Chapter 18 MANEUVERS AND PROCEDURES
Chapter 19 WEIGHT AND BALANCE
Chapter 20 FLIGHT PLANNING AND PERFORMANCE
Chapter 21 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX
ANNUNCIATOR PANEL
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1 AIRCRAFT GENERAL
CITATION S/II PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
IntroductIon ....................................................................................................................1-1
StructurES .........................................................................................................................1-3
noSE SEctIon...............................................................................................................1-3
FLIGHt coMPArtMEnt..............................................................................................1-5
AIrPLAnE EntrAncE door And EMErGEncY EXIt .......................................1-6
cABIn ..............................................................................................................................1-9
WInG ................................................................................................................................1-9
tAIL conE coMPArtMEnt .......................................................................................1-9
EMPEnnAGE.................................................................................................................1-10
SYStEMS...............................................................................................................................1-10
ELEctrIcAL SYStEM................................................................................................1-10
FuEL SYStEM ..............................................................................................................1-10
EnGInES........................................................................................................................1-10
IcE ProtEctIon .........................................................................................................1-11
HYdrAuLIc SYStEM.................................................................................................1-11
FLIGHt controLS.....................................................................................................1-11
EnVIronMEntAL controL ...................................................................................1-11
AVIonIcS ......................................................................................................................1-11
PuBLIcAtIonS ....................................................................................................................1-11
FOR TRAINING PURPOSES ONLY 1-i

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1-ii FOR TRAINING PURPOSES ONLY

1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
Figure 1-1. cessna citation S/II..............................................................................................1-2
Figure 1-2. Exterior three-View drawing ..............................................................................1-2
Figure 1-3. Braked taxi turnaround .......................................................................................1-4
Figure 1-4. nose Baggage compartment................................................................................1-3
Figure 1-5. Baggage door uplatch .........................................................................................1-3
Figure 1-6. Sight Gages ..........................................................................................................1-5
Figure 1-7. tKS Sight Gage and Filler Port............................................................................1-5
Figure 1-8. Flight compartment .............................................................................................1-5
Figure 1-9. Pilot’s Foul Weather Window ...............................................................................1-6
Figure 1-10. Entrance door, Pins, Interior Handle, and Latch release..................................1-6
Figure 1-11. door Locking IndicatorWindows.......................................................................1-7
Figure 1-12. Emergency Exit ..................................................................................................1-7
Figure 1-13. Interior Arrangements ........................................................................................1-8
Figure 1-14. Wing trailing Edge ............................................................................................1-9
Figure 1-15. Wing Leading Edge ............................................................................................1-9
Figure 1-16. tail cone Baggage compartment ....................................................................1-10
Figure 1-17. Empennage .......................................................................................................1-10
FOR TRAINING PURPOSES ONLY 1-iii

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1-iv FOR TRAINING PURPOSES ONLY

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1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
this training manual provides a description of the major airframe and engine systems installed
in the cessna citation S/II. the information contained herein is intended only as an instructional
aid. this material does not supersede, nor is it meant to substitute for, any of the manufacturer’s
maintenance or operating manuals. the material presented has been prepared from current design
data.
chapter 1 covers the structural makeup of the airplane and gives an overview of the systems. A
comprehensive pictorial walkaround of the airplane appears at the back of the book.
the Annunciator Section displays all annunciator and other light indications and should be folded
out for reference while reading this manual.
review questions are contained at the end of most chapters. these questions are included as a
self-study aid, and the answers can be found in the appendix.
FOR TRAINING PURPOSES ONLY 1-1

1 AIRCRAFT GENERAL FlightSafety international
Figure 1-1. Cessna Citation S/II
52.20 FEET
19.00 FEET
17.60 FEET
CABIN
HEIGHT (OVER AISLE) . . . . . . . . . . . . 4.8 FEET
LENGTH (PRESSURIZED CABIN) . . . 20.9 FEET
WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . 4.9 FEET
15.00
FEET
18.20 FEET
47.20 FEET
Figure 1-2. Exterior Three-View Drawing
1-2 FOR TRAINING PURPOSES ONLY

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1 AIRCRAFT GENERAL
GENERAL
the citation S/II is certified in accordance with
FAr Part 25 airworthiness standards and utilizes
the failsafe construction concept. It combines sys-
tems simplicity with ease of access to reduce main-
tenance requirements. Low takeoff and landing
speeds permit operation at small and unimproved
airports. Medium bypass turbofan engines con-
tribute to overall operating efficiency and perform-
ance.
the minimum crew requirements for operations in

the citation S/II are one pilot and one copilot. the
pilot-in-command must have a citation type rating
and meet the requirements of FAr 61.58 for two-
pilot operation. the copilot shall possess a multi-
engine rating and meet the requirements of FAr
61.55.
Figure 1-4. Nose Baggage Compartment
STRUCTURES left and right baggage door uplatch assembly (Fig-

ure 1-5) will extinguish the baggage compartment
the citation S/II (Figure 1-1) is a pressurized low- light as the doors are closed if the manual light
wing monoplane. two Pratt and Whitney Aircraft switch is left on. A key lock is also provided to
of canada Limited Jt15d-4B turbofan engines are give added insurance of a locked door.
pylon mounted on the rear fuselage.
Figure 1-2 shows a three-view drawing of the cita- CAUTION

tion S/II, containing the approximate exterior and Ensure that the key is removed prior to
cabin dimensions. flight to prevent possible ingestion of the
key into an engine.
the distances required for a braked taxi turn-
around can be seen in Figure 1-3.
NOSE SECTION
the nose section is an unpressurized area contain-
ing the avionics compartment, an equipment area,
and a baggage storage area. the avionics area is
accessible through a removable radome, whereas
the baggage compartment (Figure 1-4) has two
swing-up doors hinged in the center.
the nose baggage doors incorporate two mechan-

ical locks each. the door locking system operates
a microswitch in each forward locking assembly
which is connected to the door not LocKEd
warning circuit. A manual light switch is located
in the compartment. A microswitch located at the Figure 1-5. Baggage Door Uplatch

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69.9 F E E T
CUR B TO CURB
38.4 F E E T
17.6 F E ET
20.2 F E ET
Figure 1-3. Braked Taxi Turnaround

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1 AIRCRAFT GENERAL
A locking mechanism on each door holds the door FLIGHT COMPARTMENT

in the full open position until the release button is
depressed. the alcohol and brake reservoirs, the two complete crew stations are provided with dual
power brake accumulator, and the pneumatic bottle controls, including control columns, adjustable
are all located behind the right aft bulkhead of the rudder pedals, and brakes (Figure 1-8). there are
nose baggage compartment (see Figure 1-6). A two fully adjustable seats with seat belts and shoul-
tKS surface anti-icing system is supplied from a der harnesses.
reservoir of monoethylene glycol in the right-hand
forward side. (See Figure 1-7.)
Figure 1-6. Sight Gages Figure 1-7. TKS Sight Gage and Filler Port
Figure 1-8. Flight Compartment

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the foul weather window on the pilot’s side can handle linkage can be operated from the inside or
be opened, as seen in Figure 1-9. outside of the door. the exterior handle can be
secured with a key lock for security. the lower for-
ward locking pin activates a microswitch in the
AIRPLANE ENTRANCE DOOR door warning circuit that illuminates the door
AND EMERGENCY EXIT not LocKEd annunciator light whenever the
door is not closed and locked. the door also incor-
the entrance door opens outboard and is held open porates five indicator windows in the locking sys-
by a mechanical latch. (See Figure 1-10.) A latch tem to show a visual closed-and-locked condition.
release is located in the interior of the cabin on the (See Figure 1-11.) When the door is closed and
forward edge of the door opening, next to the light locked, the lower forward locking pin depresses a
switch. this latch release must be depressed before plunger. this opens a valve to allow bleed air to
the door can be closed. inflate the pneumatic cabin door seal, which is
installed in the door perimeter to prevent cabin
the entrance door is secured in the closed position pressure loss.
by twelve locking pins attached to a handle. the
Figure 1-9. Pilot’s Foul Weather Window
Figure 1-10. Entrance Door, Pins, Interior Handle, and Latch Release

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1 AIRCRAFT GENERAL
Figure 1-11. Door Locking Indicator Figure 1-12. Emergency Exit

Windows

1 AIRCRAFT GENERAL
1-8
MIDSHIP MIDSHIP
BAGGAGE REFRESHMENT CENTER TOILET BAGGAGE REFRESHMENT CENTER TOILET
T
T
10 6 8 T 10 6 8 T
9 5 7 9 5 7
STANDARD BAGGAGE OPTION 3 WIDE DOOR BAGGAGE
MIDSHIP MIDSHIP
BAGGAGE REFRESHMENT CENTER TOILET BAGGAGE REFRESHMENT CENTER TOILET
T
T
10 4 6 8 T 10 4 6 8 T
9 3 5 7 9 3 5 7
OPTION 1 BAGGAGE OPTION 4 WIDE DOOR BAGGAGE

FOR TRAINING PURPOSES ONLY

BAGGAGE TOILET BAGGAGE TOILET
T
T
10 4 6 8 T 10 4 6 8 T
9 3 5 7 9 3 5 7
OPTION 2 BAGGAGE OPTION 5 WIDE DOOR BAGGAGE

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Figure 1-13. Interior Arrangements

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1 AIRCRAFT GENERAL
An emergency exit, located opposite the entrance tank. Speedbrakes and flaps are also on each wing
door on the right side of the fuselage (Figure 1- (Figure 1-14).
12), opens inboard. It is a plug-type door installa-
tion and has a provision for inserting a locking pin the leading edges of the wings are protected
to prevent unauthorized entry while the airplane is against ice buildup by the tKS anti-icing system
on the ground. the pilot must ensure that this pin exuding monoethylene glycol through porous tita-
is removed prior to flight. Both the cabin entrance nium panels (Figure 1-15).
door and emergency exit door can be opened from
either outside or inside the airplane. the emer-
gency exit door is not connected to the door warn-
ing circuit.
CABIN
the cabin extends from the forward to the aft pres-
sure bulkhead and measures approximately 21 feet
in length, 5 feet in width, and 5 feet in height. the
cabin baggage compartment is located aft of the
rear seats and has a capacity of 600 pounds. Figure
1-13 shows the various interior arrangements.
Figure 1-15. Wing Leading Edge
Additional baggage storage is available in the nose
compartment and in the tail cone. A typical interior
arrangement consists of eight passenger seats plus on airplanes Sns -0001 through -0092 except
two pilot seats and a toilet. the cabin area is pro- those with SB S550-57-2, sixteen vortex genera-
vided with dropout, constant-flow oxygen masks tors are installed atop the wing forward of the
for emergency use. the cabin overhead panels ailerons.
contain individual air outlets and seat lighting for
passenger comfort. Indirect lighting for the cabin TAIL CONE COMPARTMENT
is provided by two rows of fluorescent bulbs run-
ning the length of the cabin controlled by a switch the tail cone compartment is pressurized by ram
near the cabin entrance. air and contains the major components of the
hydraulic, environmental, electrical distribution,
flight controls, and engine fire extinguishing sys-
WING tems. Access is through an entrance door on the
the wing consists of two sections attached to 30- left-hand side of the fuselage below the engine.
inch center section stubs which are part of the fuse- this entrance door is to the tail cone baggage com-
lage carry-through structure. Each wing is a fuel partment (Figure 1-16) and entrance to the rest of
the tail cone is via a door on the forward bulkhead
of the baggage compartment.
the tail cone compartment door is secured at the

top by two mechanical latches and is hinged at the
bottom.
A microswitch, operated by the forward mechani-

cal door locking latch, is connected to the door
not LocKEd warning circuit. A light switch on
the forward edge of the door opening is powered
from the hot battery bus and provides illumination
of the tail cone area for preflight inspection pur-
Figure 1-14. Wing Trailing Edge

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Figure 1-16. Tail Cone Baggage Compartment
poses. A microswitch installed in the door track ram-air duct to provide air for use in the airplane
will extinguish the light when the door is closed if air cycle machine heat exchangers and the wind-
the manual switch is left on. A key lock, centered shield bleed-air heat exchanger.
between the two latches, is installed to ensure a
locked condition.
SYSTEMS
EMPENNAGE
the empennage consists of a vertical stabilizer, ELECTRICAL SYSTEM
horizontal stabilizers, and a dorsal fin. (See Figure the airplane dc buses are supplied from two
1-17.) starter-generators. Engine starting and secondary
dc power are available from either the battery or
the leading edges of the horizontal stabilizers are an external source. two static inverters provide Ac
anti-iced by the tKS system. the dorsal fin, power.
attached to the top side of the rear fuselage, has a
FUEL SYSTEM
the fuel system has two distinct, identical wing
tanks. Each wing tank stores and supplies fuel to
its respective engine, with a crossfeed capability
incorporated. All controls and indicators are locat-
ed in the cockpit.
ENGINES
two united Aircraft (Pratt and Whitney) Jt15d-
4B turbofans, installed on pylons mounted on the
rear fuselage, produce 2,500 pounds of thrust each.
Ice protection, fire detection, and extinguishing
systems are incorporated. optional target-type
thrust reversers, individually operated by conven-
Figure 1-17. Empennage

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1 AIRCRAFT GENERAL
tional “piggyback” controls mounted on the throt- tem provides sufficient pressure to maintain sea
tles, are available. level pressure up to an approximate altitude of
23,000 feet and approximately 8,000 feet cabin
pressure at a cruise altitude of 43,000 feet. these
ICE PROTECTION pressures are based on a pressure differential of 8.7
Anti-ice protection for the wings and horizontal psi. the oxygen system supplies the cockpit
stabilizer leading edges is provided by a tKS sys- through quick-donning masks and the cabin
tem using a solution of monoethylene gycol. through dropout masks automatically deployed in
the event of excessive cabin altitude.
Engine compressor bleed air heats the engine nose
cone, nacelle inlet, t1 temperature probe, and the AVIONICS
first set of stator vanes on each engine. Engine
bleed air can be discharged through nozzles direct- the standard factory-installed avionics package
ed at the front of the windshields. Isopropyl alco- includes weather radar, altitude encoding transpon-
hol is available to anti-ice the left windshield in der, autopilot, and integrated flight director system.
the event that bleed air is not available. Electrical communication is provided by two VHF trans-
heaters are employed by pitot-static and angle-of- ceivers. navigation equipment includes digitally
attack sensors. All bleed-air and electrical anti-ice tuned AdF, dME, and two Vor/localizer/glide
systems should be turned on prior to operation in slope/marker beacon receivers.
visible moisture when the outside air temperature
is +10°c and below.
PUBLICATIONS
HYDRAULIC SYSTEM
the FAA-approved Airplane Flight Manual (AFM)
Engine-driven pumps supply hydraulic pressure for is a required flight item. It contains the limitations,
operation of the landing gear, speedbrakes, flaps operating procedures, performance data pertinent
and optional thrust reversers through an open cen- to takeoffs and landings, and weight and balance
ter system. the main gear are equipped with anti- data. It does not contain enroute performance
skid-controlled wheel brakes, operated information. the AFM always takes precedence
hydraulically from a separate hydraulic system. over any other publication.
Pneumatic backup is available for landing gear
extension and braking. The Citation Operating Manual contains expanded
descriptions of the airplane systems and operating
procedures. It contains enroute flight planning
FLIGHT CONTROLS information as well as some takeoff and landing
Primary flight control is accomplished through performance information.
conventional cable-operated surfaces. trimming is
provided by aileron, elevator, and rudder tabs. the the cessna checklist contains abbreviated operat-
elevator trim is both mechanically and electrically ing procedures and abbreviated performance data.
actuated. Hydraulically operated speedbrakes are If any doubt exists or if the conditions are not cov-
installed on the upper and lower wing surfaces and ered by the checklist, the AFM must be consulted.
flaps are installed on the trailing edges. nosewheel
steering is mechanically controlled by the rudder The Citation Weight and Balance Manual contains
pedals. detailed information in the form of tables and dia-
grams. However, it is not required to be in the air-
plane as the basic empty weight and moment, and
ENVIRONMENTAL CONTROL means of determining the center-of-gravity loca-
tion are all contained in
cabin pressurization utilizes bleed air from the
engines which is conditioned by an air cycle
machine. temperature is controllable, and the sys-

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CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
2 ELECTRICAL POWER SYSTEMS

Page
INTRODUCTION ....................................................................................................................2-1
DC POWER ..............................................................................................................................2-2
BATTERY..........................................................................................................................2-2
STARTER-GENERATORS...............................................................................................2-2
EXTERNAL POWER .......................................................................................................2-3
DISTRIBUTION ...............................................................................................................2-4
CONTROL ........................................................................................................................2-4
MONITORING .................................................................................................................2-7
PROTECTION ..................................................................................................................2-7
OPERATION.....................................................................................................................2-8
AC POWER ............................................................................................................................2-10
GENERAL ......................................................................................................................2-10
CONTROL ......................................................................................................................2-12
MONITOR AND TEST...................................................................................................2-12
OPERATION...................................................................................................................2-12
QUESTIONS ..........................................................................................................................2-13

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ILLUSTRATIONS
Figure Title Page
Figure 2-1. Battery Location...................................................................................................2-2
Figure 2-2. Generator Circuit..................................................................................................2-2

Figure 2-3. External Power Receptacle ...................................................................................2-3
Figure 2-4. External Power Circuit .........................................................................................2-3
Figure 2-5. DC Electrical Controls .........................................................................................2-4
Figure 2-6. System Distribution..............................................................................................2-5
Figure 2-7. Pilot and Copilot Circuit-Breaker Panels .............................................................2-6
Figure 2-8. Electrical Indicators..............................................................................................2-7
Figure 2-9. GCU Circuit .........................................................................................................2-8
Figure 2-10. AC System Distribution....................................................................................2-11
Figure 2-11. AC Controls......................................................................................................2-12
Figure 2-12. AC Circuit-Breaker Subpanel...........................................................................2-12

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CHAPTER 2
ELECTRICAL POWER SYSTEMS

INTRODUCTION
This chapter provides a description of the electrical power system used on the Citation S/II.
Included is information on the DC and AC systems. The DC system consists of storage, genera-
tion, distribution, and system monitoring. The AC system consists of generation, distribution, and
system monitoring. Provision is also made for a limited supply of power during emergency con-
ditions in flight and connection of an external power unit while on the ground.
GENERAL
Direct current provides the principal electric power tem load. The hot battery and emergency buses are
for the Citation S/II. Two generators are the pri- normally tied to the main system, but may be iso-
mary power sources; as secondary sources, battery lated to only the battery or external power sources.
or external power may also be utilized. Normal dis- When the airplane is on the ground, an external
tribution of DC power is via three left and three DC power source (EPU) may be utilized to supply
right buses connected by a tie bus. This arrange- electrical power to the buses.
ment allows either generator to power the entire
system or, by working in parallel, to share the sys-

DC POWER
BATTERY
A standard nickel-cadmium battery with 19 cells
provides 24-volt power and is rated at 39 ampere-
hours. An optional 20-cell battery is available. The

battery, located in the tailcone compartment (Fig-
ure 2-1), is provided with a manual quick-discon-
nect and is accessible through the tailcone door.
The battery is always connected to the hot battery
bus. It is susceptible to, and must be protected
from, overheat due to excessive charging. There- Figure 2-1. Battery Location
fore, use of the battery is limited to three engine
starts per hour. During an external power start, the volts DC, regulated to 28.5 volts, 300 amperes, and
battery is separated from its ground to prevent bat- is capable of 50% overload to 450 amperes for five
tery discharge during the start cycle. Consequently, minutes. The maximum total amperage load with
a start using an external power unit is not consid- all electrical equipment in operation is approxi-
ered a battery start. A battery in good condition mately 417 amperes. The generators are used as
should supply power to all buses for approximately motors for engine starting, then become generators
10 minutes. If only the hot battery and emergency at the completion of the start cycle. Each generator
buses are powered, battery life should be approxi- system is operated independently, but power is dis-
mately 30 minutes. tributed through systems that are in parallel except
under fault conditions. The generators share loads
STARTER-GENERATORS equally (± 10% of load) during normal operation
via an equalizer connection between the generator
Two engine-driven DC starter-generators, one control units (GCU).
mounted on each engine accessory gearbox, are
the primary source of power and supply all DC DC power from the engine-driven generators is dis-
buses. Each generator is air-cooled, rated at 30 tributed to two main DC buses (Figure 2-2). The
LH MAIN BATTERY BUS RH MAIN

225
A A
BAT
GEN LH RH GEN
BAT OFF EMER
PWR PWR
OFF OFF
EMER
GCU V LH V RH V GCU
START START
LH GEN HOT BATTERY BUS RH GEN
LEGEND
BATTERY POWER LH MAIN BUS POWER RH MAIN BUS POWER
Figure 2-2. Generator Circuit

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two main DC buses are paralleled through two 225

ampere current limiters connected to the battery
bus. Generator power is routed to the hot battery
bus through the battery relay and also to the emer-
gency bus through the emergency relay. The bat-
tery and emergency relays are operated by the
battery switch.

EXTERNAL POWER
An external power unit may be connected to the
airplane DC system through a receptacle located
in the fuselage below the left engine nacelle (Fig-
ure 2-3). External power is routed to the hot battery
bus (Figure 2-4). The battery charges from the
external power unit regardless of the battery switch Figure 2-3. External Power Receptacle
position.
to be connected to the battery bus, emergency bus,
Before connecting an external power unit to a Cita- and the left and right main buses.
tion S/II, the voltage of the unit should be regulated
to 28.0 volts, and the amperage output should be The external power relay is deenergized to remove
between 800 and 1,000 amperes. external power from the hot battery bus when
either generator power relay is closed. This is to
Connecting the external power unit energizes the prevent the airplane generators and the EPU from
external power relay, connecting the external power applying power to the airplane buses simultane-
source to the hot battery bus. Placing the battery ously.
switch to the BATT position energizes the battery
and emergency relays, allowing DC external power
VOLTMETER
HOT BAT BUS
BATTERY EXT POWER

DISABLE RELAYS
EXT
POWER
RELAY
BATTERY
DISCONNECT
RELAY
EXT OVERVOLTAGE/
POWER OVERCURRENT
SENSOR
Figure 2-4. External Power Circuit

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NOTE In order to permit logical grouping of circuit break-

ers (i.e., left and right ignition), circuit connection
Some external power units do not have is provided from the right or left main extension
reverse current protection, and, if the bus to the opposite circuit-breaker panel through
unit is turned off while connected to the the right and left crossover buses.
airplane, rapid discharge and damage to
the battery can result. Always discon- The emergency bus is located at the copilot’s cir-
nect the EPU from the airplane when
cuit-breaker panel.
not in use.
CONTROL
DISTRIBUTION
Control of the DC power system is maintained with
Direct current is distributed throughout the Cita- a battery switch and two generator switches (Fig-
tion S/II by nine buses (Figure 2-5). Located in the ure 2-7). The battery switch has three positions:
main junction box inside the tail-cone compart- BATT, OFF, and EMER. With the switch in the
ment are two main DC buses, the battery bus, and OFF position, the hot battery bus is isolated from
the hot battery bus. Inside the cockpit, at the pilot’s all other buses in the system. The battery switch
circuit-breaker panels, are two main extension in the BATT position closes the battery relay and
buses, two crossover buses, and the emergency the emergency relay, completing circuits to the bat-
bus. tery bus and the emergency bus from the hot bat-
tery bus. In the EMER position, only the
The two main DC buses are normally powered by emergency relay is energized closed, isolating the
the right and left generators and are tied together hot battery bus and emergency bus from the
by the battery bus. They may also receive power remainder of the DC system. When isolated, the
from the battery or an external power unit. two buses are powered by the battery or external
power. When external power is not applied to the
The hot battery bus is always connected directly airplane and the generators are on the line, placing
to the battery. It may receive power from an exter- the battery switch in EMER isolates the battery
nal power unit, and, during normal operation, it is from any charging source without the loss of power
powered from the generators. to any buses.
The battery bus functions solely as a bus tie which

connects the hot battery, emergency bus, and the
two main DC buses, tying the three parts into one
integral system.
From each main DC bus in the tail cone, an exten-

sion bus provides distribution of power to compo-
nents through controls and circuit breakers in the
cockpit. The left and right main extension buses
are located behind the pilot and copilot circuit-
breaker panels respectively (Figure 2-6).
Figure 2-5. DC Electrical Controls

FlightSafety
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115-VAC 26-VAC 115-VAC 26-VAC
1 AC

INVERTER 1 INVERTER 2
2 OFF
EMERGENCY
INV AC
TEST SW PWR
CROSSOVER BUS SW CROSSOVER BUS
EXTENSION BUS EXTENSION BUS

PILOT’S COPILOT’S
CB PANEL CB PANEL
80 AMP LMT
225 AMP LMT
LH MAIN BUS BATTERY BUS RH MAIN BUS
55 55
EMER BUS
POWER RELAY POWER
VOLT
RELAY BATT OFF RELAY
METER
RELAY
28.5
28.5 NORM 28.5
GCU EMER GCU
START START
RELAY RELAY
LH GEN HOT BATTERY BUS RH GEN

FIELD FIELD
RELAY QUICK RELAY
DISC. EXTERNAL
POWER
RELAY
BATTERY
EPU
BATTERY
DISCONNET
RELAY
Figure 2-6. System Distribution
Revision 0.2 FOR TRAINING PURPOSES ONLY 2-5

LH FAN LH LH TURB LH FUEL LH FUEL LH OIL LH OIL NORM EMER LH LH LH FW LH FIRE

SPEED ITT SPEED FLOW QTY TEMP PRESS PRESS PRESS IGN BOOST SHUTOFF DET
ENG ICE SUR ICE

FLD PUMP FLD PUMP
2 2 2 2 2 2 2 5 5 71 2 15 712 2
5 * 5 * ENGINE INSTRUMENTS
LH STDBY DIGITAL LH PITOT LH ENG W/S BLEED CABIN RH RH RH FW RH FIRE

ANTI-ICE
T&B GYRO OAT CLOCK *
STATIC BLEED AIR AIR TEMP FREON A/C FAN
TEMP IGN BOOST SHUTOFF DET
**
2 5 2 2 71 2 5 5 15 20 5 71 2 15 71 2 2
** YELLOW—Units 0114–On
and 0001–0113 with SSB ENVIRONMENTAL ENGINE-FUEL

S550-24-8 BLUE–0001–0113
RH
RH DIGITAL RH PITOT RH ENG W/S ICE ANTI BATT LDG WARN WARN OVER
*** YELLOW—Units 0090–On
T&B
ALT FLT/HR CLOCK *
STATIC BLEED AIR BLEED AIR DETECT NAV COLL TEMP GEAR LTS 1 LTS 2 SPEED
****
and 0001–0089 with SSB
S550-24-4 BLUE–0001–0089 2 2 2 2 71 2 5 5 5 5 71 2 2 2 5 2 2
**** GREEN—British Aircraft FLIGHT INSTRUMENTS WARNING
AC AOA ICE FLD W/S WING ROTATING LH THRU SKID ANG OF ENGINE NOSE
INVERTER HEATER SYSTEM ALCOHOL INSP BEACON REV CONTROL ATTACK SYNC WHL RPM
***
25 LH BUS 10 3 5 5 5 721
20 72 1
2 2
NO. 1 NO. 2 NO. 3
NO. 1 ANTI-ICE
RH CB
75 75 75 LH EL LH CENTER RH EQUIP RH THRUST PITCH GEAR FLAP SPEED
PANEL START PANEL PANEL PANEL PANEL COOL REVERSER TRIM CONTROL CONTROL BRAKE
35 72
1
1 5 5 5 721
721
5 5 5 5
DC POWER LH BUS LIGHTS SYSTEMS
LEFT CIRCUIT-BREAKER PANEL

LEGEND
LEFT MAIN EXTENSION BUS RIGHT CROSSOVER BUS AC BUS
* ON AIRPLANES SNS –0001 THROUGH –0095 NOT MODIFIED BY SB S550-24-6, THE ENGINE ICE FLUID
PUMP IS POWERED FROM THE RH ENG BLEED-AIR CIRCUIT BREAKER, AND THE SURFACE ICE FLUID
PUMP IS POWERED FROM THE LH ENG BLEED-AIR CIRCUIT BREAKER. THE CIRCUIT-BREAKER SUBPANEL
AFT OF THE LEFT CIRCUIT-BREAKER PANEL DOES NOT EXIST ON THESE AIRPLANES.
COMM NAV DME XPDR ADF AUDIO RH FAN RH RH TURB RH FUEL RH FUEL RH OIL RH OIL
2 2 2 2 2 2 WARN SPEED ITT SPEED FLOW QTY TEMP PRESS
72
1 2 3 2 3 3 3 2 2 2 2 2 2 2 BUS 1
115 VAC
BUS 2 BUS 1
26 VAC
BUS 2
ENGINE INSTRUMENTS 5 5 10
10
COMM NAV DME XPDR ADF AUDIO EFIS VOICE FD RMI DG AC BUS
1 1 1 1 1 1 PHONE AP DISP ADI ADV 2 2 2
72
1
2 3 2 3 3 5 72 1
1 5 5 3 1 3
COMM AREA GROUND TAS VAL NAV DATA RAD FD RMI DG

3 NAV PROX HTR NAV BANK FMS RADAR EFIS HSI ALT 1 1 1
20 2 1 15 5 5 71 2 71 2 5 5 2 3 1 3
EFIS
AVIONICS DC
NAV RMI/ADF HSI ADI GROUND VERT FD RH AC
2 2 2 2 PROX GYRO 2 2 AP START INVERTER
RH BUS
1 2 2 1 1 1 1 1 71 2 25
NO. 1 NO. 2 NO. 3
NO. 2
NAV RMI/ADF HSI ADI AIR VERT FD 75 75 75 LH CB

EFIS 1 1 1 1 DATA GYRO 1 1 RADAR FLOOD PANEL
1 1 2 2 1 2 1 1 1 5 35
AC FLT INSTR AVIONICS DC PWR RH BUS
RIGHT CIRCUIT-BREAKER PANEL

LEGEND
LEFT CROSSOVER BUS RIGHT MAIN EXTENSION BUS EMERGENCY BUS AC BUS
Figure 2-7. Pilot and Copilot Circuit-Breaker Panels

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The generator switches are also three-position ding generator position, the voltmeter reads the
switches: GEN, OFF, and RESET. Placing the generator’s voltage. If the voltmeter selector switch
switch to GEN allows the GCU to close the power is moved to read a generator output (generator not
relay and connects the generator to its main DC connected to the buses), it indicates only the volt-
bus. With the switch in the OFF position, the power age output of the selected generator. The gage will
relay will not close, and the generator will not not read hot battery bus voltage when the battery
assume any load. Placing the switch in the spring- switch is in OFF.

loaded RESET position should close the generator
field relay if it has opened. The ammeters read the current flow from their
individual generators to the main DC bus and, dur-
On the center panel are two engine start buttons ing normal operation, their indication should be
which, when depressed, activate a circuit to close approximately equal (±10% of total load). Amper-
the associated start relay and allow current to flow age in the circuit between the starter-generator and
from the hot battery bus directly to the starter-gen- the hot battery bus is not reflected on the ammeter.
erator. A starter disengage button, located between
the starter buttons, can be utilized to open the start A temperature sensor in the battery initiates a
circuit if manual termination of the start sequence steady BATT O’TEMP light on the annunciator
is desired. panel (with the flashing MASTER WARNING
lights) when battery temperature rises to 145° F. If
the temperature continues to rise to 160° F, the
MONITORING BATT O’TEMP light flashes (with flashing MAS-
The DC electrical system is monitored by a volt- TER WARNING lights). An optional temperature
meter, two ammeters, two GEN OFF LH/RH gage, which receives input from a separate sensor
annunciator warning lights, a BATT O’TEMP in the battery, reads temperature from 0° F to 180° F.
warning light, and an optional battery temperature
gage (see Figure 2-8). In each engine start button is a light that, when illu-
minated, indicates closure of the start relay. The
light inside the STARTER DISENGAGE button
has no significance for operation. It is activated on
when the panel lights are turned on for night oper-
ations.
PROTECTION
Figure 2-8. Electrical Indicators Two generator control units regulate, protect, and
parallel the generators (Figure 2-9). Each unit con-
When illuminated, an amber GEN OFF LH/RH trols a power relay which connects the generator
annunciator light indicates an open power relay. If to its main DC bus. The GCU permits the relay to
both annunciator lights are illuminated, the MAS- close when the cockpit generator switch is in GEN
TER WARNING lights also flash. and the generator output equals (within .3 volts)
or exceeds system voltage. A field relay, located in
A voltmeter selector switch permits monitoring of the generator control unit, allows or prevents field
voltage on the hot battery bus or from a point excitation within the generator. When open, this
between each generator and its power relay. The relay deprives the power relay solenoid of its
selector is spring loaded to the BATT position, in ground and causes the power relay to open. When
which hot battery bus voltage is indicated. The an internal feeder fault (short circuit) or an over-
voltmeter indicates the highest voltage of the voltage is sensed, the field relay opens. The field
source connected to the point being monitored. relay also opens when the engine fire switch is acti-
When one generator is on the line and the volt- vated. A reverse current (10% of total load) or
meter selector is in either BATT or the correspon- undervoltage opens the power relay.

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LH MAIN DC BUS When an external power unit is utilized for engine

start, the battery disconnect relay opens and
removes the battery ground. This ensures the bat-
tery is not utilized for starting power, and, conse-
quently, battery start limitations do not apply.
Should an external power unit’s output be exces-

sive, an overvoltage/overcurrent sensor opens the

200
GEN OFF
100
300
AMPS
external power relay and breaks the circuit to the
0 400 hot battery bus. External power disable relays also
LH RH
disconnect the external power unit from the hot
AMMETER battery bus whenever a power relay closes, bring-
LH GEN ing a generator on the line. There is no airplane
LH POWER
RELAY reverse current protection between the hot battery
GEN bus and the EPU.
CONTROL HOT BATTERY BUS
UNIT LH
GEN
CAUTION
ON
Some external power units do not have
OFF G reverse current protection. If the unit is
E
LH
N
turned off while connected to the air-
GENERATOR plane, rapid discharge and damage to
CONTROL
SWITCH
the battery can result. Always discon-
nect the EPU from the airplane when
Figure 2-9. GCU Circuit not in use.
The circuits between each main DC bus and its

extension bus are protected by three 75-ampere cir- OPERATION
cuit breakers in parallel on the corresponding cock-
pit circuit-breaker panel. A 35-ampere circuit Normal
breaker on each extension bus provides protection During the interior preflight, the generator switches
between the extension bus and the crossover bus should be placed to GEN if a battery start is intend-
on the opposite circuit-breaker panel. Various other ed or OFF if external power is to be used. The bat-
circuit breakers on the main buses in the tail cone tery switch should be placed to BATT and the
protect against overloads. voltmeter checked for 24 volts.
Between each main DC bus and the battery bus, a After checking lights and pitot heat, the battery
225-ampere current limiter (fuse) protects the sys- switch should be turned to OFF. During the exte-
tem against overloading. Loss of either current lim- rior preflight, the battery should be visually
iter causes the system to split and become two checked for signs of deterioration or corrosion.
independent systems (right and left). When one External power should not be connected until these
generator power relay is closed, it is necessary to checks are complete.
protect the 225-ampere current limiter from the
high amperage required to start the opposite Before starting the engines, the generator switches
engine. To provide this protection, a battery disable should be rechecked for proper position and bat-
relay causes the battery relay to open the circuit tery voltage verified. The battery switch should be
between the battery bus and the hot battery bus in the BATT position in order that power from the
during the engine start sequence.

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main DC extension bus may close the start relay the line is that the start relay on the same side as
when the start button is depressed. Depressing the the operating generator will not close. This isola-
start button also activates the electric fuel boost tion of the start circuit from the operating generator
pump, arms the ignition, and activates the engine and buses in flight is required by certification reg-
instrument floodlight. ulations. The protection circuit for the 225-ampere
current limiter is the same as described above.
Closure of the start relay, indicated by illumination

of the light in the start button, connects hot battery An external power unit may also be utilized for
bus power to the starter for engine rotation. At engine starts. However, prior to use the unit should
between 8 and 10% turbine rpm (N2), the throttle be checked for voltage regulation (28.0 volts) and
should be moved from cutoff to idle. Ignition is an availability of 800 to 1,000 amperes. When
activated by a throttle switch, and a green light external power starts are planned, the generator
indicates current to the exciter boxes. Within 10 switches should remain in the OFF position until
seconds combustion should occur and be evi- the external power has been removed from the air-
denced by rising ITT. As the engine accelerates and plane. Otherwise, when the first generator comes
reaches approximately 38% (N 2 ), the start on line, the external power is automatically discon-
sequence automatically terminates. The electric nected from the hot battery bus, and the second
boost pump and ignition deactivate, the start relay engine start becomes a generator-assisted battery
opens, and the engine instrument floodlight goes start.
out. A speed-sensing switch on the starter-
generator terminates the start sequence.
Abnormal
The starter-generator reverts to generator opera- Battery overheat can result from an excessive
tion, and the GCU allows it on the line after start amount and rate of charge, discharge, or internal
termination and when the generator output equals battery damage. The greatest damage from a bat-
or exceeds system voltage. tery overheat lies in the possibility of runaway
heating, in which internal failures cause the heat
For a subsequent engine start on the ground, the to continue building out of control.
operating generator assists the battery in providing
current to the starter. The operating engine must Battery overheat is indicated initially by a steady
be stabilized at 49 to 50% N2. When the remaining red BATT O’TEMP light on the annunciator panel
start button is activated, the electric boost pump (145° F), which will trigger the MASTER WARN-
operates, the ignition is armed, the engine instru- ING lights. Continued rising temperature (160° F)
ment floodlight illuminates, and both start relays causes the BATT O’TEMP light to flash and reil-
close (the light in each button illuminates). This luminate the MASTER WARNING lights. The
generator-assist capability is disabled by the squat battery temperature gage (optional) should verify
switch when airborne. the temperatures. Whenever an overheat condition
exists, the battery switch should be placed in the
When one generator power relay is closed and the EMER position to open the battery relay, thus
other is energized as a starter, the battery disable removing the battery from generator charging, and
relay causes the battery relay to open the circuit the emergency procedures checklist should be con-
between the battery bus and the hot battery bus in sulted. Monitoring the voltmeter for a minimum
order to protect the 225-ampere current limiter. one-volt drop in thirty seconds ensures that the bat-
tery relay has opened, isolating the hot battery and
A start accomplished in flight utilizing the start emergency buses from system charging.
button is a battery start. Only the associated start
relay closes, the boost pump on that side activates, If a speed-sensing switch fails to terminate a start
the ignition circuit to that engine arms, and the sequence, the STARTER DISENGAGE button can
engine instrument floodlight illuminates. The only be utilized to terminate the start. Its use causes no
difference between this start in flight and one damage to any component in the system. The GCU
accomplished on the ground with one generator on

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only permits the generator on the line after the start Failure of a 225-ampere current limiter after start
sequence has been terminated. can be detected during the generator check accom-
plished after engine start. When one generator
Monitoring the ammeters may provide the pilot switch is placed to OFF, the other generator should
indication of impending generator problems. pick up the entire system load as indicated on the
Ampere readings may indicate unparalleled oper- ammeter. If this does not occur, a failed current
ation if they are different by more than 10% of the limiter could be the cause. If this is the case, when
total load. When a GEN OFF LH/RH light illumi- the generator on the side with the failed limiter is
nates on the annunciator panel, a check of the volt- selected to OFF, the buses on that side lose power.
meter indicates whether the field relay or only the This is most easily detected by observing the
power relay has opened. An open field relay could engine instruments. The airplane should not be
be caused by a feeder fault (short circuit), overflown in this condition. If the current limiter has
voltage, or by actuation of the engine fire switch. failed prior to start, the engine start circuit on the
A tripped field relay is indicated by near zero volt- side with the failed limiter is not powered (because
age; it can possibly be reset with the generator of the loss of DC power to the extension bus), thus
switch. An undervoltage or reverse current causes preventing that engine from being started until the
the generator control unit to open the power relay. limiter is replaced.
If normal voltage is observed on the voltmeter
when the affected generator is selected with the
voltage selector switch, generator reset is not prob-
able.
AC POWER
Should it be necessary to disable the circuit-break- GENERAL
er panel at the pilot’s position, it can be accom-
plished by pulling the three 75-ampere circuit The alternating current system consists of two 115-
breakers labeled “LH BUS” and, on the copilot’s VAC buses and two 26-VAC buses (Figure 2-10).
circuit-breaker panel, the 35-ampere breaker Each set (a 115-volt and a 26-volt bus) is normally
labeled “LH CB PANEL.” The first set of breakers powered by its corresponding inverter; however,
disconnects the left main bus extension. The other either inverter can provide sufficient power to sup-
circuit breaker disconnects the crossover bus from ply both sets of buses, if necessary.
the right main bus extension. The reverse proce-
dure is necessary to disable the copilot’s circuit-
breaker panel, and, because the emergency bus is
located behind the copilot’s panel, four component
circuit breakers must also be pulled. They are
COMM 1, NAV 2, DG 2, and FLOOD.
NOTE
When the three 75-ampere main bus
breakers are pulled, the crossover bus to
the opposite circuit-breaker panel is also
disabled.

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MASTER
115 VAC-1 WARNING 115 VAC-2
RESET
5 AC 5
FAIL

26 VAC-1 26 VAC-2
10 10
INVERTER INVERTER INVERTER

NO. 1 FAIL NO. 2
1 2
ON
INV 1
T
E
S
T
OFF
INV 2
AC AC
25 INVERTER INVERTER 25
NO. 1 NO. 2
LH MAIN BUS EXT RH MAIN BUS EXT
LH CIRCUIT RH CIRCUIT
BREAKER PANEL BREAKER PANEL
LEGEND
LH DC BUS POWER
RH DC BUS POWER
AC POWER
Figure 2-10. AC System Distribution

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CONTROL OPERATION
A two-position switch (Figure 2-11) activates both Normal
inverters when moved to the AC position. Should
an inverter fail, automatic switching connects the The inverters should be activated during accom-
remaining inverter to the buses of the failed invert- plishment of the Before Taxi Checklist, and they
er. should be tested during the Before Takeoff Check-
list. The inverters should be turned off prior to

engine shutdown after parking.
Abnormal
In the event of a failure in the AC system, check
the circuit breakers (Figure 2-12) and comply with
the appropriate checklist in the Emergency Proce-
dures Section of the Flight Manual. If both invert-
ers fail, the battery switch must be placed in
EMER in order to allow an integral inverter con-
tained in the copilot’s C-14D gyro to provide emer-
gency AC power to drive the copilot’s compass
Figure 2-11. AC Controls card on his HSI and to power the CDI needle in
the VOR mode of operation.
MONITOR AND TEST
The AC system is monitored by a red AC FAIL
annunciator light (which triggers the MASTER
WARNING lights) and two amber INVERTER
FAIL 1/2 lights. An inverter failure should illumi-
nate the appropriate INVERTER FAIL light, the
AC FAIL light, and the MASTER WARNING
lights. Resetting the MASTER WARNING light
resets the AC FAIL light as well, but leaves the
INVERTER FAIL light illuminated. When no
power is available to any of the buses, both Figure 2-12. AC Circuit-Breaker Subpanel
INVERTER FAIL 1/2 lights and the AC FAIL light
illuminate, along with the attendant MASTER
WARNING lights. In this condition, resetting the
MASTER WARNING does not extinguish the AC
FAIL light. A test switch (Figure 2-11) provides
simulation of inverter failure and corresponding
indications. When the switch is positioned to INV
1, the No. 1 inverter is disabled, causing illumina-
tion of the associated INVERTER FAIL 1 light,
AC FAIL light, and the MASTER WARNING
lights. Releasing the switch to the center position
repowers the associated inverter. When the switch
is positioned to INV 2, the sequence is repeated
for the No. 2 inverter system.

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QUESTIONS
1. A good battery should supply power to the hot 6. If the generators are not operating, the volt-
battery bus and the emergency bus for approx- meter reads battery voltage when the battery
imately: switch is in:
A. 2 hours A. OFF

B. 1 hour B. BATT
C. 30 minutes C. EMER
D. 10 minutes D. Both B and C
2. The battery bus serves as: 7. The light in each engine start button illumi-
A. A power-off DC source nates to indicate:
B. An emergency power source A. Starting is complete.
C. An extension bus B. Opening of the start relay
D. A generator tie bus C. Closing of the start relay
D. Generator disconnect
3. In flight, with the generators on the line, the
battery is isolated from any charging source 8. The generator field relay opens when:
when the battery switch is in: A. An internal feeder fault is sensed.
A. Off B. An overvoltage condition is sensed.
B. BATT C. An engine fire switch is activated.
C. EMER D. All of the above
D. Both A and C
9. If a battery start is intended, the generator
4. If manual termination of a start sequence is switches should be placed to:
desired, the switch to press is: A. OFF
A. ENGINE START B. GEN
B. STARTER DISENGAGE C. RESET
C. LH START D. ON
D. RH START
10. When the inverter switch is positioned to AC,
5. The voltage read on the voltmeter with the normally:
selector switch in BATT is sensed from the: A. Each inverter supplies its own AC buses.
A. Battery bus B. Both inverters are paralleled to supply all
B. Left main bus AC buses.
C. Hot battery bus C. No. 2 inverter produces only 26-VAC
D. Right main bus power.
D. No. 1 inverter supplies all AC buses.

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11. llumination of the AC FAIL annunciator light 16. With only the hot battery and emergency
and the MASTER WARNING lights indicate: buses powered, the following item is inopera-
A. Failure of No. 1 inverter tive:
B. Failure of No. 2 inverter A. Nav 1
C. Failure of both inverters B. Cockpit floodlights, emergency exit light
D. Any of the above C. Copilot’s compass system, Com 1
D. Nav 2
12. Positioning the inverter test switch to the INV
1 position disables: 17. The correct statement is:
A. No. 1 inverter A. With external power connected and the
B. No. 2 inverter battery switch in OFF, all DC buses are
C. The No. 1 inverter and both of its buses powered from the external power unit.
D. Neither inverter B. The battery switch must be out of the OFF
position before the voltmeter will indicate
the voltage of the hot battery bus.
13. With the battery as the only source of power
and the battery switch in the OFF position, the C. With external power connected and the
bus(es) powered are: battery switch in OFF, all DC buses are
powered from the external unit except for
A. Battery bus, hot battery bus the battery itself.
B. Emergency bus, battery bus D. The battery continues to charge with the
C. Hot battery bus generators on the line regardless of the
D. Emergency bus, battery bus, hot battery battery switch position.
bus
18. Regarding the engine starting sequence (bat-
14. With the battery as the only source of power tery start on the ground):
and the battery switch in the EMER position, A. It is normally terminated by the pilot with
the following bus(es) are powered: the STARTER DISENGAGE button.
A. Battery bus, hot battery bus B. The boost pumps and ignition switches
B. Emergency bus, hot battery bus must both be in the ON position before
C. Emergency bus only the start button is depressed.
D. Emergency bus, battery bus, hot battery C. A minimum of 50% N2 is required on the
bus operating engine prior to starting the sec-
ond engine.
15. With the battery as the only source of power D. It is terminated normally by the speed
and the battery switch in the BATT position, sensing switch on the starter-generator.
the following condition exists:
A. The battery, emergency, and hot battery 19. The incorrect statement is:
buses only receive power. A. The illumination of the STARTER DIS-
B. All buses are powered except the emer- ENGAGE button is a function of the panel
gency bus. lights master switch.
C. LH and RH main DC buses only are pow- B. The generator switches are placed in the
ered. OFF position for an EPU start.
D. All DC buses are powered. C. The battery switch is placed in the OFF
position prior to an EPU start.
D. A failed LB 225-ampere current limiter
prevents starting of the left engine.

FlightSafety
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20. Regarding a generator-assist start: 23. The ignition start sequence:

A. It is necessary to observe a drop in amper- A. Occurs immediately when the start button
age to below 150 before depressing the is depressed.
second start button (to protect the 225- B. Is initiated automatically by the speed
ampere current limiter). sensing switch at 8 to 10% N2.
B. The operating generator’s switch must be C. Occurs when the throttle is brought to
placed to OFF before the start button is idle.

depressed. D. Is terminated by the fuel control step mod-
C. A maximum of 49% N2 rpm is set on the ulator when it senses ITT above 300° C.
operating engine.
D. 49% to 50% N2 is set on the operating 24. The BATT O’TEMP light comes on steady:
engine.
A. But will extinguish if the battery cools
down.
21. Placing the battery switch in EMER with the
B. It will flash as the battery is cooling down.
generators on the line:
C. Therefore the battery switch should be
A. Will not cause the immediate loss of any placed to OFF (all buses continue to
buses receive power).
B. Will cause loss of power to the emergency D. But the MASTER WARNING lights will
bus since the generators are on the line not illuminate until the BATT O’TEMP
C. Will still provide charging power to the light begins to flash.
battery
D. Should result in the battery voltage 25. With the battery switch in EMER in flight
remaining at 28.5 volts. (both generators on the line), the following
indications will be observed:
22. The correct statement regarding the GEN A. No noticeable change will be observed.
OFF LH/RH annunciator light is:
B. The voltmeter will drop to near zero as the
A. Illumination of one light triggers the power is lost on all buses except the emer-
MASTER WARNING lights. gency and hot battery buses.
B. The light illuminates whenever the power C. There will be a loss of power to all buses
relay is open. except the emergency and battery buses.
C. Illumination of the light indicates that D. The voltmeter will indicate approximately
both the power and field relays have 24 volts.
opened.
D. It indicates that the generator is still in its
starter mode.

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CHAPTER 3
LIGHTING
CONTENTS
Page
IntroductIon ....................................................................................................................3-1
IntErIor LIGHtInG............................................................................................................3-2
cocKPIt LIGHtInG......................................................................................................3-2
PASSEnGEr coMPArtMEnt LIGHtInG .................................................................3-3
EMErGEncY LIGHtInG ..............................................................................................3-4
BAGGAGE coMPArtMEnt LIGHtInG.....................................................................3-5
EXtErIor LIGHtInG...........................................................................................................3-6
3 LIGHTING
nAVIGAtIon LIGHtS....................................................................................................3-6
AntIcoLLISIon LIGHtS .............................................................................................3-7
LAndInG/tAXI LIGHtS ...............................................................................................3-8
WInG InSPEctIon LIGHtS ........................................................................................3-8
rEcoGnItIon LIGHtS ................................................................................................3-8
tAIL FLoodLIGHtS......................................................................................................3-8
QuEStIonS ............................................................................................................................3-9

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3 LIGHTING

ILLUSTRATIONS
Figure Title Page
Figure 3-1. Interior Lighting controls ....................................................................................3-2
Figure 3-2. Map Lights and controls......................................................................................3-2
Figure 3-3. typical control Panel Lighting ............................................................................3-3
Figure 3-4. cabin Lighting controls.......................................................................................3-3
Figure 3-5. Passenger Advisory Sign......................................................................................3-4
Figure 3-6. tail cone Light and Switch ..................................................................................3-5
Figure 3-7. nose Baggage compartmentLight and Switch ....................................................3-5
Figure 3-8. Exterior Lighting Locations .................................................................................3-6
Figure 3-9. Exterior Lighting Switches...................................................................................3-7
3 LIGHTING
Figure 3-10. navigation and Anticollision Lights...................................................................3-7
Figure 3-11. Beacon................................................................................................................3-7
Figure 3-12. Landing/taxi Light.............................................................................................3-8
Figure 3-13. Wing Inspection Light ........................................................................................3-8
Figure 3-14. recognition Light...............................................................................................3-8

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3 LIGHTING

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CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
Lighting on the citation S/II is used to illuminate the cockpit area and all flight instruments. the
majority of the instruments are internally lighted. For general illumination, floodlights are used
and a map light is conveniently located for both the pilot and copilot positions.Standard passenger
advisory lights are available for the cabin area, and emergency lights are available to illuminate
the exits in the event of an emergency. Exterior lighting consists of navigation, anticollision, land-
ing, and wing inspection lights, and, as options, rotating beacon lights and tail floodlights.
GENERAL
Airplane lighting is divided into interior and lights, passenger reading lights, two flood-
exterior lighting. Interior lighting is further lights illuminating the main cabin door and
divided into cockpit, cabin, and emergency emergency exit areas, an aft compartment
lighting. cockpit lighting consists of instru- light, and lighted signs.
ment panel lights, floodlights, and map lights.
cabin lighting consists of indirect fluorescent

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An engine instrument floodlight is located on the

INTERIOR LIGHTING fire warning panel on the glareshield. the light
operates when either engine is in the start cycle or
Interior lighting is provided for the cockpit, cabin,
when the FLood LtS switch is turned on. cock-
and tail cone area. Instruments are internally light-
pit floodlight power is supplied by the emergency
ed. Switch functions are designated by electrolu-
bus through the FLood circuit breaker on the
minescent panels. All lights except the overhead
copilot’s circuit-breaker panel.
and instrument floodlights are controlled by a mas-
ter switch and are adjusted by rheostats (Figure 3-
1). the rheostats are labeled “LEFt,” “cEntEr,” Map Lights
“rIGHt,” and “EL.” the LEFt rheostat controls
the intensity of the instruments on the pilot’s panel, Map lights are located on the left and right forward
the cEntEr rheostat controls lighting on the cen- overhead panel (Figure 3-2). their brilliancy is
ter instrument panel, and the rIGHt rheostat con- controlled by rheostats located on the forward side
trols instrument lighting on the copilot’s panel. the of the left and right side consoles.
rheostat labeled “EL” controls all electrolumines-
cent lighting. turning the PAnEL LIGHt con-
troL master switch to on dims the annunciator
panel lights and the landing gear lights, illuminates
the StArtEr dISEnGAGE button, and actuates
the control rheostats. two overhead floodlights and
an engine instrument floodlight, controlled by a
single rheostat switch, are available for additional
3 LIGHTING
and emergency cockpit lighting. Intensity of the

overhead floodlights and the engine instrument
floodlight is controlled with the FLood LtS rheo-
stat located to the left of the PAnEL LIGHt mas-
ter switch.
Figure 3-1. Interior Lighting Controls Figure 3-2. Map Lights and Controls
COCKPIT LIGHTING Electrical power to operate the map lights is routed

from the right dc crossover bus for both the pilot
Cockpit Floodlights and copilot through the rH PAnEL circuit breaker
on the pilot’s circuit-breaker panel.
two cockpit floodlights located overhead, near the
center of the flight compartment, provide cockpit
lighting and emergency lighting for the instrument
panel. control is accomplished with the FLood
LtS rheostat.

