CJ4 PTM REV1 1 Nov2017

ProFlight Pilot Training
Citation CJ4
Pilot Training Manual
Rev 1.1 - Nov2017 For Training Purposes Only Title Page - 1

© 2018 TRU Simulation + Training Inc. - All Rights Reserved
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Citation CJ4 00 List of Effective Pages ProFlight Pilot Training
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Note: On a changed page, the portion of the text affected by the latest change is indicated by a vertical line, or other
change symbol, in the outer left margin of the page. Changes to illustrations/diagrams are indicated by a vertical line or
other change symbol in the outer right margin of the page.
Revision Date
1.0 Mar 2016
1.1 Nov 2017
Section Page(s) Revision Section Page(s) Revision

Title Page 1 Rev 1.1 Crew Alerting System 4-6 Rev 1.0
List of Effective Pages 1-4 Rev 1.1 Crew Alerting System 7 Rev 1.1
Table of Contents 1 Rev 1.1 Crew Alerting System 8-22 Rev 1.0
Aircraft General 1 Rev 1.0 Avionics 1-8 Rev 1.0
Aircraft General 2 Rev 1.1 Avionics 9 Rev 1.1
Aircraft General 3-24 Rev 1.0 Avionics 10-55 Rev 1.0
Aircraft General 25 Rev 1.1 Avionics 10 Rev 1.1
Aircraft General 26-28 Rev 1.0 Electrical 1 Rev 1.0
Aircraft General 29 Rev 1.1 Electrical 2 Rev 1.1
Crew Alerting System 1-2 Rev 1.0 Electrical 3-7 Rev 1.0
Crew Alerting System 3 Rev 1.1 Electrical 8 Rev 1.1
Rev 1.1 - Nov2017 For Training Purposes Only List of Effective Pages - 1
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Electrical 9 Rev 1.0 Fire Protection 3 Rev 1.0
Electrical 10 Rev 1.1 Fire Protection 4 Rev 1.1
Electrical 11-26 Rev 1.0 Fire Protection 5 Rev 1.0
Fuel 1 Rev 1.0 Fire Protection 6 Rev 1.1
Fuel 2 Rev 1.1 Fire Protection 7-11 Rev 1.0
Fuel 3-4 Rev 1.0 Fire Protection 12 Rev 1.1
Fuel 5-6 Rev 1.1 Fire Protection 13-14 Rev 1.0
Fuel 7-21 Rev 1.0 Pneumatics 1 Rev 1.0
Powerplant 1-5 Rev 1.0 Pneumatics 2-4 Rev 1.0
Powerplant 6 Rev 1.1 Pneumatics 5 Rev 1.1
Powerplant 7-9 Rev 1.0 Pneumatics 6 Rev 1.0
Powerplant 10 Rev 1.1 Pneumatics 7 Rev 1.1
Powerplant 11-12 Rev 1.0 Pneumatics 8-14 Rev 1.0
Powerplant 13 Rev 1.1 Air Conditioning 1 Rev 1.0
Powerplant 14 Rev 1.0 Air Conditioning 2-7 Rev 1.1
Powerplant 15-17 Rev 1.1 Air Conditioning 8-9 Rev 1.0
Powerplant 18-24 Rev 1.0 Air Conditioning 10-12 Rev 1.1
Fire Protection 1 Rev 1.0 Air Conditioning 13-21 Rev 1.0
Fire Protection 2 Rev 1.1 Pressurization 1 Rev 1.0
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Pressurization 2 Rev 1.1 Ice and Rain Protection 8 Rev 1.1
Pressurization 3-5 Rev 1.0 Ice and Rain Protection 9-13 Rev 1.0
Pressurization 6-8 Rev 1.1 Ice and Rain Protection 14 Rev 1.1
Pressurization 11-14 Rev 1.0 Ice and Rain Protection 17 Rev 1.0
Pressurization 15 Rev 1.1 Ice and Rain Protection 18-19 Rev 1.1
Oxygen 1 Rev 1.0 Hydraulics 1 Rev 1.0
Oxygen 2 Rev 1.1 Hydraulics 2-3 Rev 1.1
Oxygen 3-5 Rev 1.0 Hydraulics 4 Rev 1.0
Oxygen 6 Rev 1.1 Hydraulics 6-13 Rev 1.1
Oxygen 7-19 Rev 1.0 Hydraulics 14 Rev 1.1
Ice and Rain Protection 1 Rev 1.0 Landing Gear and Brakes 1 Rev 1.0
Ice and Rain Protection 2 Rev 1.1 Landing Gear and Brakes 2 Rev 1.1
Ice and Rain Protection 1 Rev 1.0 Landing Gear and Brakes 3-7 Rev 1.0
Ice and Rain Protection 3-7 Rev 1.0 Landing Gear and Brakes 8 Rev 1.1
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Landing Gear and Brakes 9 Rev 1.0 Flight Controls 22 Rev 1.1
Landing Gear and Brakes 10 Rev 1.1 Flight Controls 13-27 Rev 1.0
Landing Gear and Brakes 11-13 Rev 1.0 Flight Controls 28-29 Rev 1.1
Landing Gear and Brakes 14-15 Rev 1.1 Lighting 1 Rev 1.0
Landing Gear and Brakes 19 Rev 1.1 Lighting 3-7 Rev 1.0
Landing Gear and Brakes 22-23 Rev 1.1 Lighting 9-19 Rev 1.0
Landing Gear and Brakes 24 Rev 1.0 Preflight Inspection 1-37 Rev 1.0
Landing Gear and Brakes 25 Rev 1.1 Weight and Balance 1-22 Rev 1.0
Flight Controls 1 Rev 1.0 Performance 1-15 Rev 1.0
Flight Controls 2 Rev 1.0 Maneuvers and Procedures 1-23 Rev 1.0
Flight Controls 3-11 Rev 1.0 Crew Resource Management 1-24 Rev 1.0
Flight Controls 12 Rev 1.1
Flight Controls 13-15 Rev 1.0
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Citation CJ4 Table of Contents ProFlight Pilot Training
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00 List of Effective Pages 08 Pneumatics 16 Lighting

01 Aircraft General 09 Air Conditioning 17 Preflight Inspection
02 Crew Alerting System 10 Pressurization 18 Weight and Balance
03 Avionics 11 Oxygen 19 Performance
04 Electrical 12 Ice and Rain Protection 20 Maneuvers and Procedures
05 Fuel 13 Hydraulics 21 Crew Resource Management
06 Powerplant 14 Landing Gear and Brakes
07 Fire Protection 15 Fight Controls
Rev 1.0 - Mar2016 For Training Purposes Only Title Page - 1
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01 Aircraft General
For Training Purposes Only

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Citation CJ4 01 Aircraft General ProFlight Pilot Training
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OVERVIEW
The Citation CJ4 is a twin-engine all-metal low-wing mono-
plane with cantilevered wings, a T-tail empennage, and
retractable tricycle landing gear. The airplane is powered
by two Williams FJ44-4A engines that each produce 3,621
pounds of static takeoff thrust.
The airplane has maximum takeoff weight of 17,110 pounds

and can carry up to eleven people, including crew, to a maxi-
mum operating pressure altitude of 45,000 feet.
The airplane is certified in accordance with CFR Part 23

Commuter Category to operate in day, night, VFR, IFR, and
known icing conditions.
The CJ4 is compliant with all reduced vertical separation

minimums (RVSM) and is certified for single pilot operations.
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AIRFRAME
Aircraft Dimensions
The CJ4 is 53 feet 4 inches long (16.26M) from the nose to the
aft-most point of the tail, and has a wingspan of 50 feet 10
inches (15.49M). The cabin area, between the forward and aft
pressure bulkheads, is approximately 22 feet (6.7M) long, 4 feet
10 inches (1.46M) wide, and 4 feet 9 inches (1.45M) high.
The maximum height to the top of the vertical tail is approxi-

mately 15 feet 5 inches (4.69M) and the horizontal tail is 22 feet
1 inch (6.73M) wide.
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Turning Radius
The wingtip-to-wingtip ground clearance needed to turn the
airplane 180° is approximately 63 feet 1 inch (19.22M).

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Nose
The nose section contains an unpressurized baggage area with a volume of 15 cubic
feet. The nose baggage compartment can hold up to 400 pounds of cargo, with a floor
limit of 35 pounds per square foot.
Certain airframe and avionics systems components, as well as the oxygen supply bot-
tle, are located behind the walls and underneath the floor of the
baggage area.
The nose compartment can be accessed through doors on either side of the airplane.
The doors are each secured by two paddle latches, a forward flip latch, and a key-
operated security lock. A NOSE DOOR L and/or R CAS message indicates either of the
two paddle latches or the flip latch are not secured. The key lock has no influence on
the CAS message.