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Control Panel Lights Power is supplied by three 5-Vdc inverters. A sin-

gle master switch is used to operate all instrument
the control panel lighting is provided by electro- and panel lights. the electrical power source for
luminescent light panels, consisting of a layer of the left panel lights is from the left main dc exten-
phosphor sandwiched between two electrodes and sion bus and the right crossover for the right and
encapsulated between layers of plastic. White let- center panels. circuit protection is provided
tering on a grey background is used on the panel through appropriately labeled circuit breakers on
faces (Figure 3-3). control is accomplished with the left circuit-breaker panel.
the lighting rheostat labeled “EL.” Electrolumines-
cent panels are used on the circuit-breaker panels,
switch panel, light control panel, environmental PASSENGER COMPARTMENT
control panel, landing gear control panel, and each LIGHTING
throttle pedestal control panel. Electrical power to
the electroluminescent light panels is supplied by the passenger compartment lighting includes all
an inverter located in the nose baggage compart- cabin lights, utility lights, and the lighted signs.
ment. the inverter is rated at 40–60 VAc and is Indirect fluorescent lights and passenger reading
powered through the EL PAnEL circuit breaker on lights, and aft cabin compartment lights are mount-
the left extension bus located on the pilot’s circuit- ed overhead.
breaker panel.
the indirect fluorescent light system consists of a
three-position switch, inverters, control units, and
twelve fluorescent bulbs.
3 LIGHTING
the indirect fluorescent lights are controlled by an
oFF-BrIGHt-dIM switch mounted on a switch
panel just forward and above the entrance door
hinge (Figure 3-4). When the switch is placed in
the BrIGHt position, the power is supplied
through the two pilot inverters and the control units
Figure 3-3. Typical Control Panel Lighting to the bulbs which illuminate bright. If the light
switch is in the dIM position, 28 Vdc is applied
to the system, and the lights automatically illumi-
Instrument Lights nate bright for approximately three seconds, then
Instruments are internally lighted, and the instru- go to dim. the power to operate the lights is routed
ment panel lights are dimmed by rheostats controls from the left main dc bus through the IndIrEct
on the light control panel. LIGHt circuit breaker on the power junction box
in the tail cone.
Figure 3-4. Cabin Lighting Controls

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NOTE NOTE
It is recommended that ground opera- optional safety chimes, when installed,
tion of the fluorescent lights be limited operate in conjunction with the sign to
to the bright position until the engines alert the passengers when smoking is
have been started or until 28 Vdc is prohibited or when to fasten seat belts.
continuously available to the lighting
system.For engine battery starts where A footwell light is mounted on the forward side of
system voltage drops below 24 Vdc, the footwell in the toilet compartment to aid in pas-
operate the lights in the bright position senger safety. the light is illuminated when elec-
only until the engines are started. trical power is applied to the airplane.
the passenger reading and cabin compartment

lights are mounted in the overhead console. the EMERGENCY LIGHTING
passenger reading lights adjust fore and aft, and Emergency lighting is a separate and independent
each is controlled by an integrally mounted switch. system used to provide illumination in case of pri-
the entrance, emergency exit, and aft cabin com- mary electrical power failure or abnormal condi-
partment lights do not have an integrally mounted tions. the emergency lighting consists of a battery
switch and are not directionally controllable. they pack, an inertia switch, and single lights that
are controlled from the white rocker switch located respectively illuminate the cabin entrance and the
on the forward side of the main cabin entrance emergency exit.
door and are powered from the hot battery bus.
3 LIGHTING
the battery consists of 20 nickel-cadmium cells in

A lighted advisory sign is installed on the forward a box. Each cell has a nominal voltage of 1.25
and aft cabin bulkheads (Figure 3-5). the lights volts. the inertia switch is mounted near the emer-
are controlled by the PASS SAFEtY/SEAt BELt gency battery box located above the cockpit head-
switch on the pilot’s switch panel and inform pas- liner. When a force of 5 Gs is applied to the inertia
sengers when smoking is prohibited and when to switch, it actuates and turns on the floodlights
fasten seat belts. the switch has three positions: above the entry door and above the emergency exit.
PASS SAFEtY–oFF–SEAt BELt. In PASS the emergency battery does not require recharging
SAFEtY position, both the no smoking and fasten because it is connected to the hot battery bus and
seat belt portions of the signs are illuminated. In is charged by the dc system.
the SEAt BELt position, only the fasten seat belt
portion of the signs is illuminated. In the oFF posi- For normal entry and exit from the airplane, the
tion, the sign is extinguished. floodlights over the entry and emergency exit doors
and the aft baggage compartment light are operat-
Figure 3-5. Passenger Advisory Sign

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ed from the hot battery bus by a switch at the cabin Nose Baggage Compartment
door. For in-flight use of emergency lighting, the
passenger advisory switch on the instrument panel the manual switch assembly of the nose baggage
operates the emergency exit and main cabin light system is an illuminated rocker switch (Figure
entrance lights when the switch is in the PASS 3-7). the switch is mounted overhead adjacent to
SAFEtY position. the engine instrument flood- the light assembly. the normal position for the
light mounted on the underside of the engine fire manual switch applies 28 Vdc to the light. during
warning tray illuminates any time the engine start daylight hours or when the light is not desired, the
circuit is activated or the cockpit floodlight switch manual switch is positioned to oFF, which discon-
is in the on position. It receives power from the nects power from the light. When the switch is in
emergency bus during other than the start condi- oFF and the catch to hold the door open is
tion. When an engine is started, the power source engaged, it is illuminated so that it is easy to locate
for the floodlights is the emergency lights battery at night.
pack.
BAGGAGE COMPARTMENT
LIGHTING
Baggage and service compartment lighting
includes the tail cone compartment light and the
nose baggage compartment light. they are wired
directly to the hot battery bus and consequently do
3 LIGHTING
not require the battery switch to be turned on for
operation.
Tail Cone
the microswitch installed in the tail cone access
door frame is designed to remove 28 Vdc from
the light regardless of the manual toggle switch
(Figure 3-6) position when the door is closed. the
manual toggle switch controls 28 Vdc to the light
Figure 3-7. Nose Baggage Compartment
assembly when the tail cone access door is open.
Light and Switch
Figure 3-6. Tail Cone Light and Switch

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A microswitch mounted on the left and right nose the day or night. Exterior lighting locations are
baggage door catch turns the light off regardless illustrated in Figure 3-8, and exterior lighting con-
of rocker switch position when both nose baggage trols are shown in Figure 3-9.
doors are closed.
NAVIGATION LIGHTS
EXTERIOR LIGHTING A green navigation light is installed in the right
wingtip, a red on the left, and a white on the tip of
the exterior lighting system consists of navigation, the tail cone (Figure 3-10).
anticollision, landing, and wing inspection lights.
optional recognition and tail floodlights can be the navigation lights are controlled with a
provided. the exterior light system provides nec- nAV/on-oFF switch located on the instrument
essary illumination for airplane operation during panel.
NAVIGATION LIGHT RECOGNITION LIGHT BEACON

3 LIGHTING
ANTICOLLISION LIGHT LANDING/TAXI LIGHT

NAVIGATION LIGHT TAIL FLOODLIGHTS BEACON NAVIGATION LIGHT
ANTICOLLISION LIGHT
Figure 3-8. Exterior Lighting Locations

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Figure 3-9. Exterior Lighting Switches
ANTICOLLISION LIGHTS
the standard anticollision lights are strobe lights
mounted in each wingtip (Figure 3-10) and are
controlled with the AntI coLL/on-oFF light
switch located on the instrument panel. the switch
furnishes 28 volts dc power to the anticollision
light power supplies. Each light has its own power
3 LIGHTING
ANTICOLLISION LIGHT NAVIGATION LIGHT supply. When dc power is supplied to the invert-
ers, they supply a pulsating current to the anticol-
lision strobe lights and cause them to flash.
the optional beacon light is a red rotating beacon

mounted on top of the vertical stabilizer (Figure
3-11). control is with the BEAcon switch located
on the instrument panel.
NAVIGATION LIGHT ANTICOLLISION LIGHT
Figure 3-10. Navigation and Figure 3-11. Beacon

Anticollision Lights

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LANDING/TAXI LIGHTS leading edge for ice accumulation. the inspection

lights are controlled by a WInG InSP/on-oFF
A landing light is mounted on each main gear (Fig- switch located on the pilot’s switch panel.
ure 3-12). the landing lights are used during land-
ings and as taxi lights during taxiing. Each light is
a fixed-position, sealed-beam light, controlled by RECOGNITION LIGHTS
LAndInG LIGHtS on/oFF switches located on An optional recognition light, when installed, is
the pilot’s switch panel. the control circuit is inter- mounted in the leading edge at each wingtip (Fig-
connected with microswitches actuated by the ure 3-14). the purpose of the lights is to aid in the
landing gear doors so that the lights come on only recognition of the airplane in high-density areas.
when the main landing gear doors are open. the recognition lights are controlled with the
rEcoG/on-oFF switch located on the pilot’s
instrument panel.
3 LIGHTING
Figure 3-12. Landing/Taxi Light
WING INSPECTION LIGHTS Figure 3-14. Recognition Light

the wing inspection lights are fixed-position lights
located forward of the wing leading edge and TAIL FLOODLIGHTS
mounted on both sides of the fuselage (Figure 3-
13).the light is used to visually check the wing the optional tail floodlights are also known as
identification lights, logo lights, or telltale lights.
the floodlights are fixed-position lights located on
the left and right horizontal stabilizers. the flood-
lights are used primarily for additional airplane
visibility.
the standard beacon light control switch is

removed, and a switch containing an additional set
of poles is installed to provide switch contacts for
the tail floodlights.
the light assemblies, one installed on the top side

of each horizontal stabilizer, illuminate the vertical
stabilizer.
Figure 3-13. Wing Inspection Light

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QUESTIONS
1. the lighting rheostat labeled “LEFt” con- 4. the map lights are controlled with rheostats
trols: located on:
A. Pilot’s instrument panel lights A. the center pedestal
B. center instrument panel lights B. the pilot and copilot instrument panels
c. copilot’s instrument panel lights c. the overhead lights panel
d. Both A and B d. the pilot and copilot side armrests
2. the lighting rheostat that controls the electro- 5. When the indirect fluorescent lights are turned
luminescent lighting is labeled: on and positioned to dIM, the lights
A. LEFt illuminate:
B. cEntEr A. Bright for three seconds and then dim
c. rIGHt B. dim
d. EL c. Bright until the switch is reactuated
d. After three seconds
3. turning the PAnEL LIGHt controL mas-
ter switch to on: 6. When the landing gear is retracted, the landing
A. Activates the control rheostats lights:
B. dims the annunciator panel lights A. Must be manually switched off
3 LIGHTING
c. Illuminates the StArtEr dISEnGAGE B. remain illuminated
button c. Automatically extinguish
d. All of the above d. Flash the MAStEr WArn lights until
the switches are turned off

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3 LIGHTING

CHAPTER 4
MASTER WARNING SYSTEMS
CONTENTS
Page
INTRODUCTION ....................................................................................................................4-1
ANNUNCIATOR PANEL ........................................................................................................4-2
MASTER WARNING LIGHTS ...............................................................................................4-2
INTENSITY CONTROL ..........................................................................................................4-2
ILLUMINATION CAUSES......................................................................................................4-2
TEST FUNCTION....................................................................................................................4-5
AUDIO WARNINGSYSTEM ..................................................................................................4-5
QUESTIONS ............................................................................................................................4-6
4 MASTER WARNING SYSTEMS

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ILLUSTRATIONS
Figure Title Page
Figure 4-1. Citation S/II Annunciator Panel ...........................................................................4-2
Figure 4-2. Rotary Test Switch ...............................................................................................4-5
TABLES
Table Title Page
Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES .....................................................4-3
Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (CONTINUED) ..........................4-4
Table 4-2. TEST INDICATORS..............................................................................................4-5

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CHAPTER 4
MASTER WARNING SYSTEMS

INTRODUCTION
The master warning system on the Citation S/II provides a warning of airplane equipment mal-
functions, indication of an unsafe operating condition requiring immediate attention, and
indication that a system is in operation.
GENERAL
The master warning and annunciator panel indicate an individual system fault. Red lights
lights system consists of two master warning indicate a warning malfunction which
light switches and an annunciator panel light requires immediate corrective action. Amber
cluster, which provides a visual indication to lights indicate either a caution malfunction
the operator of certain conditions and/or func- that requires immediate attention, but not nec-
tions of selected systems. Each annunciator essarily immediate action, or normal system
segment has a legend which illuminates to operation.

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dition warrants master warning light actuation. The

ANNUNCIATOR PANEL master warning light system incorporates a reset
switch which is actuated by pushing in on either
The annunciator panel (Annunciator Section) is
master light lens. Pressing the master warning light
located on the center instrument panel and contains
resets the circuit and makes the system available
a cluster of caution/warning lights with selected
to alert the operator should another system fault
colored lenses and legends arranged according to
occur. The master warning light will stay illumi-
airplane systems. The annunciator panel lights
nated and flash until reset, even if the malfunction
operate in conjunction with the master warning
which caused the light to illuminate has been cor-
lights. When a system malfunctions, the associated
rected. Pressing the master warning light does not
annunciator illuminates and remains illuminated
normally extinguish the annunciator segment light.
until the causative malfunction is corrected. If the
illuminated light is red, the master warning lights
also illuminate.
INTENSITY CONTROL
The annunciator lights will dim automatically
MASTER WARNING when the PANEL LIGHT CONTROL toggle
LIGHTS switch is placed in the ON position.
There are two master warning lights

(Annunciator Section), one located on
the pilot’s instrument panel and one
ILLUMINATION CAUSES
on the copilot’s instrument panel. Table 4-1 shows each annunciator light placard,
When any red light on the annunciator panel illu- color, and cause for illumination.
minates, the master warning lights illuminate
simultaneously and flash until reset. There is only
one condition during which amber lights on the
annunciator panel cause the master warning lights
to illuminate. That condition is when both GEN
OFF lights illuminate. The seriousness of this con-
Figure 4-1. Citation S/II Annunciator Panel

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Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES
The red alternating current fail light The amber engine anti-ice light
advises that one or both inverters advises that the left and/or right
has failed. Illumination of the light engine nacelle temperature is low,
aslo triggers the master warning the stator valve is not fully open,
light. or there is low of TKS pressure to
one or both of the inboard wing
leading-edge panels.
The red battery overtemperature
light will illuminate steady when The amber ice fluid pump fail light
the battery temperature is over advises that the engine or surface
145° F and will flash at tempera- pump has failed.
tures over 160° F. Illumination of
the light aslo triggers the master
warning light.
The red cabin altitude light advises The amber generator off light
that the cabin pressure altitude is advises that the left and/or right
above 10,000 feet. Illumination of generator power relay is open.
the light also triggers the master Illumination of both left and right
warning light. lights will trigger the master warn-
ing light
The red oil pressure warning light The amber inverter fail light
advises that the oil pressure is advises that the No. 1 or No. 2
below safe limits in the left and/or inverter has failed. The failure of
right engines. Illumination of the either inverter also triggers AC
light also triggers the master FAIL which triggers the master
warning light. warning lights. Resetting the
master warning light will extin-
The amber fuel low pressure light guish the AC FAIL annunciation
advises that the fuel pressure is unless both inverter fail lights are
low in the left and/or right engine illuminated.

fuel supply lines.
The amber emergency pressuriza-
tion on light advises that emer-
gency pressurization has been
The amber fuel low pressure light manually selected or automatically
advises that the fuel pressure is activated by an air cycle machine
low in the left and/or right engine overheat.
fuel supply lines.
The amber bleed-air ground light
advises that a high flow rate of
bleed air has been selected from
The amber hydraulic flow low light the right engine for ground opera-
advises that the left and/or right tion of the air cycle machine.
hydraulic pump flow rate is below
normal.

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (CONTINUED)
The amber power brake low The amber air duct overheat light
pressure light advises that the advises that the temperature in the
power brake hydraulic pressure is duct past the ACM leading to the
low. cabin exceeds safe limits.
The amber air cycle machine over-

pressure light advises that the
The amber fuel filter bypass light primary pressure switch has failed
advises that the bypass of the left and the secondary switch has
and/or right fuel filter is impending activated.
or occurring.
The amber antiskid inoperative
light advises that the antiskid
system is inoperative or the
control switch is in the off position.
The amber fuel boost on light
advises that power has been The door-not-locked light advises
applied to the left and/or right fuel that the main cabin, tailcone
boost pump. compartment, or either nose
baggage door is not locked.
The amber firewall shutoff light

The amber hydraulic low-level light advises that the left or right fuel
advises that the fluid in the and hydraulic valves are both fully
hydraulic reservoir is low. closed.
The amber hydraulic pressure on

light advises that the hydraulic
system is pressurized. The amber icing detected light
indicates that the ice detection
The amber pitot-static heater off probe senses an ice buildup. It will
light advises that the pitot heat remain illuminated for approxi-
switch is off or, if the switch is on, mately one minute after departing
that power has been lost to the icing conditions.
pitot tube heater or one or both
static port heaters in that system. The amber windshield air overheat
light advises that the bleed air to
The amber wing ice fail light the windshield exceeds safe
advises that TKS pressure has temperature limits with the control
been lost to one or both of the switch in OFF, it is triggered by a
wing proportioner units. pressure switch which indicates
that the control valve is leaking.
The amber tail ice fail light advises
that TKS pressure has been lost to The amber angle-of-attack heater
one or more of the four horizontal fail light advises that the heating
stabilizer panels. element in probe in inoperative, or
the pitot heat switch is off.
The white speedbrake extend light
The amber ice fluid low light
advises that the left and right
advises that when illumination first
speedbrakes are fully extended.
occurs, there is only 15 or 20
minutes of operation remaining
with the ENGINE ANTI-ICE
switches in HI and the SURFACE
switch in ALL.

TEST FUNCTION
A rotary test switch (Figure 4-2) is located on the
left side of the pilot’s instrument panel. Positioning
the switch to ANNU causes all annunciators
(except the BATT O’TEMP light) and the master
warning lights to illuminate. Illumination verifies
only annunciator lamp integrity. Some other asso-
ciated system lights also illuminate when this
switch is activated.
AUDIO WARNING
SYSTEM
Various audio warnings are incorporated into air-
Figure 4-2. Rotary Test Switch
plane systems that warn of specific conditions and
malfunctions. The systems, sounds, and conditions
for actuation are shown in Table 4-2. same rotary test switch that is used to test the
annunciator system. When the switch is rotated
Provision to test the audio system and various other through each position, the associated system func-
system functions is provided and wired into the tions as described in Table 4-2 will occur.
Table 4-2. TEST INDICATORS
ROTARY SWITCH
INDICATION
POSITION
OFF The red light is extinguished and the test system is inoperative.

FIRE WARN Illumination of both red ENG FIRE lights
LDG GEAR Illumination of the green NOSE, LH, RH, and the red GEAR UNLOCKED lights, and
sounding of the gear warning horn.
BATT TEMP BATT O’TEMP annunciator illuminates and flashes, the master warning light illuminate,
and the battery temperature gage indicates 160°F.
STICK SHAKER The AOA indicator swings through its range to the shaker area and initiates shaker action.
T/REV The thrust reverser indicator and master warning lights illuminate.
W/S TEMP/ The W/S AIR O’HEAT light will illuminate, and the bleed-air solenoid control valve will
ICE DETECT close if LOW or HI is selected with the W/S BLEED switch. The ICING DETECTED light will
illuminate for approximately 65 seconds, then extinguish.
OVER SPEED The audible Mach warning singal sounds.
ANTISKID The ANTISKID INOP annunciator illuminates.
ANNU All of the annunciator panel lights (except the BATT O’TEMP light) and the master warning
lights illuminate. Also, the engine instrument LCDs will show all 8’s and will flash. Both red
turbine lights will illuminate steady.

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QUESTIONS
1. An annunciator panel light will extinguish:
A. When pressed
B. Upon landing
C. When the malfunction is corrected
D. If the master warning system is reset
under all conditions
2. The master warning lights illuminate:

A. When any annunciator panel light illumi-
nates
B. When a red annunciator panel light illu-
minates
C. When both GEN OFF annunciators illu-
minate
D. Both B and C
3. The rotary test switch:

A. Illuminates all annunciators in the ANNU
position except BATT O’TEMP
B. Is spring loaded to OFF
C. Only illuminates all red annunciators in
the ANNU position
D. Only illuminates all amber annunciators
in the ANNU position

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
IntroductIon ....................................................................................................................5-1
dEScrIPtIon And oPErAtIon........................................................................................5-2
FuEL StorAGE..............................................................................................................5-2
MAJor coMPonEntS .................................................................................................5-3
controLS ......................................................................................................................5-4
IndIcAtInG SYStEM ...................................................................................................5-4
oPErAtIon.....................................................................................................................5-5
FuEL SErVIcInG...................................................................................................................5-7
GEnErAL ........................................................................................................................5-7
SAFEtY PrEcAutIonS ...............................................................................................5-8
rEFuELInG.....................................................................................................................5-8
QuEStIonS ............................................................................................................................5-9
5 FUEL SYSTEM

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5 FUEL SYSTEM

ILLUSTRATIONS
Figure Title Page
Figure 5-1. Fuel Vent Scoop....................................................................................................5-2
Figure 5-2. drain Valves .........................................................................................................5-2
Figure 5-3. Ejector Pump ........................................................................................................5-3
Figure 5-4. Fuel System controls ...........................................................................................5-4
Figure 5-5. FuEL QtY and FuEL FLoW Indicators............................................................5-5
Figure 5-6. Fuel System ..........................................................................................................5-6
Figure 5-7. Filler Port (typical) ..............................................................................................5-7
5 FUEL SYSTEM

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5 FUEL SYSTEM

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CHAPTER 5
FUEL SYSTEM
INTRODUCTION
this chapter presents the citation S/II fuel system. Each wing contains a fuel tank that normally
supplies its respective engine; however, fuel crossfeed capability is provided.
GENERAL
5 FUEL SYSTEM
two tanks, one in each wing, provide fuel for the gages. the airframe fuel system up to the engine-
engines. Fuel flow to the engines is accomplished driven fuel pump is presented in this chapter. For
with electrically driven boost pumps and an ejector description and operation of the engine fuel sys-
pump, one in each tank. the system is controlled tem, refer to chapter 7, “Powerplant.”
by switches and a selector on the pilot’s instrument
panel, and is monitored by annunciator lights and

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the filler assembly consists of an adapter, stand-

DESCRIPTION AND pipe, cap, and a chain to attach the cap to the
OPERATION adapter.
Identical filler assemblies are used on each wing.

FUEL STORAGE Each cap is recessed for the flush fitting handles
and marked to indicate open and closed positions.
Tanks to remove the cap, lift the handle and rotate coun-
the “wet wing” fuel tank in each wing is an inte- terclockwise.
gral part of the wing structure, sealed to contain
fuel. Each tank includes all the wing area forward Drain Valves
of the rear spar, except the main gear wheel well.
Holes in spars and ribs permit fuel movement with- Six fuel quick-drain valves and one filter drain
in the tanks; however, baffles in outboard ribs pre- valve are provided for each tank. Figure 5-2 shows
vent rapid movement of fuel outboard during a typical drain and drain locations on the lower side
wing-low attitudes. Each tank includes a vent sys- of the left wing. Locations for the right wing are
tem, fuel quantity probes, a filler cap, sump drains, identical.
ejector pumps, and an electrically driven boost
pump. combined usable fuel quantity of both tanks the drains are used to remove moisture and sedi-
is approximately 5,800 pounds. ment from the fuel and to drain residual fuel for
maintenance. Each drain contains a spring-loaded
poppet that can be unseated for fuel drainage.
Tank Vents
A vent system is installed in each wing to maintain
positive internal tank pressures within the struc-
tural limitations of the wing. It permits overflow LOWER SURFACE
of fuel due to thermal expansion and equalization OF LEFT WING
of pressure within the tank as fuel is consumed. FILTER
the vent (Figure 5-1) is anti-iced by design. DRAIN
Tank Filler
one flush-mounted fuel filler assembly is located
on the upper surface of each wing near the out- DRAIN
VALVES
board end and is used for normal fuel servicing.
5 FUEL SYSTEM
Figure 5-1. Fuel Vent Scoop Figure 5-2. Drain Valves

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MAJOR COMPONENTS flow can occur from either tank to the opposite
wing fuel system.
Boost Pumps
one 28-Vdc boost pump in each tank supplies Filter
fuel to the engine-driven fuel pump. the pump one filter is installed in the engine fuel supply line
supplies fuel to the respective engine and crossfeed of each wing fuel system. the filter incorporates a
fuel to the opposite engine, or it can feed both differential pressure switch that illuminates the
engines. the pumps are controlled by switches on amber FuEL FLtr BYPASS LH/rH annunciator
the pilot’s instrument panel. the LH and rH main (Annunciator Section) to warn of an impending fil-
dc buses supply power for boost pump operation. ter bypass. If the annunciator illuminates, the filter
must be inspected after landing to determine the
Ejector Pumps cause of the contamination which blocked the fil-
ter.
there are four ejector pumps in each wing fuel sys-
tem, each powered by motive-flow fuel and oper-
ated on the venturi principle. one of the ejectors Shutoff Valves
(primary) receives motive flow from the engine-
driven fuel pump and is the primary source of pres- Firewall
surized fuel to the engine-driven fuel pump. the Electrically operated motor-driven firewall shutoff
other three transfer ejectors operate on motive flow valves, one in each engine fuel supply line, are con-
from the primary ejector or boost pump, and trans- trolled by red EnG FIrE switchlights on the
fer fuel from the lowest point in the tank to the glareshield. normally, the valves are to be closed
sump. Figure 5-3 shows a functional schematic of only in the event of engine fire. When both the fuel
an ejector pump. and hydraulic firewall shutoff valves are closed, the
applicable amber F/W SHutoFF annunciator will
illuminate (Annunciator Section).
Crossfeed Valve
two electrically driven crossfeed valves, normally NOTE
closed to isolate the right wing and left wing fuel If an engine is shut down in flight for
systems, are electrically operated by a selector on reasons other than fire, the valve must
the pilot’s instrument panel. Valve opening or clos- be left open and the fuel boost pump op-
ing is indicated by momentary illumination of a erated to prevent damage to the engine-
green IntrAnSIt light (Annunciator Section) driven fuel pump.
near the selector. When the valves are open, fuel
HIGH VOLUME
FUEL EJECTOR PUMP HIGH PRESSURE
FUEL
MOTIVE FLOW
TO ENGINE DRIVEN
(FROM ENGINE DRIVEN
FUEL PUMPS
FUEL PUMPS)
5 FUEL SYSTEM
FUEL IN TANK
FUEL INLET
Figure 5-3. Ejector Pump

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Motive Flow
one solenoid-operated motive-flow shutoff valve
in each wing fuel system controls motive-flow fuel
from the engine-driven pump to the primary ejec-
tor pump. the valves are normally open. during
crossfeed operation, the valve of the tank not sup-
plying fuel closes when crossfeed is selected.
there is no direct indication of valve position.
Manual
A manual shutoff valve is provided in each wing
fuel system. the normally open valve, located in
the dry bay area, is for maintenance use only and
is not accessible in flight.
CONTROLS
controls for the fuel system are located on the
pilot’s instrument panel (Figure 5-4). the LH and
rH FuEL BooSt pump switches control the
electrically driven boost pumps. Each switch has
positions labeled “norM–oFF–on.” during nor-
mal operation of the fuel system, the norM posi- Figure 5-4. Fuel System Controls
tion is selected. In this position, the boost pump
operates automatically during engine start, cross-
feed operation, or when low fuel pressure is sensed INDICATING SYSTEM
in the engine fuel supply line. If the throttle is in
cutoff, the boost pump will not come on automat- Quantity Indication
ically for a low fuel pressure condition, even the fuel system has a capacitance-probe quantity
though the switch is in norM.When the switch is indicating system which compensates for changes
in the oFF position, the boost pump operates auto- in density caused by temperature changes. Each
matically for engine start and when crossfeed is tank contains five quantity probes which supply
selected from that tank. In the on position, the quantity information to the dual-indicating FuEL
pump operates continuously. QtY indicator on the center instrument panel (Fig-
ure 5-5). the indicator is a vertical scale instrument
the croSSFEEd selector has three positions displaying quantity in pounds for left and right
labeled “LH tAnK–oFF–rH tAnK”. Moving tanks.
the selector out of oFF to either of the operating
positions selects the tank from which fuel is to be the indicator operates on 28 Vdc through FuEL
taken and the engine to be supplied. QtY circuit breakers on the left and right circuit
breaker panels .these are powered from the left
detailed operation of the fuel system during nor- and right extension buses, respectively. Power loss
mal and crossfeed operation is presented under to either scale of the indicator is indicated by the
operation later in this chapter. appearance of a red oFF flag at the top of the scale.
5 FUEL SYSTEM

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In addition to the annunciator lights, a green

IntrAnSIt light illuminates when power is
applied to open (or close) the two motor-driven
crossfeed valves and does not extinguish until both
valves are fully opened (or closed).
OPERATION
Normal
With the FuEL BooSt pump switch in norM,
depressing an engine StArt button energizes the
fuel boost pump, moving fuel through the manual
shutoff valve, fuel filter, and firewall shutoff valve
to the engine-driven fuel pump (Figure 5-6).
When the engine start terminates, the boost pump

Figure 5-5. FUEL QTY and FUEL is deenergized (FuEL BooSt on light goes out).
FLOW Indicators Motive-flow fuel from the engine-driven pump is
directed to the primary ejector pump, which con-
Annunciator Lights tinues to supply fuel for the engine-driven fuel
pump. Flow from the primary ejector pump is also
there are five annunciator lights associated with directed to the three transfer ejector pumps which
the fuel system, each incorporating an LH and rH transfer fuel from the lowest point in the tank to
indication. All are shown in the Annunciator Sec- the sump. Each engine is being supplied from its
tion. respective wing tank.
the amber F/W SHutoFF light illuminates when the firewall shutoff valve is normally open; it can
both the fuel and hydraulic firewall shutoff valves be closed by depressing the EnG FIrE switchlight
have been fully closed by depressing the EnG in the event of an engine fire. Valve closing is indi-
FIrE switchlight. depressing the EnG FIrE cated by illumination of the amber F/W SHutoFF
switchlight a second time opens the shutoff valves annunciator.
and turns off the F/W SHutoFF light.
A pressure switch illuminates the FuEL PrESS
the amber FuEL LoW PrESS light comes on Lo annunciator if fuel pressure becomes too low.
when fuel pressure drops below 5 psi, and goes out If the FuEL BooSt pump switch is in norM,
at 7 psi increasing pressure. the boost pump is energized as indicated by illu-
mination of the FuEL BooSt on annunciator. If
the amber FuEL LoW LEVEL light, actuated by the boost pump can build the pressure up in the
a float switch, illuminates when the usable fuel in fuel supply line, the FuEL LoW PrESS light will
the tank is approximately 185 pounds. go out. However, the boost pump will remain on
once it is activated until reset for low pressure.
the amber FuEL BooSt on light illuminates
when the boost pump is energized for operation.
A differential pressure of approximately 4 psi

5 FUEL SYSTEM
across either fuel filter will illuminate the amber

FuEL FLtr BYPASS light. this indicates that the
filter is on the verge of bypassing, and the element
must be inspected upon landing.

5 FUEL SYSTEM
5-6
TRANSFER EJECTOR
TRANSFER EJECTOR PUMP
PUMPS FUEL FILTER
BYPASS
CROSSFEED
VALVES
ELECTRIC BOOST
PUMP
CHECK VALVE
SUMP
FUEL
FILTER
FIREWALL
PRIMARY EJECTOR SHUTOFF VALVE
PUMP
MOTIVE-FLOW
SHUTOFF VALVES
P P
FCU FCU
PRESSURE
SENSORS

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Figure 5-6. Fuel System

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Crossfeed observe the quantity decreasing in the tank selected

and the quantity increasing in the opposite tank.
the crossfeed system allows both engines to be
supplied from one fuel tank. to terminate crossfeed and return the system to
normal operation, move the crossfeed selector to
As an example, placing the crossfeed selector (Fig- oFF. this immediately opens the right motive-flow
ure 5-7) in the LH tAnK position electrically shutoff valve. A few seconds later (again on a time
opens both crossfeed valves (green IntrAnSIt delay), the boost pump is deenergized and both
light is on during valve opening) and energizes the crossfeed valves are closed. the IntrAnSIt light
boost pump in the left tank (FuEL BooSt on will illuminate when the crossfeed valves start to
LH annunciator illuminates). three seconds later, move to the closed position and extinguish when
the right motive-flow shutoff valve is energized both valves are closed. the system is now back to
closed. the time delay is built in to give the cross- normal operation, each engine being supplied by
feed valves time to open before the motive-flow its respective tank.
pressure is shut off from the right engine.
If electrical power fails during crossfeed operation,
both crossfeed valves fail in the position attained
at the time of power loss. the motive-flow valve
fails open. If both engines are operating, crossfeed
ceases since each engine pressure output is essen-
tially equal.
NOTE
If both FuEL BooSt on annunciators
come on when crossfeed is selected,
Figure 5-7. Filler Port (Typical) both boost pumps have been energized
and crossfeed cannot occur. cycle the
FuEL BooSt pump switch for the
Left tank boost pump pressure supplies fuel to the nonselected tank to on, then back to
left engine; it also supplies fuel to the right engine norM. this should deenergize the
through the open crossfeed valves. Since the pump in the tank not selected and allow
motive-flow shutoff valve in the right fuel system crossfeed to begin.
is closed, motive-flow fuel from the right engine-
driven pump cannot flow to the primary ejector
pump in the right tank. therefore, no fuel pressure
from the right tank can oppose the crossfeed pres- FUEL SERVICING
sure from the left tank, and both engines are being
fed from the right tank.
GENERAL
A portion of the fuel being crossfed from the left Fuel servicing includes those procedures necessary
to the right fuel system is directed through the for fueling, adding anti-icing additives, and check-
transfer ejector pumps in the right tank; therefore, ing for contaminants and condensation in the fuel.
left tank fuel is also being transferred to the right
tank. transfer rate is approximately 900 pounds
5 FUEL SYSTEM
Fueling is accomplished through flush filler caps,

per hour. Monitor the FuEL QtY indicator on the one on the outboard section of each wing.
pilot’s instrument panel (Figure 5-5) for fuel bal-
ancing. to verify that crossfeed is in fact occurring, Anti-icing additive use is mandatory for all cita-
it is necessary to monitor the fuel quantity tapes to tion S/II airplanes.

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SAFETY PRECAUTIONS
refueling should be accomplished only in areas
which permit free movement of fire equipment.
Follow approved grounding procedures for the air-
plane and the truck.
When adding anti-icing inhibitor, follow the man-

ufacturer’s instructions for blending. the concen-
tration level must be between 0.10% and 0.15% by
volume. If a can is used to inject the additive into
the fuel stream, use no less than one can per 156
gallons of fuel and no more than one can per 104
gallons of fuel (based on 20 oz can).
REFUELING
Approved fuels for operation of citation S/II air-
planes are listed in Limitations.
5 FUEL SYSTEM

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QUESTIONS
1. concerning the fuel system, the incorrect 4. If the FuEL BooSt on LH/rH annuncia-
statement is: tors illuminate without any action by the crew
A. the FuEL BooSt pump switches do not (engine operating normally), the probable
have to be on for engine start. cause is:
B. With the FuEL BooSt pump switches A. the engine-driven fuel pump has failed.
off, the respective boost pump will auto- B. the firewall shutoff valve has closed.
matically be energized whenever the c. the low-pressure sensing switch has ener-
respective StArt button is depressed, or gized the boost pumps.
when crossfeed from that tank is selected. d. the fuel flow compensator has energized
c. It is normal for both fuel boost pumps to the boost pumps below 5 psi.
operate during crossfeed operation.
d. the fuel boost pump will be automatically 5. to verify that crossfeed is in fact occurring, it
energized anytime the FuEL BooSt is necessary to:
switches are in norM and the StArt
A. Monitor the FuEL QtY indicators for
button is depressed, crossfeed is selected,
appropriate quantity changes.
or low pressure (5 psi) is sensed in the
engine-supply line. B. only observe that the IntrAnSIt light
is out.
2. After engine start, the fuel boost pump is c. Ensure both FuEL BooSt on lights are
deenergized by: illuminated.
d. Ensure that the FuEL BooSt pump
A. the FuEL BooSt pump switch
switch for the tank being fed is on.
B. Start circuit termination
c. discontinuing crossfeed 6. When crossfeed is selected by positioning the
d. A time-delay relay crossfeed switch to LH tAnK, and the green
IntrAnSIt light stays on:
3. concerning the fuel system, the correct state- A. this is normal.
ment is:
B. the boost pumps did not actuate.
A. In the event of dc power loss, the primary c. one or both crossfeed valves did not fully
ejector pump ceases to operate and the close.
engine flames out.
d. one or both crossfeed valves did not fully
B. the respective engine should be shut open.
down if the respective FuEL FLtr
BYPASS annunciator illuminates.
7. operation of the primary ejector pump is
c. the FuEL BooSt switches should be on directly dependent upon:
for takeoff and landing.
A. dc electrical power
d. the fuel filters should be inspected prior
to the next flight if the FuEL FLtr B. High-pressure fuel from the engine-driven
BYPASS light illuminates. fuel pump
c. Ac electrical power supplied by the no.
1 or no. 2 inverter
d. Flow from the transfer ejector pump
5 FUEL SYSTEM

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8. If the engine-driven fuel pump fails:

A. the engine will flame out.
B. the primary ejector pump will fail also,
but the boost pump will be energized by
low pressure and will sustain the engine.
c. the transfer ejector pumps will also be
inoperative.
d. crossfeed must be selected in order to
obtain high-pressure motive flow from the
opposite engine.
9. If crossfeed has been selected and normal dc

electrical power is lost (system switch in
EMEr with a dual generator failure):
A. the system will remain in crossfeed.
B. the crossfeed valves will fail closed.
c. Both boost pumps will be energized to ter-
minate crossfeed.
d. the motive-flow shutoff valve will fail
open
5 FUEL SYSTEM

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6 AUXILIARY POWER UNIT

THE INFORMATION NORMALLY CONTAINED IN THIS CHAPTER

IS NOT APPLICABLE TO THIS PARTICULAR AIRPLANE.

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CHAPTER 7
POWERPLANT
CONTENTS
Page
7 POWERPLANT
IntroductIon ....................................................................................................................7-1
IntAKE And FAn SEctIon.........................................................................................7-3
coMPrESSor SEctIon...............................................................................................7-3
coMBuStIon SEctIon...............................................................................................7-3
turBInE SEctIon........................................................................................................7-3
EXHAuSt SEctIon.......................................................................................................7-3
AccESSorY SEctIon ..................................................................................................7-4
oPErAtIon ............................................................................................................................7-4
EnGInE SYStEMS.................................................................................................................7-5
oIL SYStEM ...................................................................................................................7-5
FuEL SYStEM ................................................................................................................7-6
IGnItIon SYStEM ........................................................................................................7-8
InStruMEntAtIon....................................................................................................7-12
EnGInE PoWEr controL........................................................................................7-13
SYncHronIZInG ........................................................................................................7-13
tHruSt rEVErSErS ........................................................................................................7-16
GEnErAL ......................................................................................................................7-16
ProtEctIon ................................................................................................................7-16
controL ......................................................................................................................7-16
IndIcAtIon..................................................................................................................7-18
oPErAtIon...................................................................................................................7-18

EMErGEncY StoW ....................................................................................................7-19

QuEStIonS ..........................................................................................................................7-20
7 POWERPLANT

ILLUSTRATIONS
Figure Title Page
Figure 7-1. General View of Jt15d-4B Engine .....................................................................7-2
Figure 7-2. Major Sections......................................................................................................7-2
Figure 7-3. Jt15d-4B Gas Flow.............................................................................................7-4
7 POWERPLANT
Figure 7-4. oil Servicing Access ............................................................................................7-5
Figure 7-5. center Instrument Panel .......................................................................................7-6
Figure 7-6. Engine oil System................................................................................................7-7
Figure 7-7. Engine Fuel System..............................................................................................7-9
Figure 7-8. Pilot’s Switch Panel ............................................................................................7-10
Figure 7-9. Ignition System ..................................................................................................7-11
Figure 7-10. center Pedestal .................................................................................................7-13
Figure 7-11. Airstart Envelope..............................................................................................7-14
Figure 7-12. EnGInE SYnc Switch ...................................................................................7-15
Figure 7-13. thrust reverser Lever ......................................................................................7-16
Figure 7-14. thrust reverser ................................................................................................7-17
Figure 7-15. thrust reverser Schematic - deployed ............................................................7-17
Figure 7-16. Emergency Stow Switches and Indicator Lights.............................................7-18

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7 POWERPLANT

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CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
this chapter deals with the powerplant of the citation S/II. In addition to the powerplant, this
chapter also describes such related systems as engine oil, fuel and ignition, engine instrumenta-
tion, engine power control, engine starting, and engine synchronization.
GENERAL MAJOR SECTIONS

thrust is provided for the citation II by two aft For the purpose of explanation, the engine (Figure
fuselage-mounted turbofan engines manufactured 7-2) is divided into six major sections:
by Pratt & Whitney Aircraft of canada Limited.
1. Intake and fan
the engines (Figure 7-1) are lightweight, twin-
spool turbofans designated Jt15d-4B. Each 2. compressor
engine develops 2,500 pounds of thrust in static, 3. combustion
standard day, sea level conditions.
4. turbine
5. Exhaust
6. Accessories

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7 POWERPLANT
Figure 7-1. General View of JT15D-4B Engine
HIGH-
PRESSURE HIGH-PRESSURE
CENTRIFUGAL EXHUAST SECTION
TURBINE
COMPRESSOR LOW-PRESSURE
AXIAL
TURBINES
FAN COMPRESSOR
BYPASS
AIR INTAKE DUCT
BYPASS
INLET
CONE
PRIMARY
PRIMARY GAS PATH

ACCESSORY
SECTION
Figure 7-2. Major Sections

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-INTAKE AND FAN SECTION COMBUSTION SECTION

this section includes the air intake and the fan this section consists of an annular reverse flow
assembly. combustion chamber. A portion of the compressor
airflow enters the combustion chamber, fuel is
the air intake divides into two concentric ducts aft added by 12 fuel nozzles, and the mixture is ignited
of the fan assembly. one duct forms a full-length by two igniter plugs. the expanding and acceler-
bypass air duct, and the other duct is the inlet air ating gases are directed rearward to the turbine.
duct to the engine. A temperature probe called t1
is mounted in the intake air duct. It is anti-iced by
TURBINE SECTION
7 POWERPLANT
bleed air whenever the engine is operating.
this section consists of a single high-pressure and
the fan assembly consists of a nose cone, a fan two low-pressure turbines.
stage, a single axial compression stage, and two
sets of stator vanes. the nose cone is continuously the high-pressure turbine is connected to the high-
anti-iced by engine bleed air whenever the engine pressure compressor by a rotor shaft. the function
is operating. of the high-pressure turbine is to extract sufficient
energy from the expanding combustion gases to
COMPRESSOR SECTION drive the high-pressure compressor and the acces-
sory section.
the compressor consists of a low-pressure com-
pressor and a high-pressure compressor. the high-pressure compressor and turbine assem-
bly form the high-pressure spool. the rpm of the
the low-pressure compressor, consisting of the high-pressure spool is designated “n2,” or “tur-
nongeared fan and booster stage, is an axial com- bine.”
pressor unit functioning to compress and accelerate
air rearward. the low-pressure turbine is two-stage. It is con-
nected to the low-pressure compressor by a rotor
the outer span section of the fan stage accelerates shaft that runs through the high-pressure compres-
a relatively large volume of air at a moderately low sor rotor shaft. the function of the low-pressure
velocity into the bypass duct. the inner section of turbine is to extract sufficient energy from the com-
the fan accelerates air rearward to the booster bustion gases to drive the low-pressure compressor
stage. this stage extends only into the primary air and fan.
path and functions to increase air pressure and
direct it to the high-pressure compressor. the low-pressure compressor and its turbine form
the low-pressure spool. the rpm of the low-pres-
the bypass ratio is the difference in air mass flow sure spool is designated “n1” or “fan.”
between the bypass duct and the engine core. this
is approximately 2.7:1; therefore, the fan con-
tributes approximately two-thirds of the total thrust EXHAUST SECTION
at sea level. this section consists of the primary exhaust duct
and the bypass air duct. the primary exhaust duct
the high-pressure compressor is a single-stage includes a tapered cone and struts. the combina-
centrifugal compressor which receives airflow tion of primary exhaust and bypass airflow pro-
under pressure from the booster stage. It further duces the total propulsive force for the airplane.
increases the pressure and directs the airflow rear-
ward.

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ACCESSORY SECTION Simultaneously, the inner span section compresses

and accelerates a volume of air to the primary gas
the accessory section consists of a gear assembly path axial compressor stage. Air pressure is
encased and mounted on the underside of the increased by the booster stage and directed to the
engine. the accessory gear is driven by the high- high-pressure compressor which accelerates the air
pressure rotor shaft through a tower shaft and bevel mass and directs it through a diffuser. the diffusion
gear. It functions to drive the following acces- process changes the velocity energy to pressure
sories: energy. A relatively small portion of the air enters
the combustion chamber where fuel is added and
• oil pump ignition occurs. the combustion process produces
7 POWERPLANT
• Hydraulic pump expansion and acceleration. the rest of the com-

pressed air is used to operate various bleed-air
• Fuel control unit (Fcu) and fuel pump services on the airplane and for internal cooling in
the engine.
• tach generator (n2)
In addition to these accessories, a combination dc the high-pressure turbine extracts energy to drive
starter-generator is mounted on the accessory its compressor and the accessory section. the low-
gearcase to provide the input for engine starting. pressure turbine extracts energy to drive the low-
pressure compressor (fan and booster). the
remaining energy is directed into the exhaust sec-
tion where it joins with the bypass airflow to pro-
OPERATION vide thrust.
Air is directed from the nacelle inlet to the engine
air intake (Figure 7-3). the outer span section of
the fan compresses and accelerates a large volume
of air at a low velocity into the full-length bypass
duct.
LEGEND
BYPASS AIR
PRIMARY AIR FLOW
COMBUSTION AIR
Figure 7-3. JT15D-4B Gas Flow

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ENGINE SYSTEMS Oil Tank

the oil tank forms an integral part of the compres-
the engine systems include the following: sor intermediate case. An oil filler and dipstick
assembly (Figure 7-4) is accessible for servicing
• oil system and checking. Ensure that the dipstick is fully
• Fuel system secured after checking. the oil quantity should be
checked approximately 10 minutes after engine
• Ignition system shutdown.
• Instrumentation
7 POWERPLANT
• Power control Oil Pump
• Synchronization An engine-driven three element pump (one pres-
sure and two scavenge elements) provides for pres-
• thrust reversing sure lubrication and scavenging. It is mounted on
the accessory section.
OIL SYSTEM
General Oil Cooling
the oil system is fully automatic and provides oil temperature is maintained within limits by an
cooling and lubrication of the engine bearings and oil-to-fuel heat exchanger.
the accessory section.
Oil Filter
An oil filter with a bypass is used to remove solid
contaminants from the fluid. there is no indication
or annunciation of filter bypass.
Oil Pressure
Engine oil pressure is maintained within limits by
a mechanical relief valve.
Indication
oil pressure is sensed by dual transmitters within
the system. A pressure transducer sends the input
to a dual vertical tape gage on the center instru-
ment panel (Figure 7-5). the gage is calibrated in
psi. A pressure switch activates an oIL PrESS
WArn LH/rH light.
the oil pressure indicating system is powered from

the main dc electrical system. A red oFF flag
appears at the top of the gage scale when dc
power is not available to the gage.
Figure 7-4. Oil Servicing Access

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7 POWERPLANT
Figure 7-5. Center Instrument Panel
An oil pressure switch also senses oil pressure. the FUEL SYSTEM
switch contacts will close and power a red annun-
ciator labeled “oIL PrESS WArn LH/rH” when General
oil pressure decreases below 35 psi.
A hydromechanical fuel system supplies metered
oil temperature is sensed by a resistance bulb, then fuel for engine starting, acceleration, deceleration,
transmitted to a dual-scale vertical tape gage on and steady-state operation.
the center instrument panel (Figure 7-5). the
scales are calibrated in degrees celsius and require the fuel system includes an engine-driven pump,
main dc power. A red oFF flag appears at the top a fuel filter, a fuel control unit (Fcu), a step mod-
of the scale when dc power is not available. ulator, a flow divider, an emergency shutoff valve,
two fuel manifolds, and 12 equally spaced spray
NOTE nozzles in the combustion chamber.
Engine oils approved for use are listed
in the Limitations section of the AFM. Engine Driven Fuel Pump
different approved brands are not nor-
the engine driven fuel pump receives a fuel supply
mally mixed.
at fuel tank pump pressure and delivers a high-
pressure fuel supply to the Fcu. this pump is not
NOTE a suction pump and must receive fuel under pres-
the oil level should be checked as a sure from the wing tank. If this pump fails, the
postflight item. For a valid indication, engine flames out since there is no other source of
the check should be done within 10 min- high-pressure fuel available to the engine.
utes after engine shutdown. the maxi-
mum allowable oil consumption is 1 Fuel Filter
quart every 4 hours measured over a 10-
hour period. A fuel filter with a bypass removes any solid con-
taminants from the fuel.
Operation FCU
Figure 7-6 illustrates the operation of the engine the Fcu is hydromechanical and consists of a
oil system. computing section, a governing section, and a
metering section.

OIL
TANK
# # ## # #
1 2 N2 SHAFT 1/ 3 N1 SHAFT 4
3 2
OIL
TANK
IMPELLER
OIL
PUMP
SCAVENGE
PUMP
PRESS
PUMP SCAVENGE 100

PUMP 120
80

100
MASTER
60 80
WARNING 40 60
FUEL FUEL OIL PRESS 40
IN OUT WARN 20 20
0
BYPASS LH RH PSI C
LEGEND OIL LINE
RETURN (AIR NOT SEPARATED) COOLER
RETURN (AIR SEPARATED) LOW OIL OIL TEMP

OIL PRESS
OIL PRESS SWITCH TRANSMITTER TRANSMITTER
PRESSURE (COOLED OIL) FILTER
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Figure 7-6. Engine Oil System
7 POWERPLANT
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Five parameters are sensed by the computing sec- Fuel Spray Nozzles
tion: ( 1 ) P3 or compressor discharge pressure, (2)
PA or ambient pressure, (3) t1 or compressor inlet the 12 fuel spray nozzles are duplex nozzles. Each
temperature, (4) n2 rpm, and (5) throttle position. nozzle forms a precise atomized spray pattern that
is conducive to complete combustion. the primary
the governing section senses n2 rpm and throttle outlet supplies fuel for all operation. the second-
position and modifies the signals transmitted by ary outlet, in conjunction with the primary, sup-
the computing section to the metering section. the plies fuel for higher power settings.
resultant of these signals determines the position
of the fuel metering valve and, consequently, the Indication
7 POWERPLANT
volume of fuel delivered to the combustion cham-

ber. A flowmeter senses metered fuel flow downstream
of the Fcu and displays fuel flow in pounds per
hour on a dual vertical tape gage on the center
Step Modulator instrument panel (Figure 7-5). the gage is calibrat-
An electrically controlled step modulator on the ed in pounds per hour from 100 to 2,000.
Fcu increases fuel scheduling whenever the igni-
tion system is operating, thus ensuring efficient the power source for fuel flow indication is main
engine acceleration. dc power. A red oFF flag appears at the top of the
gage scale when dc power is not available.
Step modulator response may be checked through
Itt and n 1 indications, both of which will Operation
increase when the ignition is turned on.
Figure 7-7 illustrates operation of the engine fuel
system.
Flow Divider
the flow divider functions to divide the metered IGNITION SYSTEM
fuel between a primary and a secondary manifold
which supplies fuel to the spray nozzles. the flow
divider also ensures against fuel flow to the nozzles
General
until an efficient fuel pressure is present. during the citation SII incorporates a dual high-energy
engine starting and low power settings, the flow ignition system consisting of two engine-mounted
divider directs fuel only to the primary nozzles. ignition exciter boxes, shielded cables, and two
Fuel will be directed to both nozzles at higher igniter plugs mounted in the combustion chamber.
power settings. A drain valve on the flow divider dual plugs are provided for redundancy only. one
drains the residual manifold fuel into a fuel col- plug is sufficient to start or sustain the engine. With
lector whenever the engine is shut down. the col- one igniter inoperative, the start will be neither
lected fuel is returned to the associated wing fuel slower nor hotter.
tank during the subsequent engine start.
Ignition operation is divided into automatic and
selective phases.
Emergency Shutoff Valve
the primary and secondary fuel supplies from the Automatic ignition is available during engine start-
flow divider pass through a normally open emer- ing. It is terminated automatically when the start
gency shutoff valve. this valve is operated sequence is terminated. Ignition also automatically
mechanically by aft movement of the low-pressure activates when engine anti-ice is selected on.
compressor rotor shaft beyond .070 inch. It will
automatically shut the engine down if, for example, Selective ignition is a continuous operation select-
such movement is caused by failure of the lowed by the pilot.
pressure compressor rotor shaft, thus preventing
an uncontrollable overspeed of the n1 turbines. Anytime the ignition circuit is powered, the step
modulator of the Fcu is also activated.