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Wings
The three-spar wing assembly is constructed of aluminum and attaches
to the bottom of the fuselage. The wing is swept at 12.5° and contains
an integral fuel tank.
Ailerons are attached to the outer trailing edge of the wings with a
trim tab installed on the right aileron. Flaps are located on the inner
trailing edge along with speedbrake and ground spoiler panels.
Six boundary layer energizers and two stall strips are located on the
leading edge of each wing. Six vortex generators are located on the
aft lower wing surface near the lower speedbrake panels.
A bleed air system provides anti-icing protection to the wing leading

edges.

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Tail (Empennage)
The tail section consists of a T-tail horizontal stabilizer and elevator mounted
on top of the vertical stabilizer and rudder. The leading edges of the horizon-
tal stabilizers are deiced by inflatable boots.
The tail cone contains an unpressurized baggage compartment with a volume

of 55 cubic feet. The compartment can hold up to 600 pounds of cargo, with
a floor limit of 150 pounds per square foot.
The compartment can be accessed through a door on the left side of the
fuselage, below the engine. Two latches and a key-operated lock secure the
door when closed. An AFT BAGGAGE DOOR CAS message is triggered when the
key lock is unlocked.
The tail cone compartment also contains major components for the environ-
mental control, electrical distribution, flight control, and engine fire extin-
guishing systems. The electrical components are accessed through a forward
access door, while other systems are accessed through an aft door.

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CABIN
Entrance Door
The cabin entrance door is located on the forward left side of the fuselage.
A folding airstair is mounted inside the entrance and may be deployed when
the door is opened.
A hinged panel at the door threshold is used as a water barrier during ditch-
ing. When raised and latched, the panel reduces water entry, allowing the
door to be used as an exit.

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Entrance Door Operation

The entrance door opens outboard and forward. The door handle can be
operated from both inside and outside of the airplane.
The door is held in the fully-open position by a gust-lock mechanism.

Pushing the gust-lock release button on the left inside edge of the door
unlatches the mechanism and allows the door to move freely.
A passive seal (does not inflate) secures the door when the cabin is pres-
surized. When the door handle is pulled, any cabin pressure less than ½
PSI is vented through the door. If cabin pressure is greater than ½ PSI,
the handle cannot be pulled and the door cannot be opened.
When the door is closed and the handle is latched, eight locking pins are
pushed in to secure it. The pins are visible through viewing ports on the
inside panel of the door. The pilot should check for white and black indicators
in each port to ensure that the door is properly closed. The locking mecha-
nism is also monitored electronically by proximity switches surrounding the
doorway, on the pin locking bracket, and on the inner handle. A CABIN DOOR
CAS messages illuminates if any of the proximity switches indicate an open
condition.
To secure the aircraft after flight, the exterior handle can be locked with a
key.
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Cabin Configurations
The standard cabin configuration consists of six center club seats – two facing aft and four facing forward – with a seventh
side-facing seat located across from the entrance door. Another configuration offers a two-place, side-facing couch.
Using interior sliding doors, the cabin can be partitioned between the cockpit and cabin and the cabin and foyer.

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INTERIOR FEATURES
Passenger Seats
Each passenger seat tracks forward, aft, and laterally. Some recline fully horizon-
tal for passenger comfort. A switch panel is located by each passenger seat for
controlling individual air outlets and seat lighting.
Cabin Windows
The cabin windows contain an integrated shade between laminated panels. The
shades can be controlled from a switch below the window or from the Cabin
Management System (CMS).

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Cabin Management System (CMS)

The Rockwell-Collins Venue Cabin Management System provides control of the
entertainment systems, cabin lighting, and cabin temperature. Some of the
entertainment components include XM radio, CD, DVD/Blu-Ray, and moving
maps. Auxiliary panels allow connections for external devices such as phones,
tablets, and computers.
Refreshment Center
A refreshment center is located directly behind the cockpit in the forward part
of the cabin. This area includes heated beverage containers, ice compartments,
and storage for additional provisions.

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Toilet Facilities
A flushing toilet is located in a lavatory area at the left aft cabin. The lavatory
seat may be used to accommodate an additional passenger. The seat is limited
to one occupant.
An aft divider door separating the lavatory from the cabin area may be closed to
provide privacy. This door must be latched open for all taxi, takeoff, and landing
operations.
The toilet may be serviced through an external service compartment on the right
side of the aircraft, aft of the wing. Antifreeze may be added to ensure correct
operation at freezing temperatures.

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Emergency Exit Door

A plug-type emergency exit is located on the aft right side of the cabin, above
the wing. The door opens inward and can be operated from outside or inside the
airplane. A D-shaped inner door handle is recessed behind a plastic cover and a
flush-mounted outer handle is located at the top of the door.
A proximity switch electronically monitors the door closing mechanism. If

the door is closed but the mechanism is not sensed, the switch triggers an
EMERGENCY EXIT CAS message.
A safety pin is available to secure the door when the aircraft is left unattended.
This pin prevents access from the outside and must be removed prior to flight.

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COCKPIT
Avionics Suite
• The CJ4 is equipped with the Rockwell Collins Pro Line 21™ avionics suite.
Avionics equipment includes:

• An electronic flight information system (EFIS) with four color displays
• Two display control panels (DCP)
• Two cursor control panels (CCP)
• Integrated flight information system (IFIS)
• Two control display units (CDU)
• Flight guidance system
• Reversionary panel
Displays are configured through on-screen menus, using controls on the lower instrument panel. PFD functions are config-
ured by their respective DCP, while MFD functions are primarily controlled by their respective CCPs.
The CDUs are located forward of the throttle quadrant and are used for configuring the flight management system (FMS)
and radio tuning. A second FMS computer is available for the CJ4 as optional equipment.
Cockpit reversion controls enable presentation of critical flight, navigation, and engine information on any display unit.
Dispatch is permitted with an inoperative right multifunction display (MFD 2) if proper maintenance procedures are followed
prior to departure.

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Required Documents
The airplane must have the following documents onboard:
• Aircraft registration
• Airworthiness certificate
• Airplane flight manual (AFM)
• Approved pilot’s abbreviated checklist (single-pilot ops)
• Avionics publications
◦◦ Pro Line 21 Operator Guide
◦◦ FMS-3000 Pilot Manual
◦◦ IFIS-5000 Operator’s Guide
◦◦ GH-3000 Standby Flight Display Pilot’s Guide
◦◦ RTA-4100 Weather Radar Guide
◦◦ DataLink Operator’s Guide (if installed)
The FAA-approved airplane flight manual (AFM) contains the most

• Weight and balance manual contains detailed
authoritative information regarding limitations, operating proce-
information tables and diagrams for calculating
dures, takeoff and landing information, and weight and balance
airplane loading and performance limits.
data. The AFM always takes precedence over any other publication.
• Flight planning and performance manual pro-
vides performance planning information.
Other manuals that are not required to be carried on the aircraft
• Aircraft operating manual contains detailed infor-
but are available for reference include:
mation about the aircraft systems.

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AIRCRAFT SYSTEMS Electrical

The aircraft uses a parallel bus electrical system. A 24-volt
Crew Alerting System (CAS) Ni-Cad or lead-acid battery and two 300-ampere starter-
The crew alerting system (CAS) provides digital (electronic) generators provide normal electrical power. Battery and
messages and aural alerts to inform the pilots of aircraft generator switches on the left side of the instrument panel
status and operating conditions. Electronic CAS messages provide cockpit control of the electrical system.
are displayed in a dedicated window and are organized into
three priority levels: A series of buses supply electrical power throughout the
system. Two main feed buses supply power to the major-
1. Warning messages ity of the system and are connected by a crossfeed bus.
2. Caution messages A hot battery bus connects directly to the battery supply-
3. Advisory messages ing power even with no power on the aircraft. Converted
power buses and emergency buses supply power to essen-
MASTER WARNING RESET and MASTER CAUTION RESET tial components under abnormal conditions.
buttons accompany certain CAS message illuminations. A set
of audio (voice) messages and alerting chimes also activate Two alternators supply AC power to the windshields and
in certain circumstances. serve as a backup in the event of a DC power system failure.
An external power unit (EPU) may be attached to the air-

plane through an external power receptacle for ground
operations.

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Fuel Powerplant
Each wing contains a single integral fuel tank. Engines receive The aircraft is powered by two Williams FJ44-4A engines
fuel from their respective wing tanks. Fuel system operation pylon-mounted on the rear fuselage. Each engine produces
is fully automatic throughout the normal flight profile. 3,621 pounds of static takeoff thrust at sea level.
Various pumps deliver the fuel to the engine where a meter- Engine thrust is controlled with throttle lever inputs to a full
ing unit controls the flow. Fuel is heated through a fuel-oil authority digital engine control (FADEC) unit. The FADEC
heat exchanger; anti-ice additives are not required. manages fuel conditioning, fuel metering, motive flow, and
bleed valve actuation.
The left and right fuel tanks are connected by a valve-con-
trolled transfer line. Fuel transfer can be controlled by the Engine indications are digitally presented on the upper por-
pilot under normal and abnormal conditions. tion of MFD 1 under normal conditions. These indications
are dynamic and automatically adjust for various settings
Fuel tanks are refueled through over wing filler ports with and flight conditions.
flush mounted locking caps, or through a single point refuel/
defuel (SPR) system. The SPR can refuel or defuel one or
both tanks through a standard receptacle located in the fair-
ing forward of the right wing.