TO LEFT FROM LEFT
EJECTOR PUMP TANK
FUEL
FILTER
BYPASS
FIREWALL
ENGINE SHUTOFF
DRIVEN VALVE
PUMP
OIL IN
FUEL CONTROL MOTIVE
UNIT (FCU) FLOW
OIL COOLER
OIL OUT
EPA
CANISTER
FUEL FLOW
METER
TO PRIMARY FLOW
MANIFOLD AND DIVIDER

NOZZLES
EMER FUEL
SHUTOFF
VALVE
TO SECONDARY
MANIFOLD AND
NOZZLES
12 DUPLEX
FUEL NOZZLE
MECHANICAL
TRIGGER
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7-9
Figure 7-7. Engine Fuel System
7 POWERPLANT
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7 POWERPLANT
Figure 7-8. Pilot’s Switch Panel
Control When the IGnItIon switch is at norM, turning

on an engine AntI IcE switch (Figure 7-8) will
the ignition system is controlled by a switch for also provide continuous ignition for the selected
each engine located on the pilot’s switch panel engine. dc power is supplied from the same
(Figure 7-8). the IGnItIon switch is labeled sources as previously described for the IGnItIon
“on” and “norM.” switch.
When the IGnItIon switch is at norM, auto- NOTE
matic ignition will occur during engine starting
when the desired StArt button (Figure 7-8) is the IGnItIon switch must be on for
pushed and the associated throttle is moved from all takeoff and landing operations and
the cutoff position (at 8% to 10% rpm). Ignition during flight in heavy precipitation,
power, in this case, is supplied from the hot battery heavy turbulence, stalls, or during emer-
bus through a throttle-operated microswitch. Igni- gency descents.
tion and starter operation are both terminated by a
speed-sensing switch on the starter-generator when
engine self-sustaining speed is achieved. Indication
A green light (Figure 7-8) near the IGnItIon
Selecting the IGnItIon switch to on provides switch will be on whenever power is available to
continuous ignition (for the selected engine) the ignition exciter. these lights do not indicate
regardless of the position of the throttle. In this that the associated ignition exciter is operating or
case, the left engine ignition power is supplied by that the plug is firing.
the left extension bus, and the right engine ignition
power is supplied from the right crossover bus. the Figure 7-9 illustrates operation of the engine igni-
circuit breakers are located on the pilot’s circuit- tion system.
breaker panel.

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IGNITERS
IGNITION EXCITERS
7 POWERPLANT
TO IGN LIGHT
LH START
BUTTON
IDLE CUTOFF
THROTTLE
SWITCH
LH IGN CB START IGN PWR CB
LH EXT BUS HOT

BATTERY BUS
LEFT ENGINE SHOWN, RIGHT SIMILAR
LEGEND
HIGH VOLTAGE
HOT BATTERY BUS
LH MAIN BUS EXTENSION
IGNITION LIGHT
Figure 7-9. Ignition System

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INSTRUMENTATION thermocouples located in the exhaust aft of the tur-

bine. In addition, the temperature rise across the
General fan is sensed by two t1 probes (one in front of the
fan and one at the aft end of the bypass duct). A
Instrumentation for the powerplant is provided by trim resistor in the thermocouple system is test cell
a horizontal row of gages on the top of the center adjusted. the Itt readout is the result of adding
instrument panel (Figure 7-5). From left to right three times the temperature rise in the bypass duct
these gages are n1 or fan rpm, interturbine tem- to the trimmed value of the thermocouple output.
perature or Itt, n2 or highpressure compressor consequently, this system provides an accurate
rpm (identified as turbine), oil temperature, and oil indication of engine combustion temperature under
7 POWERPLANT
pressure. all operating variables such as forward speed, alti-

tude, and power setting. the computed temperature
is displayed by vertical tapes (Figure 7-5), and the
N1 (Fan) RPM scale is calibrated in degrees celsius. An oFF flag
n1 or fan rpm is supplied from a tach generator at the top of each scale is in view when electrical
located on the top side of the compressor case. It power is not available. the electrical power source
is driven by the low-pressure compressor rotor is as described earlier for n1 indication.
shaft, and its output is amplified and displayed on
a vertical tape on the dual-scale gage (Figure 7-5),
calibrated in percentage of rpm. A three-digit light- Turbine N2 (High-Pressure
ed display is also provided below each vertical Compressor) RPM
tape. turbine or high-pressure compressor rpm is sup-
plied by a tach generator driven by the accessory
nl is the primary thrust indicator for the J15d-4B section and is displayed in percentage of rpm by
engine. All engine power settings are made with dual Lcd indications on the turbine gage (Figure
reference to n1. 7-5) located below the fuel flow gage.
normal power supply for the n1 gages is main dc Power failure will produce loss of the lighted dis-
power. play. A red light below each lighted readout will
come on (and, in conjunction, the digital display,
When electrical power is not available to the gage, will flash) if n2 rpm exceeds 97%. the power sup-
the lighted display will not be available. ply for the Lcd displays is as explained earlier for
n1 rpm.
NOTE
Loss of electrical power results in loss
of the amplifier circuit and the lighted Oil Pressure
display. the vertical tape will still re- See oil System, this chapter.
ceive tach generator output and provide
accurate indication of fan rpm when the
engine rpm is in excess of 50% n1. Oil Temperature
See oil System, this chapter.
ITT (Interturbine Temperature)
Itt for the Jt15d-4B is a computed synthetic
readout. Exhaust temperature is sensed by six (t6)

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7 POWERPLANT
Figure 7-10. Center Pedestal
ENGINE POWER CONTROL For a description of engine starting, see chapter 2,

“Electrical Power Systems.”
General
All types of airstarts must be performed in accor-
Engine power control is achieved by a throttle dance with the airstart envelope (Figure 7-11). For
operating in a quadrant on the center pedestal (Fig- control and procedures for air-starting, see chapter
ure 7-10). throttle travel is from full aft or cutoff, 2, “Electrical Power Systems.”
through idle to full forward or maximum thrust
position. A cutoff stop prevents inadvertent selec-
tion of cutoff. A latch on the throttle must be raised SYNCHRONIZING
before the throttle can be moved to or from the cut-
off position. General
the engines on the citation SII incorporate a fan
thrust reverser control levers are piggyback and/or turbine master slave rpm synchronizer, con-
mounted on each throttle. the throttle is mechan- sisting of a synchronizer controller, an actuator, a
ically connected to a power lever on the fuel con- control switch, and a light. the left engine is the
trol unit. master engine and the right engine is the slave.
When selected, the system functions to adjust the
Friction adjustment is provided for the throttle by rpm of the right engine to precisely that of the left
a twist knob on the right side of the pedestal. For- engine. the system operates in a very narrow band
ward rotation increases friction as indicated by to prevent serious spooldown of the slave engine
arrows on the knob. caused by power loss or failure of the master
engine.
Engine Starting
Prior to engaging the synchronizer, the engines
Engine starting is divided into two general cate- should be manually synchronized with the throttles
gories: ground starting and airstarting. to within 1.5%. When power changes are desired,
the system should be turned off, the power adjust-
Ground starting is divided into battery starting, ment made, and the system reengaged. the system
generator-assist starting, and external power unit must also be off during takeoff, approach and land-
(EPu) starting. Airstarting is divided into starter- ing, and single-engine operation.
assist airstart and windmilling airstart.

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7 POWERPLANT
Figure 7-11. Airstart Envelope

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the synchronizer functions to reduce the charac-

teristic out-of-sync beat of turbine engines, conse-
quently providing a quieter cabin for maximum
passenger comfort.
Control
the engine synchronizer is controlled by a three-
position rotary switch (Figure 7-12) labeled
“EnGInE SYnc FAn–oFF–turB.” turning the
7 POWERPLANT
switch off permits the controller to run the actuator
(located in the right nacelle) to a null or center
position.
Selecting FAn or turB permits the controller to

synchronize the left and right fan or turbine rpm
as selected.
Indication
When the EnGInE SYnc switch is at FAn or
turB position, an amber EnGInE SYnc light
(Figure 7-12) will be on.
the system is turned on by the pilot when desired

after takeoff. the tach generators (turbine and fan)
supply rpm signals to the sync controller. the con-
troller computes the error difference of the selected
(fan or turbine) inputs and transmits an output sig-
nal to the actuator in the right nacelle, which, in
turn, adjusts the right Fcu to synchronize the rpm
to that of the left engine.
Figure 7-12. ENGINE SYNC Switch

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THRUST REVERSERS CONTROL

the thrust reversers are controlled by reverser
GENERAL levers (Figure 7-13) piggyback-mounted on the
throttles. Each reverser lever has three positions—
the citation S/II may be equipped with hydrauli- full forward or stow, a detented reverse idle
cally operated, electrically controlled, target-type (deploy) position, and full aft or reverse thrust posi-
thrust reversers (Figure 7-14) to assist deceleration tion.
during a landing roll.
7 POWERPLANT
When deployed, the reversers are maintained in

position by hydraulic pressure.
In normal operation, hydraulic pressure is isolated

when the reversers are stowed. they are maintained
in the stowed position by an overcenter condition
of the operating bar mechanism.
PROTECTION
A solenoid lock in the throttle quadrant prevents
increasing reverse thrust rPM until the associated
reverser reaches the fully deployed position. A Figure 7-13. Thrust Reverser Levers
throttle feedback system will move the Fcu lever
and throttle to idle if the reversers deploy inadver- When a reverser lever is moved to the reverse idle
tently. (deploy) position, the solenoid lock (mentioned
earlier) will prevent further aft movement until the
thrust reverser operation is limited to ground oper- reverser is fully deployed.
ations only. the control circuitry is wired through
the squat switches of the left and right main land- A microswitch in the throttle quadrant provides for
ing gear (Figure 7-15). electrical control. the switch is closed when the
reverser lever is moved from the stow position,
NOTE applying power to (1) close the hydraulic bypass
Following an inadvertent deployment of valve and pressurize the hydraulic system, (2) open
the reversers, the interconnecting link- the hydraulic isolation valve and direct pressure to
age may be out of rig, and full throttle the reverser hydraulic system, and (3) energize the
power may not be possible. A mainte- reverser control valve to the deploy position, pro-
nance check should be requested to de- vided a ground is provided by either squat switch.
termine the cause of the inadvertent
operation, and the rigging of the feed-
back system should be checked and
reset.

7 POWERPLANT
STOWED DEPLOYED
Figure 7-14. Thrust Reversers
ACTUATOR
ISOLATION VALVES
CONTROL CONTROL
VALVE P P VALVE
RELIEF
SYSTEM BYPASS VALVE
VALVE
F F
FILTER
PUMP PUMP
FIREWALL FIREWALL SQUAT

SHUTOFF SHUTOFF SWITCH
VALVE VALVE
RESERVOIR
Figure 7-15. Thrust Reverser Schematic - Deployed

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INDICATION tained, the ArM, unLocK, and dEPLoY lights

will remain on, as will the HYd PrESS on light.
Each reverser has three lights on the glareshield If reverser levers are brought up to the 85% n2
panel—ArM, unLocK, and dEPLoY (Figure position, the speed brakes will retract.
7-16). the amber ArM light circuit is completed
by a pressure switch which indicates hydraulic As the airplane decelerates toward 60 KIAS,
pressure is available to the reverser control valve. reverse thrust should be decreased to achieve idle
In addition to the three reverser lights, a fourth reverse power at 60 knots. the thrust reverser indi-
light on the annunciator panel labeled “HYd cating lights and the HYd PrESS on light will
PrESS on” will come on to indicate that the all remain on. reverse idle may be maintained to
7 POWERPLANT
hydraulic bypass valve is closed and the hydraulic assist further deceleration by drag and attenuation
system is pressurized. of thrust.
to stow the reverser, move the reverser lever fully

forward and down. this energizes the control valve
to the stow position, which directs hydraulic pres-
sure to the stow side of the reverser actuators. the
dEPLoY light will go out, followed almost imme-
diately by the unLocK, ArM, and HYd PrESS
on lights, indicating that the reverser doors are in
Figure 7-16. Emergency Stow Switches the fully stowed position.
and Indicator Lights
Figure 7-14 illustrates hydraulic operation of the
the amber unLocK light circuit is completed by thrust reverser system.
a microswitch which closes when the reverser
mechanism initially moves from the mechanically CAUTION
locked stowed position.
do not attempt to restow reversers and
the white dEPLoY light indicates the reverser take off once reversers have started to
door mechanism has reached the fully deployed deploy. throttle linkage damage may
position. occur, resulting in loss of power or
flameout.
Electrical power for the left thrust reverser is from
the right crossover bus and for the right thrust
reverser from the left extention bus. CAUTION
deployment of the thrust reversers, es-
OPERATION pecially at higher-than-normal landing
speeds, causes a noseup pitching mo-
After landing, when the throttles are at idle and the ment which must be countered by for-
nosewheel is on the ground, raise the thrust revers- ward pressure on the control yoke. If not
er levers to the idle deploy detent. the ArM lights countered, this could lead to a “por-
and the HYd PrESS on light will come on, fol- poise” and possible nosewheel damage.
lowed almost immediately by the unLocK lights
and then by the dEPLoY lights. the reverser lever
solenoid lock will release. the reverser lever may
now be moved aft to accelerate the engine if so
desired. this last movement acts only on the Fcu
to increase thrust in reverse. the engine throttles
themselves are held in idle by a mechanical inter-
lock in the pedestal. While reverse thrust is main-

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EMERGENCY STOW
General
An emergency stow system is incorporated which
bypasses the normal sequencing system. this sys-
tem is used in case of an inadvertent deployment
in flight or if the normal stow system fails.
Control
7 POWERPLANT
A two-position switch (Figure 7-16) for each
reverser is located inboard of the reverser lights.
the switch is labeled “StoW SW” and has posi-
tions labeled “EMEr” and “norMAL.” Moving
a StoW switch to the EMEr position will close
the hydraulic bypass valve and cause the control
valve to energize to the stow position. If the
reversers are deployed, the HYd PrESS on light
will come on and the reverser lights will go out in
the sequence dEPLoY and unLocK. the HYd
PrESS on light and the ArM light will remain
on continuously in the stow position. the reverser
is held stowed with continuous hydraulic pressure
(mechanical overcenter stow locks may be inoper-
able).this system is checked before flight
following a normal deploy cycle.
If either an ArM or unLocK light comes on in

flight, the master warning system will also come
on.
NOTE
For all normal and emergency
procedures, consult the AFM.
the LH thrust reverser uses left main dc through

the LH thrust reverser cB for normal stow-deploy
operation but uses power from the right main dc
through the rH thrust reverser circuit breaker for
emergency stow.
If a fire switch light is pushed for test or for engine

fire, the isolation valve is deenergized closed and
the respective engine’s reversers cannot be
hydraulically deployed.

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QUESTIONS
1. the primary thrust indicator for the Jt15d- 6. of the following statements concerning the
4B is: Jt15d-4B engine, the correct one is:
A. Fuel flow A. Fuel from the engine fuel system is used
B. n1 to cool the engine oil through a fuel-oil
c. Itt heat exchanger.
d. n2 B. the engine accessory gearbox has its own
oil lubricating system (independent of the
7 POWERPLANT
engine itself).
2. If one igniter should fail during engine start:
c. the indication of low oil pressure is only
A. the engine will start normally. the L or r oIL PrESS Lo annunciator
B. It will result in a “hot” start. light.
c. combustion will not occur. d. Electrical power is not required to power
d. the exciter box will act as a backup and the Itt instrument since it is self-gener-
the engine will start. ating.
3. Ignition during normal engine start is activat- 7. the oIL PrESS WArn LH/rH light on the
ed by: annunciator panel illuminates whenever:
A. turning the IGnItIon switches to on at A. oil temperature exceeds 121° c.
8 to 10% n2 B. oil pressure is less than 35 psi.
B. Moving the throttle to IdLE at 8 to 10% c. oil filter clogs and bypasses oil.
n2 d. the fuel-oil cooler becomes clogged.
c. depressing the start button
d. nothing. Ignition is not needed during 8. the maximum allowable oil consumption for
normal engine start. the Jt15d-4B engine is:
A. 1 quart every 10 hours
4. Ignition during engine start is normally ter-
B. 1 quart every 4 hours (measured over a
minated by:
10-hour period)
A. turning the IGnItIon switches to oFF c. 5 gallon every 40 hours (measured over a
B. the speed-sensing switch on the starter- 10-hour period)
generator at approximately 38% n2 d. no specified figure since it depends upon
c. turning the boost pump switch off tBo
d. opening the ignition circuit breakers on
the right-hand circuit-breaker panel 9. If the inner turbine shaft shifts to the rear as
much as .070 inch:
5. Power will be automatically applied to the A. the engine automatically shuts down.
igniters when the IGnItIon switch is in
B. the vibration detector causes illumination
norM anytime:
of the master warning lights.
A. the start button is depressed and the throt- c. the synchronizer shuts the engine down.
tle is out of cutoff.
d. nothing occurs.
B. the surface deice system is activated.
c. the engine anti-ice switch is on.
d. Both A and c

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10. the following engine instruments are avail- 14. the incorrect statement regarding the use of
able in the event of a loss of main dc electri- thrust reversers is:
cal power: A. they may be used in flight to slow the air-
A. n1 rpm and Itt plane.
B. nl rpm, n2 rpm, and Itt B. they should not be used on touch-and-go
c. n1 rpm (tape only) landings.
d. n1 rpm (tape and lighted display) c. the reversers must be in idle reverse by
60 KIAS.
11. the EnGInE SYnc switch: d. thrust reverser airplanes have two squat
7 POWERPLANT
switches.
A. Should be in FAn for takeoffs and land-
ings
B. Should be in turB at altitude
c. can be placed in FAn or turB after
takeoff and should be left there for the
remainder of the flight
d. Should be off for large power changes
12. the thrust reversers:

A. May be deployed only when the throttles
are in IdLE
B. Must have both emergency stow switches
in EMEr for takeoffs to guard against
inadvertent deployment during that criti-
cal phase of flight
c. May be left in idle reverse until the
airplane is brought to a full stop
d. Both A and c
13. When normal deployment of the thrust

reversers is obtained, the following annuncia-
tor lights should be illuminated:
A. ArM, unLocK, dEPLoY
B. door not LocKEd, ArM,
unLocK, dEPLoY
c. HYd PrESS on, ArM, unLocK,
dEPLoY
d. door not LocKEd, HYd PrESS
on, dEPLoY

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7 POWERPLANT

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
IntroductIon ....................................................................................................................8-1
EnGInE FIrE dEtEctIon And IndIcAtorS ................................................................8-2
SEnSInG LooPS And controL unItS ..................................................................8-2
EnG FIrE And BottLE ArMEd SWItcHLIGHtS..................................................8-2
FIrE dEtEctIonSYStEM tESt.................................................................................8-3
EnGInE FIrE EXtInGuISHInG..........................................................................................8-3
8 FIRE PROTECTION
EXtInGuISHEr BottLES ...........................................................................................8-3
oPErAtIon.....................................................................................................................8-4
PortABLE FIrE EXtInGuISHErS ....................................................................................8-5
QuEStIonS ............................................................................................................................8-6

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8 FIRE PROTECTION
LEFT INTENTIONALLY BLANK

ILLUSTRATIONS
Figure Title Page
Figure 8-1. Engine Fire detection System..............................................................................8-2
Figure 8-2. Fire Warning Switchlights and controls ..............................................................8-3
Figure 8-3. rotary test Switch ...............................................................................................8-3
Figure 8-4. Engine Fire Bottles...............................................................................................8-3
Figure 8-5. Engine Fire-Extinguishing System.......................................................................8-5
Figure 8-6. Portable Fire Extinguishers ..................................................................................8-4
8 FIRE PROTECTION

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8 FIRE PROTECTION
LEFT INTENTIONALLY BLANK

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CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
the citation S/II is equipped with engine fire detection and fire-extinguishing systems as stan-
dard equipment. the systems include detection circuits which give visual warning in the cockpit
and controls to activate one or both fire extinguisher bottles. there is a test function for the fire
detection system. two portable fire extinguishers are stowed inside the airplane.
GENERAL
the engine fire protection system is composed of engine. the fire bottles are located in the tail cone
a sensing loop, control unit located in the tail cone, of the airplane. Abnormal ambient temperature
one EnG FIrE warning switchlight for each will also cause the bottles to automatically dis-
engine, two fire extinguisher bottles, and a fire charge through relief valves into the tail cone.
detection circuit test. the fire-extinguishing system Selected engine-related systems are automatically
is a two-shot system; if an engine fire is not extin- shut down upon activation of the fire protection
guished with actuation of the first bottle, the sec- system by the pilot.
ond bottle is available for discharge into the same

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tem is powered by main dc power supplied

ENGINE FIRE through the LH and rH FIrE dEtEct circuit
DETECTION AND breakers on the left extension and the right
crossover buses, respectively. Figure 8-1 shows the
INDICATORS routing of the fire sensor.
SENSING LOOPS AND ENG FIRE AND BOTTLE

CONTROL UNITS ARMED SWITCHLIGHTS
Within each engine nacelle is a heat sensor that is the red LH and rH EnG FIrE warning switch-
looped around the lower engine accessory section lights are located on the glareshield (Figure 8-2).
and combustion chamber section. the heat sensor In the event of an engine fire or overheat condition,
is a flexible stainless steel tube containing a single the applicable warning switchlight illuminates
wire centered in a semi-conductor material. the (although a red light, it does not trigger the MAS-
sensor is connected to control unit that monitors tEr WArnInG lights). depressing an illuminat-
the electrical resistance. As the loop is heated, its ed EnG FIrE switchlight illuminates both white
electrical resistance decreases until, at a tempera- BottLE ArMEd switchlights, which actuate the
ture of 500° F, a circuit is completed to the control fire bottles when depressed.
unit which illuminates the applicable red EnG
FIrE switchlight (Appendix B). the detection sys-
8 FIRE PROTECTION
Figure 8-1. Engine Fire Detection System

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Figure 8-2. Fire Warning Switchlights and Controls
FIRE DETECTION
SYSTEM TEST
the rotary test switch (Figure 8-3) on the pilot’s
instrument panel is used to test the fire detection
system. When FIrE WArn is selected, both EnG
FIrE switchlights will come on.
8 FIRE PROTECTION
ENGINE FIRE
EXTINGUISHING
EXTINGUISHER BOTTLES
Figure 8-3. Rotary Test Switch
two spherical extinguishing agent bottles are locat-
ed in the tail cone area (Figure 8-4). Both bottles
use common plumbing to both nacelles, providing
the airplane with a two-shot system. the bottles
are charged with monobromotrifluoromethane
(cBrF3) nitrogen pressurized to 600 psi at 70° F.
A pressure gage is mounted on each bottle with an
adjacent temperature correction table. Bottle pres-
sures are checked during the preflight inspection.
the extinguishing agent is not corrosive, and does
not require cleaning of the engine or nacelle area
since it leaves no residue. release of the extin-
guishing agent is accomplished by the electrical
firing of an explosive cartridge on the bottle.
the filler fitting on each bottle incorporates a

fusible element that melts at approximately 210°
F ambient temperature, releasing the contents
through the filler fitting into the tail cone. Figure 8-4. Engine Fire Bottles

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OPERATION detection and extinguishing system electrical

power for the left engine is supplied by the main
An engine fire or overheat condition is indicated dc extension bus. Power for the right engine sys-
by illumination of the applicable EnG FIrE tems is from the rH crossover bus.
switchlight on the glareshield (Figure 8-2). After
verifying a fire actually exists, lifting the plastic depressing the EnG FIrE switchlight a second
cover and depressing the illuminated EnG FIrE time opens the fuel and hydraulic shutoff valves
switchlight causes both white BottLE ArMEd and disarms the extinguishing system. the gener-
switchlights to illuminate, arming the circuits to ator field relay is energized when the engine is
the bottles for operation. In addition, the fuel and restarted.
hydraulic firewall shutoff valves close (respective
FuEL LoW PrESS, HYd FLoW LoW, and F/W
SHutoFF annunciators illuminate), and the gen-
erator field relay is tripped off (GEn oFF annun- PORTABLE FIRE
ciator comes on). the circuit to the thrust reverser EXTINGUISHERS
isolation valve is also disabled, which prevents
inadvertent deployment of the thrust reverser on two hand-held fire extinguishers provide for inte-
that engine. rior fire protection. Both are 21⁄2-pound Halon
fire-extinguishers, charged with nitrogen to 125
depressing either illuminated BottLE ArMEd psi. one of the extinguishers is located under the
switchlight fires the explosive cartridge on the copilot’s seat, the other one in the cabin (Figure 8-
8 FIRE PROTECTION
selected bottle (Figure 8-5), releasing its contents 6).

into the engine nacelle. the BottLE ArMEd
switchlight goes out.
If the EnG FIrE switchlight remains on, indicat-

ing the fire still exists, the remaining BottLE
ArMEd switchlight may be depressed after 30
seconds to release the contents of the remaining
bottle into the same nacelle.
Figure 8-6. Portable Fire Extinguishers

FIRE DETECTION
BOTTLE NO.1 LOOP
FUSIBLE PLUG

GAUGE
BOTTLE NO.2
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8-5
Figure 8-5. Engine Fire-Extinguishing System
8 FIRE PROTECTION
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QUESTIONS
1. An EnG FIrE switchlight illuminates when: 5. If the contents of a bottle have been
A. It is depressed. discharged into a nacelle and the EnG FIrE
switchlight remains on:
B. the MAStEr WArnInG lights
illuminate for an engine fire. A. the fire has been extinguished.
c. temperature in the nacelle area reaches B. the other bottle can be discharged into the
500° F. same nacelle by depressing the other
d. Electrical resistance of the sensing loop BottLE ArMEd switchlight.
increases due to increasing nacelle tem- c. the fire still exists, but no further action
perature. can be taken.
d. the same BottLE ArMEd switchlight
2. depressing an illuminated EnG FIrE switch- can be depressed again, firing a second
light: charge of agent from the same bottle.
A. Fires bottle no. 1 into the nacelle
6. depressing the EnG FIrE switchlight a sec-
B. Fires bottle no. 2 into the nacelle
ond time:
c. Fires both bottles into the nacelle
A. opens the fuel shutoff valve
d. Illuminates both BottLE ArMEd
switchlights, arming the system B. opens only the hydraulic shutoff valve
8 FIRE PROTECTION
c. resets the generator field relay

3. After a bottle has been discharged into a d. All the above.
nacelle:
A. no cleaning of the engine and nacelle area
is required.
B. A thorough cleaning of the engine and
nacelle area is required.
c. An inspection of the engine and nacelle
area is required to determine if cleaning
is necessary.
d. none of the above
4. When the fire-extinguishing system is armed

for operation:
A. the FuEL LoW PrESS light
illuminates.
B. the HYd FLoW LoW light illuminates.
c. the GEn oFF light illuminates.
d. All the above

CHAPTER 9
PNEUMATICS
CONTENTS
Page
IntroductIon ....................................................................................................................9-1
SYStEM dEScrIPtIon........................................................................................................9-3
dIStrIButIon ...............................................................................................................9-3
controL ........................................................................................................................9-3
QuEStIonS ............................................................................................................................9-5
9 PNEUMATICS

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9 PNEUMATICS

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ILLUSTRATIONS
Figure Title Page
Figure 9-1. Pheumatic System diagram .................................................................................9-2
Figure 9-2. PrESS SourcE Selector (Six Positions)..........................................................9-3
9 PNEUMATICS

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9 PNEUMATICS

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CHAPTER 9
PNEUMATICS
INTRODUCTION
the pneumatic system for the citation S/ II uses engine compressor bleed air. the air is extracted
9 PNEUMATICS
from both engines and routed through control valves into a pneumatic manifold for distribution
to systems requiring pneumatic air for operation. In the event of single-engine operation, air from
one engine is sufficient to maintain all required system functions. Safety devices are incorporated
to prevent excessive pressure, and a control switch and condition indicating lights are integral
parts of the instrument panel.
GENERAL
Hot bleed air is extracted from each engine high- • through check valves for distribution to the
pressure compressor section and routed to the fol- windshield anti-ice, cabin door seal, instru-
lowing systems valves: ment air, and pressurization control systems
• to the flow control valves for use by the air- control of airflow into the cabin area is accom-
conditioning system plished with the PrESS SourcE selector located
on the right side of the tilt panel. Sensors located
• the ground valve for use by the air cycle in critical areas of the air system cause illumination
machine during ground operation of annunciator lights.

WINDSHIELD
ANTI-ICE
MANUAL
VALVES
DOOR
SEAL
COPILOT'S
ATTITUDE
INDICATOR
GYRO
VACUUM
EJECTOR
R
PRESSURIZATION LEGEND
VACUUM BLEED AIR
REGULATED
BLEED AIR
VACUUM
PRESSURE
PRESSURIZATION
PRESSURIZATION
EMERGENCY
AMBIENT AIR
NORMAL
CHECK
VALVE
9 PNEUMATICS
74% N2
72% N2
P
P
FLOW CONTROL
SHUTOFF VALVES WELDED
EMERGENCY (NORMAL) GROUND CLUSTER
PRESSURIZATION VALVE
VALVE
Figure 9-1. Pheumatic System Diagram

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SYSTEM DESCRIPTION
DISTRIBUTION
Bleed air from each engine is routed to the associ-
ated welded cluster assembly, then on to three dif-
ferent places (Figure 9-1). Air from the cluster is
routed through check valves to a ducting system
that distributes the air to the windshield anti-ice
system, the vacuum ejector, and the pneumatic dis-
tribution regulator. the regulator, in turn, distrib-
utes the air to the cabin door seal and instrument
air systems. Air from the left engine cluster is rout-
ed to the emergency pressurization valve for dis-
tribution through the distribution system mixing
tube. the emergency pressurization valve can be
opened only in flight because it is used to provide Figure 9-2. PRESS SOURCE Selector
pressurization air should normal sources fail. Air (Six Positions)
from the right cluster is routed to the ground valve
for use by the air cycle machine (AcM) during
the Gnd position of the PrESS SourcE selec-
ground operation. the valve can be opened only
tor, functional only on the ground, opens the
on the ground and allows a larger draw of bleed
ground valve and allows a larger draw of air from
air from the right engine for use by the AcM. Air
the right engine to enter the pneumatic manifold.
from both clusters is routed through flow control
When the valve is not fully closed, a BLd AIr
shutoff valves and manifolded for use by the AcM.
Gnd light on the annunciator panel (see Appendix
B) illuminates.
CONTROL
If the right engine is advanced above approximate-
the PrESS SourcE selector (Figure 9-2) deter- ly 72% n2, a primary pressure switch causes the
mines the amount of air that enters the cabin and ground valve to close, thus preventing too much
from what source it is supplied. air from being supplied to the AcM manifold. this
action causes the BLd AIr Gnd light to extin-
the control switch has positions labeled oFF– guish. When the throttle is retarded below 72% n2,
9 PNEUMATICS
Gnd–LH–norMAL–rH–EMEr. the valve opens again, and the BLd AIr Gnd
light re-illuminates. If the primary pressure switch
the oFF position closes all environmental bleed- fails to close the valve, and the right engine rpm
air valves. no air enters the AcM or pressure ves- exceeds approximately 74% n2, the secondary
sel from the engines. Bleed air is still available to pressure switch closes the ground valve and illu-
the service air system, however. ram air from the minates the AcM o’PrESS light. the ground
tail cone can enter the pressure vessel through the valve does not open again until main dc power is
normal distribution ducting if the cabin is unpres- interrupted by removing power from the buses or
surized. by pulling the circuit breaker.

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the LH and rH positions limit pneumatic bleed-

air input to the AcM. the LH position allows use
of air from the left engine and shuts off air from
the right engine. With the rH position selected, the
process is reversed.
the norMAL position open the left and right

flow control and allows bleed air from both engines
to pass through the bleed-air manifold into the
AcM. the valves fail to the norMAL position if
normal dc power is lost; all takeoff performance
data is based on this position.
When the EMEr position is selected, the bleed air

from the left engine is routed directly into the
cabin, bypassing the AcM. temperature and vol-
ume are controlled with the left throttle.
If a complete dc electrical power failure occurs,

regardless of the PrESS SourcE selector posi-
tion, the pneumatic air is supplied as if the switch
were positioned to norMAL. Without electrical
power, the emergency pressurization valve fails
closed, the two flow control and shutoff valves fail
open. If selected, the Gnd valve will fail where it
was when power was lost.
9 PNEUMATICS

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QUESTIONS
1. the source of bleed air for cabin pressuriza- 3. the flow control valves, when open, allow
tion when the EMEr PrESS on light is illu- engine bleed air to operate the:
minated in the air is: A. AcM
A. Either the left or right engine B. Instrument air regulator
B. the left engine only c. Entrance door seal
c. the right engine only d. All of the above
d. ram air
4. the instrument air system is supplied by:
2. the systems that use pneumatic bleed air for A. regulated bleed air from the right engine
operation are: only
A. Instrument air, emergency brakes, and the B. regulated bleed air from the left engine
entrance door only
B. Surface deice, windshield anti-ice, c. regulated bleed air when either engine is
entrance door seal, and the AcM operating
c. Entrance door seal, AcM, and thrust d. regulated ram air
reversers
d. Entrance door seal, instrument air, and
AcM
9 PNEUMATICS

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9 PNEUMATICS

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
IntroductIon ..................................................................................................................10-1
IcE dEtEctIon SYStEM..................................................................................................10-2
AntI-IcIng SYStEMS........................................................................................................10-5
PItot And StAtIcAntI-IcE SYStEM ....................................................................10-5
WIndSHIELd AntI-IcE And rAIn rEMoVAL SYStEM.....................................10-5
EngInE AntI-IcE SYStEM .......................................................................................10-9
SurFAcE (tKS) AntI-IcE SYStEM .......................................................................10-10
QuEStIonS ........................................................................................................................10-13
10 ICE AND RAIN PROTECTION

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ILLUSTRATIONS
Figure Title Page
Figure 10-1. Ice Protected Surfaces ......................................................................................10-2
Figure 10-2. Ice Protection controls and Indicators .............................................................10-3
Figure 10-3. Ice detection Probe ..........................................................................................10-2
Figure 10-4. Ice detection Lights .........................................................................................10-4
Figure 10-5. Wing Inspection control Switch and Lights ....................................................10-4
Figure 10-6. Pitot-Static Anti-ice components.....................................................................10-5
Figure 10-7. Windshield Anti-ice controls ...........................................................................10-6
Figure 10-8. Alcohol Sight gage and nozzles ....................................................................10-7
Figure 10-9. rain and removal doors and controls ............................................................10-7
Figure 10-10. Engine/Surface (tKS) Anti-ice System .........................................................10-8
Figure 10-11. Surface (tKS) components .........................................................................10-10
Figure 10-12. Surface and Engine Anti-ice controls..........................................................10-11
TABLES
Table Title Page
10-1. norMAL oPErAtIon oF EngInE And SurFAcE AntI-IcE SYStEMS....10-10

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CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
the cessna citation S/II is equipped with both ice detection and ice protection systems. the air-
plane is approved for flight into known icing conditions when the required equipment is installed
and functioning properly. these systems should be checked prior to flight if icing conditions are
anticipated.
Ice protection systems are incorporated into the wing and horizontal stabilizer leading edges,
engine components, windshield, and pitot-static and angle-of-attack systems. these are anti-icing
systems and should be activated prior to entering icing conditions. the S/II has no deicing equip-
ment.
Engine compressor bleed air is used to prevent ice

GENERAL formation on the t1 temperature probe, nose cone,
nacelle inlet, and first set of stator vanes of each
the leading edges of the wings and horizontal sta-
engine. Electrically operated valves, controlled by
bilizers are protected against ice formation by a
a switch on the pilot’s switch panel, control the
surface (tKS) anti-ice system which uses a solu-
flow of bleed air to the inlet duct and stator vanes
tion of monoethylene glycol, exuded through
of each engine. the t1 probe and nose cone are
porous leading-edge panels.
anti-iced continuously during engine operation.

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Engine bleed air is discharged through nozzles in Figure 10-1 depicts the ice-protection surfaces on
front of the windshield for anti-ice protection of the airplane. Figure 10-2 shows the ice and rain
the windshield. Isopropyl alcohol is available for system controls and indicators. the ice and rain
anti-icing of the left windshield in the event bleed systems switches are green capped for easy iden-
air is unavailable. rain removal is provided by tification.
deflecting air away from the windshield via a set
of doors.
An external ice detection probe on the lower right

ICE DETECTION
nose section of the airplane causes an annunciator SYSTEM
light to illuminate. Ice formation on the windshield
causes a reflection of glareshield ice detection the ice detection system operates automatically
lights. when electrical power is on the airplane. this
power is sent through an ice detection probe, which
is mounted under the right side of the nose near
the right pitot tube as depicted in Figure 10-3. If
ice is detected, the amber IcIng dEtEctEd
annunciator light (Annunciator Section) illumi-
nates.
the ice detection circuit can be tested by rotating

the test selector switch, shown in Figure 10-2, to
the W/S tEMP/IcE dEtEct position. If the cir-
cuit is functioning properly, the amber IcIng
dEtEctEd annunciator light illuminates for
approximately one minute and then extinguishes.
Figure 10-3. Ice Detection Probe

Figure 10-1. Ice Protected Surfaces

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PULL RAIN HANDLE AND

ICE PROTECTION SWITCHES WINDSHIELD BLEED AIR KNOBS
ICE DETECTION LIGHTS
TKS FLUID LEVEL GAGE
ROTARY TEST SWITCH
PANEL LIGHT CONTROL

ON/OFF SWITCH
LH CB PANEL
Figure 10-2. Ice Protection Controls and Indicators

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CAUTION
the icing detection probe can be dam-
aged if the test switch remains in the
W/S tEMP/IcE dEtEct position
longer than 5 seconds and/or repeated
tests are performed within a 10-minute
period.
Icing can also be detected at night by the wind-

shield ice detection lights. these lights, as seen in
Figure 10-4, are located on the glareshield and alert
the pilot of ice accumulation on the windshield by
the reflection of a circular red glow on the pilot’s
and copilot’s windshields. the pilot’s windshield
ice detection light is located approximately in the
center of the pilot’s clear vision area,, and the copi-
lot’s ice detect light is located just inboard of the
clear vision area as shown in Figure 10-4. Figure 10-5. Wing Inspection Control
Switch and Lights
NOTE
When the anti-ice systems are operative, normal operation of the ice detection lights is ver-
the copilot’s windshield ice detection ified by positioning the PAnEL LIgHt con-
light must be monitored for ice accumu- troL on/oFF switch to the on position, placing
lation. the palm of the hand over the lights, and observing
a red glow.
the windshield ice detection lights are turned on Ice accumulation on the wings can be observed at
by the PAnEL LIgHt controL on/oFF night by turning on the wing inspection lights,
switch, depicted in Figure 10-2, when placed in the shown in Figure 10-5, which is provided for each
on position. In the oFF position, the lights are wing and is controlled by a switch on the exterior
extinguished and are not seen. light control panel, also depicted in Figure 10-5.
Figure 10-4. Ice Detection Lights

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ANTI-ICING SYSTEMS NOTE

the angle-of-attack probe heater is not
on this warning circuit. If power fails
PITOT AND STATIC only to this unit, the P/S Htr oFF light
ANTI-ICE SYSTEM will not illuminate; however the AoA
the PItot & StAtIc AntI IcE switch controls Htr FAIL light (see Annunciator Sec-
power to the two pitot tube heaters, the four static tion) will illuminate.
port heaters (Figure 10-6), and the angle-of-attack
probe heater. the power to operate the system is CAUTION
from the LH main extension bus for the pilot’s pitot
and static heaters, and from the rH crossover bus Limit ground operation of the pitotstatic
for the copilot’s pitot and static heaters and the heater system to two minutes to pre-
angle-of-attack probe heater. clude damage to the angle-of-attack sys-
tem.
A failure of the system is indicated by illumination
of the P/S Htr oFF annunciator light. the P/S
Htr oFF light will illuminate whenever either WINDSHIELD ANTI-ICE AND
pitot head or any static port heater fails or when RAIN REMOVAL SYSTEM
the pitot heat switch is in the oFF position, and
normal dc power is on the airplane. the windshield may be anti-iced by use of engine
bleed air, or by alcohol in the event the bleed-air
system fails. the bleed air to the windshield is con-
LH STATIC PORTS
(TYPICAL)
RH PITOT TUBE PITOT-STATIC ANTI-ICE

(TYPICAL) SWITCH
Figure 10-6. Pitot-Static Anti-ice Components

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trolled by a W/S BLEEd switch on the pilot’s air is then directed onto the windshield through a
switch panel and two manually operated W/S series of nozzles.
BLEEd AIr valves with knobs located on the
copilot’s instrument panel. the switch is a three- When windshield anti-icing is required, the manual
position switch labeled “HI–oFF–LoW.” the man- WIndSHIELd BLEEd AIr valves are opened,
ual control knobs open and close shutoff valves, and the W/S BLEEd switch is selected to LoW if
modulating the amount of bleed air going to the the oAt is above –18° c or to HI if the oAt is –
windshield. the windshield anti-ice controls are 18° c or below. normal system operation is indi-
shown in Figure 10-7. cated by an increase in air noise as the bleed air
discharges from the nozzles.
An additional temperature sensor is located in the

bleed-air duct, which automatically energizes the
electrical solenoid bleed-air valve closed and illu-
minates the W/S AIr o’HEAt annunciator if the
bleed-air temperature exceeds 146° c.
this condition should not occur unless a sustained

high-power, low-airspeed condition is maintained
or a system malfunction occurs. the overheat sen-
sor will also automatically reopen the windshield
bleed-air solenoid valve and extinguish the annun-
ciator light as the system cools.
Figure 10-7. Windshield Anti-ice Controls

A pressure switch in the windshield duct illumi-
nates the W/S AIr o’HEAt light if the duct pres-
sure exceeds 5 psi with the W/S BLEEd switch in
the windshield anti-ice system (Figure 10-12) is the oFF position. If the W/S AIr o’HEAt light
activated by placing the W/S BLEEd switch to illuminates with the W/S BLEEd switch in the
either HI or LoW. this action deenergizes a sole- oFF position, the pilot should ensure the WInd-
noid-operated bleed-air valve and activates a tem- SHIELd BLEEd AIr valves are positioned to
perature controller. the bleed-air valve, when oFF. this feature is to monitor the valve position
deenergized, opens to allow hot engine bleed air to and does not indicate an overpressure in the duct.
flow into the duct.
If an electrical failure occurs, the windshield bleed-
the air temperature controller automatically main- air solenoid valve will open, and hot engine bleed
tains a windshield bleed-air temperature of 138 ±5° air will be available to the windshield. With an
c in the HI position and 127 ±5° c in the LoW electrical power failure, the automatic temperature
position by modulating ram air through a heat control and the overheat warning are inoperative,
exchanger. the controller receives three inputs: the but if the manual control valves are open, the noise
position of the W/S BLEEd switch and input from level will increase as bleed air flows through the
each of the two temperature sensors in the bleed- nozzles. the airplane is normally flown with the
air line. the signal generated by the temperature manual valves closed; they are opened only when
controller is transmitted to the motor-operated air bleed air to the windshields is desired. this proce-
control valve, which controls the amount of ram dure protects the windshield from inadvertent
air that passes through a heat exchanger. ram air application of hot bleed air and possible damage
passes across the heat exchanger, cooling the bleed in the event of an electrical power loss or failure
air; then it exhausts overboard through a vent on of the bleed-air solenoid valve.
the left side of the fuselage, forward of the tail
compartment access door. the cooled engine bleed the windshield anti-ice system is tested by posi-
tioning the warning and test switch to W/S

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tEMP/IcE dEtEct and placing the W/S

BLEEd switch to either HI or LoW. When this is
accomplished, a windshield overheat condition is
simulated, and the W/S AIr o’HEAt annunciator
illuminates. Both the HI and LoW positions of the
W/S BLEEd switch should be tested for proper
operation. Additionally, the IcIng dEtEctEd
annunciator light illuminates for about 65 seconds.
Windshield Alcohol System

the backup windshield anti-ice system consists of
an alcohol reservoir, pump, and nozzles to provide
up to 10 minutes of continuous alcohol anti-ice
capability for the pilot’s windshield only. the sight
gage for the alcohol reservoir is located in the
right-hand nose baggage compartment, and the
nozzles are shown in Figure 10-8.
the capacity of the alcohol reservoir is two quarts, Figure 10-8. Alcohol Sight Gage
and it uses an isopropyl alcohol-based fluid (tt-I- and Nozzles
735). the system is designed to be used in the
event the windshield bleed-air anti-ice system fails.
It is controlled by the W/S ALcoHoL switch (Fig-
ure 10-8), which has positions labeled “on” and
“oFF.” the electrical power source is through the
W/S ALcoHoL circuit breaker on the left circuit-
breaker panel.
Rain Removal System

the rain removal system uses normal bleed-air
from the windshield anti-ice system for rain
removal, with rain doors to provide deflected air-
flow over each windshield in heavy rain. the doors
are manually operated by pulling the PuLL rAIn
handle located under the WIndSHIELd BLEEd
AIr knobs on the copilot’s panel. the rain removal
doors and the PuLL rAIn handle are depicted in
Figure 10-9.
Figure 10-9. Rain and Removal
Doors and Controls
For rain removal, the WIndSHIELd BLEEd AIr
knobs on the copilot’s control panel should be
this will divert all available bleed air to the pilot’s
rotated to the MAX position, the PuLL rAIn han-

dle pulled out, and the W/S BLEEd switch posi- windshield. In addition, the use of a rain repellent
tioned to LoW. rain door opening is difficult if the agent applied to the windshield greatly enhances
windshield bleed air is already flowing out of the the effectiveness of the rain removal system.
nozzles. to increase airflow to the pilot’s wind-
shield during periods of low power settings, such
as during landing flare, rotate the copilot’s WInd-
SHIELd BLEEd AIr knob to the oFF position.

10-8
T1 PROBE STATOR
VALVE
P
TKS GLYCOL T
RESERVOIR
220ºF P3
WINDSHIELD ALCOHOL P AIR
RESERVOIR
RH WING
ENGINE SURFACE WS MANUAL PROPORTIONER
PUMP PUMP VALVE
NACELLE
VALVE TO DOOR
SEAL
ENGINE P WS BLEED TO
PROPORTIONER SLV3 VALVE CABIN 23 PSI
T 146°F P 5 PSI WS HEAT

EXCHANGER NORMAL
ACM FLOW CTRL

HI 138 ± 5ºC VALVES
T LO 127 ± 5ºC
SLV1 TC
TEMP TAIL
CTRL VALVE PROPORTIONER
SLV2
P
NACELLE
VALVE
Figure 10-10. Engine/Surface (TKS) Anti-ice System

LH WING
PROPORTIONER
P P3
220ºF AIR
T
P
T1 PROBE STATOR
VALVE
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ENGINE ANTI-ICE SYSTEM NOTE

the engine anti-ice system illustrated in Figure 10- Fluid flow to the inboard surface (tKS)
10 incorporates the tKS panels on the inboard wing leading-edge panels is activated by
wing leading edges and the bleed-air heated engine positioning the SurFAcE AntI IcE
inlet. Anytime an engine is running, hot bleed air switch to the Eng or ALL position. the
flows continuously to the nose cone and tempera- EngInE AntI IcE switch will not au-
ture probe (t1) forward of the fan in the engine tomatically operate the leading-edge
inlet. the two other portions of the engine anti- (tKS) panels.
iced by bleed air are the nacelle inlet and the first
row of stator vanes. With the engines running, turn- CAUTION
ing the EngInE AntI IcE switches to HI or
LoW activates the bleed-air system, providing the If ice is detected, the EngInE AntI
throttles are above 60% n2 rpm. If the throttles are IcE switches must be actuated to the HI
below 60% n 2 when the system is activated, position and the SurFAcE AntI IcE
increasing power deenergizes the valves open after switch actuated to the ALL position.
a five-second delay. there is no delay when the Outboard wing and tail surface anti-
bleed-air system is activated and the throttles have ice fluid flow will not occur with the
been above 60% n2 for at least five seconds. the ENGINE ANTI ICE switches to the
ignition system is also activated when the LOW position.
EngInE AntI IcE switches are positioned to HI
or LoW. Electrical power for the engine anti-ice
system is provided from the LH main bus for the operation of the engine anti-ice system is checked
left system and the rH crossover bus for the right by turning the appropriate EngInE AntI IcE
system. switch to LoW or HI and observing illumination
of the ignition lights and a rise in Itt. A drop in
An Eng AntI-IcE LH/rH annunciator light fan occurs if the ignition is already on. If the check
illuminates anytime the engine anti-ice switch is is accomplished on the ground, ensure that engine
positioned to the HI or LoW and the power is less speed is at least 70%.
than 60% n2, the engine nacelle inlet bleed air
temperature is less than 220°F and/or the stator table 10-1 illustrates the recommended opera-
anti-ice valve did not open. the Eng AntI-IcE tional procedures for normal utilization of the
light will also illuminate when the surface system engine and surface (tKS) anti-ice systems.
(tKS) is activated and a low pressure is sensed in
the wing cuff or fairing panel.
Bleed-air flow and ignition operation is the same

regardless of the HI or LoW position of the
EngInE AntI IcE switch. the HI and LoW
positions only affect the rate of flow of the anti-
icing fluid to the porous inboard cuff and fairing
(tKS) leading-edge panels in front of the engines
if they are selected. to obtain high fluid flow to the
inboard (tKS) panels, the EngInE and Sur-
FAcE AntI IcE switches must be in the HI and

Eng or HI and ALL positions, respectively. to
obtain low flow to the inboard (tKS) panels, the
EngInE and SurFAcE AntI IcE switches must
be in the LoW and Eng positions, respectively.

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SURFACE (TKS) ANTI-ICE light on the annunciator panel, activated by a float

switch, illuminates when the fluid level is sufficient
SYSTEM for less than 20 minutes of continuous operation
Anti-icing for the wings and horizontal stabilizers at high flow through all panels, or approximately
is provided by a flow of tKS fluid, monoethylene 54 minutes at high flow through the inboard wing
glycol in solution with deionized water, through panels only. Additionally, a gage mounted on the
porous leading-edge panels. left side of the pilot’s instrument panel displays the
gallons of fluid remaining in the reservoir. the
Each wing contains six panels. the empennage has gage input is from a sensor probe in the tKS reser-
two on each horizontal stabilizer (see Figure 10- voir. Figure 10-11 depicts the surface anti-ice com-
11). Either an 8.5-gallon or a 7-gallon reservoir, in ponents.
the nose, stores the tKS fluid. An IcE FLd LoW
Table 10-1. NORMAL OPERATION OF ENGINE AND SURFACE ANTI-ICE SYSTEMS
CONDITIONS ENGINE ANTI-ICE SURFACE ANTI-ICE
Visible moisture, indicated HI OFF

OAT below +10° C, no ice
detected
Visible moisture, indicated HI ALL

OAT below +10° C, ice
detected
STABILIZER LEADING-
EDGE PANELS
LEFT OUTBOARD
WING PANELS
CUFF PANEL
STABILIZER LEADING-
FAIRING PANEL EDGE PANELS
FAIRING
PANEL CUFF
PANEL
RIGHT OUTBOARD
WING PANELS
Figure 10-11. Surface (TKS) Components

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two variable-speed pumps provide fluid pressure

from the reservoir to the wing and empennage pan-
els (Figure 10-10). the pump speed will be auto-
matically adjusted by a microprocessor to ensure
proper flow to the panels selected. Fluid is routed
from the pumps to proportioning units, which
meter flow to each panel. Whenever the system is
activated, a green IcE FLd SYS on light illumi-
nates. Fluid pressure output from the pump is mon-
itored by a pressure switch which illuminates a
corresponding IcE FLuId PuMP FAIL-
Eng/Sur light on the annunciator panel. A pres- Figure 10-12. Surface and Engine
sure switch at each inboard wing panel illuminates Anti-ice Controls
the corresponding Eng AntI-IcE LH/rH light
if the pressure falls below an acceptable level. A Surface (TKS) System
pressure switch in the line to either outer wing pro-
portioner illuminates the WIng IcE FAIL light if
Operation
the pressure is too low. A pressure switch in the the Airplane Flight Manual calls for the operation
line between the tail proportioner and each hori- of the bleed-air engine anti-ice, on the ground or
zontal stabilizer panel monitors each individual in flight whenever the indicated oAt is +10°c or
panel and illuminates the tAIL IcE FAIL light if below while operating in visible moisture. the
the pressure falls too low. the location of all tKS system need not be activated until ice is
annunciator lights is shown in the “Annunciator” detected. therefore, the EngInE AntI IcE
section. switches can be placed to HI or LoW to activate
the bleed air, while the SurFAcE AntI IcE
switch can remain at oFF.
Surface (TKS) Controls
the EngInE AntI IcE switch selections are If the pilot chooses to operate the tKS system for
oFF, HI, or LoW, as depicted in Figure 10-12. the inboard wing panels prior to entering icing con-
they not only activate bleed-air heating when ditions, the EngInE AntI IcE switches may be
moved to HI or LoW, but they also select the placed in the HI or LoW position (depending upon
amount of tKS fluid flow to the inboard wing lead- altitude) with the SurFAcE AntI IcE switch in
ing-edge panels if they are selected by the Sur- Eng. this activates the engine pump and provides
FAcE AntI IcE switch. fluid for the cuff and fairing panels on the inboard
portion of each wing. the flow rate to these panels
the SurFAcE AntI IcE switch, also depicted in is based upon the HI or LoW positions of the
Figure 10-12, controls pump logic to direct fluid EngInE AntI IcE switch. the HI position must
to either the four inboard wing panels only or to be used below 22,000 feet (flow rate—1.6 gal/hr),
the entire wing leading edge and the horizontal sta- and the LoW position may be used above 22,000
bilizer leading-edge panels as well. the switch feet (flow rate—0.9 gal/hr) in order to meet certi-
positions are Eng, oFF/rESEt, and ALL. Select- fication requirements of FAr 25 as illustrated in
ing Eng directs fluid to the four inboard wing pan- table 10-2.
els only; selecting ALL directs fluid to all wing
and tail panels.