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Fire Protection Environmental

Fire detection systems are available for the engines, bag- The environmental system directs engine bleed air to air-
gage compartment, and airplane interior. plane systems for heating, cooling, pressurization, rudder
bias, anti-ice protection, and service air applications.
The engine fire system detects heat in the engine nacelle
areas. The system includes one manually activated fire extin- The pneumatic system extracts high-pressure bleed air from
guishing bottle, pressurized with nitrogen and discharged by each engine at two separate locations. One source is used
electrically-activated squibs. for the environmental control system (ECS) and one is used
for the anti-ice system.
A baggage smoke detection system senses smoke or high
temperatures in the forward and aft baggage compartments The air conditioning system contains independent heating
and triggers cockpit alerts, as necessary. and cooling systems for automatic temperature control of
the airplane interior. Fan speed/airflow can be independently
Portable, hand-held fire extinguishers are available to set for the pilot and copilot, and a separate cabin air control-
respond to cockpit and cabin fires. ler is provided at the VIP cabin seat.
Cabin pressurization is scheduled by an avionics-linked dig-

ital controller and two outflow valves mounted in the aft
pressure bulkhead. The controller automates all pressur-
ization functions, including capture of the destination field
elevation from flight plan information stored with the flight
management system.

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Oxygen Ice and Rain Protection

Breathing oxygen is supplied to the crew and passengers Hot bleed air is used for anti-ice protection of the engine
from a single 50 cubic foot (1.42 m3) supply bottle in the inlets and wing leading edges. Pneumatic boots, inflated
nose section of the airplane. with engine bleed air, are used for deice protection of the
horizontal stabilizer leading edges. A timer system controls
Quick donning diluter-demand masks are provided for the the boot inflation-deflation cycle. Electrical heating is used
pilot and copilot. Each mask includes an inflatable harness, for anti-ice protection of the pitot tubes, static ports, AOA
an internal microphone and a mask-mounted regulator. sensor, and cockpit windshields and side windows.
Constant pressure, continuous-flow masks are provided for
the passengers. Passenger masks are stowed in canisters Two windshield ice detection lights on the glareshield and
behind covers in the overhead panels above the seats. a wing inspection light on the left side of the fuselage help
the flight crew to detect ice buildup during night operations.
Passenger masks will automatically drop for use when the
cabin pressure altitude reaches approximately 14,800 ± A water repellent coating is used on all four windshield panes
200 feet. The pilot can also deploy the passenger masks for rain removal.
manually.

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Hydraulics Landing Gear and Brakes

The closed-center hydraulic system powers the landing gear, The airplane is equipped with hydraulically-actuated landing
speedbrakes, ground spoilers, and flaps. Two engine-driven gear and wheel brakes. The hydraulic brake system is inde-
pumps provide a constant-pressure of 3,000 PSI (206.8 pendent of the landing gear system. A pneumatic backup
bar) and either pump can supply enough flow to operate all system is provided for emergency landing gear extension
systems. and wheel brake operation in the event of a hydraulic or
electrical failure.
Located in the fairing behind the left wing, an independent
electrically-powered hydraulic system operates the wheel An electronic antiskid system monitors gear wheel speeds
brakes. and reduces brake pressures as needed to minimize braking
distances.
The main hydraulic system is serviced through ground con-
nections on the right side of the fuselage, below the engine.
The brake system is serviced through connections on the left
side, forward of the engine.

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Flight Controls Lighting

Flight controls are available for the pilot and copilot. Controls The airplane is equipped with:
include control columns and rudder pedals that are con-
nected with linkage below the floor. The ailerons, elevator, • Interior lighting – direct and indirect illumination for the
and rudder are actuated mechanically using stainless steel cockpit and cabin areas
cables. A rudder boost system is installed to help the pilot • Exterior lighting, including systems for:
maintain directional control in the event of an engine failure. ◦◦ Landing and taxi
◦◦ Navigation
Trim systems are provided for all three control axes. Roll trim, ◦◦ Anti-collision
yaw trim, and secondary pitch trim are operated with switches ◦◦ Tail logo illumination
on the aft section of the center pedestal. Primary pitch trim is ◦◦ Ice inspection
operated with an electric switch on the each yoke. • Emergency lighting - provides illumination in the event
of an electrical power failure or following a 2-G impact
Hinged flaps are installed on each wing and are operated by • Nose/Tail cone baggage compartment lighting – aids in
a sliding handle on the center pedestal. The flaps are electri- stowing and removing items
cally controlled and hydraulically actuated. A cable intercon-
nect protects the flap panels from asymmetric extension. Most lighting is constructed with light emitting diodes
(LEDs), which produce less heat and last longer than con-
Speedbrakes and ground spoilers are installed on the wings and ventional bulbs. Lighting systems are controlled by instru-
controlled by a SPEEDBRAKE Handle on the center pedestal. ment panel switchlights and knobs, cabin switch panels, and
toggle switches in the baggage compartment areas.
Modulated speedbrake panels above and below the wing can
be used in flight at any airspeed, while three ground spoiler
panels above the wing are for ground use only.
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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
CAS Message Description
EI
Indicates a monitor switch in the aft baggage door has
AFT BAGGAGE DOOR X X X detected an unlocked door condition.
Indicates a monitor switch in the cabin door has detected an
CABIN DOOR X X X unlocked door condition.
Indicates a monitor switch in the emergency escape hatch
EMERGENCY EXIT X X X latch pin has detected an unlatched condition.
Indicates a monitor switch in the respective nose baggage
NOSE DOOR L and/or R X X X door has detected an unlatched door condition.

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Aircraft General Quiz
1. The maximum operating altitude for the CJ4 is _____ feet.
a. 47,000
b. 45,000
c. 41,000
d. 49,000
2. The CJ4 is approximately _____ long and has a maximum takeoff weight of _____.
a. 53 feet, 12,500 pounds

b. 50 feet, 17,110 pounds
c. 53 feet, 17,110 pounds
d. 50 feet, 12,500 pounds
3. The CJ4 can carry a maximum of _____ people, including the fight crew.
a. 10
b. 11
c. 7
d. 9

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4. The nose compartment holds ____ pounds of cargo.
a. 300
b. 150
c. 400
d. 600
5. The tailcone baggage compartment holds ____ pounds of cargo.
a. 300
b. 150
c. 400
d. 600
6. The AFT BAGGAGE DOOR CAS message is triggered by ____.
a. Key unlocked
b. Both latches unlocked
c. Single latch unlocked
d. Key locked

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7. The cabin door is held in the open position by _____.
a. Gravity
b. A cable
c. A mechanical hook
d. A gust lock
8. The emergency exit is a _____ door located on the _____ side of the aircraft.
a. Plug-type; left
b. Hinged; left
c. Plug-type; right
d. Hinged; right
9. The following document is NOT required to be onboard the aircraft:
a. Aircraft Flight Manual

b. Aircraft Operating Manual
c. Aircraft Registration
d. Pro Line 21 Operator Guide

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10. Pro Line 21 Avionics equipment includes _____.
a. Four display units

b. Two cursor control panels
c. Two control display units
d. All of the above

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Aircraft General Quiz Answers
1. b
2. c
3. b
4. c
5. d
6. a
7. d
8. c
9. b
10. d

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02 Crew Alerting System

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Citation CJ4
02 Crew Alerting System ProFlight Pilot Training
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OVERVIEW
The CJ4 crew alerting system (CAS) includes both visual and aural
alerts that inform the pilots of aircraft status and operating conditions.
The system reports a full range of information, from normal conditions
through warning states.
The crew alerting system includes:
• Digital CAS messages

• MASTER WARNING RESET buttons
• MASTER CAUTION RESET buttons
• Aural alerts (voice and tones)
• Conventional annunciator lights
Digital CAS messages are the primary method for providing flight crew
alerts and an integral part of the Collins Pro Line 21™ avionics suite.
When the AVIONICS Switch is in the ON position, CAS messages are
normally displayed in the top section of the right multi-function display
(MFD 2). During engine starts, when the AVIONICS Switch is in the OFF
or DISPATCH position, CAS messages are displayed in the middle sec-
tion of the left multi-function display (MFD 1). Other display options are
possible, based on flight crew selections.
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CAS MESSAGE STRUCTURE