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With the EngInE AntI IcE switches in HI or

LoW and the SurFAcE AntI IcE switch in
Eng, the pump normally dedicated to the cuff and
fairing panels activates on. the green IcE FLd
SYS on light illuminates. In the event that the
engine pump does not supply adequate pressure,
the amber IcE FLuId PuMP FAIL–Eng light
illuminates, the other pump is automatically acti-
vated, and a solenoid valve opens to supply fluid
to the cuff and fairing panels. this is all accom-
plished through the logic circuit built into the
microprocessor.
If the IcIng dEtEctEd light illuminates, or if

icing is detected on the aircraft, the EngInE
AntI IcE switches must both be positioned to HI
and the SurFAcE AntI IcE switch positioned
to ALL. this activates both fluid pumps and illu-
minates the green IcE FLd SYS on light. the
surface pump opens a solenoid valve which allows
it to supply fluid to the wing and horizontal stabi-
lizer panels. If the surface pump does not supply
adequate pressure, the IcE FLuId PuMP FAIL–
Sur light illuminates, and the engine pump auto-
matically opens a solenoid valve to allow it to
supply all tKS panels.
WARNING
the surface fluid anti-ice system is not
a deice system and will not remove sig-
nificant accumulations of ice. the sys-
tem must be turned on immediately
upon detecting ice. If more than one-
eighth inch of ice is accumulated prior
to turning the system on, leave the icing
environment.
CAUTION
Both EngInE AntI IcE switches
must be positioned to HI for the surface
protection to function. If they are not,
various combinations of annunciator

panel lights will indicate improper sys-
tem operation.

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QUESTIONS
1. the correct statement regarding the pitotstatic 5. regarding the windshield anti-ice system:
anti-ice system is: A. the W/S BLEEd switch controls volume
A. Electrical power is not required (if bleed (HI or LoW).
air is available). B. the W/S BLEEd switch controls
B. the squat switch will not allow full power temperature.
to the heating elements while the airplane c. Electrical power must be available to open
is on the ground. the solenoid control valve in the tail cone.
c. Failure of one static port heater will illu- d. temperature is controlled by the manual
minate the P/S Htr oFF annunciator. WIndSHIELd BLEEd AIr valves.
d. Electrical power is always available to the
pilot’s system (fail-safe operation of the 6. regarding use of the W/S BLEEd switch:
emergency bus in the event of a dual gen-
A. HI position should be used with an oAt
erator failure).
above –18° c.
B. LoW position should be used with an
2. the incorrect statement regarding the P/S
oAt below –18° c.
Htr oFF light is:
c. HI position should be used if greater air-
A. It will not illuminate if power is lost to the flow is desired.
angle-of-attack probe.
d. It deenergizes the solenoid control valve
B. It illuminates if the PItot & StAtIc open when HI or LoW is selected.
AntI-IcE switch is at oFF.
c. Illumination of this light could mean the 7. If the W/S AIr o’HEAt light illuminates
loss of electrical power to the pitot tube. with the W/S BLEEd switch in oFF, there is:
d. the light illuminates only if power is lost
A. A 5-psi pressure sensed in the duct
to both static heaters.
B. A 5-psi pressure buildup in the duct, and
the light is to alert the pilot to open the
3. the ice detection system operates:
WIndSHIELd BLEEd AIr valve to
A. Automatically when electrical power is on relieve the pressure to prevent damage to
the airplane. the duct
B. When the ice detection system switch is c. A system malfunction; the light should
turned on. never illuminate with the W/S BLEEd
c. Automatically when the outside air tem- switch in oFF
perature drops below-18°c. d. An overtemperature in the duct
d. When the EngInE AntI IcE switches
are placed in the HIgH position. 8. the W/S AIr o’HEAt light will illuminate:
A. If 5-psi pressure is sensed in the duct with
4. Ice formation at night is detected by: the W/S BLEEd switch in oFF
A. red windshield ice detection lights). B. If the temperature of the air going to the
B. Wing inspection lights on both sides of windshield exceeds 146° c with the W/S
the airplane. BLEEd switch in the HI or LoW position

c. Illumination of the IcIng dEtEctEd c. neither A nor B
annunciator light. d. Both A and B
d. Any of the above.

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9. If electrical power is lost, the windshield 13. the HI or LoW position of the EngInE
bleed-air solenoid: AntI IcE switch affects:
A. opens, and bleed air flows into the duct. A. the amount of bleed air flow to the
B. closes, and terminates bleed-air flow to nacelle and stator vanes
the windshield. B. the rate of tKS fluid flow to the inboard
c. remains in the selected position, and cuff and fairing panels only
bleed air is automatically terminated c. the rate of tKS fluid flow to all wings
through the windshield temperature sen- and tail panels
sor if the temperature rises too high. d. Whether or not both ignitor plugs will fire
d. Is unaffected- windshield bleed air is man-
ually controlled. 14. In order for the engine anti-ice bleed valves
to open, the throttle switches must be above:
10. In order to operate the rain removal system, A. 50% n1
the pilot should:
B. 70% n2
A. open the rain doors only. c. 60% n2
B. open the rain doors, and turn on the W/S d. 80% n1
ALcoHoL switch.
c. open the rain doors, position the WInd- 15. Illumination of the IcE FLd LoW annunci-
SHIELd BLEEd AIr knobs to MAX, ator light indicates:
and position the W/S BLEEd switch to
LoW. A. Less than 10 minutes of continuous oper-
ation using all panels.
d. open the rain doors, and position the W/S
BLEEd switch to LoW. B. Approximately 54 minutes at high flow
using the inboard panels only.
11. the windshield alcohol system: c. less than 20 minutes of continuous oper-
ation using all panels.
A. Is a backup system for the windshield
d. Both B and c are correct.
anti-ice system
B. Energizes ejectors which apply alcohol to
16. the pilot may operate the inboard cuff and
both the pilot’s and the copilot’s wind-
fairing (tKS) panels only by:
shields
c. utilizes a pump that supplies alcohol to A. Selecting HI or LoW on the EngInE
the pilot’s windshield only for a maximum AntI IcE switches and Eng on the
of ten minutes SurFAcE AntI IcE switch.
d. Both A and c B. Selecting ALL on the SurFAcE AntI
IcE switch.
12. the engine anti-ice system incorporates: c. Selecting HI or LoW on the EngInE
AntI IcE switches only.
A. Inboard tKS panels, t1probe, nose cone,
d. Selecting Eng on the SurFAcE AntI
nacelle, and stator vanes
IcE switch only.
B. Bleed-air heated nacelle inlets only
c. Bleed-air heated nacelle and stator vanes 17. For all flights into known or forecast icing
only conditions, upon takeoff, the tKS tank must:

d. Bleed-air heated inboard anti-ice panels,
A. contain a minimum of 1.5 gallons fluid
nacelle, and stator vanes
B. Be full
c. contain a maximum of 1.5 gallons fluid
d. contain a maximum of 5.0 gallons fluid.

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
IntroductIon ..................................................................................................................11-1
SYStEM dEScrIPtIonS....................................................................................................11-2
AIr condItIonInG....................................................................................................11-2
AIr dIStrIButIon .....................................................................................................11-6
SuPPLEMEntAL cocKPIt VEntILAtIon.............................................................11-7
oPtIonAL FLood cooLInG....................................................................................11-7
QuEStIonS ..........................................................................................................................11-9

11 AIR CONDITIONING FlightSafety
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11 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
Figure 11-1. PrESS SourcE Selector ...............................................................................11-2
Figure 11-2. Air cycle Machine ...........................................................................................11-3
Figure 11-3. Air-conditioning controls................................................................................11-4
Figure 11-4. Air distribution System....................................................................................11-5
Figure 11-5. Supplement cockpit Fan outlets......................................................................11-7
Figure 11-6. oVHd Fan Switch............................................................................................11-7
Figure 11-7. Flood cooling outlet........................................................................................11-7
Figure 11-8. FLood cooLInG Switch .............................................................................11-7

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11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
the air-conditioning system for the citation S/II provides conditioned air to both cockpit and
cabin areas. Engine bleed air is used to provide the air required to operate the system. the cabin
and cockpit temperature is regulated by mixing hot bleed air with air cooled by an air cycle
machine (AcM). Fans are provided to circulate cabin air. An optional flood cooling system pro-
vides a means to rapidly reduce the cabin temperature.
GENERAL
the airplane has a conditioned environment with through the use of the pressurization source selec-
temperature controls for automatic and manual tor switch, the pilot can select either engine or both
operation. Hot bleed air is tapped off each engine, engines to supply bleed air for system operation
pneumatically controlled, manifolded, and routed on the ground or in flight. the cabin can be sup-
to the air cycle machine located in the tail cone. plied with ambient air in the event the AcM is
the air is cooled and distributed through ducting inoperative and the cabin is unpressurized.
to the cockpit and cabin outlets.

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enter the AcM. When the valve is not fully closed,

SYSTEM DESCRIPTIONS a BLEEd AIr Ground light illuminates.
AIR CONDITIONING If the right engine is advanced above approximate-

ly 72% n2, a primary pressure switch causes the
General motorized ground valve to close, thus preventing
too much air from being supplied to the AcM. the
Bleed air from the engines normally passes valve closing causes the BLEEd AIr Ground
through two solenoid-operated flow control valves light to extinguish. When the throttle is retarded
which restrict the bleed flow to six pounds per below 70% n2, the valve opens again, and the light
minute per engine, which equates to 78 cu/ft per reilluminates. If the primary pressure switch fails
minute per engine at 15° c/59° F. the bleed-air to close the valve and the right engine rpm exceeds
line from the right engine branches in the tail cone. approximately 74% n2, the secondary pressure
one branch is routed to the normal flow control switch closes the ground valve and illuminates the
valve and the other to a motor-operated ground AcM oVEr PrESS light. the ground valve will
valve. this valve can be opened only on the ground not open again until normal dc power is interrupt-
and allows a larger draw of bleed air from the right ed by removing power from the buses.
engine for use by the AcM.
When the EMEr position is selected, the bleed air
Control from the left engine is routed directly into the
cabin, bypassing the AcM. temperature is con-
the source of the bleed air used by the air- trolled by volume through throttle setting, and the
conditioning system is selected with the PrESS bleed air to the AcM is shut off.
SourcE selector (Figure 11-1). this selector,
along with the other controls associated with the the oFF position closes the valves controlling
air-conditioning system, is located on a tilt panel engine bleed air, and no pressurization or temper-
forward of the throttle quadrant. ature control is available.
norMAL position opens the flow control valves
and allows air from each engine to pass into the Precooler
AcM. the bleed air from the engines passes through a
precooler that is mounted in the AcM ambient-air
the Gnd position opens the ground valve and duct. this air-to-air heat exchanger cools the bleed
allows a larger draw of air from the right engine to air before it reaches the AcM heat exchangers. the
cooling medium used across the exchanger is
ambient air. this air is drawn into the tail compart-
ment and blown through the duct by a fan attached
to the AcM turbine shaft.
Air Cycle Machine

After the air passes through the precooler in the
ram-air duct, it enters the AcM primary heat
exchanger (Figure 11-2). the air then passes into
the AcM compressor, through the secondary heat
exchanger, and finally across the cooling turbine.
this entire process reduces the temperature of the
bleed air supplied by the engines.
Figure 11-1. PRESS SOURCE Selector

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11 AIR CONDITIONING
COLD AIR TURBINE

2° C (35° F)
FAN DRAWS TAIL CONE COMPRESSOR

AMBIENT AIR
OVER THE HEAT
EXCHANGE UNITS
PRIMARY HEAT EXCHANGER
COOLING AIR
(VENTED OVERBOARD)
WATER FROM SEPARATOR

SPRAYED OVER HEAT PRECOOLER
SECONDARY
EXCHANGE UNITS HEAT
EXCHANGER 435° F ENGINE BLEED AIR VOLUME
OVERTEMP (CONTROLLED BY BYPASS
SENSOR VALVE–TEMPERATURE CONTROL)
Figure 11-2. Air Cycle Machine
Water Separator the cabin temperature is controlled automatically

when the temperature rheostat is in the automatic
A water separator is provided to remove moisture range. this temperature selector is a rheostat which
from the conditioned air before it enters the cabin. sends a variable temperature setting to a cabin tem-
the conditioned air from the AcM enters the water perature controller. the controller compares the
separator, where it is filtered and excess water is desired setting to the actual cabin temperature pro-
removed. the conditioned air is then ducted vided by a cabin temperature sensor. this sensor
through a check valve into the cabin ducts for dis- is located in the top of the cabin between the main
tribution. the moisture is injected into the air flow- cabin entrance door and the emergency exit. In
ing over the heat exchangers to increase cooling addition, the controller receives a temperature
efficiency. input from the supply duct temperature sensor in
the tail cone. the cabin controller compares all of
Temperature Control the electrical inputs and then sends an output signal
to the mixing valve motor in order to change the
the cabin temperature is controlled by temperature supply temperature. For example, if the selector is
select rheostat or a MAnuAL Hot–MAnuAL rotated clockwise by the pilot, a higher temperature
coLd switch (Figure 11-3). the temperature is has been selected. the controller receives this
controlled by allowing some of the engine bleed input, compares it to the signals received from the
air to bypass the AcM through a mixing valve. the cabin and supply duct sensors, and then causes the
valve is positioned by an electric motor that mixing valve to open up, allowing more bleed air
requires main dc electrical power to operate. this to bypass the AcM, thus increasing the tempera-
valve can be opened (warmer temperature setting) ture in the cabin.
and closed (cooler temperature setting) by either
the automatic or manual mode of temperature con-
trol(Figure 11-2 thru 11-4).

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In the automatic mode, the system has a supply air

low temperature limit of 35° F (2° c) to prevent
the formation of ice in the water separator. the
input to the controller for this is from the supply
duct temperature sensor located downstream of the
water separator in the supply duct.
With the temperature selector in the MAnuAL

position, the mixing valve is controlled manually
by the MAnuAL Hot/MAnuAL coLd switch.
the switch has three positions and is spring-loaded
to the center oFF position. When the switch is
deflected toward MAnuAL Hot, the mixing
valve is driven open, allowing more hot bleed air
to mix with the cold air exhausted from the AcM.
When the switch is released, the mixing valve
remains at the last position. Holding the switch
toward MAnuAL coLd drives the mixing valve
to the closed position, thus lowering the tempera-
ture. the mixing valve, when manually controlled, Figure 11-3. Air-Conditioning Controls
travels from fully open to fully closed in approxi-
mately ten seconds. caution should be observed has been deactivated by the left main gear squat
when operating in the manual mode to prevent switch. However, the EMEr PrESS on annunci-
water separator freeze-up. ator light does illuminate. the reset procedures are
the same as for in flight. When the emergency pres-
System Protection surization valve is providing the source of air for
pressurizing the cabin, the pilot is unable to control
If the bleed-air temperature in the duct between the the temperature except through manipulation of
compressor and turbine sections exceeds 435° F the left throttle. reducing power on the left engine
(224° c) (Figure 11-4), the overheat relay causes reduces the temperature and volume of air entering
the flow control and shutoff valves or the ground the cabin. reducing it too much may cause a rise
valve (depending on which is open) to close and in cabin altitude, depending on aircraft altitude.
the emergency pressurization valve to open. In the source of air for the emergency pressurization
flight, the AcM shuts down, and the cabin is pres- system is from the left engine only (Figure 11-2
surized by bleed air from the left engine. this con- thru 11-4).
dition is indicated by the EMEr PrESS on
annunciator light and an increased noise level in the air duct from the AcM to the cabin is protect-
the cabin. If the overheat condition in the AcM ed from overheat damage by a duct overheat sen-
exists for longer than 12 seconds, the emergency sor. If the temperature in the duct exceeds 157° c
lockout relay is energized, and the AcM remains (315° F), the AIr duct o’HEAt annunciator
inoperative. If the AcM cools down within 12 sec- light illuminates. this condition will most likely
onds, it reverts to its previous setting, and the emer- occur when heat is being demanded and most of
gency pressurization valve closes. to reset the the bleed air is bypassing the cooling process of
system for normal operation after a shutdown for the AcM. the pilot should select MAnuAL with
longer than 12 seconds, it is necessary to rotate the the temperature select rheostat and close the mix-
PrESS SourcE selector to the EMEr position ing valve by holding the MAnuAL Hot–MAn-
and then reselect a position other than Gnd or uAL coLd switch to MAnuAL coLd.
oFF. this condition is most likely to occur when Approximately ten seconds is required to drive the
maximum cooling is demanded of the system. on mixing valve from the fully hot to the fully cold
the ground, when the AcM overheats, the emer- position. the pilot should also check that the
gency pressurization valve does not open, since it tEMP circuit breaker on the left circuit-breaker

DEFOG
FOOTWARMER
SIDE WINDOW
DEFOG
DEFOG FAN
WEMAC
FLOW DIVIDER
100ºF
SENSOR
100ºF DOOR
EMER
PRESS LINE OVERHEAD FAN
315ºF AIR DUCT

OVERHEAT SWITCH T AMBIENT AIR (TAIL CONE)
T
T
WATER
35ºF DUCT TEMP

SEPARATOR 435ºF / 224ºC OVERHEAT SWITCH
SENSOR
MIXING
EMER T VALVE
PRESS ACM
VALVE 74%
GROUND BLEED
P P 72% AIR VALVE
NORM FLOW
CTRL VALVES
WELDED
TO VENTURI FOR PRESSURIZATION CLUSTER
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TO WINDSHIELD TO DOOR
SEAL
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Figure 11-4. Air Distribution System
11 AIR CONDITIONING
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panel is in. Loss of power or opening of the circuit the temperature of the air in the supply duct deter-
breaker renders the temperature control system mines the position of the recirculating air inlet
inoperative in both automatic and manual modes. door. At temperatures below 38° c (100°F), the
door is fully closed, and conditioned air flows
If complete dc electrical power failure occurs in through both the overhead and underfloor distri-
flight, regardless of the PrESS SourcE selector bution ducts. With a temperature above 38° c
position, the system operates as though the switch (100° F), the door is fully open, and all of the hot
is in the norMAL position. If the selector is in air from the AcM is diverted to the underfloor
the norMAL position when the electrical failure ducting system. Air from the overhead ducts is now
occurs, the air-conditioning system will continue recirculated cabin air only, which is cooler than the
to operate in that mode. Without electrical power, air coming from the AcM. the air flowing through
the emergency pressurization valve fails closed. In the overhead ducting is distributed and controlled
addition, temperature control is lost because the by manipulation of the individual Wemac outlets.
motor-operated mixing valve fails to the position Increased airflow through these Wemac outlets can
set when electrical power is lost. be obtained by selecting HI or LoW with the
oVHd fan switch (Figure 11-6) on the copilot’s
instrument panel.
AIR DISTRIBUTION
the air that flows to the underfloor ducting is
Description divided by the flow divider assembly. Part of the
the cabin air distribution system consists of an air flows to the flight compartment and part to the
overhead conditioned air duct and outlets. the pas- passenger footwarmer and armrest warmer mani-
senger footwarmer and armrest warmer manifolds folds. the position of the flow bias valve is deter-
are supplied by an underfloor conditioned air duct mined by the AIr FLoW dIStr selector (Figure
which supplies the windshield defog outlets and 11-3). It is a five-position selector that allows selec-
the crew side console outlets. Figure 11-4 illus- tion of increased or decreased airflow to the cabin
trates the air distribution system. the conditioned or cockpit. For example, selecting the cKPt posi-
air enters the cabin through a single duct and then tion diverts most of the air to the flight compart-
branches at a flow divider, part going to the cockpit ment, while selecting cABIn diverts most of the
and part going to the main and auxiliary plenums, air to the armrest and footwarmer manifolds. using
then on to the passenger section. Air circulation the defog fan in conjunction with the flow divider
through both the overhead ducting and underfloor increases the airflow to the flight compartment.
ducting can be increased by actuating the overhead Maximum flow can be obtained by selecting
fan and defog fan, respectively. cKPt with the AIr FLoW dIStr selector and
selecting HI with the defog fan switch. the defog
fan switch is located adjacent to the overhead fan
Operation switch on the copilot’s instrument panel and has
With the engines operating, selecting a source of three positions: HI, oFF, and LoW. the pilot’s
bleed air for the AcM with the PrESS source footwarmer outlet must be closed to obtain maxi-
selector provides conditioned air to the cabin mum defogging at the windshields. When the foot-
(excluding EMEr and oFF positions). the air warmer outlet is closed, a side window defog valve
flows from the water separator through ducting to is also closed, preventing moist air from finding its
the cabin, passing through a check valve at the aft way into the area between the side windowpanes
pressure bulkhead. and condensing as it meets the cold-soaked outer
pane of glass.

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11 AIR CONDITIONING
SUPPLEMENTAL COCKPIT OPTIONAL FLOOD COOLING

VENTILATION
General
two fans (one fan on some airplanes) are installed
in the forward cabin divider: one in the right the flood cooling system provides an air outlet
divider and one in the left divider except on air- grill on the upper aft pressure bulkhead to supply
planes with a forward deluxe refreshment center. a high volume of cool air directly from the AcM
Air flows from the passenger compartment through (Figure 11-7). It bypasses the normal overhead and
the fans to the crew compartment. Figure 11-5 underfoot duct system and eliminates the heating
shows the cockpit ventilation fan outlets. of the conditioned air by the hot-soaked distribu-
tion ducting. It is intended for cooling purposes
the fans are controlled by the oVHd fan switch only, and in flight may be used only below 10,000
located on the copilot’s panel (Figure 11-6). the feet. the right generator must be operable to power
switch has three positions: HI, oFF, and LoW. the system.
Operation
the FLood cooLInG control switch (Figure
11-8) is located next to the pressurization con-
troller on the center panel in the cockpit. It is a
two-position switch labeled “on” and “oFF”.
Figure 11-5. Supplement Cockpit

Fan Outlets
Figure 11-7. Flood Cooling Outlet
Figure 11-6. OVHD Fan Switch Figure 11-8. FLOOD COOLING Switch

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When the FLood cooLInG switch is in oFF,

the conditioned air is directed through the normal
distribution system. When the switch is placed to
the on position, the conditioned air is blocked off
from the normal distribution system, and all con-
ditioned air is directed into the flood cooling duct.
Installed in the flood duct is a dc-powered axial

blower which increases the flow of air. At low
power settings, with the FLood cooLInG
switch selected on, the AcM does not supply
enough conditioned air to the blower, so it draws
in ambient air from the tail cone and mixes it with
the conditioned air.
As the engine power is increased, thus increasing

the supply of conditioned air, the ambient air check
valve closes, and all of the air entering the cabin is
then conditioned air.
the flood cooling control is wired directly to the

right generator through a 20-ampere circuit break-
er. therefore, the right generator must be operating
in order for flood cooling to function. this prevents
use of the flood cooling fan on the ground before
engine start to prevent battery depletion.

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11 AIR CONDITIONING
QUESTIONS
1. When controlling the cabin temperature with 5. closing the footwarmers on descent:
the manual temperature switch, the mixing A. cuts off airflow to the windshields
valve is positioned from full hot to full cold
B. cuts off all fresh air to the side windows
in approximately:
c. Increases airflow to the side windows for
A. 18 seconds defogging on descent
B. 6 seconds d. results in side window fogging
c. 3 seconds
d. 10 seconds 6. the source of bleed air when the EMEr
PrESS on annunciator is illuminated in
2. the AIr duct o’HEAt annunciator light flight is:
illuminates when the: A. Either the left or right engine
A. AcM shuts down. B. the left engine only
B. temperature of air in the duct to the cabin c. the right engine only (provided that the
is excessive. Gnd position is not selected)
c. temperature of the air going to the wind- d. ram air
shield is excessive.
d. EMEr source is selected unless the left 7. the oAt is 90° F; as the airplane passes
throttle is retarded. through 4,000 feet on climbout, the EMEr
PrESS on light illuminates, and the noise
3. If the AcM overheat switch has activated and level in the cockpit increases:
the AcM has shut down, it may be reset by A. the AcM has shut down due to an over-
placing the PrESS SourcE selector in: heat; select EMEr with the PrESS
A. EMEr SourcE selector and a cooler tempera-
B. Gnd ture with the automatic temperature selec-
c. norMAL tor.
d. Either LH or rH B. the AcM has shut down; turn the PrESS
SourcE selector oFF, and call for the
checklist.
4. Selecting the HI position with the oVHd fan
switch: c. the AcM has shut down due to an over-
heat; adjust to a warmer temperature,
A. Increases the airflow from the overhead select EMEr with the PrESS SourcE
ducts selector, and call for the checklist.
B. Increases airflow from the underfloor d. the AcM has not shut down; select MAn
ducts and full cold to cool it down, thus prevent-
c. Increases the airflow in the windshield ing damage.
defog system
d. Keeps the toilet area ventilated

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CHAPTER 12
PRESSURIZATION
CONTENTS
Page
12 PRESSURIZATION
IntroductIon ..................................................................................................................12-1
SYStEM dEScrIPtIon......................................................................................................12-2
PrESSurIZAtIon controLLEr.............................................................................12-2
outFLoW VALVES ......................................................................................................12-4
oPErAtIon...................................................................................................................12-4
QuEStIonS ..........................................................................................................................12-6

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12 PRESSURIZATION

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ILLUSTRATIONS
Figure Title Page
Figure 12-1. Pressurization System - Airborne.....................................................................12-3
Figure 12-2. Pressurization controls and Indicators.............................................................12-4
Figure 12-3. Manual Emergency dump Valve......................................................................12-4
12 PRESSURIZATION

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12 PRESSURIZATION

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CHAPTER 12
PRESSURIZATION
12 PRESSURIZATION
INTRODUCTION
the pressurization system on the citation S/II is used to maintain a lower cabin (pressure vessel)
altitude than actual airplane altitude. this is accomplished by controlling the amount of air
allowed to escape overboard from the cabin. on the citation S/II, the pressurization and air-con-
ditioning systems employ a common airflow; therefore, cabin pressurization is accomplished with
conditioned air.
GENERAL
two elements are required to provide cabin pres- two outflow valves located on the aft pressure bulk-
surization. one is a constant source of air. the head. the cabin pressure control system includes
other is a method of controlling the flow of air into a pressure controller, two outflow valves, two cabin
or out of the airplane to achieve the desired differ- altitude limit valves, and a pneumatic relay. An
ential pressure and resultant cabin altitude. In the emergency dump valve and a regulated vacuum
citation S/II, the inflow of air to the cabin is fairly supply complete the cabin pressure control system.
constant (through a wide range of engine power cabin pressurization is obtained by releasing con-
settings), and the outflow of air is controlled by the ditioned air under pressure into the fuselage and

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limiting the rate at which the air is exhausted to when either throttle is below 80% n2 and the air-
the atmosphere. the purpose of the pressurization plane is on the ground.
control system is to keep the cabin of the airplane
as near sea level pressure as possible throughout the three solenoid air valves are connected to the
the varying altitudes during flight. the pressurized airplane electrical system through the norM
area of the airplane can be maintained at sea level PrESS circuit breaker on the left circuit-breaker
pressure up to a flight altitude of approximately panel. Ground for the valves’ circuitry is complet-
23,000 feet and at a pressure altitude of approxi- ed through two parallel throttle switches on the aft
mately 8,000 feet while the airplane is at 43,000 quadrant and the left gear squat switch. these three
12 PRESSURIZATION
feet. these pressures impose a normal cabin-to- solenoid valves are further discussed under oper-
atmosphere pressure differential that is regulated ation.
by the two outflow valves which are calibrated at
8.7 psi ± 0.1. the limit is indicated by 8.8 psi. It is the function of the controller to meter control
air (vacuum) to the outflow valves so that desired
the tail cone utilizes ram air to provide positive cabin altitude and rate of climb are achieved. the
pressure to the tail cone (relative to outside static controller consists of two chambers separated by a
pressure) to preclude entry of any external fluids. movable diaphragm. one chamber senses cabin
pressure while the other chamber references ambi-
ent pressure outside the pressure vessel. Pressure
differences between the two chambers, resulting
SYSTEM DESCRIPTION from changes in altitude, cause the diaphragm to
move and route control air to the pneumatic relay.
PRESSURIZATION the pneumatic relay amplifies this signal and, in
CONTROLLER turn, controls the two outflow valves. cabin pres-
sure is then increased or decreased until equilibri-
the pressurization control system uses a variable um between the two chambers is established.
isobaric controller to drive two identical outflow desired cabin altitude is selected by rotating the
valves through a compensated pneumatic relay cabin altitude selector knob. this applies a spring
(Figure 12-1). Both outflow valves modulate the bias to the movable diaphragm and changes the
flow of air discharging from the cabin during nor- pressure differential at which equilibrium between
mal operation. Either or both valves open automat- the two chambers is achieved.
ically if required to provide positive pressure relief
protection. Each valve is connected to a cabin alti- the rate at which the cabin climbs or descends is
tude limit control unit, which automatically over- controlled by the cabin rate knob. this valve bleeds
rides any pressurization control system failure that air between the two sealed chambers and, in con-
would cause cabin altitude to exceed 13,000 +/– junction with an isobaric bellows, determines the
1,500 feet. rate at which the spring pressure is applied to the
movable diaphragm when a new cabin altitude is
the system incorporates three solenoid valves that selected. the cabin altimeter and cabin rate-of-
are functional primarily during ground operations change indicators are located on the center
(Figure 12-1). Solenoid A, located on the con- pedestal, adjacent to the pressurization controller
troller, is a normally open valve that is energized (Figure 12-2). the cabin altimeter presents existing
closed when either or both throttles are above 85% cabin altitude on the outer scale and pressure
n2 and the airplane is on the ground. this valve differential on the inner scale. the pressure differ-
remains closed during the takeoff roll to disable ential needle indicates multiple malfunctions of the
the rate-control function of the controller and allow outflow system if a pressure differential in excess
the pneumatic relay to control pressurization. of 8.8 psi is shown on the gage. the cabin rate-of-
change indicator shows the rate at which the cabin
Solenoids B and c are two-way, two position, nor- is ascending or descending.
mally closed valves. the valves are energized open

AMBIENT
AIR
MAX DIFFERENTIAL
PRESSURE VALVE
AUXILIARY
VOLUME PNEUMATIC
TANK RELAY
CABIN ALTITUDE
LIMIT VALVE
“B”
VALVE “C”
N.C. VALVE CABIN ALTITUDE
N.C. LIMIT VALVE
“A”
VALVE
N.O.
MANUAL
DUMP

VACUUM VALVE
EJECTOR
BLEED AIR
MAX DIFFERENTIAL
PRESSURE VALVE
AMBIENT
AIR
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Figure 12-1. Pressurization System - Airborne
12 PRESSURIZATION
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12 PRESSURIZATION
Figure 12-2. Pressurization Controls and Indicators
OUTFLOW VALVES is routed directly to both outflow valves, driving

them to the full open position, assuring the airplane
there are two forces at work on the outflow valves is depressurized during all ground operations. this
at all times. the first is a spring which is always is accomplished by a solenoid valve energized only
attempting to close the respective valve, restricting by the squat switch.
the outflow of air and causing the cabin to descend,
or pressurize. offsetting this spring is the control
air (vacuum) regulated by the cabin pressure con- OPERATION
troller and amplified by the pneumatic relay. this Prior to takeoff, the desired cruise altitude plus
tends to pull the outflow valve off the seat allowing 1,000 feet is selected on the pressurization con-
air to escape, climbing, or depressurizing, the troller dial labeled “AcFt” (Figure 12-2). cabin
cabin. In the event that control vacuum should altitude at this cruise altitude is then displayed on
exceed limits due to a malfunction, cabin altitude the adjacent scale labeled “cABIn.” Position the
limit valves are provided to prevent cabin altitude rate control selector so that the pointer falls within
from exceeding 13,000 ±1,500 feet. If the control the nominal white arc.
vacuum exceeds the barometric reference in the
cabin altitude limit valves, they open and allow
cabin air to enter the control air line, reducing the
vacuum. this causes the outflow valves to move
toward the closed position and reestablish cabin
pressure. A manual emergency dump valve (Figure
12-3) located in the vacuum line can be utilized to
route vacuum directly to the outflow valves and
dump all cabin pressure in case of an in-flight
emergency.
the dump valve lever is covered by a guard to pre-

vent accidental operation. the outflow valves are
calibrated to regulate cabin differential pressure up Figure 12-3. Manual Emergency
at 8.7 psi ± 0.1. during ground operation, vacuum Dump Valve

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during the takeoff roll, advancement of the throt-

tles operates three solenoid valves, moving the out-
flow valves into the controlling range and trapping
ambient pressure for reference by the pneumatic
relay. After lift-off, all solenoids are deenergized
and normal control of cabin pressurization and rate
is returned to the controller.
When preparing to land, the crew should select 200
12 PRESSURIZATION
feet above the landing field pressure altitude on the
controller and a rate compatible with the intended
rate of descent. When the cabin reaches the select-
ed altitude, the system maintains the cabin at 200
feet above field pressure altitude until the airplane
descends below this level. the valves are con-
trolled open as the airplane passes through the 200-
foot level, assuring an unpressurized cabin during
landing. At touchdown, with the throttles at less
than the 80% n2 position, the left landing gear
squat switch opens a solenoid valve. With the air-
plane previously unpressurized, the full-open sig-
nal provided by the solenoid valve has little effect.
this feature ensures the cabin is unpressurized for
ground operations.
Since the only electrical circuit involved in the

pressurization system is the takeoff and landing
function of the squat switch, loss of electrical
power does not affect the ability to pressurize or
depressurize the airplane in flight. However, if the
airplane vacuum system fails, the pressure con-
troller becomes inoperative, the outflow valves
close, and the cabin pressure is maintained at 8.8
psi or full differential by the differential pressure
limiters installed in each outflow valve. the only
means of depressurizing the airplane is to reduce
or stop the inflow of air into the pressure vessel.

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QUESTIONS
1. Pressurization of the airplane is normally 4. the landing gear squat switch causes the air-
maintained by: plane to completely depressurize while on the
A. controlling the amount of air entering the ground by opening a solenoid valve, routing
cabin vacuum directly to:
B. controlling the amount of air escaping the A. Both outflow valves
cabin B. the pressure controller
12 PRESSURIZATION
c. Modulating the temperature of the AcM c. the cabin altitude limit valve
d. Manipulating the throttles d. the emergency dump valve
2. If the main vacuum source to the pressuriza- 5. While cruising at FL 350 the airplane vacuum
tion controller is lost, the airplane pressure system fails. the cabin altitude:
differential will: A. Immediately goes to 13,500 feet
A. Go to zero as the airplane depressurizes B. remains at approximately 10,000 feet (as
B. Go to maximum limits as allowed by the set by the limiters)
outflow valves c. rapidly approaches 35,000 feet
c. Stabilize at about 13,500 feet as controlled d. decreases to a value as determined by the
by the altitude limit valve maximum differential pressure
d. cause the passenger oxygen system to
activate
3. the emergency dump valve:

A. Fail-safe opens if electrical power is lost
B Is effective whether vacuum is available
or not
c. Is intended for ground use only in the
event of a vacuum failure
d. depends upon vacuum to have any effect
on pressurization

CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ..................................................................................................................13-1
MAJOR COMPONENTS.......................................................................................................13-2
RESERVOIR ...................................................................................................................13-2
PUMPS............................................................................................................................13-3
SYSTEM BYPASS VALVE ............................................................................................13-3
13 HYDRAULIC POWER SYSTEMS

FIREWALL SHUTOFF VALVES ...................................................................................13-3
FILTERS..........................................................................................................................13-3
FLOW SWITCHES.........................................................................................................13-3
OPERATION ..........................................................................................................................13-3
HYDRAULIC SUBSYSTEMS ..............................................................................................13-5
QUESTIONS ..........................................................................................................................13-6

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ILLUSTRATIONS
Figure Title Page
Figure 13-1. Hydraulic Reservoir .........................................................................................13-2
Figure 13-2. Hydraulic Servicing Connections ....................................................................13-3
Figure 13-3. ENG FIRE Switchlights ...................................................................................13-3
Figure 13-4. Hydraulic System Schematic ...........................................................................13-4

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CHAPTER 13
HYDRAULIC POWER SYSTEMS

INTRODUCTION
The Citation S/II hydraulic system is pressurized by two engine-driven pumps, one on each
engine. The system provides pressure for four subsystems: landing gear, flaps speedbrakes, and
optional thrust reversers. System operation is monitored by annunciator lights.
The hydraulic system is classified as “open center,” conditions. Fluid is filtered prior to entering a sub-
bypassing pump output to return with essentially system and enroute to the reservoir.
no buildup of pressure. Fluid bypassing ceases and
pressure is provided when operation of a subsys- Annunciator lights warn of low fluid level and low
tem is initiated. flow and indicate when the system is pressurized.
(All annunciators are shown in the Annunciator
The pumps are supplied with fluid through electric section.)
motor-operated firewall shutoff valves controlled
from the cockpit. The wheel brake system is hydraulically powered
by a separate, completely independent hydraulic
The reservoir is pressurized to provide an adequate system.
supply of fluid to the pumps under all operating

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an internal spring provides 2.7–4.0 psi pressure on

MAJOR COMPONENTS the fluid.
RESERVOIR A visual fluid level indicator on the aft end indi-

cates FULL when properly serviced with 0.5 gal-
The reservoir (Figure 13-1) is mounted in the tail lon of fluid, OVERFULL at 0.65 gallon, or
cone area on the engine carry-through beams. It is REFILL at 0.2 gallon. If the fluid level drops to
pressurized to 15–16 psi by hydraulic system pres- 0.2 gallon, the amber HYD LEVEL LO annunci-
sure applied to a small piston in the reservoir neck. ator illuminates. Checking reservoir fluid level is
When the hydraulic system is not under pressure, an exterior inspection item. A relief valve on top
RELIEF
VALVE HYD LOW
LEVEL
LOW FLUID
SWITCH
SUCTION
RETURN/
DRAIN
REFILL FULL
VENT
PISTON SPRING
RELIEF
VALVE
MANUAL
PRESSURE
RELEASE
LOW
FLUID
SWITCH
FLUID
LEVEL
INDICATOR
SUCTION
RESERVOIR
PRESSURIZATION
LEGEND
RETURN/
SYSTEM PRESSURE
DRAIN
SUCTION SUPPLY
ELECTRICAL
Figure 13-1. Hydraulic Reservoir

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of the reservoir opens at approximately 30 psi to FIREWALL SHUTOFF VALVES

prevent over-pressurization. It can be manually
opened for bleeding or fluid release. A firewall shutoff valve is installed in the supply
line to each hydraulic pump. The valves are electric
To service the reservoir, pressurizing equipment motor operated and are controlled by ENG FIRE
such as a hydraulic mule or hand-operated pump switchlights on the glareshield (Figure 13-3). The
must be used. Servicing connections are provided valves are normally open and are to be closed only
on the right underside of the fuselage below the in the event of an engine fire or to perform main-
right engine (Figure 13-2). tenance.
Figure 13-3. ENG FIRE Switchlights
FILTERS

The system incorporates three fluid filters, two for
filtering fluid leaving the pumps and one for filter-
ing return fluid prior to entering the reservoir. Each
filter incorporates a bypass valve that opens at 100
psid if the filter element clogs. There is no cockpit
indication of any filter bypass.
Figure 13-2. Hydraulic Servicing
Connections FLOW SWITCHES
A flow switch installed in each pump pressure line
PUMPS controls the HYD FLOW LOW LH/RH annunci-
The constant-volume gear pumps, driven by the ator. As flow from a pump exceeds 1.33 gpm, a cir-
accessory section of the engines, are rated at 3.25 cuit opens to extinguish the LH or RH
gpm each. The pumps are in operation when the annunciator, as applicable. Flow decrease to 0.35–
engines are operating. Either pump is capable of 0.55 gpm will close the circuit, illuminating the
operating all subsystems. annunciator. A check valve in the flow switch pre-
vents backflow into the pump.
SYSTEM BYPASS VALVE

The solenoid-operated system bypass valve is the OPERATION
heart of the system. It is spring-loaded open to
route pump output to the return line. When ener- When an engine is started, the pump draws fluid
gized by selecting the operation of a subsystem, from the reservoir through the normally open fire-
the valve electrically closes and hydraulic pressure wall shutoff valve (Figure 13-4). Pump output flow,
is produced. If electrical power is interrupted, the through the flow switch, opens a circuit to extin-
valve fails “open”. A mechanical relief valve in guish the LH or RH segment of the HYD FLOW
parallel with the bypass valve maintains the system LOW light .
pressure at a maximum of 1,500 psi.

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FLOW FLOW
SWITCH SWITCH
F F
LANDING
GEAR
SPEED-
BRAKES
SYSTEM BYPASS
VALVE
FILTER FLAPS FILTER
THRUST
REVERSER
P
RELIEF
VALVE
FILTER
HYD FIREWALL FIREWALL HYD

SHUTOFF SHUTOFF PUMP
PUMP
VALVE VALVE
RESERVOIR
Figure 13-4. Hydraulic System Schematic

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Assuming that no subsystem is being operated, the

deenergized system bypass valve is open, bypass-
ing pump output to return. As the second engine is
started, the remaining HYD FLOW LOW annun-
ciator is extinguished.
When the operation of any subsystem is initiated,

a circuit is completed to energize the system
bypass valve to the closed position (closed center).
As pressure increases, the HYD PRESS ON
annunciator illuminates. System pressure is limited
to 1,500 psi as the system relief valve opens. When
the selected operation is completed, the circuit to
the system bypass valve opens. The deenergized
valve spring-loads to the open position, again
bypassing pump output to return. The system
depressurizes, and the HYD PRESS ON annunci-
ator goes out. The system remains in the essentially
unpressurized (open center) condition until another

subsystem is selected for operation.
When an engine is shut down, the applicable HYD

FLOW LOW annunciator illuminates. With both
engines shut down, both HYD FLOW LOW
annunciators illuminate. Loss of a pump during
system operation is indicated by illumination of
the applicable annunciator.
Depressing an ENG FIRE switchlight closes the

hydraulic shutoff valve and the fuel shutoff valve
for that engine, which illuminates the respective
LH/RH F/W SHUTOFF annunciator light. In addi-
tion, the generator is electrically disconnected as
the field relay trips, and the fire-extinguishing sys-
tem is armed.
HYDRAULIC
SUBSYSTEMS
Hydraulically powered subsystems include landing
gear, speedbrakes, flaps and thrust reversers. Appli-
cation of hydraulic power to the other two subsys-
tems is presented in Chapter 14, “Landing Gear
and Brakes,” in Chapter 15, “Flight Controls.”
and,in Chapter 7, ”Powerplant.”

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QUESTIONS
1. The system bypass valve is: 6. The reservoir quantity indicator is located:
A. Spring-loaded closed A. In the right forward baggage compartment
B. Spring-loaded open B. On the copilot’s instrument panel
C. Energized closed C. On the right engine near the oil filter
D. Both B and C D. In the tail cone area
2. Depressing an ENG FIRE switchlight: 7. Reservoir fluid level below 0.2 gallon is indi-
A. Shuts off hydraulic fluid to the pump cated by illumination of the:
B. Trips the generator field relay A. L or R HYD LEVEL LO annunciator
C. Arms the fire-extinguishing system B. HYD PRESS ON annunciator
D. All of the above C. HYD LEVEL LO annunciator
D. LH or RH HYD FLOW LOW annunciator
3. Closing of a hydraulic firewall shutoff valve
is indicated by: 8. Hydraulic system operation is indicated by
illumination of the:
A. A warning horn
B. Illumination of the applicable F/W SHUT- A. HYD LEVEL LO annunciator
OFF annunciator if the fuel shutoff valve B. HYD PRESS ON annunciator
also closes C. L or R HYD LEVEL LO annunciator
C. Illumination of the HYD PRESS ON D. LH or RH HYD FLOW LOW annunciator
annunciator
D. None of the above 9. Of the following statements concerning the
hydraulic system, the correct one is:
4. If electrical power is lost, the system bypass A. The HYD PRESS ON annunciator illumi-
valve: nates any time the engine-driven pumps
A. Spring-loads to the closed position are operating.
B. Is not affected B. A HYD PRESS ON annunciator illumi-
C. Spring-loads to the open position nating while the gear is extending may
D. None of the above indicate a failed hydraulic pump.
C. The HYD LEVEL LO annunciator illu-
5. The hydraulic system provides pressure to minates whenever reservoir fluid level is
operate the: 0.5 gallon.
D. A HYD FLOW LOW annunciator
A. Landing gear, speedbrakes, thrust
illuminating may indicate a failed
reversers, and flaps
hydraulic pump.
B. Landing gear and speedbrakes only (all
airplanes)
C. Antiskid brakes, landing gear, and flaps
D. Speedbrakes, landing gear, and wheel
brakes

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
IntroductIon ..................................................................................................................14-1
LAndInG GEAr ..................................................................................................................14-2
GEnErAL ......................................................................................................................14-2
controLS And IndIcAtorS ..................................................................................14-5
oPErAtIon...................................................................................................................14-6
noSEWHEEL StEErInG....................................................................................................14-7
BrAKES...............................................................................................................................14-10
GEnErAL ....................................................................................................................14-10
oPErAtIon.................................................................................................................14-10
EMErGEncY BrAKES .............................................................................................14-12
QuEStIonS ........................................................................................................................14-14
14 LANDING GEAR AND BRAKES

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ILLUSTRATIONS
Figure Title Page
Figure 14-1. right Main Gear and door...............................................................................14-2
Figure 14-2. Main Landing Gear Actuator............................................................................14-3
Figure 14-3. nose Landing Gear and doors .........................................................................14-4
Figure 14-4. nosewheel Spin-up System .............................................................................14-4
Figure 14-5. Landing Gear control Panel.............................................................................14-5
Figure 14-6. Landing Gear Handle Locking Solenoid and Switches ...................................14-5
Figure 14-7. Gear Position Indications .................................................................................14-6
Figure 14-8. Landing Gear Schematic - retraction ..............................................................14-8
Figure 14-9. Landing Gear Schematic - Extension...............................................................14-9
Figure 14-10. Antiskid Power / Emergency Brake System .................................................14-11
Figure 14-11. Park Brake Handle........................................................................................14-12
Figure 14-12. Emergency Brake Lever ...............................................................................14-12

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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION

the citation S/II landing gear is electrically controlled and hydraulically actuated. When
retracted, the nose gear and the struts of the main gear are enclosed by mechanically actuated
doors. the main gear wheels remain uncovered in the wheel wells. Gear position and warning are
provided by colored indicator lights and a warning horn.
nosewheel steering is mechanically actuated through linkage from the rudder pedals. A self-con-
tained shimmy damper is located on top of the nose gear strut.
Power braking is provided with or without antiskid. Emergency braking is also provided.
GENERAL
Each inboard-retracting main gear utilizes two Gear position indication is provided by one red and
hydraulic actuators—one for gear actuation and three green position indicator lights on the landing
one for uplock release. two hydraulic actuators gear control panel. In addition, a warning horn
perform identical duties for the forward-retracting sounds when throttle or flap and gear position are
nose gear. An electrically positioned control valve not compatible.
directs hydraulic pressure for gear operation.