Color-coded CAS messages are organized into warning, caution, and advisory categories. Each message has a different
meaning and significance based on its color and they are arranged accordingly.
Red WARNING messages illuminate and flash for conditions that require immediate flight crew awareness and immediate
flight crew response. Warning conditions also trigger both flashing MASTER WARNING RESET buttons and sound alerting
voice messages in the cockpit to ensure flight crew attention to the problem. The pilots acknowledge a warning message
by pressing either MASTER WARNING RESET button. This extinguishes the buttons, changes the CAS message to steady
illumination, and cancels any associated voice warning messages. If the condition is cleared before the MASTER WARNING
RESET buttons are pressed, both buttons extinguish and the message is removed without further action.
Amber CAUTION messages illuminate and flash for conditions that require immediate flight crew awareness and subse-
quent flight crew response. Caution conditions also trigger flashing MASTER CAUTION RESET buttons and sound a chime
in the cockpit to ensure flight crew attention to the problem. The pilots acknowledge a caution message by pressing either
MASTER CAUTION RESET button. This extinguishes the button, changes the CAS message to steady illumination, and can-
cels the associate chime. If the condition is cleared before the MASTER CAUTION RESET buttons are pressed, both buttons
extinguish and the message is removed without further action.
Cyan ADVISORY messages illuminate for conditions that require flight crew awareness and may require subsequent flight
crew response. Advisory messages do not trigger other lights, aural warnings or chimes.
All CAS messages remain illuminated until the condition that triggered them is resolved.
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Display Priority
CAS messages are prioritized by display position, as well as text color:
1. WARNING messages have the highest priority and are always at the top of the display
2. CAUTION messages appear next, below warning messages
3. ADVISORY messages have third priority, below caution messages
If the display contains multiple messages of the same priority (i.e., color), the most recent message is shown at the top of
its priority group. No message will be displayed above its priority group.
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CAS MESSAGE INHIBITS • Takeoff operational phase inhibit (TOPI)

The crew alerting system includes logic to prevent activation ◦◦ Activates when all of the following are true:
of unnecessary or distracting CAS messages during critical ▫▫ Aircraft transitions from on the ground to in the
phases of airplane operations. Two methods are employed: air
▫▫ Either the left or right airspeed indicator transi-
• “Debounce” or a fixed time delay before illumination of tions to ≥ 80 KTS
a CAS message or its associated switchlights ▫▫ N1 is > 70%
• “Inhibits” or active prevention logic for certain CAS ◦◦ Deactivates when any of the following is true:
messages under certain conditions. ▫▫ Aircraft has been in the air > 30 seconds
▫▫ Radio altitude > 400 feet AGL
The data concentration unit (DCU) will govern inhibit logic to ▫▫ Either the left or right airspeed < 80 KTS and on
determine which CAS messages should be displayed under the ground
certain conditions. Formal inhibit conditions include: • Landing operational phase inhibit (LOPI)
◦◦ Activates when:
• Engine start inhibit (ESI) – During an engine start ▫▫ Radio altitude transitions from > 400 feet AGL to
• Engine shutdown inhibit (ESDI) – When an engine has < 400 feet AGL
been shut down ◦◦ Deactivates when any of the following is true:
• Engine failure inhibit (EFI) – When an ENGINE FAILED ▫▫ Aircraft has been on the ground > 30 seconds
message is posted ▫▫ Radio altitude > 400 feet AGL
• Emergency inhibit (EI) – Anytime the BATTERY switch is ▫▫ Either the left or right airspeed < 40 KTS
in the EMER position
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MASTER WARNING AND MASTER CAUTION RESET BUTTONS

MASTER WARNING RESET and MASTER CAUTION RESET buttons are installed
as a pair on the upper instrument panel and provide a highly visible method
for alerting the flight crew to abnormal or emergency conditions. One pair of
buttons is located in front of the pilot and another pair is located in front of the
copilot. CAS digital and aural messages then inform the pilots of the specific
nature of the condition.
A WARNING CAS message will simultaneously cause both MASTER WARNING RESET buttons to illuminate flashing. A
CAUTION CAS message will cause both MASTER CAUTION RESET buttons to illuminate steady. Once the flight crew has
been alerted to the condition, the purpose of the master lights is accomplished and either pilot can extinguish them by
pressing the face of either button.
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AURAL ALERTING SYSTEM

Voice messages and a chime tone are incorporated into the crew alerting system to alert the pilots and to inform them of
specific conditions or malfunctions.
WARNING messages are accompanied by voice alerts or aural tones. The voice alerts state the nature of the message one
time when activated and are prioritized by importance. If a higher level warning activates when a lower level aural alert is in
progress, the lower level voice alert will complete and the higher level voice alert will begin. Multiple warnings that activate
at the same time will play in the prioritized order.
Audio alerts and their priorities are shown in the table, below.
AUDIO ALERTS
VOICE
ALERT PRIORITY DURATION
ALERT
TAWS 1 X As required
TCAS 2 X As required
CABIN ALTITUDE 3 X Single announcement. Acknowledgement required (red CAS only)
Repetitive. Non-cancelable. Gear horn input conditions must be sat-
Landing Gear 4 X
isfied to terminate aural message
Repetitive until acknowledged twice via AP disconnect switch input
Autopilot Disconnect 5 X
(not CAS-associated)
Altitude Alert 6 X Single. Not CAS-associated. No acknowledgement required
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Repetitive until CAS logic conditions are satisfied. Acknowledgement