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the mechanically actuated nosewheel steering sys-

tem is actuated by cable linkage from the rudder
pedals. the system is enabled with the gear extend-
ed, on or off the ground. nose gear centering is
accomplished mechanically during retraction.
the power brake system uses a separate hydraulic

system powered by an electrically driven pump.
Each main gear wheel houses a multiple disc brake
assembly that can be actuated by pressure from the
electrically driven pump, master cylinder pressure,
or stored air pressure during emergency braking.
A parking brake is provided for engine starting and
for parking the airplane.
Figure 14-1. Right Main Gear and Door
LANDING GEAR engages the mechanical locking ring (Figure 14-
2).
GENERAL
the downlock mechanism consists of a locking
the main and nose landing gear struts are ring held in a groove on the actuator piston. It can
conventional air-oil struts. Each strut has a floating be released only with hydraulic pressure applied
piston with hydraulic fluid on one side and a nitro- to the retract side of the actuator; therefore, no
gen pressure charge on the other side for shock external downlock pins are required.
absorption during taxi, takeoff, and landing. A data
plate on the strut contains information to determine A door actuated by gear movement covers the main
the proper amount of visible chromed surface on gear strut when retracted; the tire wheel fairs into
the lower portion of the strut. the landing gear is the wheel well and is not covered.
normally hydraulically actuated but can be
mechanically and pneumatically extended if the Each main gear wheel incorporates a fusible plug
normal gear actuation system fails.
that melts to deflate the tire if excessive tire pres-

sure is generated by an overheated brake.
Main Gear
the main gear assembly (Figure 14-1) includes a Nose Gear
strut, two hydraulic actuators, torque links, a land- the nose gear assembly (Figure 14-3) includes a
ing light, a single wheel with a multiple disc brake, strut, two hydraulic actuators, torque links, a single
and a squat switch on the left main gear only that wheel, and a self-contained shimmy damper.
senses in-flight/on-ground conditions. If the air-
plane is equipped with thrust reversers, a squat the nose gear is held in the retracted position by a
switch is installed on the right main gear. spring-loaded/hydraulic uplock mechanism that is
released by a hydraulic actuator prior to gear exten-
the main gear is locked in the retracted position sion. When the gear is extended, an internal lock-
by a spring-loaded/hydraulic uplock actuator. Prior ing mechanism in the gear actuator engages to lock
to extension, this uplock actuator must be released the gear down. this locking device is similar to the
by hydraulic pressure before the hydraulic pressure one in the main gear actuator. no external down-
can reach the main hydraulic actuator to extend the lock pin is required for the nose gear. the nose
gear. When the gear is extended, an internal lock- gear is mechanically centered prior to retraction.
ing mechanism within the main gear actuator

FlightSafety
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VISUAL
INDICATOR
(NOT LOCKED)
LEGEND
PNEUMATIC EXTENSION
RETRACTED
HYDRAULIC EXTENSION
HYDRAULIC RETRACTION
VISUAL
INDICATOR
(LOCKED)
RETRACT
PORT
PNEUMATIC HYDRAULIC
EXTEND EXTEND

PORT PORT
LOCKING
PISTON PISTON
LOCKING
RING
EXTENDED AND LOCKED
Figure 14-2. Main Landing Gear Actuator

FlightSafety
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airplanes so equipped, the nosewheel spin-up is

initiated by positioning the W/S BLEEd air switch
to either the LoW or the HI position, the WInd-
SHIELd BLEEd AIr valve controls to oFF, and
the noSE WHEEL SPIn-uP control to on (Fig-
ure 14-4). this directs engine bleed air to the sys-
tem for wheel spin-up.
Within 90 seconds, the n/W rPM indicator should

illuminate green as wheel speed increases into the
1,600–2,400 rpm range. Maintain wheel speed
Figure 14-3. Nose Landing Gear within this range by adjusting the noSE WHEEL
and Doors SPIn-uP control. overspeed is indicated by the
n/W rPM indicator changing from green to red.
the pilot’s (left) WIndSHIELd BLEEd AIr
three doors are actuated by nose gear movement valve control may be turned on during approach if
to completely enclose the nose gear and wheel at rain removal or anti-icing is desired; however,
retraction. the two forward doors are closed with wheel acceleration rate will be reduced. As the
the gear extended or retracted and are open only nosewheel touches down, position the noSE
during gear transit. the aft door remains open with WHEEL SPIn-uP control to oFF.
the gear extended.
during operation of the spin-up system, engine
Nosewheel Spin-Up System power should be above 60% n2 to ensure adequate
bleed air.
An optional gravel runway system is available to
reduce gravel spray at nosewheel touchdown. on
N/W RPM
Figure 14-4. Nosewheel Spin-Up System

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CONTROLS AND INDICATORS PLUNGER
the landing gear is controlled by the LdG GEAr

control handle to the left side of the center panel
(Figure 14-5). Gear position is shown by one red
and three green indicator lights on the gear control RETRACT SWITCH
panel. A warning horn provides warning of abnor-
mal conditions. EXTEND SWITCH
LOCKING FW
D
SOLENOID
Figure 14-6. Landing Gear Handle

Locking Solenoid
and Switches
electrical power is lost, the gear handle cannot be

moved to the uP position.
the gear handle must be pulled out of a detent

prior to movement to either the uP or doWn posi-
tion.
Indicators
Figure 14-5. Landing Gear Control Panel the green noSE, LH, and rH lights on the gear
control panel indicate gear down and locked. As
Controls each gear locks down, its respective green light is
illuminated.
the LdG GEAr control handle actuates switches

to complete circuits to the extend or retract sole- the red GEAr unLocKEd light indicates an
noid of the gear control valve. on the ground, a unsafe gear condition. It illuminates when the gear
spring-loaded plunger holds the handle in the handle is moved out of the uP detent and remains
doWn position, preventing inadvertent movement on until all three gear are down and locked. At
of the handle to the uP position (Figure 14-6). the retraction, the light comes on when any downlock
dc power for the gear position indicator lights, is released and remains on until all three gear are
warning horn, and the locking solenoid on the gear up and locked.
handle is through the LdG GEAr circuit breaker
on the left circuit-breaker panel. (this circuit normal indication with the gear down is three
breaker is in the WArnInG section of the panel green lights illuminated. All lights should be out
and should not be confused with the GEAr con- with the gear retracted.
troL circuit breaker in the SYStEMS section of
the same panel.) Figure 14-7 shows indicator light displays for var-
ious gear positions. the GEAr unLocKEd light
Airborne, with the left main gear squat switch in and warning horn can both be tested by positioning
the in-flight position, the locking solenoid is ener- the rotary tESt switch to LdG GEAr.
gized to retract the plunger. this frees the handle
for movement to the uP position. this safety fea-
ture cannot be overridden. If the solenoid fails or

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Warning Horn OPERATION

A warning horn sounds if one or more gear are not
locked down and when the airspeed is below General
approximately 150 knots and either throttle is In addition to energizing the gear control valve,
below 70% n 2 . the horn can be silenced by LdG GEAr handle movement to the uP or
depressing the Horn SILEncE PuSH button on doWn position also closes the hydraulic system
the gear control panel (Figure 14-5). bypass valve, creating pressure as indicated by illu-
mination of the HYd PrESS on annunciator. At
the warning horn also sounds if flaps are extended the completion of either cycle, the bypass valve
beyond 20° with one or more gear not down and opens, and the HYd PrESS on annunciator goes
locked regardless of any other condition. under out.
these conditions, the horn cannot be silenced.
LDG GEAR DOWN AND LDG GEAR

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

UNLOCKED GEAR NOT UP UNLOCKED
AND LOCKED
DOWN DOWN
Figure 14-7. Gear Position Indications

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the dc power for the landing gear control circuit partment. this bottle is used for gear downlock as
is through the GEAr controL circuit breaker well as the emergency brakes.
located in the SYStEMS section of the left cir-
cuit-breaker panel. Emergency extension is initiated by pulling the
AuX GEAr controL t-handle and rotating
clockwise (Figure 14-10). this mechanically
Retraction releases the gear uplocks, allowing the gear to free
Placing the LdG GEAr handle in the uP position fall. If necessary, use the rudder to yaw the airplane
energizes the retract solenoid of the gear control to fully extend the main gear actuators. After the
valve. the control valve is positioned to direct gear has extended, pull the round knob behind the
pressure to the retract side of each gear actuator t-handle. this releases air bottle pressure to the
and to preload the uplocks. the downlock mecha- gear actuators and, at the same time, opens a dump
nism in each actuator releases, and retraction valve to assure a path for fluid return to the reser-
begins (Figure 14-8). voir and to inhibit any further hydraulic operation
of the gear. Air pressure drives the gear actuators
As each gear reaches the fully retracted position, to the fully extended position, where they are main-
it is engaged by a spring-loaded uplock mecha- tained by the internal lock mechanism in each actu-
nism, and an uplock switch is actuated. When all ator. once the air bottle has been actuated,
three uplock switches have been actuated, the gear hydraulic operation of the gear is not possible.
control valve circuit is interrupted, and the valve Maintenance action is required after an emergency
returns to the neutral position. All position indica- extension to restore normal operation of the land-
tor lights on the control panel are out. ing gear. the optimum speed for this procedure is
150 KIAS or less with the flaps retracted.
Extension
Placing the LdG GEAr handle in the doWn NOSEWHEEL STEERING
position energizes the extend solenoid of the gear
control valve (Figure 14-9). the valve is positioned nosewheel steering is manually actuated through
to direct pressure to the uplock actuators, releasing cables and mechanical linkage connected to the
the gear uplocks. When the uplocks have released, rudder pedals. Steering is operative with the gear
pressure continues to the gear actuators. As each extended; with the gear retracted, rudder pedal

gear reaches the fully extended position, a down- movement does not deflect the nosewheel.
lock switch is actuated. When all three downlock
switches are actuated, the control valve circuit is normally, steering is limited by rudder pedal stops
interrupted, and the valve returns to the neutral to 20° nosewheel deflection either side of center.
position. With pressure no longer being applied to A spring-loaded bungee in the system provides
the gear actuator, the internal locking mechanism additional wheel deflection via castering accom-
within each actuator assumes the downlocked posi- plished with application of differential engine
tion, as indicated by extension of the downlock power or braking. the nosewheel is mechanically
visual indicator pins (Figure 14-2) and illumination centered for retraction.
of the green noSE, LH, and rH position indicator
lights on the gear control panel. For towing, ensure that the flight control lock is
disengaged and should not exceed 95° nosewheel
deflection. If 95° is exceeded, the attachment bolts
Emergency Extension will be sheared, with resultant loss of steering
If the hydraulic system fails or an electrical mal- capability.
function exists in the landing gear system, the gear
uplocks can be manually released for gear free fall.
An air bottle charged with 1,800 to 2,050 psi of
nitrogen is located in the right nose baggage com-

14-8
TO EMERG
BRAKE SYS

LEGEND
HYDRAULIC PRESSURE
HYDRAULIC RETURN
EMERGENCY BLOWDOWN LINE
international
PNEUMATIC (NITROGEN) PRESSURE

FlightSafety
Figure 14-8. Landing Gear Schematic - Retraction

TO EMERG
BRAKE SYS

LEGEND
HYDRAULIC PRESSURE
HYDRAULIC RETURN
EMERGENCY BLOWDOWN LINE
international
PNEUMATIC (NITROGEN) PRESSURE

FlightSafety
14-9
Figure 14-9. Landing Gear Schematic - Extension

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CAUTION trol box. detection of sudden deceleration of a

wheel (impending skid) causes the control box to
If the nosewheel steering bolts are command the antiskid valve to reduce pressure
sheared (indicated by loss of nosewheel being applied to the brakes. When the transducer
steering with the rudder pedals), flight signal returns to normal, braking pressure is
should not be attempted. this is due to restored to the brakes. touchdown protection is a
the possibility of the nosewheel not re- feature of the antiskid system that prevents touch-
maining centered after takeoff even with ing down with locked brakes. the wheels must be
the gear extended. rotating (same speed transducer voltage) and
weight-on-wheels (squat switch) for normal oper-
ation of the power brake and antiskid system. opti-
Flying the airplane with an inoperative nosewheel mum braking is obtained by deployment of
steering system can also result in violent nose- speedbrakes at touchdown, then firmly applying
wheel shimmy. and holding the brakes until the desired speed has
been reached. do not pump the brakes.
Since the nosewheel deflects with rudder pedal
movement any time the gear is extended, the pedals NOTE
should be centered just prior to nosewheel touch-
down during a crosswind landing. the antiskid system is not operative
with the parking brake set.
BRAKES OPERATION
GENERAL With the LdG GEAr handle doWn and main
dc power available, a pressure switch controls the
the power brake system uses a multidisc brake dc motor-driven hydraulic pump to maintain 900–
assembly in each main gear wheel, powered by a 1,300 psi for brake operation (Figure 14-10). An
hydraulic system that is completely independent accumulator dampens pressure surges. the power
of the airplane hydraulic system. the system auto- brakes and antiskid system receive dc power from
matically maintains constant pressure for brake the SKId controL circuit breaker on the left
operation. the brakes are normally used as antiskid circuit-breaker panel.
power brakes but can be operated as power brakes

without antiskid protection. In the event that brake the master cylinders are supplied with fluid from
system hydraulic pressure is lost, emergency the brake reservoir. depressing the brake pedals
braking is available. applies master cylinder pressure to actuate the
power brake valve, which meters pump pressure
Braking is initiated by rudder pedal-actuated mas- to the brake assemblies in direct proportion to
ter cylinders. If both the pilot and copilot attempt pedal force.
to apply the brakes simultaneously, the one apply-
ing the greater force on the rudder pedals has con- With the AntI-SKId switch on the LdG GEAr
trol, since they are plumbed together in series. panel in the on position and a groundspeed of at
least 12 knots, maximum braking without wheel
System components include a hydraulic accumu- skid is available. Any tendency of a wheel to rap-
lator and a reservoir pressurized by cabin air. idly decelerate (skid) is detected by the wheel
reservoir fluid level and accumulator air precharge speed transducer, and the antiskid valve is signaled
are exterior inspection items. to momentarily reduce pressure from both brakes.
As wheel speed returns to normal pressure is once
use of the antiskid system permits maximum brak- again increased in the brake assemblies.
ing without wheel skid under all runway condi-
tions. A speed transducer in each main gear wheel When the wheel speed drops below approximately
transmits wheel speed signals to an electronic con- 12 knots, the antiskid function disengages.

POWER BRAKE
HYDRAULIC
SYSTEM
RESERVOIR
POWER BRAKE
MASTER CYLINDERS HYDRAULIC PUMP
FILTER DC POWER
L GEN BATT R GEN
FILL VALVE
O O
F F
F F
P RESET EMER RESET
PRESSURE POWER BRAKE

SWITCH ACCUMULATOR
POWER
BRAKE
VALVE
ANTISKID
CONTROL ANTISKID
VALVE CONTROL UNIT
PARKING BRAKE
VALVE

SHUTTLE
VALVE
EMERGENCY
BRAKE VALVE
EMERGENCY BRAKE OVERBOARD

NITROGEN BOTTLE
international
FlightSafety
14-11
Figure 14-10. Antiskid Power / Emergency Brake System

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Braking on each main wheel is controlled by the

applicable master cylinder and pedal; therefore,
differential braking is available.
the AntI-SKId switch, located on the LdG

GEAr control panel, is normally in the on posi-
tion. In the oFF position, the antiskid system is
deactivated, and the AntI-SKId InoP annuncia-
tor is on. the power brakes receive dc power
through the SKId controL circuit breaker on
the left circuit-breaker panel.
If a fault develops in the antiskid system, the

AntI-SKId InoP annunciator light comes on, Figure 14-11. Park Brake Handle
and the system should be switched off. Brake oper-
ation remains the same except that antiskid pro-
tection is not available. When brake system EMERGENCY BRAKES
pressure drops below 750 psi, the AntI-SKId
InoP and PWr BrK PrESS Lo annunciators In the event the hydraulic brake system fails, a
will illuminate. pneumatic brake system is available. the system
uses air pressure from the pneumatic bottle, which
on the ground, test the antiskid system by momen- can also be used for emergency landing gear exten-
tarily selecting AntISKId on the rotary tESt sion. Air bottle pressure is adequate for stopping
switch. the AntI-SKId InoP light should illu- the airplane even if the landing gear has been pneu-
minate and then go out in approximately 3 seconds matically extended.
after the tESt switch is moved from the AntI-
SKId position. Airborne test of the system is auto- Operation
matically accomplished when the LdG GEAr
handle is placed doWn. results should be the Pulling the red EMEr BrAKE PuLL lever aft
same as those obtained during the on-ground test. (Figure 14-12) mechanically actuates the emer-
If the antiskid system fails the self-test, the AntI- gency brake valve (Figure 14-10). the valve
SKId InoP light will remain illuminated. meters air pressure through shuttle valves to the
brake assemblies in direct proportion to the amount
of lever movement.
Parking Brakes
the parking brakes can be set by applying the
brakes in the normal manner and then pulling out
the PArK BrAKE handle (Figure 14-11) on the
left lower side of the pilot’s instrument panel. this
mechanically actuates the parking brake valve
(Figure 14-11), trapping fluid in the brakes.
release the parking brakes by pushing in the
PArK BrAKE handle.
NOTE
Figure 14-12. Emergency Brake Lever
do not set the brakes subsequent to a
hard stop. Brake heat transfer to the
wheel could melt the fusible plugs, de-
flating the tire.

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Since air pressure is applied to both brakes simul-

taneously, differential braking is not possible.
returning the lever to its original position releases
pressure from the brakes and vents it overboard,
releasing the brakes.
CAUTION
do not depress the brake pedals while
applying emergency air brakes. Shuttle
valve action may be disrupted, allowing
air pressure to enter the hydraulic lines
and rupture the brake reservoir.
the emergency brakes should be applied only

enough to obtain the desired rate of deceleration
and then held until the airplane stops. repeated
applications waste air pressure. Antiskid protection
is not available during emergency braking. do not
attempt to taxi after using the emergency brakes.
Maintenance action is required subsequent to
emergency braking

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QUESTIONS
1. on the ground, the LdG GEAr handle is pre- 6. the gear warning horn cannot be silenced
vented from movement to the uP position by: when one or more gears are not down and
A. Mechanical detents locked and:
B. A spring-loaded locking solenoid A. Flaps are extended beyond the 20° posi-
c. Hydraulic pressure tion.
d. A manually applied handle locking device B. Airspeed is less than 150 KIAS.
c. Either throttle is retarded below 70% n2
2. the landing gear uplock mechanisms are: rpm.
d. Both throttles are retarded below 70% n2
A. Mechanically held engaged by springs
rpm and airspeed is at or above 150 KIAS.
B. Hydraulically disengaged
c. Electrically engaged and disengaged 7. When the LdG GEAr handle is positioned
d. Both A and B either uP or doWn:
A. the bypass valve (in the hydraulic system)
3. Landing gear downlocks are disengaged: is energized open.
A. When hydraulic pressure is applied to the B. the bypass valve is energized closed.
retract side of the gear actuators c. the bypass valve is not affected.
B. By action of the gear squat switches d. the HYd PrESS on annunciator light
c. By removing the external downlock pins goes out.
d. By mechanical linkage as the gear begins
to retract 8. Emergency extension of the landing gear is
accomplished by actuation of:
4. Each main gear wheel incorporates a fusible A. A switch for uplock release and
plug that: application of air pressure
A. Blows out if the tire is overserviced with B. one manual control to release the uplocks
air and apply air pressure for extension
B. Melts, deflating the tire if an overheated c. two manual controls—one to mechani-

brake temperature occurs cally release the uplocks and another to
c. Is thrown out by centrifugal force if max- apply air pressure for gear extension and
imum wheel speed is exceeded downlocking
d. none of the above d. none of the above
5. At retraction, if the nose gear does not lock in 9. nosewheel steering is operative:
the up position, the gear panel light indication A. only on the ground
will be:
B. With the gear extended or retracted
A. red light on, green LH and rH lights on c. With the gear extended, in flight or on the
B. red light out, green LH and rH lights on ground
c. red light on, all three green lights out d. none of the above
d. All four lights out

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10. the power brake valve is actuated: 14. concerning landing gear auxiliary extension,
A. Mechanically by the rudder pedals the correct statement is:
B. Mechanically by the emergency airbrake A. If three green lights are observed after
control lever yawing the airplane, it is not necessary to
c. Hydraulically by master cylinder pressure use the pneumatic bottle.
d. Automatically at touchdown B. the optimum airspeed for this procedure
is 150 KIAS.
11. do not actuate the brake pedals while apply- c. the LdG GEAr handle is placed in the
ing brakes with the emergency brake system doWn position to release the gear
because: uplocks in order to allow the red t-handle
to release the doors.
A. Air bubbles will be induced into the brake
d. After the gear is extended by this proce-
fluid.
dure, it can be retracted in flight if the
B. the shuttle valve may allow air pressure hydraulic system is returned to normal
into the brake reservoir, rupturing it. operation.
c. the shuttle valve will move to the neutral
position, and no braking action will occur. 15. concerning the landing gear, an incorrect
d. the brakes will be “spongy.” statement is:
A. the AuX GEAr controL t-handle is
12. the dc motor-driven hydraulic pump in the inoperative with loss of dc electrical
brake system operates: power.
A. during the entire time the LdG GEAr B. the pneumatic system should be used to
handle is in the doWn position assure positive locking of the actuators
B. As needed with the LdG GEAr handle following a free-fall gear extension even
doWn in order to maintain system pres- though all three green lights are illuminat-
sure ed.
c. only when the PWr BrK PrESS Lo c. the LdG GEAr warning circuit breaker
annunciator illuminates on the left circuit breaker panel controls
d. Even when the LdG GEAr handle is uP the power to the landing gear position
light, warning horn and solenoid lock.

to keep air out of the system as the air-
plane climbs to altitude d. the GEAr controL circuit breaker on
the left circuit breaker panel controls the
13. concerning the landing gear, the correct state- power to the landing gear control valve; if
ment is: open, the gear cannot be extended or
retracted normally.
A. the red GEAr unLocKEd light will
illuminate and the warning horn will
sound whenever either or both throttles 16. the wheel brakes:
are retarded below 70% n2 and the gear A. Will be inoperative with a HYd LoW
is up. LEVEL light illuminate.
B. the gear warning horn can be silenced B. Must be applied with the emergency sys-
when the gear is not down and locked and tem if a HYd LoW LEVEL light is illu-
the flaps are extended beyond 20°. minated.
c. the landing gear pins must be inserted on c. use a different type of approved fluid from
the ground due to loss of hydraulic pres- that used by the airplane hydraulic sys-
sure as the engines are shut down. tem.
d. the landing gear is secured in the extend- d. Are totally independent of the open center
ed position by mechanical locks. airplane hydraulic system.

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17. When the emergency brakes are used:

A. the EMEr BrAKE PuLL lever should
be pumped in order to build up sufficient
pressure to stop the airplane.
B. the normal toe brakes must also be
applied to allow the bottle pressure to
reach the brakes.
c. differential braking is not available.
d. Braking action will be insufficient if the
gear has been extended pneumatically,
since that process will exhaust the bottle
pressure.
18. the parking brake:

A. May be set immediately after a maximum
braking effort due to the modulation of the
antiskid system.
B. Will still be operable if the emergency
brakes have to be utilized.
c. Must be off to ensure proper operation of
the antiskid system.
d. Has thermal relief valves to prevent the
fusible plugs in the tire from melting.

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
IntroductIon ..................................................................................................................15-1
PrImary flIght controlS..........................................................................................15-1
gEnEral ......................................................................................................................15-1
control locK SyStEm..........................................................................................15-2
trIm SyStEmS....................................................................................................................15-3
gEnEral ......................................................................................................................15-3
ruddEr and aIlEron trIm ..................................................................................15-3
ElEVator trIm ..........................................................................................................15-3
SEcondary flIght controlS....................................................................................15-5
gEnEral ......................................................................................................................15-5
flaPS .............................................................................................................................15-5
SPEEdBraKES .............................................................................................................15-7
Stall WarnIng.................................................................................................................15-8
yaW damPIng ....................................................................................................................15-9
QuEStIonS ........................................................................................................................15-10
15 FLIGHT CONTROLS

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15 FLIGHT CONTROLS

ILLUSTRATIONS
Figure Title Page
figure 15-1. flight control Surfaces ....................................................................................15-2
figure 15-2. flight control lock handle .............................................................................15-2
figure 15-3. rudder and aileron trim Systems ...................................................................15-3
figure 15-4. Elevator trim System .......................................................................................15-4
figure 15-5. flap handle and Position Indicator ..................................................................15-5
figure 15-6. flap operation..................................................................................................15-6
figure 15-7. Speedbrake System ..........................................................................................15-7
figure 15-8. Stall Warning System .......................................................................................15-8
figure 15-9. yaw damper System.........................................................................................15-9
15 FLIGHT CONTROLS

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15 FLIGHT CONTROLS

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CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
the primary flight controls of the citation S/II consist of ailerons, rudder, and elevators. they
are manually actuated by rudder pedals and conventional control columns and can be immobi-
lized by control locks when on the ground. trim is mechanical in all three axes. Electrical elevator
trim is also provided.
Secondary flight controls consist of flaps and speedbrakes, both powered by the hydraulic system.
the angle -of-attack system warns of impending stalls by shaking the control columns and pro-
viding visual indication of angle of attack. yaw damping is provided as a function of the autopilot.
control inputs are transmitted to the control sur-

PRIMARY FLIGHT faces through cables and bellcranks. the rudder
CONTROLS pedals can be adjusted to three separate positions
for comfort by depressing a spring-loaded latch on
the side of the rudder pedal.
GENERAL
15 FLIGHT CONTROLS
the ailerons, rudder, and elevators are manually a mechanical interconnection between the rudder
operated by either the pilot or the copilot through and the ailerons provides small rudder deflections
a conventional control column and rudder pedal with the aileron movement. a spring in the system
arrangement. can be manually overridden for cross controlling.

FlightSafety
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the rudder, both elevators, and left aileron are each

equipped with a trim tab mechanically actuated
from the cockpit.
the elevator tab can also be electrically positioned

by a pitch trim switch on the pilot’s control wheel.
a pitch trim switch on the copilot’s control wheel
is optional.
all flight control surfaces, including primary, sec-

ondary, and trim tabs, are shown in figure 15-1.
CONTROL LOCK SYSTEM

control locks, when engaged, lock the primary
flight controls and both throttles. Prior to engaging
the control locks, move both throttles to cut off, Figure 15-2. Flight Control Lock Handle
and neutralize the flight controls. rotating the
control locK handle (figure 15-2) 45° to unlock the flight controls and throttles, rotate
clockwise and pulling out until the handle returns the handle 45° clockwise, and push in until it
to the horizontal position locks the flight controls returns to the horizontal position.
in neutral and the throttles in cut off.
RUDDER
TRIM TAB
TRIM TAB (2)
ELEVATOR
SPEEDBRAKE FLAP
TRIM TAB
15 FLIGHT CONTROLS
AILERON
SPEEDBRAKE
Figure 15-1. Flight Control Surfaces

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NOTE RUDDER AND AILERON TRIM

Since the nosewheel steering and the
rudder are mechanically connected Operation
through the rudder pedal linkage, the rudder or aileron trim is initiated by rotation of
airplane must not be towed with the con- the aileron trim or rudder trim wheel on the
trol locks engaged. to do so can damage pedestal (figure 15-3). cable systems transmit
the nosewheel steering system. do not motion to position the tabs. a mechanical indicator
fly the airplane if the nosewheel steer- adjacent to each trim wheel indicates direction of
ing is inoperative. this condition cannot trim input. the rudder tab is a servo tab. It deflects
be detected until steering is attempted at a rate half that of the rudder to aid the pilot in
during taxi. rudder deflection. It is the only servo tab on the
airplane.
TRIM SYSTEMS ELEVATOR TRIM
GENERAL Manual Trim

manual elevator trim is initiated by rotating the
rudder and aileron trim are mechanical and are elevator trim wheel (figure 15-4). motion is
operated by cables from trim wheels in the cockpit. mechanically transmitted to position the elevator
mechanical and electrical trim are provided for the trim tabs. as the tab moves, a pointer on the eleva-
elevators and are controlled by a trim wheel on the tor trIm indicator moves toward the noSE
pedestal and a pitch trim switch on the left control doWn or noSE uP position, as applicable.
wheel (optional on the right control wheel).
15 FLIGHT CONTROLS
LEGEND
MECHANICAL
Figure 15-3. Rudder and Aileron Trim Systems

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LEGEND
MANUAL TRIM
MECHANICAL
ELECTRICAL
15 FLIGHT CONTROLS
ELECTRICAL TRIM
Figure 15-4. Elevator Trim System

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Electrical Trim two fowler flaps, one on each wing, can be posi-
tioned from zero to 35°. mechanical interconnec-
Electrical trimming of the elevators is accom- tion of left- and right-wing flap segments prevents
plished with a split-element trim switch on the out- asymmetrical flap operation and permits flap oper-
board side of the pilot’s control wheel (figure ation with one hydraulic actuator.
15-4). Both elements of the switch must be moved
simultaneously to complete a circuit to the electric the speedbrakes, consisting of slotted panels on
motor trim actuator in the tail cone. top and bottom of the wing forward of the flaps,
provide high descent rates and increased drag to
Installation of a pitch trim switch on the copilot’s aid braking during landing rollout.
control wheel is optional. the pilot’s pitch trim
inputs override those made by the copilot.
FLAPS
as the pitch trim switch is moved to the uP or
doWn position, the elevator tabs are positioned General
accordingly as indicated by the elevator trIm
the flap selector handle (figure 15-5), detented at
indicator.
the 7° and 20° position, can be set to position the
flaps anywhere between zero and 35°. lever move-
Prior to flight, the system can be checked for prop-
ment actuates switches that energize a solenoid
er operation by moving both elements of the
valve for flap operation. flap position is shown on
switch, in turn, in both directions, noting the trim
a pointer to the left of the flap lever. the indicator
occurs in the appropriate directions. check for the
is mechanically positioned by flap movement.
system malfunction by attempting to trim with one
element of the switch. If trimming occurs, the sys-
tem is malfunctioning and must be restored to nor-
mal operation prior to flight.
runaway or malfunctioning trim can be interrupt-

ed by depressing the aP/trIm dISc switch on
either control wheel or stopped by pulling the
PItch trIm circuit breaker on the system section
of the left circuit-breaker panel.
In addition to the pilot actuation of the elevator

trim as discussed above, extension or retraction of
the wing flaps between 7˚ and 25˚ will cause the
pitch trim to be electrically actuated by the flap
linkage. this compensates for the pitch trim
changes that occurs due to extension or retraction
of the flaps.
SECONDARY FLIGHT
CONTROLS
15 FLIGHT CONTROLS
GENERAL
the secondary flight controls consist of wing flaps
and speedbrakes; both are electrically controlled Figure 15-5. Flap Handle and
and hydraulically actuated. Position Indicator

15 FLIGHT CONTROLS
15-6
TO LANDING
GEAR
SPEEDBRAKE
CONTROL VALVE
LH SPEEDBRAKE RELIEF RH SPEEDBRAKE

ACTUATOR FLAP ACTUATOR
CONTROL VALVE VALVE
SAFETY
VALVE
LH FLAP RH FLAP
ACTUATOR ACTUATOR
SYSTEM
BYPASS VALVE

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Figure 15-6. Flap Operation

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Operation the elevator trim tabs are automatically and elec-

trically positioned to counter pitch changes that
moving the flap lever to any position causes the would otherwise result from flap extension or
hydraulic system bypass valve to close for pressure retraction through the 7°-25° range.
buildup as indicated by illumination of the hyd
PrESS on annuciator. It also energizes the flap the flap extension time from 0° to 35° is from 16
control valve, directing hydraulic pressure to the to 20 seconds. the retraction time from 35° to 0°
flaps (figure 15-6). is from 17 to 21 seconds.
When the flaps reach the selected position, the
bypass valve opens to relieve hydraulic pressure, SPEEDBRAKES
and the flap solenoid valve deenergizes and moves
to neutral position. In the neutral position, the valve General
blocks all fluid lines to actuators, maintaining the
two speedbrake segments on each wing, one on
flap in that position.
the top and one on the bottom surface of the wing,
are operated by hydraulic actuators. the speed-
In the event of electrical failure, the flap solenoid
brakes have two positions—extended and retract-
valve remains in the neutral position and the flap
ed. the system includes two hydraulic actuators, a
position cannot be changed.
solenoid valve, four speedbrake segments, a safety
valve and a white SPEEd BraKE EXtEndEd
If hydraulic system failure occurs with the flaps
annunciator. the system control switch and
retracted, they cannot be extended. With the flaps
extended speedbrakes are shown in figure 15-7.
in an extended position, the flaps will remain in
the selected position unless the handle is moved.
once the solenoid valve is energized, the flaps may
“blow up” to a deflection as determined by the air
loads present.
15 FLIGHT CONTROLS
Figure 15-7. Speedbrake System

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Operation STALL WARNING

Placing the speedbrake switch in the EXtEnd
position causes the hydraulic system bypass valve Stall warning consists of a stall strip on the leading
to close, providing pressure as indicated by illumi- edge of each wing, and a stick shaker operated by
nation of the hyd PrESS on annunciator. the the angle-of-attack system
speedbrake solenoid valve is energized, directing
pressure to force the speedbrakes out of their the stall strips (figure 15-8) create turbulent air-
mechanical downlocks and extend them. the safe- flow at high angles of attack, causing a buffet to
ty valve, in parallel with the control valve, is also warn of approaching stall conditions.
energized closed.
an anglE-of-attacK indicator on the pilot’s
With the speedbrakes on both wings fully extend- instrument panel, actuated by signals from the
ed, the white SPd BraKE EXtEndEd annun- angle-of-attack probe on the right forward side of
ciator illuminates. Simultaneously, the hydraulic the fuselage, provides visual indication of airplane
system bypass valve opens to relieve pressure, and angle of attack. the indicator can be used as a sec-
the amber hyd PrESS on annunciator goes out. ondary reference for approach speed (1.3 VS1)at
the solenoid valve returns to neutral, blocking all all airplane weights and cgs and at any flap posi-
fluid lines to the actuators. the speedbrakes are tion. It does not replace the airspeed indicator as a
maintained in the extended position with trapped primary instrument.
hydraulic pressure.
a stick shaker motor, attached to the control col-
to retract the speedbrakes, place the switch in the umn, vibrates the column as stall conditions
rEtract position. the hydraulic system again progress. the shaker motor energized by the
pressurizes, the safety valve is deenergized and anglE of attacK indicator reaches .84 ± .04,
moves to the open position, and the speedbrake depending upon configuration, the shaker actuates.
solenoid valve is positioned to direct pressure for
retraction.
the SPd BraKE EXtEndEd annunciator goes

out, the speedbrakes retract into mechanical locks,
and the hydraulic system depressurizes. the
mechanical locks consist of two pins on the lower
speed brake panel hydraulically forced into retain-
ing clips in the lower wing.
If either throttle is advanced past 85% n2 with

speedbrakes extended, circuitry is completed to the
solenoid and bypass valve for speedbrake retrac-
tion. this is a function of the throttle position, not
the actual engine rpm.
If electrical failure occurs with the speedbrakes

extended, the safety valve spring-loads open,
allowing the speedbrakes to blow down. If electri-
15 FLIGHT CONTROLS
cal or hydraulic failure occurs with the speedbrakes

retracted, they cannot be extended.
Figure 15-8. Stall Warning System

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Stick shaker circuitry is routed through landing

gear squat switches which disable the shaker when
YAW DAMPING
the airplane is on the ground. test the system prior yaw damping is a function of the autopilot, con-
to flight by positioning the rotary tESt switch to sisting of automatic application of rudder against
StIcK ShaKEr. this bypasses the squat switch transient motion in the yaw axis. With the autopilot
and applies a high angle-of-attack signal, causing engaged, the yaw damper is engaged automatically.
the shaker motor to operate. If the stick shaker is the yaw damper can be engaged by depressing the
inoperative, the airplane must not be flown yd EngagE switch on the autopilot control
panel (figure 15-9). It is disengaged by depressing
the aP/trIm dISc switch on either control
wheel. an operative yaw damper is not required
for flight.
Figure 15-9. Yaw Damper System
15 FLIGHT CONTROLS

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QUESTIONS
1. the ailerons are operated by: 5. If hydraulic power is lost:
a. hydraulic pressure a. the flaps will be inoperative.
B. mechanical inputs from the control B. the flaps willoperate with the backup
wheels electrical system, but will extend and
c. a fly-by-wire system retract at a reduced rate
d. an active control system that totally elim- c. there is no effect on wing flap operation
inates adverse yaw d. a split flap condition could result if the
flaps are lowered
2. the aileron trim tab is operated by:
a. an electrically operated trim tab motor 6. the wing flaps:
B. a hydraulically operated trim tab motor a. can be preselected to only four positions
c. a mechanical trim knob on the throttle (up. 7˚, 20˚,full)
control quadrant B. depend on both actuators to function to
d. changing the angle of the aileron “fence” prevent a split flap condition
c. can be lowered manually if electrical
3. regarding the rudder: power is lost, but only if all hydraulic fluid
has not been lost
a. the pilot’s and copilot’s pedals are inter-
d. normally take 16 to 20 seconds to fully
connected.
extend from the up position
B. the trim tab actuator is powered only
electrically.
7. regarding the gust lock:
c. the servo is connected to the air data
computer to restrict rudder pedal deflec- a. the engines may be started with it
tion at high airspeeds. engaged.
d. It is independent of the nosewheel steering B. the airplane should not be towed with it
on the ground. engaged.
c. It may be engaged for towing.
4. the elevator: d. If the airplane is towed past the 60° limit,
nosewheel steering may be lost. It is still
a. trim tab is controlled only electrically.
permissible to fly the airplane if the land-
B. runaway trim condition can be alleviated ing gear is left extended.
by pulling the PItch trIm circuit break-
er.
8. moving the flap selector to any position:
c. Electric pitch trim has both high- and low-
speed positions. a. Energizes the hydraulic system bypass
valve closed
d. trim tab is located on the left elevator
only. B. Energizes the flap solenoid valve to the
selected position
c. a and B
d. Energizes the electric hydraulic pump for
flap operation
15 FLIGHT CONTROLS

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9. If hydraulic failure occurs with the flaps 12. a true statement concerning the speedbrakes
extended, the flaps: is:
a. Will “blow up” depending on airload a. the white SPd BraKE EXtEndEd
B. cannot be fully retracted light will illuminate whenever both sets of
c. can be retracted to the midrange position speedbrakes are fully extended.
d. can be completely retracted B. If dc electrical failure occurs while the
speedbrakes are extended, they will
remain extended since the hydraulic pres-
10. Extended speedbrakes are maintained in that
sure is trapped on the extend side of the
position by:
actuators.
a. hydraulic pressure. c. If hydraulic pressure loss should occur
B. trapped fluid in the lines from the sole- while the speedbrakes are fully extended
noid valve (system bypass valve fails open), the
c. Internal locks in the actuators speedbrakes will automatically blow to
d. External locks on the actuators trail.
d. the speedbrakes can be retracted only by
11. the amber hyd PrESS on light on the placing the speedbrake switch to
annunciator panel will illuminate during rEtract.
speedbrake operation:
a. When the speedbrakes are fully extended
B. While the speedbrakes are extending and
retracting
c. Both a and B
d. neither a nor B
15 FLIGHT CONTROLS

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15 FLIGHT CONTROLS

16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
Page
IntroductIon ..................................................................................................................16-1
FLIGHt InStruMEntAtIon ............................................................................................16-2
GEnErAL ......................................................................................................................16-2
coMMunIcAtIonS/ nAVIGAtIon..................................................................................16-8
FLIGHt GuIdAncE...........................................................................................................16-14
SPZ-500 AutoPILot/FLIGHt dIrEctor SYStEM .............................................16-14
PuLSE EQuIPMEnt ..........................................................................................................16-22
rAdIo ALtIMEtEr (oPtIonAL)............................................................................16-23
controls and displays....................................................................................................16-25
nAVIGAtIon...............................................................................................................16-27
PItot-StAtIc SYStEM.....................................................................................................16-33
GEnErAL ....................................................................................................................16-33
PItot tuBES ..............................................................................................................16-33
StAtIc PortS.............................................................................................................16-33
AIr dAtA coMPutEr ..............................................................................................16-33
StAtIc dIScHArGE WIcKS............................................................................................16-34
QuEStIonS ........................................................................................................................16-35

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16 AVIONICS

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
Figure 16-1. rd-650A HSI...................................................................................................16-2
Figure 16-2. remote Instrument controller..........................................................................16-2
Figure 16-3. Ad-650A AdI ..................................................................................................16-2
Figure 16-4. copilot’s Flight Instruments .............................................................................16-3
Figure 16-5. Airspeed Indicator ............................................................................................16-3
Figure 16-6. Vertical Speed Indicator (VSI) .........................................................................16-3
Figure 16-7. copilot’s turn-and-BankIndicator ...................................................................16-4
Figure 16-8. oAt Indicator...................................................................................................16-4
Figure 16-9. Magnetic compass ...........................................................................................16-4
Figure 16-10. Flight Hour Meter...........................................................................................16-5
Figure 16-11. davtron Model 811B clock ...........................................................................16-5
Figure 16-12. Standby Attitude Gyro Indicator ....................................................................16-6
Figure 16-13. Standby Gyro Switch......................................................................................16-6
Figure 16-14. Stall Warning and AoA System .....................................................................16-7
Figure 16-15. consolidated Avionicscontrol........................................................................16-9
Figure 16-16. KHF-950 transceiver .....................................................................................16-9
Figure 16-17. collins AdF-60 control Panel ......................................................................16-11
Figure 16-18. radio Magnetic Indicator (rMI)..................................................................16-12
Figure 16-19. LH GYro SLAVE Switches........................................................................16-12
Figure 16-20. Audio control Panel .....................................................................................16-13
Figure 16-21. Locator Beacon ............................................................................................16-14
Figure 16-22. Mode control Panel .....................................................................................16-17
Figure 16-23. Autopilot control Panel................................................................................16-17
Figure 16-24. AP/trIM dISc Button................................................................................16-18


16 AVIONICS
Figure 16-25. Pilot’s Altimeter............................................................................................16-19

Figure 16-26. V-nAV computer/controller........................................................................16-19
Figure 16-27. EFIS crts....................................................................................................16-21
Figure 16-28. EFIS display controller...............................................................................16-20
Figure 16-29. EFIS nav Source Switches...........................................................................16-21
Figure 16-30. collins dME Indicators ...............................................................................16-22
Figure 16-31. radio Altimeter ALt-55B.............................................................................16-24
Figure 16-32. PrIMuS 300SL radar (Standard)...............................................................16-25
Figure 16-33. control display unit (cdu) .........................................................................16-28
Figure 16-34. nAV 1/nAV 2 MAn/Auto tune Buttons ..................................................16-30
Figure 16-35. Pitot-Static System .......................................................................................16-32
Figure 16-36. Pitot tube......................................................................................................16-33
Figure 16-37. Static Ports....................................................................................................16-33
Figure 16-38. Static Wicks (typical) ..................................................................................16-34

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16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
the citation S/II avionics covered in this chapter include flight instrumentation, communica-
tion/navigation, flight guidance, pitot-static system, and the static discharge wicks. Specific
avionics systems vary with customer preference, and many optional avionics items are available.
the user should consult the applicable supplements in the AFM, Section III of the Airplane Oper-
ating Manual, and vendor manuals for detailed information on avionics systems installed in
specific airplanes.

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16 AVIONICS
FLIGHT
INSTRUMENTATION
GENERAL
Standard flight instrument configuration consists Figure 16-2. Remote Instrument Controller
of Sperry electrical/mechanical flight instruments
on both the pilot’s and copilot’s instrument panels. readouts, etc. Heading and course knobs are
the standard avionics package consists of dual remotely located on the center pedestal (Figure 16-
audio control panels, dual VHF coMM trans- 2).
ceivers, dual nAVs, dual rMIs, AdF, dME
transponder, autoflight system, and weather radar.
the following are included as a part of the aut- ADI
oflight system: altitude preselect, altitude alerting, Various AdIs may be installed. the most common
altitude reporting, and vertical navigation. AdI installation is the Ad-650A 5-inch AdI (Fig-
ure 16-3), which incorporates the single-cue flight
director command display. the Ad-650A also
PILOT’S FLIGHT incorporates 12 annunciator lights on top of the
INSTRUMENTS case “eyebrow” that indicate which vertical and
the pilot’s flight instrument panel includes an atti- horizontal modes are engaged in the flight director.
tude director indicator (AdI) and a horizontal sit- the AdI also displays, but is not limited to, angle-
uation indicator (HSI). of-attack, glideslope, turn-and-bank, expanded
localizer, and radio altitude information.
HSI
the rd-650A HSI (Figure 16-1) has various dis-
plays that indicate nAV sources in use, a bearing
pointer that indicates relative bearing to the select-
ed navaid (Vor or AdF), course selections, dME
Figure 16-1. RD-650A HSI Figure 16-3. AD-650A ADI

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16 AVIONICS
COPILOT’S FLIGHT
INSTRUMENTS
the copilot’s instrument panel is equipped with a
basic bleed-air-driven attitude gyro and a basic
HSI, electrically powered from the emergency dc
bus system (Figure 16-4). Separate airspeed indi-
cators, vertical speed indicators, altimeters, and
rMIs are installed on both the pilot’s and copilot’s
instrument panels. the pilot’s encoded altimeter is
electrically driven by the air data computer. the
copilot’s altimeter is a conventionalbarometric
altimeter.
Figure 16-5. Airspeed Indicator
red radial line. A knob, on the lower left corner of

the instrument, controls a moveable index that can
be set to any airspeed as a reference.
VERTICAL SPEED INDICATORS

two instantaneous vertical speed indicators (VSIs)
indicate vertical velocity of 0 to 6,000 fpm up or
down (Figure 16-6). Accelerometers sense changes
in normal acceleration and displace the needle
Figure 16-4. Copilot’s Flight Instruments
AIRSPEED INDICATORS
the pilot’s and copilot’s airspeed indicators are
identical and operate off uncorrected pitot-static
inputs (Figure 16-5). the instruments incorporate
a single rotating needle, a fixed scale calibrated in
knots, and a rotating Mach scale. two slots are
located in the face of the instruments: one (inner)
at 261 knots and one (outer) at 276 knots. At 8,000
feet and below, the inner window will be red; at
9,600 feet and above, it will be black. the outer
window will be black below 8,000 feet and red at
9,600 feet and above. the indicated Mach limit of
0.721 above 29,315 feet is indicated by a single
Figure 16-6. Vertical Speed Indicator (VSI)

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16 AVIONICS
before actual pressure change occurs, resulting in OUTSIDE AIR TEMPERATURE

much less time lag between airplane displacement
and instrument indication.
INDICATOR
Below the clock on the pilot’s instrument panel is
an oAt indicator which displays air temperature
TURN-AND-BANK INDICATOR uncorrected for ram rise. two scales and a single
the pilot’s turn-and-bank indicator is incorporated pointer are used to indicate both celsius and
in the standard five-inch AdI (Figure 16-3). the Fahrenheit readings (Figure 16-8). the temperature
copilot’s turn-and-bank indicator is located directly sensor is located inside the right dorsal fin ram-air
below the basic HSI (Figure 16-7). Both turn-and- inlet.
bank indicators are powered by 28 Vdc through
circuit breakers on the left circuit-breaker panel.
there is an option of Ac power for both left and
right turn and bank indicators. If the copilot’s
instrument panel is configured with an optional
standby gyro horizon, the copilot may not have a
turn-and-bank indicator.
Figure 16-8. OAT Indicator
Figure 16-7. Copilot’s Turn-and-Bank

Indicator
PRESSURE GYRO
the copilot’s attitude gyro is a pressure-driven
instrument which displays airplane attitude in pitch
and roll (Figure 16-4). the pressure is produced
by engine bleed air. the attitude gyro will be oper-
ating any time at least one engine is running. due
to the simplicity and reliability of the system, no
warning flags are provided. System pressure may
be monitored through the pressure indicator
installed in the right instrument panel.
Figure 16-9. Magnetic Compass

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16 AVIONICS
MAGNETIC COMPASS has been compressed and has consequently had its
temperature increased by adiabatic heating. When
A standard liquid-filled magnetic compass is total air temperature (tAt) is selected, the indicator
mounted above the glareshield (Figure 16-9). registers the temperature of the air which results
from the effect of ram air on the temperature probe.
FLIGHT HOUR METER the indicator normally displays true airspeed and
static air temperature. Pressing the tAt button
the meter displays the total flight time on the air- changes the temperature display to total air tem-
plane in hours and tenths (Figure 16-10). the land- perature for as long as the button is depressed.
ing gear squat switch activates the meter when the
weight is off the gear. A small indicator on the face
of the instrument rotates when the hour meter is in DAVTRON MODEL 811B
operation. the flight hour meter is normally locat- CLOCK
ed on the upper right side of the copilot’s instru-
A davtron Model 811B six-digit display clock
ment panel.
(Figure 16-11) presents either 24-hour elapsed
flight time or elapsed time from the stop-watch
function, as selected by the pilot. A separate battery
supplies power to keep the time circuit functional
when airplane electrical power is off.
Figure 16-10. Flight Hour Meter
TRUE AIRSPEED INDICATOR

(OPTIONAL)
the optional true airspeed (tAS) indicator displays
true airspeed in knots and static air temperature
(SAt) or total air temperature (tAt) in degrees
celsius. Static air temperature (SAt) is the tem-
perature of air undisturbed by the motion of the
airplane. As SAt is read from the instrument, it
has been corrected for the ram-air temperature rise
and for compressibility effects. It is analogous to Figure 16-11. Davtron Model 811B Clock
ambient air temperature or outside air temperature
(oAt). total air temperature (tAt) is oAt which

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16 AVIONICS
STANDBY ATTITUDE GYRO

INDICATOR (OPTIONAL)
A standby attitude gyro indicator may be located
on the instrument panel (Figure 16-12). It normally
operates on main dc electrical power through the
StdBY GYro circuit breaker on the left circuit-
breaker panel. Power to the gyro is controlled by
the standby gyro switch, with StdBY GYro–
oFF–tESt positions, located on the pilot’s lower
instrument panel (Figure 16-13). An emergency
battery pack in the nose avionics compartment is
an emergency source of power for the standby gyro
if main dc bus voltage falls below minimum. this
is indicated by an amber PoWEr on light adja-
cent to the standby gyro switch, provided the
switch is in the StdBY GYro position.
the battery pack is continuously charged by the

main dc electrical system and should be fully
charged in the event of an electrical power failure. Figure 16-12. Standby Attitude Gyro
the standby gyro power switch must be in the Indicator
StdBY GYro position for automatic transfer to
emergency battery power. the gyro will operate CAUTION
for a minimum of 30 minutes on emergency bat-
tery power. When the switch is held to the tESt When uncaging, do not release the
position, a self-test of the emergency battery pack PuLL to cAGE knob suddenly so that
and associated electrical circuits is accomplished. it snaps back; this may damage the gyro.
the green light adjacent to the switch illuminates
if the test is satisfactory and the battery pack is
fully charged. NOTE
For aircraft configured with dual flight
the standby gyro is caged by pulling the PuLL directors and/or dual EFIS, the standby
to cAGE knob and rotating it clockwise (Figure attitude gyro indicator is required equip-
16-12). ment.
Figure 16-13. Standby Gyro Switch

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16 AVIONICS
Figure 16-14. Stall Warning and AOA System
STALL WARNING AND ANGLE- transmitter has a conical-slotted probe extending

into the airstream. the probe rotates to achieve uni-
OF-ATTACK SYSTEM form airflow. the probe is heated for anti-icing
the angle-of-attack system is powered by the main along with the pitot tubes and static ports. If the
dc electrical system and incorporates a transmit- probe heater should fail, an amber AoA Htr
ter, a probe, a flap position sensor, and an optional FAIL annunciator will illuminate.
indexer (Figure 16-14).
the flap position sensor provides signals to the
the angle-of-attack transmitter on the right side of indicator in order for it to be able to compensate
the airplane is the basic sensor which detects the for any flap position. the indicator computes
direction of airflow at the side of the fuselage. the angle-of-attack from the transmitter signals and

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16 AVIONICS
flap position, and compensates for all configura- 16-14). this position bypasses the squat switch and
tions and weights so as to give a standard readout applies a high angle-of-attack signal , causing the
on the angle-of-attack indicator. shaker motor to operate. do not fly the airplane if
the test is unsatisfactory.
A full-range indicator is the primary type used.
the indicator is calibrated from 0 to 1.0 and An approach indexer, mounted on the pilot’s
marked with red, yellow, white, and green arcs glareshield (Figure 16-14), provides a “heads up”
(Figure 16-14). the indicator displays lift informa- display of deviation from the approach reference.
tion with 0 representing zero lift and 1.0 represent- the display is in the form of three lighted symbols
ing stall. Lift is presented as a percentage and, with which are used to indicate five angle-of-attack con-
flap position information, the display is valid for ditions. High angle-of-attack is analogous to low
all airplane configurations and weights. therefore, airspeed; low angle-of-attack is analogous to high
at 1.0 where full stall occurs, 100% of the available airspeed. the following angle-of-attack indications
lift is being produced. At 0, zero lift is being pro- occur:
duced. the green arc (0 to 0.55) is the normal oper-
ating range of the airplane. the white arc (0.55 to 1. Angle-of-Attack high: top (red) chevron illu-
0.65) covers the area between the normal operating minates.
range and the caution area. the middle of the white
arc, 0.6, represents the optimum landing approach 2. Angle-of-Attack slightly high: top chevron
airspeed (1.3 VSo). the yellow range (0.65 to and (green) circle illuminate.
0.75) is a caution area where the airplane is 3. Angle-of-Attack on reference: circle illumi-
approaching a critical angle-of-attack. the red arc nates.
(0.75 to 1.0) is a warning zone that represents the
area beginning at low speed buffet continuing to 4. Angle-of-Attack slightly low: circle and bot-
full stall. At an indication of approximately 0.81 tom (yellow) chevron illuminate.
to 0.87 (depending on flap setting) in the warning 5. Angle-of-Attack low: bottom chevron illumi-
range, the stick shaker will activate. If the angle- nates.
of-attack system loses power or becomes inopera-
tive for other reasons, an oFF flag will appear in the top chevron points down, indicating that the
the indicator. angle-of-attack must be decreased to eliminate the
deviation. the bottom chevron points up to indi-
the stick shaker is located on the pilot’s control cate that the angle-of-attack must be increased to
column about 9 inches down from the control eliminate the deviation.
wheel and on the forward side. the stick shaker
provides tactile warning of impending stall. the
angle-of-attack transmitter causes the stick shaker COMMUNICATIONS/
to be powered when the proper threshold is
reached. For the stall warning shaker system to be NAVIGATION
in operation, the airplane must be airborne and
have weight off of one of the two squat switches. VHF COMM TRANSCEIVERS
dual VHF-22A transceivers are located in the nose
WARNING avionics bay. they are individually controlled by
control heads located on the right side of the center
If the angle-of-attack probe heater fails
instrument panel (Figure 16-15). the coMM 1
and the probe becomes iced, the stick
antenna is located on the underside of the fuselage,
shaker may not operate.
and the coMM 2 antenna is mounted in the verti-
cal stabilizer cap. the coMM 1 radio is powered
the system is tested prior to flight by positioning from the emergency dc bus.
the rotary test switch to StIcK SHAKEr (Figure

16 AVIONICS
OPTIONAL KING HF KING HF
TRANSCEIVER
the King KHF-950 is a 150-watt transceiver that MENU FREQ/CHAN
provides 280,000 frequencies at 100 Hz increments PULL

FREQ-KHZ CHANNEL
with 99-channel preset capability in the HF band ON
(2.000 to 29.999 MHz). It operates in am or single

CLARIFIER SQUELCH VOLUME
sideband. STO PGM
Figure 16-16. KHF-950 Transceiver
FrEQ/cHAn—Selects frequency or channelized

7 mode of operation.
ModE—Selects LSB, AME, or uSB. Mode is

displayed in lower part of frequency
display.
PGM—Selects programming of frequency for

channel operation.
Sto— Stores selected frequency for channelized

operation.
STANDARD—VHF TRANSCEIVER
NAV, AND TRANSPONDER AUDIO
tuning Knobs—outer knob used for frequency
PANEL
selection; inner knob used for
channel selection.
oFF/VoLuME—on/oFF switch and volume

control.
SQuELcH—controls squelch threshold.
cLArIFIEr—Improves clarity of reception

during SSB operation.
uSB is used for communication with stations oper-
ating in single sideband on upper sideband. AME
allows communication with older AM or AME sta-
tions. AME is not compatible with uSB. LSB is
OPTIONAL—CTL-22,32,62, AND 92 disabled.
CONTROLS
to tune the HF system antenna coupler to the fre-
Figure 16-15. Consolidated Avionics quency selected, rotate the VoLuME knob out of
Control the oFF detent. receiver frequency will be dis-
played after a short warm-up time (one minute).
All controls and indicators are normally located on Press the microphone button to key the transmitter.
the copilot’s lower instrument panel (Figure 16- the antenna coupler will tune automatically. the
16). the control functions are listed below: channel number will continue to display. the fre-

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16 AVIONICS
quency will not display until automatic tuning is be pressed to alert the other control unit without
complete. After tuning, adjust for desired squelch. interrupting the telephone call in progress.
during reception, adjust cLArIFIEr control for
maximum signal clarity. upon completing the call, place the handset in the
cradle and note that the amber light (the power-on
light) illuminates and the green transmit light
FLITEFONE V (OPTIONAL) extinguishes. the handsets from both controls
the Flitefone V system provides air-to-ground must be returned to their respective cradles in order
telephone communication. It operates in the ultra to extinguish the green transmit light.
high frequency (uHF) band and is a frequency
modulated (FM) unit. the operating frequency is When receiving an incoming call, the channel
in the 450 MHz range. twelve telephone channels which is calling and the amber light will alternately
are provided plus one ground-to-air selective call- flash and the audio signal will sound. Pick up the
ing channel (SEL cALL). handset to answer the call. the channel is automat-
ically selected and the transmitter will come on
the flight compartment station consists of a con- when the telephone is answered.
trol mounted on the copilot’s meter panel and a
handset assembly mounted on the forward side of
the right divider panel.
COCKPIT VOICE RECORDER
the cockpit voice recorder system provides a con-
the passenger compartment station is located in a tinuous recording of the last 30 minutes of all voice
drawer at approximately mid-cabin. communications and aural warnings occurring in
the cockpit, as well as communications involving
the Flitefone also may serve as a cabin/flight com- the aft public address audio.
partment interphone. to use the system for an
interphone, the IntErcoM (Ic) button is A sensitive cockpit microphone is located in the
pressed. the amber light will illuminate and overhead console. the recorder is energized any
remain on as long as the handset is off the cradle. time the battery switch is in the BAtt position.
Pressing the IntErcoM (Ic) button also causes System operation may be checked by means of a
the audio signal to sound in the other control unit. test switch on the recorder system. Pressing the
erase button will erase the entire recording. Erasure
to place a telephone call, ascertain that the system can only be accomplished on the ground.
is turned on. on the cockpit control, power is con-
trolled by the oFF–VoL switch. on the cabin con-
trol, the system is controlled by the on–oFF UNIVERSAL FLIGHT DATA
switch. In both cases, when the system is turned RECORDER (OPTIONAL)
on, the amber intercom light will illuminate. When the universal Flight data recorder (uFdr) pro-
the handset is removed from its cradle, an opera- vides a permanent record of the airplane’s altitude,
tional channel will be automatically selected. If the airspeed, heading, acceleration, and microphone
channel is busy, momentarily press and release the keying. the data is recorded continuously in digital
handset cradle hook switch and another channel form onto a crash-survivable magnetic tape having
will be selected. If a particular channel is desired, sufficient capacity to store the last 25 hours of
select a channel manually by pressing any one of flight time.
the 12 channels. When a dial tone is heard, press
the operator (oPEr or t button, depending on Loss of power or other failure detected by the
which airplane station is being used). check that integrity monitoring function illuminates the
the green transmit light illuminates and stays on. rEcordEr PWr FAIL light.
When the operator answers, give the necessary
information about your call. After pressing the
operator button, the IntErcoM (Ic) button may

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16 AVIONICS
F-542 FLIGHT DATA AUTOMATIC DIRECTION
RECORDER (OPTIONAL) FINDER (ADF)
the F-542 flight data recorder provides a perma- the collins AdF-60 is an automatic direction find-
nent record of the airplane’s altitude, airspeed, er system operating in the frequency range of 190
acceleration, heading, microphone keying and to 1749.5 kHz, tunable at .5 kHz intervals, and pro-
time. the medium for recording is a fireproof viding 3,120 channels. tuning is accomplished by
metal foil which is engraved by a stylus. the rigid concentric knobs on the control panel, located on
case containing the mechanism protects the record- the center instrument panel (Figures 16-15 and 16-
ing from damage in the event of an accident. the 17).
foil travels through the mechanism at a controlled
rate, providing an accurate time base for the data.
A trip and data encoder is provided as an option,

which provides the ability to manually enter trip
and date information. two pushbutton switches are
provided on the control panel. one button is
labeled rEPEAt and is used to initiate the 15-
minute encoding cycle; the other switch is labeled
EVEnt and can be used to mark the recording as
desired. A light on the control panel indicates that
the encoding cycle is in progress and a meter indi-
cates the recording time remaining.
VHF NAVIGATION RECEIVERS

dual VIr-32 navigation receivers provide Vor,
localizer, glideslope, and marker beacon capability.
the receivers are located in the nose avionics com-
partment. controls are located on the lower right
side of the center instrument panel (Figure 16-15).
Each system has 200 Vor/Loc operating chan-
nels, and 40 glideslope channels, and automatic
dME channeling. Multiple outputs drive the flight Figure 16-17. Collins ADF-60 Control Panel
director, HSI, rMIs, and the autopilot. All basic
functions have a built-in self-test. consult Section the receiver is located in the nose avionics equip-
III of the Airplane operating Manual for self-test ment bay, and the antenna is mounted on the under-
procedures. the nAV 2 receiver is powered from side of the fuselage. AdF information is displayed
the emergency dc bus. on each rMI by the single-bar bearing pointer. the
bearing pointer on the pilot’s HSI may also be
selected to AdF by pushing a selector switch on
the left side of the HSI case. If an optional AdF
system is installed, the double-bar bearing pointers
on the rMIs display AdF 2 bearing information.

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16 AVIONICS
Radio Magnetic Indicator (RMI)

dual rMI-30 radio magnetic indicators are mount-
ed on the left and right instrument panels (Figure
16-18). AdF and Vor information is displayed on
each rMI. the single-bar bearing pointers display
Vor 1 or AdF 1. the double-bar pointers present
Vor 2 or AdF 2 information. Push-type selectors
are mounted on the lower case of the rMIs for
selecting desired information. the compass card
for each rMI is driven by the opposite-side com-
pass system. In the event of rMI compass card Figure 16-19. LH GYRO SLAVE Switches
failure, the Vor pointer remains slaved to the
compass card and continues to indicate magnetic
bearing to the selected station. the AdF pointer LH–rH positions, allow selection of automatic
indicates relative bearing to the selected station. (slaved) or manual (unslaved) operation of the
pilot’s c-14d compass system.
under normal conditions, the pilot’s c-14d GYro

SLAVE switch should be left in the Auto posi-
tion. Fast slaving in the Auto mode occurs at a
minimum rate of 30° per minute. It will continue
at that rate until the gyro is slaved to the magnetic
compass heading. It will then continually maintain
a slow slaving rate of 2.5 to 5.0° per minute. At
initial power-up, the system will slave itself in
Auto.
When MAn is selected, the HSI and the copilot’s

rMI compass card can be moved left or right at a
rate of 30° per minute by toggling the LH–rH
switch. In the MAn mode, the slaving indicator
on the HSI disappears. under normal operating
conditions, the gyros remain in the Auto (slaved)
mode.
the copilot’s c-14d compass system is identical

Figure 16-18. Radio Magnetic to the pilot’s system. the copilot’s system drives
Indicator (RMI) the copilot’s HSI and the pilot’s rMI compass card.
the copilot’s system receives electrical power from
C-14D COMPASS SYSTEM the emergency dc bus. In the event of a main dc
power failure, placing the battery switch to the
the pilot’s HSI, the flight director (when nAV 1 is
EMEr position restores the copilot’s HSI opera-
selected on the mode control panel), and the copi-
tion.
lot’s rMI are driven by the pilot’s c-14d slaved
gyro system. the system consists of a directional
gyro, a flux detector, two mode selector switches, MARKER BEACON SYSTEM
a remote compensator, and a slaving indicator on
the HSI. the pilot’s system operates from the main the marker beacon, Vor, localizer, and glide-
dc bus system. two LH GYro SLAVE switches slope receivers are all combined into each naviga-
located on the left switch panel (Figure 16-19), one tion receiver. nAV 1 and nAV 2 receivers provide
with Auto–MAn positions and the other with marker beacon data to the pilot’s and copilot’s

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16 AVIONICS
marker beacon lamps respectively, located above announcements to the passengers through the
the AdIs. cabin speakers; coMM 1, coMM 2, and HF
audio is muted. EMEr/coMM 1 provides for the
the marker beacon receivers are in operation use of coMM 1 when operating only on emer-
whenever the nAV receivers are on. they operate gency dc power. the EMEr/coMM 1 position
on a frequency of 75.00 MHz. At night when the bypasses the audio amplifier, necessitating the use
panel lights are on, the marker beacon lights are of a headset, and volume control is available only
dimmed; outer marker (0), blue; middle marker at the radio control head. transmitting remains
(M), amber; and inner marker (I), white. Aural normal from all microphone sources.
tones will be heard through the speaker/headset
over the markers. Switches in the lower left and A three-position Auto SEL switch with SPKr–
right corners of the audio control panel (Figure 16- oFF–HdPH positions automatically selects the
20) permit selection of high (HI) or low (Lo) sen- proper speaker or headphone to match the position
sitivity for operation of the marker beacon lamps. of the rotary microphone selector switch. All audio
sources can be monitored at any time by the use of
the appropriate SPKr–oFF–HdPH switch,
regardless of the microphone selector switch or the
Auto SEL switch positions. A MKr MutE but-
ton silences the marker beacon audio for approxi-
mately 30 seconds.
A two-position switch on each control wheel has a

MIc position for keying the transmitters and an
InPH position for interphone communications
Figure 16-20. Audio Control Panel when using the lip phone or the oxygen mask
microphone. If a hand-held microphone is used,
Audio muting (MKr MutE) on the audio control transmission is determined by the position of the
panel provides a method of temporarily muting the MIc selector switch.
marker beacon audio signals (30 seconds).
LOCATOR BEACON
AUDIO CONTROL PANELS (OPTIONAL)
two audio control panels (Figure 16-20) provide the emergency locator beacon (ELt) system is an
individual audio selection by each pilot. three- emergency transmitter designed to assist in locat-
position switches labeled “SPKr,” “oFF,” and ing a downed airplane. the transmitter has a self-
“HdPH” enable all audio inputs to be selected to contained battery pack which must be changed
the overhead speakers or headphones. A two-posi- every three years or after a cumulative total of one
tion IdEnt– VoIcE switch is used with the nAV hour of operation. the system is activated auto-
and AdF switches to monitor either voice or coded matically by an impact of 5.0 +2/–0 G along the
identifiers. two concentric MAStEr VoLuME flight axis of the airplane, or manually by a remote
knobs control the headset or speaker volume of all EMEr switch on the copilot’s instrument panel
selected audio sources. A PASS SPKr VoLuME (Figure 16-21).
knob controls the output volume of the passenger
compartment speakers. A rotary microphone selec- When the transmitter is activated, a modulated
tor switch has four standard positions: coMM 1, omni-directional signal is transmitted simultane-
coMM 2, PASS SPKr, and EMEr/coMM 1. A ously on emergency frequencies 121.50 and
fifth position labeled “HF” is included if an option- 243.00 MHz. the modulated signal is a downward
al HF radio is installed. coMM 1 or coMM 2 swept tone signal starting at approximately 1600
connects the microphone being used to the respec- to 1300 Hz and sweeping down every two to four
tive VHF transmitter. PASS SPKr provides for seconds continuously and automatically.

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FLIGHT GUIDANCE
SPZ-500 AUTOPILOT/FLIGHT
DIRECTOR SYSTEM
the SPZ-500 autopilot/flight director instrument
system is a complete flight control system which
includes a flight director, automatic pilot, pilot’s
attitude director indicator (AdI), pilot’s horizontal
situation indicator (HSI), air data computer with
associated outputs, autopilot controller, vertical
navigation system including altitude alerter, touch
control steering (tcS), a rate gyro, and autopilot
servos.
the system operates through the pilot’s AdI and

HSI for mode annunciations, command cues, and
vertical and horizontal navigation displays. the air
data system provides pressure altitude, altitude
Figure 16-21. Locator Beacon reporting, altitude preselect, IAS hold, and vertical
speed hold. the system may be flown manually or
the transmitter has an ArM–on–oFF switch automatically, and meets category II equipment
which is normally left in ArM. the on position requirements.
is used to test the system from the ground and the
oFF position turns the system off.
Pilot’s Attitude Director
A guarded EMEr–norM switch on the instru- Indicator (ADI)
ment panel provides manual activation of the sys- Several different attitude director indicators (AdIs)
tem as well as a means of testing the operation. In may be installed. Each may present flight data in
the norM position, the system is armed for acti- slightly different displays; however, operation is
vation by the impact switch. In the EMEr position, basically the same.
the impact switch is bypassed and the emergency
signal is transmitted. the EMEr position can be the flight director command bar is in view on the
used to test the system; however, prior approval AdI any time the flight director system is in oper-
from control tower and flight service must be ation. they are positioned by the Fd computer to
obtained. A rESEt button is located next to the display pitch and roll steering commands for the
EMEr–norM switch on the instrument panel. mode selected on the mode control panel. Position-
Pressing the rESEt button resets the ELt trans- ing the fixed reference airplane to align it with the
mitter if it has been energized by the impact switch. command bars gives computed steering to inter-
the rESEt button must be held depressed for a cept and track a radial, glide slope, or whatever
minimum of three seconds. A remote control, mode may be selected.
accessible from outside the airplane, is located on
the left side of the dorsal fin under a plug button.
the ELt can be turned on, oFF, or rESEt from
that control. two flush-mounted antennas are locat-
ed on either side of the dorsal fin just forward of
the vertical fin.

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16 AVIONICS
An Att warning flag appears at the left side of the tor mode control will light, except oFF and 2. the
AdI when attitude information is unreliable and a three digits on the V-nAV controller will display
flight director warning flag (Fd) is displayed at the eights.
right side of the AdI when command bar informa-
tion is unreliable. Four additional red warning flags the Ad-600 AdI includes a radio altimeter
are installed in the AdI to indicate malfunctions: repeater (rising runway). the rising runway will
display absolute altitude from approximately 200
• SPd—Indicates speed command display feet AGL to ground level when the optional radio
malfunction. altimeter is installed. the Ad-650 AdI (Figure 16-
3) is equipped with a radio altimeter digital display
• r/t—Indicates turn needle malfunction. on the lower right side of the instrument. decision
• GS—Indicates glide-slope malfunction. height (dH) is set in the window in the lower left
side of the instrument by means of the dH set
• Loc—Localizer malfunction. knob. When the airplane descends below the
the AdI incorporates 12 annunciator lights on top selected decision height, the dH annunciator on
of the case “eyebrow” that indicate which vertical the AdI will illuminate. refer to radio Altimeter
and horizontal modes are engaged in the flight for further description.
director. the following modes are annunciated:
Pressing the rA tESt button on the lower left
• HdG—Heading select mode is engaged. bezel tests the radio altimeter circuits and causes
the following displays on the rAd ALt readout:
• nAV—A nAV mode (Vor, rnAV) has all digits momentarily display 8’s, followed by
been captured and is being tracked. dashes, and then 100 feet until the test button is
• Loc—Localizer has been captured. released, at which time the actual altitude is dis-
played. during the test, the dH display shows all
• APr—Vor approach is selected or local- 8’s with the altitude readout display and then shows
izer capture has occurred. the current selected altitude for the remainder of
• GS—Glideslope is captured. the test. In APr cAP mode, the test function is
inhibited. the dH annunciator on the AdI bezel
• Vrt—Altitude preselect captured, or verti- may be tested on the ground by setting the dH at
cal speed hold is engaged. 50 feet. In the process of the test, the radio altime-
• ALt—Altitude hold mode is engaged. ter system internally goes to 100 feet; the dH
annunciator will illuminate when the system cycles
• Bc—Back course is captured. back through 50 feet of altitude during the test.
• Vn—V-nAV capture has occurred.
the GA mode annunciator light is located on the
• SPd—IAS hold or MAcH hold is engaged. face of the AdI and indicates the Go-Around
• dH—Illuminates when the airplane reaches mode of operation. Go-Around has priority
the preset decision height. over all other modes of operation. Go-Around
mode is selected by pressing the GA button on the
• GA—Go-around has been selected. throttle.
ADI Test An inclinometer and rate-of-turn display are locat-

ed at the bottom of the AdI. the turn needle is cal-
depressing the attitude test switch causes the ibrated to show a standard rate-of-turn (3° per
sphere to rotate approximately 20° left and pitch second) when it is aligned with the marks at the
up approximately 10°. the Att warning flag will left or right side of the scale.
appear. All the annunciators on the AdI will light
except the dH. All annunciators on the flight direc-

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16 AVIONICS
An expanded localizer indicator is situated at the A heading flag (HdG) will appear in the instru-
bottom of the indicator sphere above the turn nee- ment when the compass system is oFF, the head-
dle. It displays raw localizer displacement data ing signal from the directional gyro becomes
which is amplified 7.5 times to allow use of the invalid, primary power to the indicator is lost, or
localizer pointer as a sensitive reference of airplane the error between the displayed heading and the
position on the localizer. the pointer serves as an received signal becomes excessive.
indicator of the category II approach window. It
is extremely sensitive throughout the approach and the course knob sets the course cursor. the course
is used as a reference only. deviation bar, which forms the inner segment of
the course cursor, rotates with the course cursor.
optional double cue attitude director indicators are the course knob also sets internal system refer-
available which present the course and flight path ence for flight director commands in the
indications through a cross pointer system. A Vor/Loc and rnAV modes of operation. Like
reverse display option exchanges the position of the HdG cursor, the course cursor rotates in its set
the glideslope indicator and the fast/slow indicator. position with the compass card.
If a decision height and radio altitude display are
installed on the reverse display indicators, the dH the course deviation bar moves laterally in the HSI
and rAd ALt displays will also be reversed. in relation to the course cursor. course deviation
operation of the AdI is otherwise unchanged. dots in the HSI act as a displacement reference for
the course deviation bar. When tracking a Vor,
An optional four-inch instrument is available for the outer dot represents 10°, while on an ILS local-
the pilot’s position. izer it represents 2 1/2°. to–FroM flags point to
or from a station along the Vor radial when oper-
ating on a Vor. A striped nAV warning flag
Pilot’s Horizontal Situation comes into view when power is oFF, when nAV
Indicator (HSI) information is unreliable, or when signals from the
the pilot’s standard HSI displays compass head- nAV receiver are not valid.
ing, glideslope and localizer deviation, and air-
plane position relative to Vor or rnAV radials the vertical deviation pointer displays V-nAV or
(Figure 16-1). glideslope deviation. When receiving glideslope
information during an ILS approach, the deviation
the heading cursor and course cursor are set by pointer will appear on the right side of the standard
knobs located on the HSI bezel, or remotely locat- HSI displaying deviation from the glide-slope
ed (Figure 16-2) as determined by different HSI beam. When receiving V-nAV information, the
installations. deviation pointer will display deviation from the
computed vertical path with each dot of deviation
Mode annunciator lights are integral to the 5-inch representing 750 feet of vertical path deviation.
HSI and indicate mode of operation as follows: Vertical mode annunciators on the HSI and AdI
will display Vn when the deviation pointer is dis-
• rn—rnAV function selected. playing V-nAV information. If the nAV receiver
is not tuned to an ILS frequency or receiving V-
• VLF—VLF function selected. nAV information, the pointer will be retracted
from view. If either signal is unusable or unreliable,
• WPt—rnAV waypoint or VLF waypoint
the deviation pointer will be covered by a red warn-
(depending on mode) selected.
ing flag.
• Vn—V-nAV mode has been selected.
In addition to positioning the heading cursor, the
heading knob sends internal signals to the flight
director computer to position the command bars
in response to the position of the heading cursor
when HdG is selected on the mode control panel.

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Mode Control Panel
the mode control panel (Figure 16-22) consists of
11 push-on, push-off back-lighted switches. the
status of the selected mode is displayed by amber
lights when armed or green lights when engaged,
or when capture has occurred. on the top face
“eyebrow” of the AdI, capture modes are also
annunciated. the Fd oFF switch causes the com-
mand bar(s) to bias out of view on the AdI; how-
ever, flight director operation with the autopilot is Figure 16-23. Autopilot Control Panel
unaffected but without a visible command cue.
and PItcH wheel. the torque-adaptive autopilot
provides two levels of torque authority automati-
cally for both the pitch and roll axes. the torque
switching is accomplished through a barometric
pressure (set to 14,500 feet), which is installed in
the copilot’s static system.
the AP switch is used to engage the autopilot and

the yaw damper. the Yd switch engages the yaw
damper only. use of the yaw damper while manu-
Figure 16-22. Mode Control Panel ally controlling the airplane aids in stability and
passenger comfort.
NOTE
the pitch wheel allows manual pitch control of the
nAV 1 is permanently connected to the airplane proportional to the rotation of the wheel
pilot’s HSI, and nAV 2 is permanently and in the direction of wheel movement. Move-
connected to the copilot’s HSI. this re- ment of the wheel also cancels any other previously
mains true if an optional second flight selected vertical mode. the turn knob allows man-
director is installed. the selection of ual bank control of the airplane proportional to and
nAV/HSI 1 or nAV/HSI 2 on the mode in the direction of knob movement. turns with a
control panel controls which nAV re- maximum bank angle of 30° can be performed
ceiver/horizontal situation indicator with the autopilot. the turn knob must be in the
(HSI) provides inputs to the flight direc- center detent position before the autopilot can be
tor(s). If nAV/HSI 1 is selected, course engaged. rotation of the turn knob out of detent
and bearings data must be set on the cancels any other previously selected lateral mode.
pilot’s HSI; If HSI 2 is selected, course
and bearing data must be set on the depressing the SoFt rIdE switch reduces autopi-
copilot’s HSI. If nAV/HSI 1 is selected, lot gains while still maintaining stability in rough
course and glideslope information are air. this mode may be used with any flight director
received from nAV 1; if nAV/HSI 2 is mode selected.
selected, course and glideslope informa-
tion come from nAV 2. the bank limit mode may be selected if it is desired
to limit the maximum bank angle during autopilot
operation. When the mode is engaged, the autopilot
Autopilot Control Panel maximum bank angle is limited to 17°. the mode
the autopilot control panel on the center pedestal is limited to use in conjunction with heading
(Figure 16-23) provides the means of engaging the (HdG) mode only. When the mode is engaged,
autopilot and yaw damper, as well as manually LoW will annunciate in the pushbutton.
controlling the autopilot through the turn knob

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16 AVIONICS
the elevator trim indicator shows an out of trim directors are installed). the autopilot cannot be dis-
condition, in the direction indicated by illumina- engaged by applying an overriding force to the
tion of uP or dn in the trIM annunciator, when yoke; however, actuation of the touch control steer-
a sustained trim input is being applied to the ele- ing button on the yoke will interrupt the pitch and
vator servo. the indicator should be oFF before roll servos until the switch is released. If the
engaging the autopilot. If the trIM annunciator is autopilot is disengaged by any of the above three
illuminated and the autopilot must be disengaged, ways, a warning tone will sound for one second
the pilot must be prepared for an out-of-trim con- and the amber AutoPILot oFF light will illu-
dition in the annunciated direction. minate for one second. Any other disconnect will
cause the warning horn to sound for one second
the tESt EAcH FLt button activates a test of the and the amber AutoPILot oFF light to stay illu-
current monitor for the autopilot and must be minated. the amber light can be turned off by
checked prior to each flight. Pressing the button pressing the AP/trIM dISc switch, the electric
causes the autopilot to disengage by simulating a trim switch, or the go-around switch.
failure in the torque limiters. disengagement must
be within approximately two seconds after depress- NOTE
ing the button. the AutoPILot oFF light on the
Autopilot operation is prohibited above
pilot’s instrument panel illuminates, the autopilot
14,500 feet if the torque monitor (AP
warning horn sounds, and the AP torQuE light
torQuE) annunciator illuminates (ex-
also illuminates.
cept for test).
the autopilot is normally disengaged by depress-
ing the AP/trIM dISc switch on either yoke
(Figure 16-24). the autopilot may also be disen- Autopilot Flight Director
gaged by electrically trimming the elevator trim Coupling
system (Yd remains engaged), or depressing the Any time the flight director is engaged in a vertical
GA button on the left throttle if the flight director and/or lateral mode, engaging the autopilot auto-
is engaged (either throttle button if dual flight matically couples the autopilot to the flight direc-
tor. the autopilot is then controlled by the flight
director. If an optional dual flight director is
installed, an autopilot transfer switch located on
the instrument panel allows the autopilot to be
driven from the no. 1 or no. 2 Fd system.
Touch Control Steering (TCS)

the touch control steering (tcS) button (Figure
16-24) on the pilot’s control wheel enables the air-
plane to be maneuvered manually during autopilot
operations without cancellation of any selected
flight director modes. depressing the tcS button
only causes the autopilot to be interrupted while
the button is held depressed. releasing the tcS
button causes the autopilot to reengage. When fly-
ing the airplane manually and using the flight
director, the command bar(s) may be matched to
the existing pitch attitude or the vertical modes
may be reset by using the tcS button (ALt HLd,
VS, or IAS). While controlling the airplane by
using the autopilot in the basic mode utilizing the
Figure 16-24. AP/TRIM DISC Button turn knob and pitch wheel only (Fd not engaged),

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16 AVIONICS
depressing the tcS button and maneuvering the V-NAV Computer/Controller
airplane by hand, and then releasing the tcS but-
ton, the autopilot automatically synchronizes to the the V-nAV computer/controller (Vncc) provides
pitch and roll attitude without disengaging the the data inputs for altitude preselect mode (ALt-
autopilot. the roll attitude rolls to wings level if SEL), altitude alert, and vertical navigation (V-
bank angle is 6° or less or holds the established nAV) mode (Figure 16-26). data is entered into
bank angle if above 6° up to 30° bank angle limit. the computer by turning the data select switch to
the desired position and then setting the required
value with the data set knob.
Pilot’s Altimeter
the altimeter provides a servoed drum/pointer dis-
play of barometrically corrected pressure altitude.
Ac power is required for operation of the altimeter.
the barometric pressure is set manually with the
BAro knob and is displayed in both inches of
mercury and millibars on the baro counters. the
altimeter is electrically driven from the air data
computer which provides sensors and an electronic
output for altitude (Figure 16-25).
Figure 16-26. V-NAV Computer/Controller
the V-nAV computer/controller may be used as

an altitude alert system, either independently or in
conjunction with any other vertical mode.
to use only the altitude alert function of the V-nAV

computer/controller, select ALt with the display
selector switch and set the desired altitude with the
SEt knob. When the airplane arrives at approxi-
mately 1,000 feet from the selected altitude, a tone
will sound and the altitude alert light on the pilot’s
altimeter bezel will illuminate. When the airplane
approaches 250 feet from the desired altitude, the
altitude alert light will extinguish. the light will
reilluminate if the airplane altitude varies approx-
imately 250 feet from the selected altitude.
Figure 16-25. Pilot’s Altimeter the V-nAV system operates only in conjunction
with the pilot’s flight director. An operating dME
An altitude alert light on the altimeter bezel illu- is required for computing V-nAV functions and the
minates to provide a visual indication when the air- dME must be selected to the nAV receiver pro-
plane is within 1,000 feet of the preselected viding navigation information to the pilot’s flight
altitude and extinguishes when the airplane is with- director. V-nAV information is valid only when
in 250 feet of the preselected altitude. After cap- flying directly to or from a Vor/dME station.
ture, the light will illuminate if the airplane departs
more than 250 feet from the selected altitude.

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SYSTEM OPERATION OPTIONAL DUAL FLIGHT

the SPZ-500 system incorporates a wide variety DIRECTOR SYSTEM
of capabilities that produces one of the most flex- In the dual flight director installations, all capabil-
ible and easy to use systems in airplanes today. the ities available to the pilot are available to the copi-
flight director and autopilot can be used independ- lot, with the exception of vertical navigation. In
ently or together. When engaged and coupled to dual installations, a switch (APX–Fd 1–Fd 2) is
the flight director, the autopilot will control the air- installed on the center instrument panel which
plane using the commands generated by the flight enables the autopilot to be switched to flight direc-
director computer. With the flight director turned tor number one (Fd 1) or flight director number
off (Fd oFF button), the autopilot will still couple two (Fd 2) for guidance.
to the same modes without displaying the flight
director command bars. disengagement of the Fd the optional flight director systems may be either
or AP will have no effect on the remaining AP or single cue or double cue (crosspointer) presenta-
Fd modes in operation at the moment of disen- tion and may be either regular or reverse display.
gagement, except when using the go-around but- In the reverse display instruments, glideslope/
ton. When the autopilot is engaged without any
mode selected, manual pitch and roll commands V-nAV information is presented on the left side of
may be made or soft ride selected. touch control the AdI and HSI, and angle-of-attack data is pre-
steering (tcS) can be used to maneuver the air- sented on the right side of the AdI.
plane or to modify the commands to the Fd and
AP. If the autopilot is not engaged, the tcS button
can be used to synchronize the command bars to OPTIONAL ELECTRONIC
the airplane attitude. If HdG mode has been FLIGHT INSTRUMENT SYSTEM
selected, BAnK LIMIt mode may be engaged and
the maximum bank angle will be limited to approx- A single electronic flight instrument system (EFIS)
imately 17°. consists of two electronic displays, identical and
interchangeable (Figure 16-27), one
the SPZ-500 system is offered with attitude direc-
tor indicators (AdIs) having either a double cue symbol generator and one display controller (Fig-
(cross pointer) or single cue flight director presen- ure 16-28). A conventional slip/skid indicator is
tation. Either system operates in a similar manner; attached to the top cathode ray tube (the electronic
however, the command bars of the single cue pres- attitude director indicator, or EAdI). the bottom
entation are brought into view by selecting any lat- electronic display is used for the electronic hori-
eral mode. Selection of only a vertical mode will zontal situation indicator (EHSI). Both display
not bring the command bars into view. With the tubes can be dimmed manually and the relative
double cue display, selecting a lateral mode brings brightness will then be maintained photo-electri-
both steering bars into view while selecting a ver- cally.
tical mode will bring the vertical steering bar into
view.
In optional dual flight director systems, the autopi-

lot may be switched to the pilot’s flight director
(Fd 1) or the copilot’s flight director (Fd 2) by
means of a selector switch located on the center
instrument panel. this switch determines only
which flight director system provides guidance to
the autopilot.
Figure 16-28. EFIS Display Controller

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16 AVIONICS
the heart of the EFIS system is the symbol gener- Selections for navigation sources and bearing nee-
ator (SG) which receives and processes all the air- dle presentations on the EHSI are controlled by
plane sensor inputs. the data is then transmitted means of two, two-position switch lights having
to the two electronic displays (Eds). oFF–AdF and oFF–Vor positions (Figure 16-
29). oFF–AdF switch controls the blue bearing
the pilot controls the display formatting by means pointer and oFF–Vor controls the green bearing
of the display controller (dc) (Figure 16-28). He pointer (Figure 16-27). nAV 2 course information
may choose single or double cue flight director pre- cannot be displayed on the pilot’s EHSI.
sentations, and full or partial compass presenta-
tions. the heading and course select knobs are
located on the display controller.
ADF VOR
Figure 16-29. EFIS Nav Source Switches
NOTE
If nAV 1 fails, the copilot must assume
DM
navigation control.
125
optional source controllers may be substituted for
the switch lights discussed previously. Aircraft
configured with source controllers have the capa-
bility of nAV 2 display on the pilot’s EHSI, but
TOR1
heading and course is controlled by the copilot’s
122 - - -.- heading and course knobs.
operation of the EFIS is similar to a standard flight

director system except for the presentation of addi-
tional information on the small format of two elec-
tronic display units. More information is available
in a more compact arrangement and the format is
variable as desired. Presentations that are not nec-
essary or desired at any one time can be removed
and replaced with more appropriate data for the
207 ----
existing flight conditions.
Figure 16-27. EFIS CRTs

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OPTIONAL DUAL ELECTRONIC trol wheel. If an optional second transponder is

installed, a transfer (tFr) switch is located on the
FLIGHT INSTRUMENT SYSTEM controller to select the desired transponder.
In the dual electronic flight instrument system
(EFIS), all capabilities available to the pilot are
available to the copilot. DISTANCE MEASURING
EQUIPMENT (DME)
Each electronic flight instrument system consists the collins dME-40 or optional dME-42 pro-
of 2 electronic displays (Eds), 1 symbol generator vides the pilot with slant range distance informa-
(SG), 1 display controller (dc), and 1 source con- tion to the selected VortAc, as well as
troller (Sc).the electronic displays are identical time-to-station and groundspeed readouts. dual
and interchangeable. A conventional slip/skid indi- dMEs are optional. the indicator mounted on the
cator is attached to the top cathode ray tube instrument panel (Figure 16-30) does not control
(EAdI). Both electronic displays use a combina- selection of dME data; it is used only to display
tion of manual and photo electric dimming for var- data that has been selected by the nAV receivers.
ious light conditions.
the symbol generator is the heart of the system

and receives all the airplane sensor inputs. the sen-
sor information is processed and transmitted to the
electronic displays.
the display controller provides the means by

which the pilot can control the display formatting,
such as full or partial compass display or single
cue or crosspointer display. Also included on the
display controller are the heading and course select
knobs.
the source controller is used to select attitude,

heading, navigation, and bearing sources for dis-
play. Annunciations of the selected sources are pre-
sented on the electronic displays.
consult Section III, “Instrumentation and Avion-

ics,” of the Airplane operating Manual and vendor
handbooks for detailed operating instructions for
various optional avionics configurations. COLLINS DME-40
PULSE EQUIPMENT
TRANSPONDERS
A collins tdr-90 transponder with a 4096 Mode CH
A code capability is located in the center instru-
ment panel (Figure 16-15). the transponder also
has Mode c capability to provide automatic alti- COLLINS DME-42
tude reporting. An Idnt switch is located on the
controller and a remote Idnt button on each con- Figure 16-30. Collins DME Indicators

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the dME-40 nAV 1–HoLd–nAV 2 control is dME-40 systems are tested by utilizing a tESt
used to select the VortAc (dME) station to button on the dME-40 indicator. dME-42 systems
which either nAV 1 or nAV 2 is tuned. Slant range are tested by a tESt button located on the ctL-
to the selected station is displayed in the upper win- 32 navigation receiver. consult Section III of the
dow (dME MILES) on the pilot’s HSI. When the Airplane Operating Manual for self-test proce-
HoLd position is selected, the dME will remain dures.
tuned to the last captured frequency regardless of
subsequent nAV 1 or nAV 2 receiver frequency
changes. the HoLd window illuminates when the RADIO ALTIMETER (OPTIONAL)
hold position is selected.
Collins ALT-55B (Optional)
the dME-42 with Ind-42A indicator and with the collins ALt-55B radio altimeter displays radio
the ctL-32 control panel for VHF navigation altitude at all times up to an absolute altitude of
2,500 feet. the system becomes operational when
(Figure 16-15) installed, the HoLd function is the airplane electrical system is powered up and it
selected on the navigation control heads (ctL-32). remains operational throughout the flight.
In dual dME installations, dME 1 is permanently Various indicating systems or combinations of sys-
connected to nAV/HSI 1 and dME 2 is perma- tems are available which all operate from the same
nently connected to nAV/HSI 2. the selection of receiver-transmitter pair. If the pilot (and copilot)
nAV/HSI 1 or 2 on the flight director mode selec- has an attitude director indicator (AdI) which has
tor will determine which nAV/HSI gives com- a radio altitude digital readout (Figure 16-3), the
mands to the flight director but will not change radio altitude will be displayed in the rAd ALt
which dME is displayed in the HSI (dual dME window on the lower right side of the AdI. deci-
installations only). sion height (dH) will be displayed in the dH win-
dow on the left side of the AdI. the dH SEt knob
If dual dMEs and an FMS long-range navigation on the AdI controls the decision height setting.
system are installed, Ind-42c indicators will be the dH selection on the pilot’s AdI also controls
installed rather than Ind-42A indicators. the the setting of the decision height warning horn. If
Ind-42c indicators do not have channel (cH) the dH SEt knob is rotated fully counterclock-
selectors. wise, the digital dH readout will extinguish.
In dual dME, dual flight director installations gain Functional testing of the radio altimeter system and
scheduling is not provided during a Vor approach the digital readout is accomplished by depressing
unless the dME and nAV/HSI are selected to the the rA tESt button on the AdI. the following
flight director being used for the approach. For displays will occur: all digits display 8s, then dash-
example, dME 1 and nAV/HSI 1 must be selected es, followed by 50, ±5 feet until the button is
if the pilot is making the approach using flight released, at which time the actual altitude will be
director number 1. If the copilot is making the displayed. the decision height window displays all
approach using flight director number 2, he must 8s with the altitude display, and then displays the
also select nAV/HSI 2 and dME 2 to obtain the current set altitude for the remainder of the test.
gain scheduling function from the dME. If a cross- rA tESt cannot be accomplished when APr
selection (for example, dME 2 and nAV/HSI 1) cAP function of the flight director is in operation.
is made, the flight director will rely on a back-up the decision height (dH) annunciator on the AdI
fixed gain schedule and the approach parameters may be checked on the ground by setting the dH
may not be adhered to as closely. If an electronic below 50 feet when the test is accomplished. When
flight instrument system (EFIS) is installed, gain the altitude readout goes above the selected height,
scheduling is not affected by nAV/HSI or dME the dH light will extinguish; when the altitude
selections. decreases at the end of the test, the dH light will
illuminate when the indicated altitude passes the

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selected dH. the dH warning horn will also sound 3. release the tESt button. As the indicator
at that time. passes the indexer, the dH light will come on
and the warning tone will sound. the light will
If an optional conventional radio altimeter indica- remain on, the tone will fade out, the flag will
tor is installed (Figure 16-31), both the indicator go out of view, and the altitude indication
and its dH annunciator light operate independently should read zero.
of the digital readout. the conventional indicator
is operating properly when the absolute altitude NOTE
indicator needle comes into view and the warning the test function is disabled after the
flag is absent. If a malfunction occurs, the warning glideslope has been captured during an
flag will appear and the indicator needle will dis- ILS approach using the autopilot or
appear from view. When the airplane is above the flight director.
usable range of the radio altimeter, the needle will
be out of view. Momentary signal loss will cause While taxiing over ice or snow, the radio altimeter
the needle to disappear from view during the peri- may fluctuate as much as 50 feet.
ods of signal interruption.
outputs from the radio altimeter system are used
to desensitize the flight director and autopilot as
the airplane passes 1,100 feet AGL with the glides-
DH lope engaged during an ILS approach. If the radio
DH altitude is invalid, gain programming becomes a
function of glideslope capture, time, and airspeed.
1
X100 Sperry AA-300 (Optional)
225 2 the Sperry AA-300 radio altimeter operates essen-
20 tially the same as the collins ALt-55B. It provides
3 readouts to AdIs and may also have optional con-
15 RAD ALT ventional indicators. consult Section III of the Air-
plane operating Manual for detailed operating
10 5 4 instructions and test procedures.
TEST WEATHER RADAR

the PrIMuS-300SL and -400SL (optional) col-
oradar Systems are X-band alphanumeric digital
Figure 16-31. Radio Altimeter ALT-55B radars designed for weather detecting and analysis
and for ground mapping. the purpose of the sys-
tems is to detect and locate various types of storms
the conventional (ALt-55) radio altimeter indica- along the flight path and to give the pilot a visual
tor may be tested with the below listed procedure. color indication of storm intensity. Storm intensity
the test will also cause the digital indicators (if levels are displayed in bright colors contrasted
present) in the AdI to test: against a deep black background. Areas of heaviest
rainfall will appear in red, the next level of rainfall
1. Set the dH indexer at 20 feet. the dH indica- in yellow, and the least rainfall in green. A color
tor light will be on and the warning flag out of bar legend defining each displayed color and
view. range/mode alphanumerics facilitating data evalu-
2. Press the tESt button. As the altitude indica- ation are displayed on normally unused areas of
tor passes the dH indexer, the dH light will the screen. In MAP mode, the amount of reflected
go out, the flag will come into view, and the rF from various ground surfaces is displayed in
indicator should stop at 50, ±5 feet.

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magenta, yellow, or dark blue (most reflective to CONTROLS AND DISPLAYS
least reflective).
Int/oFF rotary control: the fully ccW
the systems consist of three line-replaceable units: oFF position removes power from
the receiver-transmitter, the digital indicator, and the system. rotation cW from
the antenna. oFF turns system on and regulates
brightness (intensity) of display.
All of the pilot’s operating controls are mounted Warm-up period is 3 to 5 minutes.
on the front panel of the digital indicator (Figure StBY will be annunciated. If
16-32). WX/c, MAP, or tESt is selected
prior to completion of warm-up,
WAIt will be annunciated.
WARNING
the area within the scan area and within ModE SELEctIon PuSHButtonS
15 feet of an operating weather radar
system constitutes a hazardous area. do StBY Places the system in standby con-
not operate the radar system within 15 dition allowing it to warm up and
feet of personnel or flammable/explo- be ready to operate. In standby, the
sive material or during fueling opera- antenna does not scan and no sig-
tions. For ground operation of a radar nal is being transmitted. StBY
system, position the airplane facing will be annunciated.
away from buildings or large metal
structures that are likely to reflect radar
energy back to the airplane.
Figure 16-32. PRIMUS 300SL Radar (Standard)

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WX/c Alternate action pushbutton initial- FrZ Freezes the last image displayed
ly selects color weather mode dis- on the screen. FrZ is annunciat-
play. Areas of heaviest precipitation ed flashing at one-half second
appear in red, the next level of inten- intervals as a warning to the pilot
sity is yellow, and the least is green. that the display is not being
WX is annunciated and azimuth lines updated.
and range marks are blue. When
WX/c button is pushed a second GAIn/PrESEt A rotary control detented in the
time, cyclic contour mode is select- fully ccW PrESEt position.
ed. cyclic contour mode is the same used to adjust sensitivity of the
as weather mode except that the high receiver, primarily to resolve
intensity area will alternate between nearby strong target signals usu-
red and black and cYc will be ally while ground mapping.
annunciated. In cyclic contour mode, When the control is not in the
gain is automatically set to a preset detented PrESEt position, VAr
level. If WX/c is selected before is annunciated.
system is warmed up, WAIt will be
annunciated.
tGt ALErt target alert on–oFF switch: the
on position causes tGt annun-
MAP Selects ground mapping mode dis- ciation to flash when a strong
playing prominent topographical fea- (red level) signal is detected
tures with the strongest targets in within 60 to 160 nautical miles
magenta (purple), the next level in and ±7.5° dead ahead regardless
yellow, and the weakest targets in of range selected. When no such
cyan (blue). Azimuth lines, range signal is detected, a steady t is
marks, and annunciated MAP appear annunciated. target alert is dis-
in green. If MAP is selected before abled by switching to the MAP
system is warmed up, WAIt will be mode or turning the gain control
annunciated. out of the PrESEt position.
tESt displays a test pattern at 100 nautical

mile range. the antenna will scan. StAB Stabilization on–oFF switch:
the 300SL radar system will trans- Antenna stabilization is normal-
mit no signal; however, the 400SL ly in the on position. StAB is
system radiates in tESt mode. In turned off only when the stabi-
test mode, gain is set to a preset level. lization system malfunctions. In
tESt is annunciated. the oFF position, the antenna is
not stable and will cause the dis-
WARNING play to vary with the airplane
attitude.
Do not operate the 400SL radar system
in test mode within 15 feet of personnel
or flammable/explosive material or dur- AZ MK Azimuth markers on–oFF
ing refueling operations. For ground op- switch: the on position dis-
eration of a radar system, position the plays azimuth markers at 30°
airplane facing away from buildings or and 60° either side of center.
large metal structures that are likely to
reflect radar energy back to the airplane.
ScAn A 60 to 120° switch is used to
select either a 60 or a 120° wide
display—for Primus 400SL
radar only.

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tILt tILt is a rotary control that will not erase the stored waypoints). these units
enables the pilot to select angles are normally panel-mounted and installed on the
of antenna beam tilt in relation instrument panel or the center pedestal.
to the earth plane (with stabiliza-
tion on) or in relation to the air- these systems produce conventional navigational
frame plane (with stabilization displays to selected waypoints on the AdI and HSI
off). interfacing with the flight guidance system for
automatic tracking.
rAnGE-SELEctIon PuSHButtonS
Long Range Navigation
300 When a range button is pushed, (Optional)
200 the maximum range in nautical Various long range navigational systems may be
100 miles, as indicated on the button, installed at customer request. these systems vary
50 will be annunciated on the top widely but may utilize VortAc, ILS, very low
25 range arc and the lower arcs will frequency (VLF), LorAn-c, and global position-
10 show 20% shorter increments ing stations (GPS)—separately or in combina-
(example: 100, 80, 60, 40, 20). tion—to provide long range navigation tracking
capability with extreme accuracy.
NAVIGATION
GNS-1000 Flight Management
DATA NAV II or III (Optional) System (FMS)
By use of dAtA nAV II, the Sperry PrIMuS-
300SL or -400SL coloradar indicator can be the GnS-1000 FMS is the most common long
made to display checklists, messages, and calcu- range navigation system installed in citation S/II
lations entered by means of the KB-3001 Entry aircraft.
Keyboard and long range navigation information.
the checklist function allows the pilot to display the GnS-1000 is a comprehensive navigation and
normal or emergency procedures and to check off flight management system which is primarily a
each step through the procedure. two indexes are very low frequency (VLF) navigation system
available: one for normal procedure checklists and which, through a computer, interfaces with up to
one for emergency procedure checklists. four compatible navigation systems with analog or
digital outputs. the GnS-1000 system operates by
other weather radar systems are available such as using VLF radio transmissions from worldwide
PrIMuS-800 coloradar, rdr-1150XL, and oMEGA and naval communications stations. the
WXr-300. consult Section III of the Airplane GnS-1000 system processes its received VLF sig-
Operating Manual and vendor handbooks for oper- nals and the navigation inputs from other onboard
ating information on specific weather radar instal- navigation systems and blends them into a single
lations. composite airplane position.
the system consists of a control display unit

Area Navigation (Optional) (cdu) (Figure 16-33), a flight management com-
puter (FMc), a navigation data bank (ndB-2), a
Various optional area navigation systems may be configuration module, and a receiver processor unit
installed at customer request. these systems, nor- (rPu).
mally referred to as rnAV, gives the pilot the capa-
bility of navigating “point-to-point” within the the control display unit contains a cathode ray
coverage of collocated Vor/dME (VortAc) tube (crt) which is the interface between the sys-
ground stations selected on the navigation tem and operator. data is displayed on the crt
receivers. these systems have the capability to and all necessary controls for system operation are
store waypoints indefinitely (i.e., removal of power present on the cdu.

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A message light (MSG SX) on the pilot’s instru-

ment panel and the MSG key on the cdu will
flash when a new message concerning system
operation is available in the cdu. two types of
messages are used to describe system and sensor
operation. Sensor messages describe the status of
operation of each navigation sensor used by the
system. System messages, generated by the FMc,
describe the systems operation and the operation
of systems which have inputs to the FMc.
A waypoint (WPt) light on the instrument panel

will illuminate to warn the pilot of an impending
crossing of a waypoint.
A BAtt light on the pilot’s instrument panel will

illuminate to warn that a sensor is operating on its
Figure 16-33. Control Display Unit (CDU) own internal battery. A sensor message BAttErY
WArn will also be displayed on the message page
the flight management computer is the system’s of the cdu.
central computer. It accepts system inputs from the
various sources and from the operator, and uses A dr light on the instrument panel illuminates to
the information to generate a composite airplane warn that the rPu is in dead reckoning mode. A
position. dr message will also be displayed on the cdu.
the receiver processing unit is a composite of a the message (MSG SX) light will also illuminate
power supply, a standby battery, a rubidium fre- steadily when the VLF system is in cross track
quency standard, a computer processor, and VLF mode of operation, as a reminder of the selected
coMM and oMEGA receivers. the rPu com- mode.
putes position based on VLF and coMM signals
and transmits the data to the FMc, where it is detailed and specific instructions are found in the
processed with other available data, to compute an Global GnS-1000 operator’s Manual, report
airplane fix. number 1160, dated november 1, 1983 (Basic
System); revision 2, dated december 1, 1984,
the navigation data bank contains 25,000 way- (Phase II System); and revision 3, dated 1 April
points such as VHF navaids, rnAV route way- 1985, (Phase III System with Airborne Flight
points, airports, outer markers, and airway Information System (AFIS) or later revision, must
intersections. this information is accessed by the be immediately available to the flight crew when-
cdu. ever navigation is predicated on the use of the
GnS-1000 Flight Management System.
the configuration module is connected to the
FMc. It can be programmed by using the cdu for the GnS-1000 FMS Phase II installation includes
a particular airplane. After programming, it will external switch annunciators providing the pilot(s)
retain that airplane’s configuration in its memory. with status information pertaining to the navigation
this fact enables any FMc to be installed in the information supplied via nAV 1 and nAV 2.
airplane and to operate correctly for that particular
program and airplane without further program-
ming.

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CDU Controls and Indicators ALPHA Key Enables the keyboard to be used
to enter the 30 alphabetic char-
on Energizes the system: the MSG acters and symbols.
light will come on. the screen
initially illuminates full bright EntEr Key Inserts data shown under cursor
after warmup of approximately into the computer memory.
5 seconds.
d Key used to make a dIrEct to leg
oFF removes all power from system. → change. When the key is pressed,
a dIrEct to page will be dis-
to preclude inadvertent shutoff,
the oFF switch must be held played.
depressed for approximately APcH and
three seconds. during this time, tunE Keys not functional at this time.
the crt will display a SYStEM
turnInG oFF message. nAV Key Presents four pages of naviga-
tion data on the crt screen.
Presentation is sequential from
Brt/dIM regulates brightness of the dis- page one to page four. Each
Switch play illumination. press of the key advances the
page by one. the following
MSG Key the message key and message describes the data displayed:
and Light light (MSG SX) will flash to
alert the pilot to a change in sys- nAV Page 1
tem status. Pressing the message
key will display the desired mes- Fr: from the waypoint identi-
sage page on the crt. If there fier and the time of departure
are multiple messages, the new or time overhead. (this line
message is indicated by a flash- can also display dIrEct and
ing asterisk. If the message PSEudo VortAc.)
directs an action, the MSG light
will remain on steady until the to: to the waypoint identifier
action is completed. and EtA
dIS: distance in nautical miles

dAtA Keyboard the numbers 0 to 9 are entered from present position to the to
by means of the data keyboard. waypoint (based on current
In conjunction with the ALPHA groundspeed)
key, the 30 alphabetic characters
and symbols may be entered. BrG: bearing in degrees from
present position to the to way-
HoLd Key used for entering the primary point.
navigation mode and for position
updates and verification. dtK: desired track in degrees
from present position to the to
BAcK Key used to erase entry errors waypoint.
and,when the cursor is not dis-
played, to page backwards Auto or MAn: displays indi-
through sections. can be used to cating the leg change mode
generate a prompt message in (MAn must be manually
certain fields. selected or Auto will be auto-
matically selected.)

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16 AVIONICS
nAV Page 2 SXtK: selected cross track

distance (Entered by the pilot
Fr: Same as nAV Page 1. to provide steering to an offset
course parallel to the desired
to: Same as nAV Page 1. track.)
tAS: true airspeed in knots
input from air data computer nAV Page 4
(May be input manually; MAn IdEnt: waypoint identifier of
will be displayed.) a fix to be overflown for posi-
tion update purposes
HdG: heading input from air-
plane compass system (May be PoS: current composite posi-
input manually; MAn will be tion computed by the FMc
displayed.)
Listing of interfaces/sensors:
GS: groundspeed in knots VLF 1, etc
tK: track angle .
WInd: wind direction in the Sensor Status pages may be accessed from
degrees (truE) and speed in nAV page 4. the 4 pages appear serially and con-
knots tain information concerning the VLF oMEGA
sensor and various navigation sensors which may
be interfaced with the flight management comput-
nAV Page 3 er. Examples of data provided include: position,
actual position computed by a specified sensor, the
From: Same as nAV Page 1 difference in computed position of a specific sensor
and the FMc computed composite position, the
to: Same as nAV Page 1 quality factor indicating reliability of position data
from the rPu, dr information, number of coMM
drIFt: drift left or right in and oMEGA stations received and used, and indi-
degrees vidual station reception status and information.
VAr: magnetic variation in the PLAn page accesses the planning section
degrees; automatically com- which contains the Fuel Status page, the trip Plan
puted between latitudes of 70 page, and Plan page 3 which includes takeoff and
±00.0 degrees north and 60 landing times, and elapsed flight time. the fuel
±00.0 degrees South (May be computation system is not operational at this time.
entered manually; in which
case, manual variation will
override automatic computa-
tion and MAn will be dis-
played.)
HEAdWInd/tAILWInd:
headwind or tailwind compo-
nent in knots, automatically
computed once wind is valid
Figure 16-34. NAV 1/NAV 2 MAN/AUTO
XtK: cross track distance in Tune Buttons
nautical miles left or right of
the desired track

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16 AVIONICS
the FPL (flight plan list) page displays a list of • nAV 1 (nAV 2) autotune will auto-
flight plans stored in the nonvolatile memory. nine matically disengage:
pages of data, at seven flight plans per page, are
available. the desired flight plan is accessed by • If nAV 1 (nAV 2) is selected on
placing the cursor over the desired flight plan and the pilot’s FS mode selector or EFIS
pressing the EntEr key. Each available flight plan source controller
may contain up to 30 waypoints.
the cursor control keys (arrows pointing up or • Any time nAV 1 (nAV 2) manual
down) are used to place the cursor over the desired or keyboard tuning is attempted
field on the crt in order to enter or change infor-
mation. Dual Flight Director: nAV 1 Manual/nAV 1 Auto
(nAV 2 Manual/nAV 2 Auto) switch annuncia-
NAV 1 Manual/NAV 1 Auto tor(s)—Push to select nAV 1 Auto (nAV 2 Auto)
positions.
(NAV 2 Manual/NAV 2 Auto)
Switch Annunciators NOTE
(Phase II System) • the navigation control head switch
nAV 1 Manual (nAV 2 Manual)—the FMS is must be in the on position. the HLd
tuning only the blind channel (cHAn 3) and using position for the dME should not be
the active channel (cHAn 1) and preset channel used when the nAVX manual/nAVX
(cHAn 2) frequencies only when they are valid auto switch annunciator is in the
(Figure 16-34). nAVX auto position.
• nAV 1 or nAV 2 autotune cannot be
nAV 1 Auto (nAV 2 Auto)—the VortAc Posi- engaged unless the FMS is selected
tion unit VPu automatically tunes the nAV unit for navigation:
(cHAn 1, 2, and 3).
• With Fd 1 coupled to the autopilot,
Single Flight Director: nAV 1 Manual/nAV 1 nAV 2 autotune can be engaged only
Auto (nAV 2 Manual/nAV 2 Auto) switch annun- if nAV 1 is first selected on the copi-
ciator(s)—Push to select nAV 1 Auto (nAV 2 lot’s source controller (EFIS), or
Auto) positions. nAV/HSI 1 is selected on the copi-
lot’s Fd mode selector (mechanical).
NOTE • With Fd 2 coupled to the autopilot,
• the navigation control head switch nAV 2 autotune can be engaged only
must be in the on position. the HLd when the FMS is selected on the
position for the dME should not be copilot’s source controller (EFIS), or
used when the nAVX manual/nAVX nAV/HSI 1 is selected on the copi-
auto switch annunciator is in the lot’s Fd mode selector (mechanical).
nAVX auto position. • nAV 1 (nAV 2) autotune will auto-
matically disengage:
• nAV 1 or nAV 2 autotune cannot be
engaged unless the FMS is selected • If nAV 1 (nAV 2) is selected on
for navigation: the copilot’s mechan- the pilot’s navigation source selector
ical HSI will always display naviga- • If (nAV 2) is selected on the copi-
tion information from the nAV 2 lot’s navigation source selector when
primary frequency. Fd 2 is coupled to the autopilot
• Any time nAV 1 (nAV 2) manual
or keyboard tuning is attempted


16 AVIONICS
LEFT PITOT RIGHT PITOT

TUBE TUBE
ADC
MACH
MACH
IAS ALT IAS ALT
VSI VSI
CABIN
DIFFERENTIAL
PRESSURE
INDICATOR
MACH/IAS
WARN LDG GR
SW WARN
SW
UPPER LEFT UPPER RIGHT

STATIC PORT STATIC PORT
LOWER LEFT LOWER RIGHT

STATIC PORT STATIC PORT
LEGEND
PILOT'S PITOT COPILOT'S STATIC
COPILOT'S PITOT ELECTRICAL
PILOT'S STATIC
Figure 16-35. Pitot-Static System

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16 AVIONICS
Figure 16-36. Pitot Tube Figure 16-37. Static Ports
PITOT-STATIC SYSTEM STATIC PORTS

upper and lower static vent ports are located on
GENERAL each side of the fuselage below the aft cockpit win-
dows (Figure 16-37). As shown in Figure 16-35),
the pitot-static system includes two pitot tubes, dual pickups are provided to the pilot’s and copi-
four static vent ports, and an air data computer. lot’s instruments from both sides of the airplane.
the dual pickups are provided to reduce sideslip
the pitot-static system supplies dynamic and static effects on the static system. All static ports are
air pressure for operation of the air data computer heated and controlled by the PItot & StAtIc
(Adc), Mach/airspeed indicator, altimeter, vertical anti-ice switch.
speed indicator, Mach/airspeed warning switch,
landing gear airspeed warning switch, and cabin the copilot’s altimeter is a barometric instrument.
differential pressure indicator. the pitot-static sys- due to the low vibration levels in turbojet air-
tem is shown in Figure 16-35. planes, an electric motor with an eccentric shaft is
attached to the barometric altimeter to ensure its
accuracy by constantly vibrating it. It is powered
PITOT TUBES by the rH ALt circuit breaker on the left circuit-
the pitot tubes are mounted on each lower side of breaker panel. this breaker is powered from the
the fuselage nose (Figure 16-36). they provide right crossover bus.
independent supplies as shown in Figure 16-35.
Both pitot tubes are electrically heated. Pitot heat

AIR DATA COMPUTER
is controlled by a single PItot & StAtIc toggle the air data computer (Adc) electrically drives
switch located in the AntI IcE group on the the pilot’s altimeter and provides input to the flight
pilot’s instrument panel (see chapter 10, “Ice and director/autopilot system. other equipment sup-
rain Protection” for additional information). plied by the Adc and the data received vary,
depending on the installation of specific avionics
systems.

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16 AVIONICS
STATIC DISCHARGE
WICKS
A static electrical charge, commonly referred to as
“P” (precipitation) static, builds up on the surface
of an airplane while in flight and
causes interference in radio and avionics equip-

ment operation. the static wicks are installed on
all trailing edges (Figure 16-38) and dissipate the
static electricity in flight.
A total of 19 static wicks are installed on the air-

craft:
• two—trailing edge of each aileron

• two—each wing trailing edge outboard of
the aileron
• one—each wingtip
• two—trailing edge of the rudder Figure 16-38. Static Wicks (Typical)
• one—top of the rudder
• one—the vertical fin
• one—aft-end of the tail cone
• two—each elevator
NOTE
If any static wick is missing from a
moveable control surface (aileron, rud-
der, or elevator), it should be replaced
before flight to ensure proper control
surface balance.

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16 AVIONICS
QUESTIONS
1. If electrical power fails to the pilot’s altime- 3. the temperature gage on the instrument
ter: panel:
A. It will cease operation. A. Will still function if normal dc power is
B. the output from the Adc will fail, but the lost since the probe self-generates power
altimeter will revert to a fail-safe baromet- to operate the gage.
ric operation. B. reads air temperature uncorrected for ram
c. the Adc will still drive the altimeter pro- rise and compressibility effects
viding emergency dc bus power is avail- c. does not require any electrical power at
able. all to operate
d. none of the above d. Is labeled “oAt,” therefore no correction
need be applied to obtain oAt or true
2. If normal Ac power is lost: temperature
A. the pilot’s altimeter will continue to oper-
ate normally.
B. the pilot’s and copilot’s IVSIs will cease
to operate.
c. the pilot’s airspeed indicator will fail, but
the left altimeter will continue to work.
d. the copilot’s altimeter will still function,
but may tend to operate erratically.

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16 AVIONICS

CHAPTER 17
OXYGEN SYSTEMS
CONTENTS
Page
17 OXYGEN SYSTEMS
IntroductIon ..................................................................................................................17-1
coMPonEnt dEScrIPtIon.............................................................................................17-1
oXYGEn cYLIndEr ASSEMBLY .............................................................................17-1
PrESSurE GAGE .........................................................................................................17-2
controLS ....................................................................................................................17-2
oVErBoArd dIScHArGE IndIcAtor ..................................................................17-2
oXYGEn MASKS .........................................................................................................17-3
SYStEM oPErAtIon ..................................................................................................17-4
QuEStIonS ..........................................................................................................................17-6

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17 OXYGEN SYSTEMS

ILLUSTRATIONS
Figure Title Page
Figure 17-1. Pressure Gauge.................................................................................................17-2
Figure 17-2. oxygen Selector ...............................................................................................17-2
Figure 17-3. overboard discharge Indicator ........................................................................17-2
17 OXYGEN SYSTEMS
Figure 17-4. crew oxygen Mask..........................................................................................17-3
Figure 17-5. Passenger oxygen Masks.................................................................................17-3
Figure 17-6. oxygen System ................................................................................................17-5

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17 OXYGEN SYSTEMS

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CHAPTER 17
OXYGEN SYSTEMS
17 OXYGEN SYSTEMS
INTRODUCTION
this chapter covers the oxygen system installed on the citation S/II. oxygen is supplied to the
crew and passengers during pressurization system malfunctions or whenever required.
GENERAL COMPONENT
the oxygen system consists of the crew and pas- DESCRIPTION
senger distribution systems. oxygen is available
to the crew at all times and can be made available OXYGEN CYLINDER
to the passengers either automatically above a pre- ASSEMBLY
determined cabin altitude or manually at any alti-
tude by a cockpit control. the system is primarily the oxygen cylinder installed in the tail cone area
intended to provide emergency oxygen since a of the fuselage immediately aft of the left tail cone
cabin altitude of 8,000 feet is normally maintained access door may have a 22-cubic-foot or 64-cubic-
by the pressurization system up to the maximum foot capacity. A shutoff valve and pressure regula-
certified altitude. tor, located on the cylinder, control the flow of
oxygen to the distribution system. the shutoff
the system consists of an oxygen storage cylinder valve is normally open; the regulator reduces line
with an integral shutoff valve and pressure regula- pressure to 70 psi. the cylinder is serviced through
tor, servicing fitting, crew and passenger masks, the filler port in the tail cone area with aviators’
altitude pressure switch, overboard discharge disc, breathing oxygen only (MIL-0-27210).
and a control selector on the pilot’s console.

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on airplanes -0001 through -0038 that have not onLY, and MAnuAL droP positions mechani-
incorporated SB S550-35-1, the oxygen bottle is cally actuate a control valve for distribution as
installed in the right forward side of the fuselage desired.
and serviced through a filler port on the right side
of the nose compartment.
PRESSURE GAGE
A direct-reading oxygen pressure gauge is located
17 OXYGEN SYSTEMS
on the right side of the copilot’s instrument panel

(Figure 17-1). the gage reads cylinder pressure
anytime the system is charged, regardless of the
positions of the shutoff valve on the cylinder. the
fully serviced system should read 1,600 to 1,800 Figure 17-2. Oxygen Selector
psi. Gage markings are listed in the Instrument
Markings section of chapter 1.
OVERBOARD DISCHARGE
INDICATOR
A green overboard discharge indicator (disc) is
located aft of the tail cone access door on the left
aft fuselage (Figure 17-3). the disc provides a
visual indication that an overpressure condition has
occurred in the oxygen cylinder and that the bottle
is now empty. If the disc is ruptured, maintenance
must be performed before flight. on airplanes -
0001 through -0038 without SB S550-35-1 incor-
porated, the overboard discharge indicator (disc) is
located directly below the nose baggage compart-
ment door.
Figure 17-1. Pressure Gauge
the system should be serviced anytime the gauge

indicates out of the green arc. It must be serviced
if pressure drops below 400 psi, and the system
must be purged if the bottle is allowed to deplete
to empty.
CONTROLS
the oxygen selector on the pilot’s console (Figure
17-2) controls oxygen flow to the passengers or Figure 17-3. Overboard Discharge
restricts it to crew use only. norMAL, crEW Indicator

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OXYGEN MASKS
the standard mask is supplied with the 22-cubic-
foot oxygen cylinder. An optional sweep-on mask
is supplied with the optional 64-cubic-foot cylin-
der.
the standard mask incorporates a microphone and

an oxygen regulator. the regulator has a control
17 OXYGEN SYSTEMS
for selection of diluter demand operation or 100%
flow. It qualifies as a quick donning mask when
worn around the neck. It should be set to 100%.
the optional mask is a quick-donning mask with

an integral microphone and a regulator with three
positions. Selecting the EMEr position on the
mask regulator makes pressure breathing possible Figure 17-4. Crew Oxygen Mask
by providing a steady flow to the mask. In the
100% position, the user is assured oxygen is being
received when there is no apparent restriction to
breathing. the norM position is for diluter
demand. oxygen pressure in the mask is verified
by observing a green band in the transparent por-
tion of the supply line. the band indicates red if
no oxygen is present. the masks must be stowed
in a retainer just aft of each crewmember’s side
window (Figure 17-4) to qualify as a quick don-
ning mask. When using the mask with fumes or
smoke present, select the EMEr position.
Passenger masks (Figure 17-5) are stowed in over-

head containers and can be dropped automatically
or manually. oxygen does not flow to the mask
until the lanyard is pulled.
Figure 17-5. Passenger Oxygen Masks

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SYSTEM OPERATION
With the oXYGEn selector in the norMAL
position, low-pressure oxygen at 70 psi is available
to both crewmembers through outlets on the side
consoles and to the solenoid valve on the oxygen
selector (Figure 17-6).
the solenoid valve is normally spring loaded

17 OXYGEN SYSTEMS
closed, blocking flow to the passenger distribution

system. If cabin altitude exceeds 13,500 feet, an
altitude pressure switch energizes the solenoid
valve open. oxygen flowing into the passenger dis-
tribution system releases latches on the mask com-
partment doors, allowing the doors to open and the
masks to fall out. If cabin pressure is restored to
normal valves, the solenoid valve is deenergized
at 8,000 feet cabin altitude, shutting off oxygen
flow to the passengers.
If dc power fails, the solenoid valve cannot route

oxygen to the passenger system. Placing the oXY-
GEn selector in MAnuAL droP routes oxygen
flow through the manual control valve, dropping
the masks as in normal operation.
the crEW onLY position of the selector blocks

flow at the oxygen control valve, shutting off all
flow to the passengers. In this position, only the
crew has oxygen.
WARNING
no smoking is permitted when using
oxygen. oil, grease, soap, lipstick, lip
balm, and other fatty materials consti-
tute a serious fire hazard when in contact
with oxygen.

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SOLENOID OXYGEN
C/B
TO PASSENGER 5A
DISTRIBUTION 28-VOLT
SYSTEM DC
ALTITUDE
PRESSURE
SWITCH
17 OXYGEN SYSTEMS
MANUAL CONTROL VALVE
(NORMAL POSITION)
NORMAL
MANUAL
DROP CREW
ONLY
TO COPILOT'S
FACE MASK
PILOT'S FACE
MASK
OVERBOARD
DISCHARGE
INDICATOR PRESSURE
REGULATOR
1,600–1,800 PSI
SHUTOFF VALVE
KNOB 2,000 PSI
0–400
CYLINDER
PSI
PRESSURE GAGE
CHECK VALVE*
OXYGEN
LEGEND
CYLINDER HIGH PRESSURE OXYGEN
LOW PRESSURE OXYGEN
OXYGEN PRESSURE OVERBOARD
FILLER VALVE AND * OPERATES AS A CHECK VALVE
PROTECTIVE CAP ONLY WHEN LINE IS REMOVED
Figure 17-6. Oxygen System

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QUESTIONS
1. the cockpit oxygen pressure gage reads: 5. If the oxygen selector is placed in crEW
A. the oxygen pressure which is present at onLY:
the crew masks A. the passenger masks cannot be dropped
B. Electrically derived system low pressure automatically.
c. Bottle pressure B. the passenger masks will not deploy
d. Electrically derived system high pressure automatically, but they can still be
17 OXYGEN SYSTEMS
dropped manually.
2. Passenger masks are automatically dropped c. the passengers will still receive oxygen
when the: if the cabin altitude is above 8,000 feet.
d. normal dc power is removed from the
A. oxygen selector is in norMAL and
passenger mask door actuators, thus pre-
cabin altitude exceeds 13,500 feet
venting them from dropping the masks.
B. cabin altitude exceeds 13,500 feet,
regardless of oxygen selector position
6. If normal dc power is lost with the oxygen
c. oxygen selector is in MAnuAL droP, selector in norMAL:
regardless of altitude
A. the passenger masks will deploy imme-
d. A and c
diately, regardless of the cabin altitude.
B. the passenger masks cannot be dropped
3. If dc power fails, placing the oxygen selector
manually.
in:
c. the oxygen pressure gage on the copilot’s
A. MAnuAL droP deploys the passenger panel will be inoperative.
masks, regardless of the cabin altitude.
d. Automatic dropping of the passenger
B. MAnuAL droP deploys the passenger masks will not occur.
masks only if 13,500 feet cabin altitude is
exceeded.
c. crEW onLY does not restrict oxygen to
the crew only if the cabin altitude is above
13,500 feet.
d. Any of the three operating positions will
not route oxygen to the passengers—they
have their own oxygen.
4. the purpose of the altitude pressure switch is

to:
A. Bypass oxygen flow directly to the pas-
sengers regardless of oxygen selector
position
B. open a solenoid at 13,500 feet cabin alti-
tude, allowing oxygen flow to the passen-
ger oxygen distribution system
c. close a solenoid valve at 13,500 feet
cabin altitude, stopping oxygen flow to the
passengers
d. restore cabin altitude to 8,000 feet so that
oxygen is not required

CHAPTER 18
MANEUVERS AND PROCEDURES
CONTENTS
Page
operating techniques ................................................................................................18-1
generaL ......................................................................................................................18-1
taKeoFF proceDures ............................................................................................18-2
perForMance ...........................................................................................................18-3
speeds..............................................................................................................................18-3
V-speeD DeFinitions ...............................................................................................18-7
AND PROCEDURES
18 MANEUVERS
MiniMuM ManeuVering speeD........................................................................18-10
FinaL approach proceDures ...........................................................................18-10
unusuaL attituDes..............................................................................................18-13
taKeoFF proceDures anD FLight proFiLes...............................................18-14
approaches, LanDing proceDures, anD FLight proFiLes .................18-18
FLaps-up LanDing anD FLight proFiLe........................................................18-25
approach to staLL and FLight proFiLes......................................................18-29
eMergencY Descent anD FLight proFiLe .................................................18-34
speciaL proceDures............................................................................................18-36
serVicing..........................................................................................................................18-40
FueL .............................................................................................................................18-40
airpLane cLeaning anD care.........................................................................18-43
oXYgen MasKs .......................................................................................................18-45

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AND PROCEDURES
18 MANEUVERS

ILLUSTRATIONS
Figure Title Page
Figure 18-1. Far part 25 climb profile (VFr, no obstacles) ............................................18-5
Figure 18-2. takeoff - normal.............................................................................................18-15
Figure 18-3. engine Failure after V1 ..................................................................................18-16
Figure 18-4. approach plate (typical)................................................................................18-19
Figure 18-5. VFr traffic pattern.........................................................................................18-21
Figure 18-6. typical iLs approach.....................................................................................18-22
Figure 18-7. typical nonprecision, straight-in approach..................................................18-23
Figure 18-8. Missed approach - Both engines...................................................................18-26
Figure 18-9. Missed approach - one engine .....................................................................18-27
AND PROCEDURES
18 MANEUVERS
Figure 18-10. Landing - Flaps up.......................................................................................18-28
Figure 18-11. approach to stall - clean configuration ......................................................18-30
Figure 18-12. approach to stall - takeoff and approach Flaps..........................................18-31
Figure 18-13. approach to stall - Landing configuration ..................................................18-32
Figure 18-14. steep turns ...................................................................................................18-33
Figure 18-15. emergency Descent and Flight profile.........................................................18-35
TABLES
Table Title Page
table 18-1. MiniMuM ManeuVering speeDs ........................................................18-10
table 18-2. tire pressures..........................................................................................18-43

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AND PROCEDURES
18 MANEUVERS

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CHAPTER 18
MANEUVERS AND PROCEDURES
AND PROCEDURES
18 MANEUVERS
OPERATING TECHNIQUES
GENERAL
this section contains a description of most of the maneuvers that are likely to be encountered
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.
procedures outlined are consistent with the Airplane Flight Manual (AFM). if a conflict should
develop between these procedures and the AFM, the AFM procedures must be followed.

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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, 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 sufficient 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
AND PROCEDURES
18 MANEUVERS
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 copilot will back up the pilot on the throttles
and make the final setting and adjustments 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)
3. V 1
4. V r (call “rotate”)
5. V 2
Takeoff—Rejected
if an abnormal situation, annunciator light, system failure, etc., occurs during 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 checklist should be used:
1.Brakes .....................as requireD
2.throttles ................................... iDLe

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3. speedbrakes.......................eXtenD
4.thrust reverser ...............DepLoY on unaFFecteD engine iF appLicaBLe
Normal Takeoff
at V r , the pilot will rotate the aircraft to a 10° noseup attitude on the aDi and, when a positive
rate of climb is indicated, retract the gear. as the airspeed increases through a minimum of V 2
+ 10 knots (VFs), 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 positive rate of climb has been established.
Maintain V 2 until reaching 400 feet above airport elevation or 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 (VFs), retract the flaps. When V enr is obtained, reduce power to maximum continuous,
and climb at V enr to appropriate altitude. When time and cockpit duties permit, complete the
appropriate emergency procedures checklist and the after takeoff-climb checklist.
NOTE
AND PROCEDURES
18 MANEUVERS
• 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 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 Vsi + 10 knots).
• if it becomes necessary to maneuver the airplane during the single-engine departure
climb before attaining minimum maneuvering speed, limit the bank angle to 15°.
• use the same procedures if a 7° flap takeoff is made.
PERFORMANCE
the citation s/ii is certified under Far part 25. the following discussion on speeds will be of
use in understanding the capabilities of the airplane.
SPEEDS
Holding Speeds
Based upon 165 Kias for a 12,000 lb. citation s/ii with a 1 knot decrease for each 200 lbs. of
weight decrease. if the angle-of-attack indicator is used for holding, .35 (5 o’clock position)
will provide optimum specific range or miles per gallon of fuel. 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.

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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
about 86 knots.
Objectives and Requirements of Performance

Takeoff Limitations (Flaps “TAKEOFF and APPROACH” and FLAPS 7°)
the takeoff weight is limited by the most restrictive of the following requirements:
1. Maximum certified takeoff weight (structural)

2. Maximum takeoff weight permitted by takeoff climb requirements (2nd segment)
3. Maximum takeoff weight permitted by takeoff field length, which meets two requirements
in the event of an engine failure at V 1 . 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
AND PROCEDURES
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aircraft 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 necessity, if not a legal requirement, and may further limit the
takeoff weight.
the pilot should also consider the landing weight restrictions at the destination 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 enroute single-engine safety
when flying over the mountainous terrain.
NOTE
When using the charts to determine the V 1 speeds, remember that V 1 is a function of
configuration, weight and all of the field conditions, while V r and V 2 are functions
solely of configuration and weight. remember, too, that V 1 must be equal to or less
than V r .

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Takeoff Flight Path Profile

First Segment Second Segment Final Segment
Configuration Configuration Configuration
Speed: V2 V2 VENR
Thrust Setting: Takeoff (One Engine) Takeoff (One Engine) Max Continuous
(Anti-ice Systems (Anti-ice System (One Engine)(Anti-ice
Off/On) Off/On) System Off/On)
Flap Position: Takeoff or 7° Takeoff or 7° Up
(As Applicable) (As Applicable)
Gear Position: Down Up Up
Required Gradient Positive 2.4% (gross) 1.2% (gross)

of Climb: (Greater than zero)
AND PROCEDURES
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NOTE
the second segment is generally the most limiting segment, and the third segment is
a level flight segment (at a safe altitude) with the gear up and the aircraft accelerating
to single engine climb speed.
TAKEOFF THRUST MAXIMUM CONTINUOUS

THRUST
T
EN
M
G
SE
L
NA
FI
1,500 FEET
3RD SEGMENT
T
G ND
EN
M
SE 2
T
1S ENT GEAR UP 400 FEET
GM
SE
REFERENCE ZERO
35 FEET
Figure 18-1. FAR Part 25 Climb Profile (VFR, No Obstacles)
Obstacle Clearance (Loss of Engine at V1)

Far 25 requires that the aircraft manufacturer display a takeoff path profile beginning at
reference zero and ending at 1,500 feet agL. Far 121 requires that the net takeoff flight path
clear all obstacles by 35 feet, or avoid them horizontally (by banking not to exceed 15° bank)

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by 200 feet within the airport boundary and 300 feet outside the airport boundary. to achieve
this capability, all obstacle clearance takeoff flight path charts show net takeoff climb gradients
(actual or gross gradient of climb reduced by .8%).
Enroute Limitations
the chart, “enroute net climb gradient: single engine,” is not an operating limitation of the
airplane under Far part 91. it does, however, allow the pilot to calculate the maximum enroute
altitude that the airplane will maintain on one engine. the chart depicts the actual or gross
gradient of climb reduced by 1.1%.
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 configuration may be more
AND PROCEDURES
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restrictive and require a lower landing weight than the landing climb configuration. therefore,
the “Maximum Landing Weight permitted by climb requirements” chart depicts the landing
weight as limited by the approach climb. the chart, “Landing Field Length, actual Distance,”
provides the horizontal distance necessary to landing 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 landing 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 80% in the landing field length.
Approach Clmb Landing Climb

Configuration Configuration
Speed: VAPP (1.3 VSI) VLC (1.3 VSO)
(Approach Climb Speed) (Landing Climb Speed)
Thrust Setting: Takeoff (One Engine) Takeoff (Two Engine)
Flap Position: Takeoff Land
Gear Position: Up Down

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 aircraft
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 aircraft 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 aircraft 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).
AND PROCEDURES
VYSE/VENR/VSE Single-engine enroute climb speed
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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 the landing 50-foot point speed with full flaps and landing gear
extended.
Req Fld Lgth
required field length for an emergency landing immediately after takeoff.
Sta.
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.
P.A.
pressure altitude—set 29.92 in the altimeter and read the pressure altitude directly from
altimeter.

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T/O Fld Lgth

takeoff field length. if the actual runway is less, reduce gross weight to equal the actual
runway length. adjust for runway conditions.
Actual
actual length of runway to be used for takeoff.
Max Gr Wt All
Maximum gross weight allowable. this is the maximum weight permitted for takeoff con-
sidering: Maximum takeoff weight permitted by climb requirements, or Maximum takeoff
weight for field length. Maximum landing weight and fuel burnoff must also be consid-
ered.
Actual
the actual weight of the airplane at the beginning of the takeoff roll. (Does not include
taxi fuel.)
ATIS
space provided for copying pertinent airport information.
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N1 FAN
T.O.
Maximum fan setting for existing temperature and pressure altitude taken from the Flight
Manual or checklist. Must be adjusted for anti-ice.
Climb
Maximum climb fan setting depending on ram-air temperature and altitude from Flight
Manual or checklist and must be adjusted for anti-ice.
Elev.
Destination airport elevation.
Temp.
temperature of airport.
P.A.
pressure altitude. During flight, obtain destination altimeter setting. subtract 29.92 from
reported altimeter setting. if reported pressure is less than 29.92, add the sum to destination
elevation. subtract if higher.
Rnwy Lgth Req
Landing distance adjusted for: aircraft configuration (flaps—antiskid); landing gross
weight, runway conditions.
Actual
actual length of the runway available for landing.

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Max Gr Wt All
Maximum gross weight allowed considering: Maximum certified landing weight; Maximum
weight permitted by climb requirements; Maximum weight permitted by landing field
length and Maximum weight permitted by brake energy limit
Actual
actual weight for landing at the destination airport.
Rnwy Condition
Wet, icy, etc.
ATIS
space provided for copying pertinent airport information.
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 kts.
Approach Spd
AND PROCEDURES
normal V reF +10. circling approach use minimum maneuvering speed.
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Threshold (VREF)
V reF speed for full flaps. correct for no flap if necessary. taken from Flight Manual or
checklist and based on weight.
Go Around Spd (VAPP)
obtained from Flight Manual for single-engine go around. it is based on the approach
climb configuration.
Flap Ret
Flap retract speed (V reF +10). also used as minimum final segment climb speed.
N1/FAN
G/A N1
go around fan setting. this is the takeoff thrust setting from Flight Manual or checklist
(5 minute limit). Must be corrected for anti-ice on/oFF.

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Table 18-1. MINIMUM MANEUVERING SPEEDS
FLAP CONFIGURATION CS/II

CLEAN +25
FLAPS T.O. (7°) +20
FLAPS T.O. & APPR +15
FLAPS FULL +10
MINIMUM MANEUVERING SPEED

this speed is the minimum speed that will provide an adequate margin above stall while maneu-
vering the aircraft. table 18-1 lists the factor to be added to the full flap V reF for the citation
s550 minimum maneuvering speed.
FINAL APPROACH PROCEDURES

NOTE
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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 procedures, 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 review of the approach
charts and attention given to alternative courses of action.
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 pilots’ navigation aids
to the same frequencies.

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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 Dh or MDa and being advised
of continuous visual reference, he progressively adjusts his 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 announces that he is “visual,” the pilot not
flying assumes the responsibility 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, advising of warning flags
AND PROCEDURES
and deviation from approach tolerances.
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Standard Callouts (IFR and VFR)
LOCATION CONDITION CALLOUT
TAKEOFF Computed N 1 set

Engine instruments normal
Annunciator panel lights normal
Both airspeed indicators moving off the peg “Airspeed alive”
Both airspeed indicators indicating 70 KIAS “70 knots”
Airspeed indicators at computed V 1 “V 1 ”
Airspeed indicators at computed V R “Rotate”
Airspeed indicators at computed V 2 “V 2 ”

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LOCATION CONDITION CALLOUT
DEPARTURE Prior to intercepting an assigned “Course alive”

/ ENROUTE / course
APPROACH 1,000 feet prior to level off State altitude leaving and
assigned level-off altitude
CLIMB AND Approaching transition altitude (IFR “Transition altitude, altimeters
DESCENT and VFR) reset”
1,000 feet above/below assigned S t a t e a l t i t u d e l e a v i n g and
altitude (IFR) assigned level-off altitude
FINAL (IFR) At final approach fix “(Fix) altimeters and instruments
check” 1
500 feet above minimums “500 feet above minimums”
100 feet above minimums “100 feet above minimums”
Visual reference required by FAR “Runway at (clock positions) or
91.175 (c) is continuously estab- “Approach lights at (clock posi-
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FINAL (IFR) After pilot flying reports “Visual,” V REF + airspeeds

(Cont) pilot not flying reverts to instruments
and callouts.
Sink (rate of descent)
“On,” “Above,” or “Below glide
slop,” if available
At DH (decision height) Minimums, runway not in sight,”
or “Minimums, runway at (clock
position)” or “Missed approach
point, approach point, approach
lights at (clock position)”
At MDA (Missed-approach point) “Minimums”
At DH (decision height) “Missed-approach point, runway
not in sight,” or “Missed-approach
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”

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UNUSUAL ATTITUDES
General
an unusual attitude is an aircraft 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 disorientation, etc. in most instances, these attitudes are mild enough
for the pilot to recover by re-establishing the proper attitude for the desired flight condition and
resuming a normal cross-check.
techniques of recovery should be compatible with the severity of the unusual attitude, the char-
acteristics 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.
Recovery Procedures
AND PROCEDURES
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Attitude Indicator(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 performance instruments. regardless
of how the attitude is recognized, verify that an unusual attitude exists by comparing control
and performance instrument 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 attitude indicator.
• if climbing, use power as required, and bank to the “nearest” horizon 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 aircraft attitude.
Attitude Indicator(s) Inoperative
With an inoperative attitude indicator, successful recovery from unusual attitudes depends
greatly on early recognition of attitude indicator failure. For example, attitude indicator failure
should be immediately suspected if control pressures are applied for a turn without corresponding
attitude indicator changes. another example is satisfactory performance instrument indications
that contradict the “picture” on the attitude indicator.
if an unusual attitude is encountered with an inoperative attitude indicator, the following

procedures are recommended:

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• check other attitude indicators for proper operation and recover on the operative attitude
indicator.
if no attitude indicator is operational:
• Determine whether the airplane is in a climb or a dive by referring to the airspeed,

altimeter, and vertical velocity indicators.
• if diving, roll to center the turn indicator and recover from the dive. adjust power and/or
speedbrakes as appropriate.
NOTE
Disregarding vertical attitudes, rolling “away” from the turn needle and then centering
it will result in an upright attitude.
• if climbing, use power as required. if the airspeed is low or decreasing rapidly, pitch
control may be aided by maintaining a turn of approximately standard rate until reaching
level flight.
• upon reaching level flight, center the turn needle. reversal of the altimeter and vertical
velocity trends indicate passage of a level flight attitude.
• the copilot’s turn needle will normally be easier to recover with, due to its larger size.
AND PROCEDURES
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TAKEOFF PROCEDURES AND FLIGHT PROFILES

Figures 18-2 and 18-3 show accepted citation s/ii takeoff profiles.

3. AT A COMFORTABLE ALTITUDE AND A MINIMUM AIRSPEED
OF V2 + 10 KNOTS, RETRACT THE FLAPS AND ACCELERATE
TO NORMAL CLIMB SPEED, AND COMPLETE THE AFTER
TAKEOFF-CLIMB CHECKLIST.
2 V2 + 10 KNOTS
1

V1 VR
1. AT VR ROTATE SMOOTHLY TO 10° 2. POSITIVE RATE OF CLIMB, GEAR UP.

NOSEUP ATTITUDE.
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Figure 18-2. Takeoff - Normal
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AND PROCEDURES
AND PROCEDURES
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18-16
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° NOSEUP ATTITUDE.
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Figure 18-3. Engine Failure after V1

Sample Pretakeoff Briefing

accomplish the following briefing prior to requesting takeoff clearance:
1. “this will be a (static or rolling) takeoff with flaps set at (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 takeoff. 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 takeoff. advise me of the mal-
function, and we will handle it as an in-flight emergency. plan to fly (state intentions) .”
7. “Departure instructions are (state intentions) . the navaids are set to (state intentions) .”
8. “any questions? ”
AND PROCEDURES
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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 18-4).

2. assign the copilot to identify all intersections and the FaF.
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
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“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 two minutes thirty 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.”

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AND PROCEDURES
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Figure 18-4. Approach Plate (Typical)

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Landing Procedures and Flight Profiles

Figures 18-5 through 18-7 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 speedbrakes, and apply the wheel brakes as necessary.
NOTE
on single-engine approaches, do not lower the flaps to LanD until the landing is as-
sured.
on airplanes with thrust reversers, touch down in the same manner. after touchdown, extend
the speedbrakes, ensure the throttles are in idle, and raise the thrust reverser levers to the deploy
position after nosewheel contact. When the DepLoY light illuminates, the thrust reverser levers
may be raised to apply power to the engines. Do not exceed takeoff power with the thrust reverser
levers. apply wheel brakes as necessary to stop the airplane. ensure that the thrust reverser
levers are in idle reverse by 60 Kias during the landing roll. When the thrust reversers are no
longer needed, return the thrust reverser levers to the stow position, and ensure that all of the
annunciator lights extinguish.
NOTE
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use of thrust reversers is not permitted during touch-and-go landings.
NOTE
Due to possible FoD to the engine during taxi, keep the use of the thrust reversers to
a minimum.
Adjustments to Landing Distance

• antiskid inoperative........................... +50%
• no flaps ................................................ +80%
• Wet runway* ........................................ refer to advisory information in the AFM.
• icy runway* ......................................... refer to advisory information in the AFM.
*For aircraft with thrust reversers, the operating manual should be consulted.

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

• AIRSPEED — 150 KIAS
• FLAPS — T.O. & APPR ABEAM MIDFIELD
2. ABEAM TOUCHDOWN:
• GEAR — DOWN*
4. FINAL APPROACH:**
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• 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 ONE MILE FROM THE THRESHOLD ON
A STRAIGHT-IN APPROACH.
** SINGLE ENGINE — VREF + 10 KNOTS MINIMUM AND MAINTAIN FLAPS

APPROACH UNTIL LANDING IS ASSURED.
Figure 18-5. VFR Traffic Pattern

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1. DOWNWIND ON VECTORS
OR APPROACHING INITIAL 2. ABEAM FAF OR PROCEDURE TURN OUTBOUND:
APPROACH FIX: • FLAPS — T.O. & APPR
• DESCENT CHECKLIST — COMPLETE • AIRSPEED (MINIMUM) — MINIMUM MANEUVERING SPEED
3. GLIDE-SLOPE INTERCEPT:
AND PROCEDURES
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• GEAR — DOWN*
• FLAPS — LAND**
• AIRSPEED — VREF TO VREF + 10 KNOTS**
5. MISSED APPROACH: • BEFORE LANDING CHECKLIST — COMPLETE
• REFER TO MISSED
APPROACH — BOTH ENGINES
• REFER TO 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 GLIDE-SLOPE 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 18-6. Typical ILS Approach

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2. ABEAM FAF OR PROCEDURE TURN OUTBOUND:

• FLAPS — T.O. & APPR.
• 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 — BOTH ENGINES
• REFER TO MISSED
APPROACH — SINGLE ENGINE
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3. FIX INBOUND:
• GEAR — DOWN*
• AIRSPEED (MINIMUM) — VREF + 5 KNOTS**
4. MINIMUM ALTITUDE:
WHEN LANDING IS ASSURED:
• FLAPS — LAND
• BEFORE LANDING CHECKLIST — COMPLETE
• 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 18-7. Typical Nonprecision, Straight-In Approach

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Crosswind Landing
Method no. 1:
the aircraft will be flown down final approach with runway centerline alignment maintained
with normal drift correction. approaching the threshold, 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 touchdown. 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 the citation
s/ii aircraft are in approach category B, category c minimums are used during the circling
approach due to the higher maneuvering airspeeds. a normal instrument approach is flown
until visual contact with the runway environment is made at the MDa published for the particular
circling approach. With the airport in sight, the approach becomes a visual reference approach
AND PROCEDURES
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with a continued cross-check of the flight instruments. since it is primarily a visual approach
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 at least a 1,000 feet-per-
minute rate of descent. When approaching MDa, power should be added to maintain airspeed
while leveling off, thereby reducing the rate of descent and ensuring that the aircraft does not
go below MDa. there are many recommended circling procedures once the airport is in sight.
any procedure is acceptable, provided the following criteria are met:
• the airport environment is always in sight.

• a safe and controllable airspeed is maintained.
• MDa is maintained until the aircraft is in position to perform a normal descent to a
landing on the landing runway without excessive maneuvering.

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FLAPS-UP LANDING AND FLIGHT PROFILE

When planning a no-flap approach and landing (Figure 18-10), the landing weight of the airplane
must be considered. an attempt should be made to reduce 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 (big) 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
• the no-flap landing distance is 80% longer than normal.
• to preclude excessive float during landing, allow the airplane to touch down in a slightly
flatter attitude than on a normal landing.
AND PROCEDURES
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AND PROCEDURES
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18-26
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. GO AROUND; SIMULTANEOUSLY APPLY TAKEOFF POWER AND

ROTATE 10° NOSEUP ATTITUDE. CHECK/SET FLAPS TO T.O. & APPR.
1. FINAL APPROACH:
• GEAR — DOWN
• FLAPS — LAND
• AIRSPEED — VREF TO VREF + 10 KNOTS

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Figure 18-8. Missed Approach - Both Engines

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 VREF + 10 KNOTS UNTIL 400 FEET AGL
OR CLEAR OF OBSTACLES, WHICHEVER IS HIGHER;
THEN RETRACT FLAPS AND ACCELERATE TO VENR.
2. GO AROUND; SIMULTANEOUSLY APPLY

TAKEOFF POWER, ROTATE 10° NOSEUP
ATTITUDE (GO-AROUND MODE ON FLIGHT
DIRECTOR FOR REFERENCE), AND CHECK/SET
FLAPS TO T.O. & APPR.
1. FINAL APPROACH:
• FLAPS — T.O. & APPR
• AIRSPEED (MINIMUM) — VREF + 10 KNOTS

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18-27
Figure 18-9. Missed Approach - One Engine
18 MANEUVERS
AND PROCEDURES
AND PROCEDURES
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18-28
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
• 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 18-10. Landing - Flaps Up

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APPROACH TO STALL AND FLIGHT PROFILES

prior to any planned approaches to stall (Figures 18-11 through 18-14), 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.
For citation s/ii aircraft, the stall warning is achieved aerodynamically, aided by stall strips on
the inboard section of each wing. these strips disrupt the airflow over the horizontal stabilizer,
resulting in a prestall buffet. the stall warning is also 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 V reF for gross weight.
AND PROCEDURES
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4. engine synchronizer .............................. oFF
5. Yaw damper ............................................. oFF
Limitations (stalls) ................................... no intentional stalls are per mitted above

25,000 feet or at engine speeds between 61 and 65% n 1 .

AND PROCEDURES
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18-30
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. MAINTAIN THE
TRIM AS REQUIRED. SAME PITCH ATTITUDE, KEEPING THE WINGS
LEVEL.

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Figure 18-11. Approach to Stall - Clean Configuration

1 2 3
1. LEVEL FLIGHT: 2. ROLL INTO A 20° BANK. SET POWER 3. TO RECOVER, ADD MAXIMUM ALLOWABLE POWER
• FLAPS — T.O. & APPR TO 50% N1. MAINTAIN ALTITUDE, TRIM FOR ALTITUDE AND TEMPERATURE. CHECK THAT
AS REQUIRED. THE FLAPS ARE AT THE T.O. & APPR 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:

USE THE RUDDER TO AID IN LEVELING THE WINGS. THIS WILL
MINIMIZE THE ADVERSE YAW PRODUCED BY DOWN AILERON.
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18-31
Figure 18-12. Approach to Stall - Takeoff and Approach Flaps
18 MANEUVERS
AND PROCEDURES
AND PROCEDURES
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18-32
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. TO THE HORIZON, KEEPING WINGS SPEED UNTIL A POSITIVE RATE
TRIM AS REQUIRED. LEVEL, AND CALL FOR FLAPS TO OF CLIMB IS ATTAINED. RETRACT
TAKEOFF AND APPROACH. THE GEAR. CLIMB TO YOUR MDA
AT VREF THEN ALLOW THE

AIRSPEED TO INCREASE TO

VREF + 10 KNOTS, AND RETRACT
THE FLAPS.
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Figure 18-13. Approach to Stall - Landing Configuration

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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18-33
Figure 18-14. Steep Turns
18 MANEUVERS
AND PROCEDURES
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EMERGENCY DESCENT AND FLIGHT PROFILE

1. start maneuver at an altitude of 35,000 to 45,000 feet.
2. the initial entry into the descent is accomplished by rolling the aircraft into a 30° bank
allowing the nose to drop to about 20° 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 M Mo /V Mo, 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.
AND PROCEDURES
18 MANEUVERS

2. • AUTOPILOT — DISCONNECT
• INITIATE BANK OF 30° AND LOWER THE
NOSE TO 20°. AVOID ANY NEGATIVE Gs.
ROLL WINGS LEVEL AFTER REACHING
DESIRED PITCH ANGLE.
PROCEDURE • SPEED VMO/MMO (USE REDUCED SPEED
1. • CREW OXYGEN MASKS — DON AND 100% IF THERE IS STRUCTURAL DAMAGE).
• PASSENGER OXYGEN — MANUAL DROP
• OXYGEN MICROPHONE SWITCHES — MIC OXY MASK
• IGNITION — ON
• PASSENGER SAFETY SWITCH — ON
• THROTTLES — IDLE
• SPEEDBRAKES — EXTEND
3. • ATC — NOTIFY
• ATC TRANSPONDER — CODE 7700 (IF NECESSARY)
• ALTIMETER SETTING — REQUEST
• PRESSURIZATION RESET — IF ABLE

4. • AT 1000 FEET ABOVE DESIRED
ALTITUDE, INITIATE THE LEVEL-OFF
AND RETRACT THE SPEEDBRAKES.
• CREW OXYGEN — NORMAL
• IGNITION — AS REQUIRED
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18-35
Figure 18-15. Emergency Descent and Flight Profile
18 MANEUVERS
AND PROCEDURES
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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, release the brakes. rotate smoothly right at V r ,
as a delay will result in degradation of takeoff climb performance. retract the gear when
positively climbing, and climb at V 2 with takeoff flaps until clear of any obstacles.
Landing field length 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 operations the threshold be crossed at a
comfortable obstacle clearance altitude, allowing some deceleration to take place approaching
the runway. touchdown should occur with maximum available runway remaining at minimum
safe speed.
the energy to be dissipated during rollout is directly related to airplane weight and velocity at
touchdown. although weight is normally 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 something
that can be controlled in nearly every case. precise speed control is important in the short-field
AND PROCEDURES
environment. a 1% increase in speed requires approximately 2% more rollout distance.

18 MANEUVERS
in general, short-field landings are accomplished the same as normal landings except for heavier
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 will safely clear any obstacles and result in touchdown as comfortably
close to the approach end as feasible. avoid a very flat approach, as it generally results in
excessive power being required in close and the vertical gust protection margin is reduced. at
approximately 50 feet agL, power reduction is normally begun to cross the threshold at a speed
not in excess of V reF. check that the throttles are at idle, and avoid an excessive flare that may
cause the airplane to float. Deceleration will take place much more rapidly on the runway than
it will airborne.
if thrust reversers are not used, extend the speedbrakes while lowering the nose, and commence
braking with steadily increasing pressure. once braking has begun, back pressure on the yoke
will create elevator drag without affecting weight on the gear, provided that the nosewheel is
not lifted off the runway.
For landings utilizing thrust reversers, after touchdown on the mains, lower the nose, apply
wheel brakes, extend the speedbrakes, and deploy the thrust reversers. Forward pressure on the
yoke should be applied during reverser deployment. check illumination of the arM, unLocK,
and DepLoY lights. once the thrust reversers are deployed, apply maximum reverse thrust
power. once braking has begun and maximum reverse power is reached, back pressure on the
yoke will provide additional weight on the main gear, provided that the nose is not raised. at
60 knots return the thrust reverser levers to the idle reverse detent position. Leave the thrust
reversers deployed for aerodynamic drag and idle reverse thrust.

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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 abort and landing field lengths.
considerations for landing on a precipitation-covered runway are similar to those for short-
field operations where velocity and speed are minimized and maximum rollout distance is made
available. runway composition, condition, and construction, the amount of precipitation, and
the depth of main landing gear tire tread remaining affect the magnitude of braking degradation,
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.
use of the thrust reverser, if installed, on precipitation-covered runways, is the same as that for
a landing on a normal or dry runway. cockpit visibility is not hampered by blowing rain, snow,
or ice thrown forward by the thrust reversers. single-engine reversing during crosswing landings
on precipitation-covered runways should be used with discretion.
With precipitation cover on the runway, braking should be very judicious. if runway length
permits, delay braking slightly until some aerodynamic deceleration has taken place. under
normal braking conditions, the antiskid system is very effective in preventing skids and in pro-
AND PROCEDURES
18 MANEUVERS
ducing minimum stopping distances; however, on a precipitation-covered runway, the phenomenon
of hydroplaning may greatly reduce the antiskid effectiveness due to the possibility of the
airplane wheels not rotating up to a speed equal to the airplane groundspeed. With 120-psi
main tires, the minimum dynamic hydroplaning initiating groundspeed may occur at speeds
above approximately 84 knots. since groundspeed is the critical factor, landing on slick runways
with any tailwind component should be avoided. good tread depth tends to relieve hydrodynamic
pressure under the tire on wet runways, and inflation is important because a low tire pressure
lowers the minimum hydroplaning speed. anticipated operation on precipitation-covered runways
dictates close monitoring of tire condition and pressure.
after landing on ice or slush, a complete check of the airplane, including overboard 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. its function is preventive in nature, and flight into visible moisture
with an outside air temperature from +10°c and below should be anticipated so that the system
is on and operating when icing conditions are encountered. turning it on after ice has accumulated
could result in ice from the inlet being freed and ingested by the engine.
a minimum of 60% n 2 is required to activate the system. in descent, it should be turned on well
before entering an icing environment to ensure that sufficient time is available for all system
parameters to be met. approximately 300 pounds per hour per engine fuel flow is necessary to
sustain proper system operation.
engine icing may occur before ice formation is observed on the wings; therefore, surface icing
should not be used to verify possible engine icing. During ground operations in visible moisture
at ambient temperatures +10°c and below, the system should be on and the engine operated
above 65% n 2 one minute out of every four.

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PASSENGER COMFORT
When parked during daylight in hot weather, it is suggested that the cabin window shades be
closed to keep the cabin cooler. an optional exterior windshield cover performs the same
function for the cockpit and is very effective. to circulate cool air in the interior, the right
engine may be started and the press source seLect switch placed in the gnD position.
By turning the auto teMp seLect switch to Man, the manual control drives the temperature
mixing valve from full hot to full cold in approximately ten seconds. closing unused overhead
outlets and placing the oVhD fan to hi provides maximum airflow to occupied seats. return
the temperature control to autoMatic to avoid freezing in the water separator and reducing
airflow. increased air circulation in the cockpit is available by turning on the DeFog Fan.
operating the right engine above idle rpm increases airflow and air cycle machine efficiency.
an optional flood cooling system provides an air outlet grille on the upper-aft pressure bulkhead
to supply a high-volume flow of conditioned bleed air to flood the cabin for faster and more
efficient cooling. the system is controlled by a switch on the environmental control panel.
When the switch is in the on position, conditioned bleed air is diverted through a line in the
tail cone to an axial flow blower on the top of the aft pressure bulkhead, then to the air outlet
grille. the system can be used during ground operation and in flight below 10,000 feet.
increasing or decreasing engine bleed-air extraction can cause a slight momentary bump in
cabin pressure. always check that power is stabilized at idle when changing the press source
AND PROCEDURES
18 MANEUVERS
seLect switch on the ground. at high power settings, turn the eng anti ice switches on or
off one at a time with a slight delay between switch activations.
the abbreviated checklist allows the crew to perform all prestart functions in advance. this
permits items such as the warning test to be completed before passenger boarding and accelerates
the ramp departure without 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 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
increasing the possibility of a blown tire.
the pressurization system procedures may at first appear complex, but thorough understanding
of the controller and indicators, coupled with minimal practical experience, greatly simplifies
operation. optimum system performance in terms of passenger comfort is best achieved by
slow, smooth selection of altitudes and rates and reducing the variables when setting the
controller by not making power changes simultaneously.
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.
the yaw damper must be off for takeoff and landing.
power management has an impact on cabin comfort, and changes should be made smoothly and
symmetrically. an approximate estimate of synchronization can be made by observing the rpm
gages and exact adjustments made audibly or with the optional engine synchronizer if installed.
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.

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good crew coordination and smooth operation of the controls and systems serve the best
interests of safety, economy, and passenger comfort.
NAVIGATION/COMMUNICATION
Distance-measuring equipment (DMe), groundspeed, or time-to-station readouts are accurate
only when the airplane is proceeding directly to or from the selected station. since it is slant
range that is computed, groundspeed or time-to-station accuracy increases with distance from
the station. the readouts can be considered reasonably close to actual speed when the distance
from the station in miles is equal to or greater than the airplane altitude in thousands of feet.
With the optional area navigation unit installed, naV 1 must be on and functional with DMe
receiving in the naV 1 position for proper system operation. caution should be exercised when
very-high-frequency omnidirectional and radio range (Vor) navigation is desired. With the
area navigation system in the rnaV or appr mode, hsi and aDi (if programmed) azimuth
information will be to the last selected waypoint. always check that the area navigation mode
is in oFF or Vor/Loc for Vor or iLs approaches.
automatic direction finder (aDF) identification is best received in the ant position with beat
frequency oscillator (BFo) normally off. relative bearing information is available only with
the aDF position selected. When aDF is not required for navigation, place the selector in ant
to eliminate excessive rMi needle seeking.
AND PROCEDURES
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During ground operation, radio transmissions can be blocked by surrounding terrain or structures.
this may possibly be overcome by using the other coMM because of antenna location. the
coMM 1 antenna is on the underside of the fuselage, and the coMM 2 antenna is on the
vertical stabilizer fin cap. When flying through dry precipitation, it is possible for the static
electricity buildup to cause the VhF coMMs to automatically squelch to a point where reception
range is greatly reduced. Disabling the squelch by depressing the sq knob causes background
static in the speaker or headset, but normal reception range is restored. if the headset microphone
fails to function properly, check that the side console switch is in the Mic heaDset position.
COLD-WEATHER OPERATION
if the airplane has been cold-soaked below –12° c, an external power unit and/or preheat should
be used for starting. if a start is attempted and the starter will not motor to 8% n 2 minimum,
terminate the sequence. advancing the throttle to idle below 8% n 2 can be damaging to the
engine and battery.
engine preheating is best accomplished by installing the engine covers and directing hot air
through the oil filler access door. a warm battery provides some benefit, and the heater hose
can be placed in the tail cone with the door propped as far closed as possible to minimize heat
loss. With sufficient hose length, the cabin and cockpit area can be warmed through the pilot’s
side window.
Maximum heat from the air-conditioning system is obtained with the right engine operating
and the press source seLect switch in the gnD position. switching the auto teMp
seLect to Man and selecting Man hot for ten seconds ensure that the temperature mixing
valve is in the full hot position. turning on the defog fan increases air circulation in the cockpit.
operating the right engine above idle rpm increases temperature and airflow.

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operating in extremely cold temperatures reduces the solubility and supercools any water
particles in the fuel, increasing the possibility of fuel system icing. the tank drains and fuel
filter drain under each wing should be drained frequently and thoroughly. it is possible for
water to settle in the sump and freeze, blocking the drain, in which case heat should be applied
until fuel flows freely. Maintain heat after flow begins, to ensure that all particles have melted,
and collect the drainage in a clear, clean container to inspect for water globules.
TURBULENT AIR PENETRATION

Flight through severe turbulence should be avoided if possible. the following procedure is rec-
ommended for flight in severe turbulence:
1. ignition .................................................... on
2. airspeed .................................................. approximately 180 Kias (do not chase air-

speed)
3. Maintain a constant attitude without chasing altitude. avoid sudden, large control move-
ments.
4. operation of the autopilot is recommended using the basic pitch hold and lateral mode
only.
AND PROCEDURES
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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 a-2, Jet B, Jp-4,
and Jp-8 are approved fuels, and aviation gasoline in specified amounts is approved. any grade
of avgas is permitted for a maximum of 50 hours engine time between overhauls, provided the
pilot operates the airplane within the limits specified in section ii of the AFM. For record-
keeping purposes, one hour of engine operation equals 70 gallons of gasoline. refer to the
AFM for limitations and fuel control density settings for optimum engine acceleration.
hi-FLo (anti-icing and biocidal fuel additive, manufactured by ppg industries) or any additive
meeting the specifications of MiL-i-27686e can be used with fuel that does not contain an anti-
icing additive.
CAUTION
anti-icing additives containing ethylene glycol monomethyl ether (egMe) 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 information
on the container.

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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.
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.
it is not necessary to maintain fuel balance during refueling; maximum asymmetric fuel
differential for flight is as follows:
• s/ii............................................................ 200 pounds
• s/ii (emergency) .................................... 600 pounds
Refueling Safety
AND PROCEDURES
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For safety, the airplane must always be properly grounded, whether refueling overwing or under-
wing, from trucks, cabinets, or island pumps. as a minimum precaution, ensure that:
• an uninsulated grounding cable is connected from the servicing facility to a satisfactory

ground.
• an uninsulated grounding cable is connected from an unpainted structural airplane
airframe member to a satisfactory ground.
• an uninsulated bonding cable is connected from the fuel servicing facility to a satisfactory
point of attachment on the airplane airframe.
• When possible, when refueling overwing, connect a bonding cable from the fuel nozzle
to the airplane before removing the fuel tank cap. if a cable is not available, make solid
contact (and maintain it) of the nozzle with the edge of the tank opening before removing
the cap. this creates a solid ground, preventing any possible spark at the tank opening.
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.
an accurate check of oil quantity can be made only when the engine is hot, within approximately
ten minutes after engine shutdown.
CAUTION
persons who handle engine oil are advised to minimize 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

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to remove used engine oil. if waterless hand cleaner is used, always apply skin cream
after using.
consult the AFM for approved oils. normally, different brands of oil should not be mixed;
however, if oil replenishment is required and oil of the same brand as tank contents is not
available, follow the engine manufacturer’s instructions. the type of oil used in each airplane
is noted on the engine logbook, as well as on a placard inside the filler access door.
CAUTION
When changing from an existing lubricant formulation to a “third generation” lubricant
formulation (aero shell royco turbine oil 560 or Mobil Jet 245), the change should
only be made when an engine is new or freshly overhauled. For additional information
on use of third-generation oils, refer to the engine manufacturer’s pertinent oil service
Bulletins.
the latest revision of pratt and Whitney canada, inc., service Bulletin 7001 may also be
consulted for approved oils.
ANTI-ICE FLUID
AND PROCEDURES
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the surface anti-ice fluid reservoir is located in the right-hand nose compartment over the nose
wheel well. this tank contains 7 or 8.5 gallons of anti-ice fluid which is approximately 80%
ethylene glycol. refer to the aFM for approved fluids. the tank is serviced through a filler neck
located at the upper forward end of the right nose baggage compartment.
HYDRAULICS
servicing the main hydraulic reservoir requires equipment capable of delivering hydraulic fluid
under pressure and is normally performed by maintenance personnel. the reservoir should be
serviced with one of the approved fluids: skydrol 500a, B, B-4, c, or LD-4; or hyjet, hyjet W,
iii, iV, or iVa.
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 one of the
approved fluids: skydrol 500B or equivalent.
OXYGEN
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 overfilling.
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 alcohol to perform preflight or operational
checks without replenishing the reservoir.

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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 servicing 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 behind the right baggage compartment aft liner.
TIRES
Main gear tire pressures should be maintained as shown in table Map-2. since tire pressure
decreases as the temperature drops, a slight overinflation can be used to compensate for cold
weather. Main tires inflated at 21°c should be overinflated 1.5 psi for each 6°c drop in temperature
anticipated at the coldest airport of operation. nose tires at 21°c should be overinflated only
0.5 psi for each 6°c anticipated drop in temperature.
Table 18-2. TIRE PRESSURES
TIRE PRESSURE
AND PROCEDURES
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NOSE 120 ± 5
MAIN T/O WT 15,100 lb 120 ± 5

Landing WT 14,400 lb
Worn tires and underinflation both contribute to lowering the speed at which hydroplaning
occurs on precipitation-covered runways.
TOILET
the standard toilet is serviced by removing the waste container and the plastic bag. the flush
toilet reservoir requires servicing when the liquid level becomes too low or when liquid appears
to have incorrect chemical balance. to properly service the reservoir, 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 chemical (1.5
ounces of chemical per gallon of water to the reservoir). it takes approximately 2 gallons 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 container.
AIRPLANE CLEANING AND CARE

PAINTED SURFACES
the painted exterior surfaces of a new airplane require an initial curing period which may be
as long as 90 days after the finish is applied. During this curing period, some precautions should
be taken to avoid damaging the finish or interfering with the curing process. the finish should
be cleaned only by washing with clean water and mild soap, followed by rinse water and drying

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with a cloth or chamois. Do not use polish or wax, which excludes air from the surface, during
the 90-day curing period. Do not rub or buff the finish, and avoid flying through rain, hail, or
sleet.
once the finish has completely cured, it may be waxed with a good automotive wax. 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, and salty environments)
and waxed with a good grade of water-repellent wax to help keep water from accumulating in
skin joints and around countersinks. a heavier coating of wax on the leading edge on the vertical
tail and on the engine nose cones helps reduce abrasions encountered in these areas. Do not
apply wax to the wing and horizontal stabilizer leading edges as the wax may clog the porous
tKs panels
CAUTION
use only the following fluids for cleaning the fluid ice protection leading edge panels:
isopropyl alcohol, water, soaps, or detergents and water, deicing fluid, kerosene,
gasoline, Jet a, Jet a-1, Jet B, Jp-4, Jp-5, Jp-8, and avgas. Do not use other fluids,
such as methyl-ethyl-ketone, as they may damage the panel membrane.
ENGINES
AND PROCEDURES
18 MANEUVERS
the engine compartments should be cleaned using a suitable solvent. Most efficient cleaning is
done using a spray cleaner. Before spray cleaning, ensure that protection is afforded for other
components which might be adversely 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.
Blot up any spilled liquid promptly 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 materials 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.
CAUTION
• use all cleaning agents in accordance with the manufacturer’s recommendations.
• the use of toxic or flammable cleaning agents is discouraged. 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 according to the man-
ufacturer’s instructions. to minimize wetting of the fabric, keep the foam as dry as possible,
and remove it with a vacuum cleaner.

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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 mentioned in the paragraphs on care of the windshield,
must never be used, since they soften and craze the plastic.
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 gasoline, 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
AND PROCEDURES
18 MANEUVERS
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.

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AND PROCEDURES
18 MANEUVERS

CHAPTER 19
WEIGHT AND BALANCE
CONTENTS
Page
General..............................................................................................................................19-1
Weight..............................................................................................................................19-1
Balance ............................................................................................................................19-1
Basic Formula..................................................................................................................19-2
Weight Shift Formula .....................................................................................................19-2
Weight addition or removal ...........................................................................................19-2
DeFInITIOnS........................................................................................................................19-3
FOrMS ...................................................................................................................................19-3
Form 1663-1 ....................................................................................................................19-3
Form 1663-4B .................................................................................................................19-3
Forms 1663-5 and 1663-5B.............................................................................................19-3
Form 1663-3 ....................................................................................................................19-4
19 WEIGHT AND BALANCE

FSI Center-of-Gravity envelope......................................................................................19-4
FSI Weight-and-Balance Worksheet................................................................................19-4
Form 1650 .......................................................................................................................19-4

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ILLUSTRATIONS
Figure Title Page
Figure 19-1. Form 1663-1 ....................................................................................................19-5
Figure 19-2. Form 1663-4B ..................................................................................................19-6
Figure 19-3. Form 1663-5 .....................................................................................................19-7
Figure 19-4. Form 1663-5B ..................................................................................................19-8
Figure 19-5. Form 1663-3 .....................................................................................................19-9
Figure 19-6. S550 Center-of-Gravity envelope ..................................................................19-10
Figure 19-7. S550 Weight-and-Balance Worksheet ............................................................19-11
Figure 19-8. Form 1650 ......................................................................................................19-12

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CHAPTER 19
WEIGHT AND BALANCE
GENERAL

WEIGHT
airplane maximum weights are predicated on structural strength. It is necessary to ensure that the airplane
is loaded within the various weight restrictions to maintain structural integrity.
BALANCE
Balance, or the location of the center of gravity (CG), deals with airplane stability. The horizontal stabilizer
must be capable of providing an equalizing moment to that which is produced by the remainder of the air-
plane. 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 is maintained.
Stability increases as the CG moves forward. If the CG is located out of limits too far forward, the airplane
may become so stable that it cannot be rotated at the proper speed or flared for landing.
The aft of limits CG situation is considerably worse because the stability decreases. Here the horizontal
stabilizer may not have enough nosedown elevator travel to counteract a noseup pitching movement. This
will eventually lead to a stall followed by a spin.

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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 the CG is shifted
Total weight Distance the 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.
WEIGHT ADDITION
OR REMOVAL
If weight is to be added or removed after a weight and balance has been computed, a simple formula can
be used to figure the shift in the center of gravity.
Weight added (or removed) = Distance the 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 (or removed) = Distance the CG is shifted
Old total weight Distance between the
weight arm and the new CG arm

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Trapped Fuel—Fuel remaining when the airplane

DEFINITIONS is defueled by normal means using the procedures
and attitudes specified for draining the tanks.
Manufacturer’s Empty Weight—Weight of struc-
ture, powerplants, furnishings, systems, and other
Actual Zero Fuel Weight—Basic empty weight
items of equipment that are an integral part of a
plus payload. It must not exceed maximum design
particular configuration.
zero fuel weight.
Standard Empty Weight—Manufacturer’s empty
Payload—Maximum design zero fuel weight
weight plus standard items.
minus basic empty weight. This is the weight avail-
able for crew, passengers, baggage, and cargo.
Standard Items—equipment and fluids not an
integral part of a particular airplane and not a vari-
ation for the same type of airplane. These items
may include, but are not limited to, the following: FORMS
• Unusable fuel The Cessna Weight and Balance forms can be
found in an airplane’s approved AFM, and exam-
• engine oil ples of the forms are included in Figures 19-1
• Toilet fluid through 19-8 at the end of this section. If the air-
plane has a different seating configuration from the
• Serviced fire extinguisher and emergency one depicted in the example, the form appropriate
oxygen equipment to that configuration will be found in the AFM. a
• all hydraulic fluid and brake fluid sample loading problem follows and is illustrated
in Figure 19-9.
• Trapped fuel
Basic Empty Weight—Standard empty weight plus FORM 1663-1
installed optional equipment.
The airplane weight, CG arm, and moment (divid-
Operational Takeoff Weight—Maximum author- ed by 100) are all listed at the bottom of this form
ized weight for takeoff. It is subject to airport, oper- as the airplane is delivered from the factory. ensure
ational, and related restrictions. This is the weight that the basic empty weight figures listed are cur-
at the start of the takeoff run and must not exceed

rent and have not been amended.
maximum design takeoff weight.
Operational Landing Weight—Maximum author- FORM 1663-4B

ized weight for landing. It is subject to airport,
The tables already have computed moments/100
operational, and related restrictions. It must not
for weights in various seating locations in the air-
exceed maximum design landing weight.
plane.
Useful Load—Difference between maximum
design taxi weight and basic empty weight. It FORMS 1663-5 AND 1663-5B
includes payload, usable fuel, and other usable flu-
ids not included as operational items. notice in the cabinet and cargo compartments
tables that the last weight that a moment/100 is list-
Unusable Fuel—Fuel remaining after a fuel ed for under the nose compartment column is 350
runout test has been completed in accordance with lbs. This corresponds to the placarded limit in that
governmental regulations. It is the drainable unus- compartment. remember that this limit is struc-
able fuel only. tural in nature. It is based on the maximum weight
that the flooring in that area can support.

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This same point applies to the aft cabin and tail FORM 1650
cone compartments as well.
The Weight and Balance record amends the air-
plane Weighting Form—1663-1. after delivery, if
FORM 1663-3 a service bulletin is applied to the airplane or if
all of the tables have arms listed for the various equipment is removed or added that would affect
locations except the fuel table. notice that the arm the CG or basic empty weight, it must be recorded
varies depending on the quantity of usable fuel. 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
FSI CENTER-0F-GRAVITY and balance computations.
ENVELOPE
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 moment

envelope. There are two ways to read this graph.
The moment/100 can be plotted against the weight
and it can be determined whether or not the load
is acceptable. However, this method is difficult to
plot accurately due to the rather small angle at
which these lines intersect.
another way to plot the location of the CG on the

graph is to determine the CG location in inches aft
of datum, then plot it against the weight. To deter-
mine the CG arm, the total moment (moment/100
x 100) is divided by the total airplane weight. This
method is more accurate due to the relatively large
angle at which the lines intersect.
FSI WEIGHT-AND-BALANCE
WORKSHEET
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.

MODEL S550 WEIGHT AND

CITATION S/II BALANCE DATA Cessna
SERIAL NUMBER REGISTRATION NUMBER DATE
REFERENCE
DATUM AIRPLANE WEIGHING FORM
250
261.56 MAC
80 98
FS 94 00 FS 206 00
200
WATER LINE (WL) — INCHES
150
100
NOSE JACK POINT WING JACK POINT
(FS 93 70)
221.80
(FS 315 50) NOTE
50 IT IS THE RESPONSIBILITY OF THE
218.20 OPERATOR TO ENSURE THAT THE
300.21 AIRPLANE IS LOADED PROPERLY
315.50
0
0 50 100 150 200 250 300 350 400 450 500 550 600
FUSELAGE STATION (FS) — INCHES
LOCATING CG WITH AIRPLANE ON LANDING GEAR

FORMULA for Longitudinal CG
218.20 X (Nose Landing
CG Arm of Inches
Gear Net Weight) ( )
= 300.21 – = ( ) Aft of
Airplane Nose and Main Landing Gear
Weight Totaled ( )
Datum LEVELING PROVISIONS
LONGITUDINAL—INBOARD SEAT TRACKS
LOCATING CG WITH AIRPLANE ON JACK PADS CENTER LEVEL OVER FS 206.00
LATERAL—INBOARD SEAT TRACKS
FORMULA for Longitudinal CG
AT FS 206.00
221.80 X (Nose Jack Point
CG Arm of Inches
Net Weight) ( )
= 315.15 – = ( ) Aft of
Airplane Nose and Wing Jack Point
Datum
Weight Totaled ( )

AIRPLANE AS WEIGHED TABLE
POSITION SCALE READING SCALE DRIFT TARE NET WEIGHT
LOCATING PERCENT MAC
LEFT WING
FORMULA for Percent MAC
RIGHT WING
(GC Arm of Airplane) – 261.56
CG Arm of MAC = NOSE
0.8098
AIRPLANE TOTAL AS WEIGHED
BASIC EMPTY WEIGHT AND CENTER-OF-GRAVITY TABLE

WEIGHT CG ARM MOMENT
ITEM (POUNDS) (INCHES) (INCH-POUNDS/100)
AIRPLANE (CALCULATED OR AS WEIGHED)
(INCLUDES ALL UNDRAINABLE FLUIDS AND FULL OIL)
DRAINABLE UNUSABLE FUEL AT 6.75 POUNDS PER GALLON 60.00 285.50 171.30
BASIC EMPTY WEIGHT
CESSNA AIRCRAFT COMPANY, AIRCRAFT DIVISION, P.O. BOX 7704, WICHITA, KANSAS 67277
FORM NUMBER 1663-1, 2 July 1984
Figure 19-1. Form 1663-1


CREW AND PASSENGERS COMPARTMENTS

WEIGHT AND MOMENT TABLES
OPTION 2 AND OPTION 5*
CREW AND PASSENGER CREW AND PASSENGER
MOMENT/100 MOMENT ARMS
AFT
SEAT 1 OR 2 SEAT 5 OR SEAT 7 OR SEAT 9 OR FLUSHING
SEAT 2 SEAT 3 SEAT 4 SEAT 6 SEAT 8 SEAT 10 TOILET
WEIGHT ARM = ARM = ARM = ARM = ARM = ARM = ARM =
(POUNDS) FS 131.00 FS 216.00 FS 210.00 FS 256.00 FS 288.00 FS 170.00 FS 325.00
50 65.50 108.00 105.00 128.00 144.00 85.00 162.50

60 78.60 129.60 126.00 153.60 172.80 102.00 195.00
70 91.70 151.20 147.00 179.20 201.60 119.00 227.50
80 104.80 172.80 168.00 204.80 230.40 136.00 260.00 1 2
90 117.90 194.40 189.00 230.40 259.20 153.00 292.50 FS 131.00
100 131.00 216.00 210.00 256.00 288.00 170.00 325.00
110 144.10 237.60 231.00 281.60 316.80 187.00 357.50
120 157.20 259.20 252.00 307.20 345.60 204.00 390.00
130 170.30 280.80 273.00 332.80 374.40 221.00 422.50
140 183.40 302.40 294.00 358.40 403.20 238.00 455.00 FS 170.00 9 10
150 196.50 324.00 315.00 384.00 432.00 255.00 487.50
160 209.60 345.60 336.00 409.60 460.80 272.00 520.00
170 222.70 367.20 357.00 435.20 489.60 289.00 552.50
180 235.80 388.80 378.00 460.80 518.40 306.00 FS 210.00 4
190 248.90 410.40 399.00 486.40 547.20 323.00 3
200 262.00 432.00 420.00 512.00 576.00 340.00 FS 216.00
210 275.10 453.60 441.00 537.60 604.80 357.00
220 288.20 475.20 462.00 563.20 633.60 374.00
230 301.30 496.80 483.00 588.80 662.40 391.00
240 314.40 518.40 504.00 614.40 691.20 408.00 FS 256.00 5 6
250 327.50 540.00 525.00 640.00 720.00 425.00
260 340.60 561.60 546.00 665.60 748.80 442.00
270 353.70 583.20 567.00 691.20 777.60 459.00
280 365.80 604.80 588.00 716.80 806.40 476.00 FS 288.00 7 8
290 379.90 626.40 609.00 742.40 835.20 493.00

300 393.00 648.00 630.00 768.00 864.00 510.00
310 406.10 669.60 651.00 793.60 892.80 527.00
320 419.20 691.20 672.00 819.20 921.60 544.00
330 432.30 712.80 693.00 844.80 960.40 561.00 FS 325.00 T
340 445.40 734.40 714.00 870.40 979.20 578.00
*FS 338.00
FS 414.00
*NOTE: WIDE DOOR OPTION 5 SEAT ARRANGEMENT IS

THE SAME AS OPTION 2 SEAT ARRANGEMENT
FS 442.00
EXCEPT SEAT 9 IS REPLACED WITH A 16-INCH
CLOSET.
FORM NUMBER 1663-4B, 2 March 1984
Figure 19-2. Form 1663-4B


BAGGAGE AND CABINET COMPARTMENTS

AIRPLANES -0627 AND ON
BAGGAGE COMPARTMENT CONTENTS AFT VANITY CABINET
MOMENT/100 MOMENT/100
WEIGHT
NOSE CABIN COMPARTMENT TAILCONE COMPARTMENT (POUNDS) ARM = FS 325.00
WEIGHT COMPARTMENT
(POUNDS) ARM = ARM = ARM = ARM = ARM =
FS 74.00 FS 321.00 FS 338.00 FS 414.00 FS 442.00 5 16.25
10 32.50
20 14.80 64.20 67.60 82.80 88.40 15 48.75
40 29.60 128.40 135.20 165.60 176.80 20 65.00
60 44.40 192.60 202.80 248.40 265.20 25 81.25
80 59.20 256.80 270.40 331.20 353.60 30 97.50
100 74.00 321.00 338.00 414.00 442.00 35 113.75
120 88.80 385.20 405.60 496.80 530.40 40 130.00
140 103.60 449.40 473.20 579.60 618.80 45 146.25
160 118.40 513.60 540.80 662.40 707.20 50 162.50
180 133.20 577.80 608.40 745.20 795.60 55 178.75
200 148.00 642.00 676.00 828.00 884.00 60 195.00
220 162.80 706.20 910.80 65 211.25
240 177.60 770.40 993.60
260 192.40 834.60 1076.40
280 207.20 898.80 1159.20
300 222.00 963.00 1242.00
320 236.80 1027.20
340 251.60 1091.40
350 258.00 1123.50
360 1155.60
380 1219.80
400 1284.00
MIDSHIP CABINET CONTENTS SURFACE ANTI-ICING FLUID 28-INCH REFRESHMENT CENTER

MOMENT/100 MOMENT/100 WEIGHT MOMENT/100
WEIGHT (POUNDS) ARM = FS 155.00
REFRESHMENT REFRESHMENT
(POUNDS) VOLUME WEIGHT
CENTER CENTER 10 15.50
ARM = FS 231.72 (GALLONS) (POUNDS) ARM = FS 231.72
20 31.00
5 11.60 ARM= FS 57.00 30 46.50
10 23.20 1.5 13.70 7.81 40 62.00
15 34.80 2.0 18.26 10.41 50 77.50
20 46.30 3.0 27.39 15.61 60 93.00
25 57.90 4.0 36.52 20.82 70 108.50

30 69.50 5.0 45.65 26.02 80 124.00
35 81.10 6.0 54.78 31.22 90 139.50
40 92.70 7.0 63.91 36.43 100 155.00
LEFT OR RIGHT 16-INCH REFRESHMENT

CENTER CLOSET CONTENTS LEFT OR RIGHT 8-INCH REFRESHMENT
CENTER CLOSET CONTENTS
MOMENT/100
WHEN INSTALLED MOMENT/100
FORWARD WITH FORWARD
COMPARTMENT 8-INCH CLOSET WHEN INSTALLED WHEN INSTALLED
OR REFRESHMENT FORWARD WITH FORWARD WITH FORWARD
WEIGHT CENTER 8-INCH CLOSET 16-INCH CLOSET
COMPARTMENT
(POUNDS) WEIGHT OR REFRESHMENT OR REFRESHMENT
ARM = FS 160.00 ARM = FS 168.00 (POUNDS) CENTER CENTER
10 16.00 16.80 ARM = FS 156.00 ARM = FS 164.00 ARM = FS 172.00

20 32.00 33.60
30 48.00 50.40 5 7.80 8.20 8.60
40 64.00 67.20 10 15.60 16.40 17.20
50 80.00 84.00 15 23.40 24.60 25.80
60 96.00 100.80 20 31.20 32.80 34.40
70 112.00 117.60 25 39.00 41.00 43.00
80 128.00 134.40 30 46.80 49.20 51.60
90 144.00 151.20 35 54.60 57.40 60.20
100 160.00 168.00 40 62.40 65.60 68.80
FORM NUMBER 1663-5, 11 November 1990


BAGGAGE AND CABINET COMPARTMENTS
AIRPLANES -0001THRU -0160 INCORPORATING SB S550-30-15
BAGGAGE COMPARTMENT CONTENTS AFT VANITY CABINET
MOMENT/100 MOMENT/100
WEIGHT
NOSE CABIN COMPARTMENT TAILCONE COMPARTMENT (POUNDS) ARM = FS 325.00
WEIGHT COMPARTMENT
(POUNDS) ARM = ARM = ARM = ARM = ARM =
FS 74.00 FS 321.00 FS 338.00 FS 414.00 FS 442.00 5 16.25
10 32.50
20 14.80 64.20 67.60 82.80 88.40 15 48.75
40 29.60 128.40 135.20 165.60 176.80
20 65.00
60 44.40 192.60 202.80 248.40 265.20
25 81.25
80 59.20 256.80 270.40 331.20 353.60
30 97.50
100 74.00 321.00 338.00 414.00 442.00
35 113.75
120 88.80 385.20 405.60 496.80 530.40
140 40 130.00
103.60 449.40 473.20 579.60 618.80
160 118.40 513.60 540.80 662.40 707.20 45 146.25
180 133.20 577.80 608.40 745.20 795.60 50 162.50
200 148.00 642.00 676.00 828.00 884.00 55 178.75
220 162.80 706.20 910.80 60 195.00
240 177.60 770.40 993.60 65 211.25
260 192.40 834.60 1076.40
280 207.20 898.80 1159.20
300 222.00 963.00 1242.00
320 236.80 1027.20
340 244.20
350 1091.40
360 1123.50
380 1155.60
400 1219.80
1284.00
MIDSHIP CABINET CONTENTS SURFACE ANTI-ICING FLUID 28-INCH REFRESHMENT CENTER

MOMENT/100 MOMENT/100 WEIGHT MOMENT/100
WEIGHT (POUNDS) ARM = FS 155.00
REFRESHMENT REFRESHMENT
(POUNDS) VOLUME WEIGHT
CENTER CENTER 10 15.50
ARM = FS 231.72 (GALLONS) (POUNDS) ARM = FS 231.72
20 31.00
5 11.60 ARM= FS 57.00 30 46.50
10 23.20 1.5 13.70 7.81 40 62.00
15 34.80 2.0 18.26 10.41 50 77.50
20 46.30 3.0 27.39 15.61 60 93.00
25 57.90 4.0 36.52 20.82 70 108.50
30 69.50 5.0 45.65 26.02 80 124.00

35 81.10 6.0 54.78 31.22 90 139.50
40 92.70 7.0 63.91 36.43 100 155.00
8.0 73.04 42.28
8.5 77.61 44.92
LEFT OR RIGHT 16-INCH REFRESHMENT

CENTER CLOSET CONTENTS LEFT OR RIGHT 8-INCH REFRESHMENT
CENTER CLOSET CONTENTS
MOMENT/100
WHEN INSTALLED MOMENT/100
FORWARD WITH FORWARD
COMPARTMENT 8-INCH CLOSET WHEN INSTALLED WHEN INSTALLED
OR REFRESHMENT FORWARD WITH FORWARD WITH FORWARD
WEIGHT CENTER 8-INCH CLOSET 16-INCH CLOSET
COMPARTMENT
(POUNDS) WEIGHT OR REFRESHMENT OR REFRESHMENT
ARM = FS 160.00 ARM = FS 168.00 (POUNDS) CENTER CENTER
10 16.00 16.80 ARM = FS 156.00 ARM = FS 164.00 ARM = FS 172.00

20 32.00 33.60
30 48.00 50.40 5 7.80 8.20 8.60
40 64.00 67.20 10 15.60 16.40 17.20
50 80.00 84.00 15 23.40 24.60 25.80
60 96.00 100.80 20 31.20 32.80 34.40
70 112.00 117.60 25 39.00 41.00 43.00
80 128.00 134.40 30 46.80 49.20 51.60
90 144.00 151.20 35 54.60 57.40 60.20
100 160.00 168.00 40 62.40 65.60 68.80
FORM NUMBER 1663-5B, 11 November 1990
Figure 19-4. Form 1663-5B


FUEL LOADING WEIGHT AND MOMENT TABLES
MOMENT/100
WEIGHT
ARM VARIES
(POUNDS)
(INCH-POUNDS)
200 570.00
300 850.05
400 1128.40
500 1406.50
600 1684.20
700 1960.70
800 2237.20
900 2514.15
1000 2790.80
1100 3068.12
1200 3346.20
1300 3624.66
1400 3902.64
1500 4181.70
1600 4460.80
1700 4739.94
1800 5020.20
1900 5300.50
2000 5580.00
2100 5860.05
2200 6140.20
2300 6420.45
2400 6700.80
2500 6981.25
2600 7261.80
2700 7542.45
2800 7823.20
2900 8104.05
3000 8385.00
3100 8666.05
3200 8947.20
3300 9228.45

3400 9509.80
3500 9793.00
3600 10076.40
3700 10360.00
3800 10645.70
3900 10929.75
4000 11218.00
4100 11504.60
4200 11792.76
4300 12080.85
4400 12368.40
4500 12656.25
4600 12946.70
4700 13235.20
4800 13524.00
4900 13810.65
5000 14100.00
5100 14389.65
5200 14677.00
5300 14964.55
5400 15252.30
5500 15541.35
5600 15816.64
5700 16104.21
5800 16392.54
5900 16680.46

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Citation S550
16,000
MAXIMUM RAMP
15,300 LB
MAXIMUM RAMP
14,900 LB
15,000 MAXIMUM T/O
15,100 LB MAXIMUM T/O
14,700 LB
MAXIMUM LAND
14,000 14,400 LB MAXIMUM LAND
14,000 LB
13,000
12,000
POUNDS
STANDARD ZFW
11,200 LB OPTIONAL ZFW
11,000 11,000 LB
10,000
UNs 001 & ON UNs 001 THRU 085
WITH SB 11-1 WITH SB 11-1
9,000
8,000
7,000
274 276 278 280 282 284 286 288 290
INCHES
Weight Adjustment:
Wt Shifted CG Moved Inches

=
Total Weight Wt Shifted Inches
Weight Adjustment:
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%, 2nd Segment 2. Climb capability > 2.1% SE
3. SE Cimb capability to clear any obstacle > 3.2% ME
in takeoff flight path 3. Brake energy limits
4. Takeoff weight < maximum certified
takeoff weight
5. Landing weight < maximum certified
landing weight at destination
Figure 19-6. S550 Center-of-Gravity Envelope

1.5 Gallon TKS

Citation S550
2 Calculate Zero Fuel Weight, Moment and CG
Tank Size Weight MOM/100 Item Weight MOM/100
Large Tank (8.5 Gal) –13.7 lb –7.93 Basic Empty Weight
Small Tank (7.0 Gal) –13.7 lb –7.81 or
Basic Operating Weight
– 1.5 Gallon TKS –13.7
+Payload
Zero Fuel Weight *
1 Calculate Payload Weight and Moment ZFW MOM = ZFW CG
Zero Fuel Weight
Item Arm Weight MOM/100
Pilot 131.0
3 Calculate Fuel Load and RampWeight
Copilot 131.0
4
Seat__ Item Weight Calculate
Seat__ Zero Fuel Weight * Takeoff Fuel
Seat__ + TKS Fluid Total Fuel
O X X O X X O X X O X X O X X O X X O X X O X X O X X O X X O
O X X O X X O X X
X X O X X O X X O X X
+ Flight Fuel
Seat__
+ Reserve Fuel – Taxi Fuel
X X
O X X O X X O X X O X X O X X O X X O X X O X X O X X O X X O
Seat__ Ramp Weight

Takeoff Fuel
Seat__
5 Calculate Takeoff Weight,
Seat__
Moment and CG
Seat__
Item Weight MOM/100
Toilet 325.0
Zero Fuel Weight *
Nose 74.0
+TKS Fluid
Cabin 321.0 + Takeoff Wing Fuel

338.0 Takeoff Weight
Tailcone 414.0 Takeoff MOM =

Takeoff CG
Takeoff Weight
442.0
Payload 6 Calculate Landing Weight
Item Weight
Zero Fuel Weight *
+TKS Fluid
+ Reserves
Full TKS Tank Landing Weight
Tank Size Weight MOM/100

7
Large Tank (8.5 Gal) 78.0 lb 44.92
*See limitations
Small Tank (7.0 Gal) 64.0 lb 36.43 on reverse.
Figure 19-7. S550 Weight-and-Balance Worksheet

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WEIGHT AND BALANCE RECORD
(CONTINUOUS HISTORY OF CHANGES IN STUCTURE 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 19-8. Form 1650

CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
Page
INTRODUCTION ................................................................................................................ 20-1
General .......................................................................................................................... 20-2
Formulas........................................................................................................................ 20-2
20 FLIGHT PLANNING
AND PERFORMANCE

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20 FLIGHT PLANNING
AND PERFORMANCE

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ILLUSTRATIONS
Figure Title Page
Figure 20-1. Calculation of Takeoff Performance ............................................................. 20-3
Figure 20-2. Calculation of Landing Performance............................................................. 20-4
20 FLIGHT PLANNING
AND PERFORMANCE

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20 FLIGHT PLANNING
AND PERFORMANCE

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CHAPTER 20
FLIGHT PLANNING AND
PERFORMANCE
INTRODUCTION
Performance is calculated using a combination of charts and tables in the Aircraft Flight
Manual and the Aircraft Performance Manual. The takeoff and landing performance data
is found in Section IV—“Performance” and Section VII “Advisory” of the AFM. The climb,
cruise, and descent performance data is found in the Performance Manual. 20 FLIGHT PLANNING
AND PERFORMANCE

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GENERAL A simplif ied block diagram of the calcula-

tion of takeoff performance is illustrated in
This aircraft is certif ied to Part 25 standards. Figure 20-1. A simplified block diagram of the
Keep in mind that the FAR Part 25 perform- calculation of landing performance is illus-
ance requirements do not meet the minimum trated in Figure 20-2.
requirements (3.3% or 200 ft/nm) of the FAA
“IFR Takeoff Flight Path”.
The maximum takeoff weight–pounds permit-

ted by climb requirements chart only guaran-
tees second segment climb performance, not
any of the other segments.
T h e f o l l ow i n g a r e t h e m i n i m u m c l i m b
gradients as specif ied by FAR Part 25:
• 1st segment ............................ 0% gross
• 2nd segment............................ 1.6% net
• 3rd segment .................................... N/A
• Final segment ..................... 1.2% gross
NOTE
The gross climb gradient reduced
by a required factor and used for cal-
culation of take-off flight path.
FORMULAS
Runway Slope =
Change in Elevation Between
Ends of the Runway (Rise) x 100
Runway Length (Run)
Gradient (in %) =
Feet per NM x 100
6076
Climb rate (feet per minute) =

Groundspeed x Gradient
20 FLIGHT PLANNING
AND PERFORMANCE

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CALCULATE TAKEOFF PERFORMANCE
· Determine gross weight of aircraft for type of loading desired

· Obtain airport information (i.e. active runway, available runway length,
temperature, pressure altitude, wind, runway conditions and runway
gradient (if applicable) and obstacles in the takeoff flight path)
· Determine that the temperature is within the ambient temperature limits
· Determine crosswind/parallel wind component for active runway
YES Does calculated T/O weight

Recalculate performance exceed the max T/O permitted
at a lower aircraft weight by climb requirements?
Using the calculated T/O gross

weight, determine TOFL and
VSPEEDS for dry conditions
Correct for
Runway Gradient
YES Contaminated
runway?
AFM Section VII: NO

Calculate the corrected
TOFL for Adverse
Runway Conditions
YES Available
Recalculate performance runway
at a lower aircraft weight LESS than
TOFL?
NO
Determine level-off
altitude
YES Minimum climb

requirements?
AFM Section IV: Calculate
SECOND SEGMENT TAKEOFF NET NO
CLIMB GRADIENT – PERCENT
Climb NO
requirements Recalculate performance
met? at a lower aircraft weight
20 FLIGHT PLANNING
AND PERFORMANCE
YES
Complete
Figure 20-1. Calculation of Takeoff Performance

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CALCULATE LANDING PERFORMANCE
· Determine gross weight of aircraft at the time of arrival at the destination airport.
· Obtain airport information; i.e., active runway, available runway length,
temperature, pressure altitude, wind, runway conditions and runway gradient if
applicable. Determine that the temperature is within the ambient temperature limits.
· Determine crosswind/parallel wind component for active runway.
· Check the maximum landing weight permitted by approach requirements and the
brake energy limits.
YES Landing
Weight
Restricted?
Must burn off fuel prior NO

to landing
YES Contaminated
runway?
AFM Section VII: NO

Calculate the corrected
landing field length for
adverse runway conditions
YES Avail. Runway

less than
required?
Must reduce the airplane NO

landing weight
YES FAR 135

Operations?
Divide the landing NO

distance by 0.6
Determine the takeoff/go-around thrust setting using the approach climb and
landing climb gradient tables in the event that a go-around is necessary
20 FLIGHT PLANNING
AND PERFORMANCE
Complete
Figure 20-2. Calculation of Landing Performance

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RESOURCE MANAGEMENT
21 CREW
CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT?...............................................................21-1
SITUATIONAL AWARENESS ..............................................................................................21-2
COMMAND AND LEADERSHIP ........................................................................................21-3
COMMUNICATION PROCESS ............................................................................................21-4
DECISION-MAKING PROCESS ..........................................................................................21-5

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RESOURCE MANAGEMENT

21 CREW

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RESOURCE MANAGEMENT
21 CREW
ILLUSTRATIONS
Figure Title Page
Figure 21-1. Situational Awareness in the Cockpit ...............................................................21-2
Figure 21-2. Command and Leadership................................................................................21-3
Figure 21-3. Communication Process...................................................................................21-4
Figure 21-4. Decision-Making Process.................................................................................21-5

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RESOURCE MANAGEMENT

21 CREW

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RESOURCE MANAGEMENT
21 CREW
CHAPTER 21
CREW RESOURCE MANAGEMENT
Most experts agree that a highly coordinated crew

WHAT IS CREW using a standardized set of procedures is more like-
RESOURCE ly to avoid and identify errors. Effective commu-
nication and the use of briefing and debriefing are
MANAGEMENT? tools that can be used to build the “team concept”
and maintain situational awareness. Utilizing a
According to the Federal Aviation Administration, standard set of callouts provides a means to incor-
Crew Resource Management (CRM) is described porate CRM. Standardization keeps all crewmem-
as “the effective use of all resources to achieve safe bers “in the loop” and provides an opportunity to
and efficient flight operations.” In practice, CRM detect an error early on, before it has an opportu-
is a set of competencies designed to enhance safety nity to build into an accident chain.
and reduce human error. Resources can include,
but are not limited to, additional crewmembers, Proficiency in CRM requires all crewmembers to
maintenance technicians, flight attendants, air traf- have a working knowledge of how to maintain sit-
fic controllers, dispatchers and schedulers, and line uational awareness, techniques for optimum deci-
service personnel. CRM was not designed to usurp sion making, desirable leadership and followership
the authority of the pilot in command; rather, it characteristics, cross-checking and monitoring
was developed as a means to assist with situational techniques, means of fatigue and stress manage-
awareness and decision making to increase safety ment, and communication.
margins and achieve accident- and incident-free
flight operations.

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RESOURCE MANAGEMENT

21 CREW
CRM training is an important part of your Flight- accident. Collective situational awareness is a
Safety training experience. Throughout your train- measurement of the total situational awareness
ing event, your instructor will provide general among all members involved in the operation. To
CRM guidance as well as identify CRM issues, maintain a high level of collective situational
philosophies, and techniques that are specific to awareness open, timely, and accurate communica-
the aircraft you fly. To assist with this, the Flight- tion is required. In the situational awareness model
Safety CRM model has been incorporated into this two-way arrows represent the two-way
training guide. The model can be used as a guide communication that must occur between the pilot
or a refresher on how to incorporate CRM princi- flying and the pilot monitoring. Each pilot con-
ples into your day-to-day line operations. This tributes to collective situational awareness.
model is not intended to replace a formalized
course of CRM instruction, and attendance at a Circumstances will sometimes present clues that
CRM-specific course is highly recommended. situational awareness is becoming impaired. These
“behavioral markers” are listed under clues to iden-
tifying loss of situational awareness. As the number
of these clues increases, the chance of losing situ-
SITUATIONAL ational awareness increases as well. Maintaining
AWARENESS situational awareness requires a constant state of
vigilance. Complacency has often been the precur-
Situational awareness is a fundamental CRM con- sor to a loss of situational awareness (Figure 21-
cept. Often described as “knowing what’s going on 1).
around you,” the loss of situational awareness is
often identified as a causal factor in an incident or
SITUATIONAL AWARENESS IN THE COCKPIT
Events that
PILOT PILOT may happen
FLYING MONITORING
(PF) (PM)
SA
COLLECTIVE Events that Events that

SA have are
happened happening
now
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
OPERATIONAL
1. FAILURE TO MEET TARGETS

2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. FAILURE TO MONITOR
6. COMMUNICATIONS
7. AMBIGUITY
HUMAN
8. UNRESOLVED DISCREPANCIES
9. PREOCCUPATION OR DISTRACTION
10. CONFUSION OR EMPTY FEELING
11. NEED TO HURRY / LAST MINUTE CHANGES
12. FATIGUE
Figure 21-1. Situational Awareness in the Cockpit

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RESOURCE MANAGEMENT
21 CREW
a low degree of control and allows a high degree
COMMAND AND of participation from team members. Effective
LEADERSHIP leaders tend to be less extreme, relying on either
authoritarian or democratic leadership styles (Fig-
Command and leadership are not synonymous. ure 21-2).
The status “pilot in command” is designated by an
organization. Command responsibility can’t be There is no “ideal” or “best” leadership style. An
shared with other crewmembers. Leadership, on immediate crisis might require fairly strict leader-
the other hand, is a role that can be shared. Effec- ship, to ensure stability and to reassure other
tive leadership should focus on “what’s right,” not crewmembers, while other situations might be han-
on “who’s right.” dled more effectively by encouraging crew partic-
ipation in the decision-making process.
Leadership styles range from “autocratic” to “lais-
sez-faire.” An autocratic leadership style exercises
a high degree of control and allows a low degree
of participation from team members in reaching
decisions. A laissez-faire leadership style exercises
COMMAND AND LEADERSHIP

LEADERSHIP STYLES
VARY WITH SITUATION
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
PARTICIPATION
LOW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on “What’s right,” not “Who’s right”
Figure 21-2. Command and Leadership

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RESOURCE MANAGEMENT

21 CREW
• The receiver transmits feedback to the

COMMUNICATION sender, acknowledging the message.
PROCESS • The receiver’s feedback may include an
additional message, confirming the intended
Communication is the most important tool corrective action, or instructing the sender
for maintaining situational awareness. Effective to continue monitoring the operational goal.
communication requires the ability to provide
appropriate information, at the appropriate time, Barriers to communication limit our ability to
to the appropriate person (Figure 21-3). Commu- maintain situational awareness.
nication may be verbal (aural) or written. Written
communications in the cockpit include symbolic As illustrated on the Blue Card, internal (or per-
messages and indications that are electronically sonal) communication barriers can diminish our
transmitted and displayed. perception of the need to communicate. An observ-
er who is distracted, for example, may fail to detect
As illustrated on the CRM Blue Card, some a change in the status of an operational goal. Inter-
elements are common to most cockpit nal barriers can also inhibit a sender’s willingness
communications: to communicate, or affect a receiver’s acceptance
and interpretation of a transmitted message.
• An event occurs, creating a need to commu-
nicate. The event may be a change in the sta- External communication barriers, such as over-
tus of some operational goal, such as rate of crowded radio frequencies, can interfere with the
descent. sender’s ability to transmit a message, or with the
receiver’s ability to transmit feedback. Differences
• A sender observes the event. in language or dialect can also become external
• The sender transmits a message to a receiv- barriers to communication.
er, conveying occurrence of the event.
COMMUNICATION PROCESS
ASSERTION:
OPERATIONAL • Reach a conclusion
NEED SEND RECEIVE GOAL
ADVOCACY:
• Increase collective SA
INQUIRY:
• Increase individual SA
FEEDBACK
• Support Conclusions with Facts
• State Position, Suggest Solutions
• Clear, Concise Questions
— THINK—
• Solicit and give feedback • Maintain focus on the goal
• Listen carefully • Verify operational outcome is achieved
• Focus on behavior, not people • Be aware of barriers to communication
— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.
Figure 21-3. Communication Process

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RESOURCE MANAGEMENT
21 CREW
CRM provides three techniques for overcoming fort exists with a particular situation. Assertion is
communication barriers: an attempt to seek resolution.
• Inquiry—A technique for increasing your The goal of inquiry is to increase individual situa-
own situational awareness tional awareness, the goal of advocacy is to
increase collective situational awareness, and the
• Advocacy—A technique for increasing goal of assertion is to reach a conclusion.
someone else’s awareness
• Assertion—A technique for getting your
point across DECISION-MAKING
When conflict on the flight deck interferes with
communication, it usually originates from one
PROCESS
pilot’s tendency to make “solo” decisions. Avoid
Aeronautical decision making (ADM) provides a
this kind of conflict by focusing your questions and
systematic approach to risk assessment. It is a tool
comments on WHAT is right, rather than on WHO
you can use to select the best response for a given
is right.
set of circumstances. FlightSafety recommends the
decision-making process illustrated on the second
Communication Techniques: Inquiry, Advocacy,
page of the Blue Card (Figure 21-4). This contin-
and Assertion
uous-loop process includes eight steps:
Inquiry, advocacy, and assertion can be effectively
1. Recognize the need for a decision.
used in the aviation environment to help solve
communication problems. 2. Identify the problem and define it in terms of
time and risk.
Each item is a step in the process. The steps pro-
vide a metaphor that emphasizes the principle of 3. Collect facts.
escalation. In other words, a person must first prac- 4. Identify alternative responses to the need.
tice inquiry, then advocacy, then assertion.
5. Weigh the impact of each alternative response.
A person practicing assertiveness is not trying to 6. Select a response.
be insubordinate or disrespectful; rather, assertion
is an expression of the fact that a level of discom- 7. Implement that response.
8. Evaluate the effects of your response.
DECISION MAKING PROCESS
HINTS: EVALUATE
RESULT
• Identify the problem: RECOGNIZE
– Communicate it NEED
– Achieve agreement
– Obtain commitment IDENTIFY
AND
• Consider appropriate SOPs IMPLEMENT DEFINE
PROBLEM
• Think beyond the obvious alternatives RESPONSE
• Make decisions as a result of the process ACCELERATED
RESPONSE COLLECT
• Resist the temptation to make an immediate FACTS
decision and then support it with facts
SELECT A IDENTIFY
RESPONSE ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
Figure 21-4. Decision-Making Process

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RESOURCE MANAGEMENT

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WALKAROUND
WALKAROUND
The following section is a pictorial walkaround. It shows each item
called out in the exterior power-off preflight inspection. The fold-
out pages at the beginning and the end of the walkaround section
should be unfolded before starting to read.
The general location photographs do not specify every checklist item.

However, each item is portrayed on the large-scale photographs that
follow.
FOR TRAINING PURPOSES ONLY WA-1

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2 65 63 64 58
WALKAROUND
4 3 1 61 59 50 60 57
62
24 17 18 8 9 10 11 12 13
26 25 23 22 30 20 19 16 15 14 7 6 5
21
WA-2 FOR TRAINING PURPOSES ONLY

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WALKAROUND
Left Nose - CHECK
WALKAROUND
3. Nose Gear, Doors, Wheel and Tire - CONDITION AND
1. Static Ports - CLEAR and WARM. SECURE
2. Baggage Door - SECURE and LOCKED 4. Pitot Tube - CLEAR and HOT
Right Nose - CHECK
5. Pitot Tube - CLEAR and HOT. 6. Ice Detector Probe - CONDITION and SECURE.


WALKAROUND
7. Brake Accumulator Pressure - LIGHT GREEN ARC.

8. Emergency Gear and Brake Pressure Gauge - GREEN
ARC.
9. Hydraulic Brake Reservoir Sight Gauge - FLUID VISIBLE. 13. Overboard Vent Lines - CLEAR.
10. Windshield Alcohol Reservoir Sight Gauge - FLUID 14. Static Ports - CLEAR and WARM.
VISIBLE.
11. Ice Protection Fluid Tank - CAP SECURE and QUANTITY
12. Baggage Door - SECURE and LOCKED. 15. Angle-of-Attack Sensor - CLEAR, HOT, and ROTATES.

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Right Wing - CHECK
WALKAROUND
16. Dorsal Fin Air Inlet - CLEAR. 19. Wing Inspection Light - CONDITION.
20. Fuel Quick Drains - DRAIN and CHECK FOR

17. Engine Fan Duct and Fan - CONDITION. CONTAMINATION.
18. Generator Cooling Air Inlet - CLEAR. 21. Fuel Filter Drain - DRAIN.


WALKAROUND
22. Main Gear, Door, Tire and Landing Light - CONDITION 25. Fuel Tank Vent - CLEAR.
and SECURE.
23. Wing Leading Edge Anti-Ice - CONDITION 26. Navigation, Strobe and Recognition Lights - CONDITION.
24. Fuel Filler Cap - SECURE. 27. Static Wicks - CHECK (5)

WALKAROUND
28. Aileron, Tab, Flap and Speed Brakes - CONDITION and
SECURE.
Right Nacelle - CHECK.
30. Generator Cooling Air Exhaust - CLEAR.
29. Oil Level - CHECK; Filler Cap and Access Door - SECURE. 31. Engine Exhaust and Bypass Ducts - CONDITION and
CLEAR.
32. T-2 Sensor and Drain Lines - CLEAR.

Empennage - CHECK
WALKAROUND
33. Air Conditioning Overboard Exhaust - CLEAR. 36. Tail Mounted Rotating Beacon Light - CONDITION.
34. Hydraulic Service Door - SECURE, drain mast clear. 37. Tail Skid - CONDITION and SECURE.
35. Elevators and Trim Tab - MOVEMENT and CONDITION. 38. Rudder and Trim Tab - SECURE and CORRECT SERVO
Assure trim tab position matches elevator trim tabposition TAB ACTION.
indicator.

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WALKAROUND
39. Static Wicks (Rudder, Vertical Stabilizer, and Both
Elevators) - CHECK (8).
Aft Compartment - CHECK.
40. Hydraulic Fluid Quantity - CHECK. 44. Aft Compartment Baggage - SECURE.
41. Fire Bottle Pressure Gauges - CHECK temperature
pressure relationship.
42. J-Box Circuit Breakers - IN.
43. Tailcone Access Door - SECURE. 45. Aft Compartment Light - OFF.


WALKAROUND
46. Aft Compartment Access Door - SECURE and LOCKED. 48. External Power Service Door - SECURE.
47. Oxygen Blowout Disc - GREEN (If oxygen cylinder

installed in tailcone).
Left Nacelle - CHECK.
49. T-2 Sensor and Drain Lines - CLEAR. 50. Engine Exhaust and Bypass Ducts - CONDITION and
CLEAR.

WALKAROUND
51. Generator Cooling Air Exhaust - CLEAR. 53. Windshield Heat Exchanger Overboard Exhaust - CLEAR.
52. Battery Cooling Intake and Vent Lines - CLEAR. 54. Oil Level - CHECK; Filler Cap and Access Door - SECURE.
Left Wing - CHECK.
55. Speed Brakes, Flap, Aileron and Trim Tab - CONDITION 56. Static Wicks - CHECK (5).
and SECURE. 57. Navigation, Strobe, and Recognition Lights - CONDITION.

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WALKAROUND
62. Fuel Quick Drains - DRAIN and CHECK FOR

58. Fuel Tank Vent - CLEAR.
CONTAMINATION (6).
59. Fuel Filler Cap - SECURE. 63. Fuel Filter Drain - DRAIN.
60. Wing Leading Edge Anti-Ice - CONDITION.
61. Main Gear Door, Wheel, Tire and Landing Light - 64. Engine Fan Duct and Fan - CONDITION.
CONDITION and SECURE.

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WALKAROUND
65. Generator Cooling Air Inlet - CLEAR. 67. Wing Inspection Light - CONDITION.
66. Dorsal Fin Air Inlet - CLEAR.

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36 29 30
WALKAROUND
38
35 37 33 31 34 28 27 26
32
49
53 50 48
56 55 54 52 51 47 39
40 41 42 43 44 45 46

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ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 5 4. C
1. C 1. C CHAPTER 10 5. A
2. D 2. B 1. C 6. D
3. D 3. D 2. D 7. C
4. B 4. C 3. A 8. B
5. C 5. A 4. D 9. D
6. D 6. D 5. B 10. B
7. C 7. B 6. D
8. D 8. A 7. A CHAPTER 14
9. B 9. D 8. D 1. B
10. A 9. A 2. D
11. D CHAPTER 7 10. C 3. A
12. A 1. B 11. D 4. B
13. C 2. A 12. A 5. C
14. B 3. B 13. B 6. A
15. D 4. B 14. C 7. B
16. A 5. D 15. D 8. C
APPENDIX
17. B 6. A 16. A 9. C
18. D 7. B 17. B 10. C
19. C 8. B 11. B
20. D 9. A CHAPTER 11 12. B
21. A 10. C 1. D 13. D
22. B 11. D 2. B 14. B
23. C 12. D 3. A 15. A
24. A 13. C 4. A 16. D
25. D 14. A 5. B 17. C
6. B 18. C
CHAPTER 3 CHAPTER 8 7. C
1. A 1. C CHAPTER 15
2. D 2. D CHAPTER 12 1. B
3. D 3. A 1. B 2. C
4. D 4. D 2. B 3. A
5. A 5. B 3. D 4. B
6. C 6. A 4. A 5. A
5. D 6. D
CHAPTER 4 CHAPTER 9 7. B
1. C 1. B CHAPTER 13 8. C
2. D 2. D 1. D 9. B
3. A 3. A 2. D 10. B
4. C 3. B 11. B
Revision 0.2 FOR TRAINING PURPOSES ONLY APP-1

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CHAPTER 15
12. A
CHAPTER 16
1. A
2. D
3. B
CHAPTER 17
1. C
2. D
3. A
4. B
5. A
6. D
APPENDIX
APP-2 FOR TRAINING PURPOSES ONLY

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ANNUNCIATORS
The Annunciator section presents a color repre-
sentation of all the annunciator lights in the airplane.
ANNUNCIATOR PANEL
FOR TRAINING PURPOSES ONLY ANN-1

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CITATION S/II PILOT TRAINING MANUAL CITATION S/II PILOT TRAINING MANUAL
ANNUNCIATOR PANEL
Figure ANN-1. Annunciators
ANN-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

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San Antonio Learning Center

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Chapter 1 AIRCRAFT GENERAL

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Figure 1-1. Cessna Citation S/II

Figure 1-2. Exterior Three-View Drawing

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the minimum crew requirements for operations in

STRUCTURES left and right baggage door uplatch assembly (Fig-

Figure 1-2 shows a three-view drawing of the cita- CAUTION

the nose baggage doors incorporate two mechan-

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Figure 1-3. Braked Taxi Turnaround

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A locking mechanism on each door holds the door FLIGHT COMPARTMENT

Figure 1-8. Flight Compartment

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Figure 1-9. Pilot’s Foul Weather Window

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Figure 1-11. Door Locking Indicator Figure 1-12. Emergency Exit

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STANDARD BAGGAGE OPTION 3 WIDE DOOR BAGGAGE

OPTION 1 BAGGAGE OPTION 4 WIDE DOOR BAGGAGE

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OPTION 2 BAGGAGE OPTION 5 WIDE DOOR BAGGAGE

Figure 1-13. Interior Arrangements

the tail cone compartment door is secured at the

A microswitch, operated by the forward mechani-

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Figure 1-16. Tail Cone Baggage Compartment

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2 ELECTRICAL POWER SYSTEMS

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2 ELECTRICAL POWER SYSTEMS