NO TAKEOFF 7 X
terminates red CAS flashing message
Single announcement. MASTER WARNING RESET and CAS mes-
ENGINE FAILED L 8 X
sages flash until acknowledged
ENGINE FAILED R 9 X
ENGINE FIRE L 10 X
ENGINE FIRE R 11 X
OIL PRESSURE LOW L 12 X
OIL PRESSURE LOW R 13 X
DC GENERATOR OFF L 14 X
sages flash until acknowledged (red CAS only)
DC GENERATOR OFF R 15 X
AC ALTERNATOR FAIL L 16 X
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AC ALTERNATOR FAIL R 17 X
AC-DC CONVERTER FAIL 18 X
BAGGAGE SMOKE FWD 19 X
BAGGAGE SMOKE AFT 20 X
Overspeed 1 Repetitive. Non-cancelable.
Single announcement. Acknowledgement required to cancel MAS-
Master Caution 2
TER CAUTION RESET and specific CAS message to go steady
SelCal 3 Single announcement
Phone Call 4 Repetitive. Acknowledged when handset selected
CAUTION messages are accompanied by a chime alert only, and ADVISORY messages are not accompanied with any aural
alert.
System-specific aural messages are also generated by the Terrain Awareness and Warning System (TAWS) and Traffic Alert
and Collision Avoidance System II (TCAS II). If a TAWS or TCAS II alert becomes active while a lower priority CAS alert is
active, the lower priority message immediately stops and the TCAS II or TAWS message sounds in the cockpit.
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SYSTEM TEST
A complete test of the system is required prior to flight. The test is built into
the avionics and accessed via the cursor control panel (CCP) or display control
panel (DCP).
To complete the test:

• Press the LWR MENU button on the CCP or the CCP MENU button on the
DCP
• Using the MENU ADV knob, select SYS TEST
• Test each item until all are completed. As each system is tested, a check
mark is added to the adjacent box to show that the test is completed
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SYSTEM TEST
Test Aural Alerts CAS Message(s) Additional Indications
“Left Engine Fire” Red ENG FIRE L and R ENG buttons
“Right Engine Fire” ENGINE FIRE L-R BAGGAGE illuminate. Aural alerts may not fall
FIRE WARN
“Forward Baggage Smoke” SMOKE FWD-AFT in the listed order, but all should be
“Aft Baggage Smoke” heard.
Both red and green gear status lamps
LDG GEAR “Landing Gear” GEAR DOWN MONITOR FAIL
illuminate for all three gear positions.
PYLON BLEED LEAK L-R

BLEAD LEAK Chime None
WING BLEED LEAK L-R
TAIL DE-ICE Chime TAIL DE-ICE FAIL L-R None

AOA indexer (if installed) illuminates
from fly up to fly down, shaker acti-
vates, AOA indicators on PFDs shift
AOA None None
from low to high, and an amber AOA
flag flashes approximately 3 times on
the PFD AOA gauge fields.
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Interrupts power to the control valves

RUDDER BIAS Chime RUDDER BIAS FAIL causing the valves to move to the by-
pass position.
WINDSHIELD HEAT FAIL L-R WINDSHIELD OVERTEMP L-R CAS

W/S TEMP Chime
WINDSHIELD OVERTEMP L-R message clears.
Overspeed tone beeps ap-
OVERSPEED None None
proximately 5 times
The ANTISKID FAIL CAS message
posts and remains on for six seconds
as the anti-skid system completes a
self test. Upon completion of the self
ANTI-SKID Chime ANTISKID FAIL
test the message clears. If the system
does not check operational, the mes-
sage will remain posted while the test
is active.
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White BOTTLE ARMED button lights,

red ELV TRIM – NO TAKEOFF and am-
ber LOW FUEL L-R annunciators, and
ANNUNCIATOR “Test” None
lighted buttons illuminate. Radio altim-
eter indication will be “50” feet with an
amber RA TEST on both PFDs.
CAB ALT field on MFD turns red.
Note: Selecting CABIN PRESS systems
CABIN ALTITUDE test in flight, with AP engaged and
CABIN PRESS “Cabin Altitude” above FL300, will activate EDM. Dis-
SUPPLEMENTAL PRESS
engage the AP and exit the systems
test page to enable normal AP mode
selection.
When ELEV TRIM is selected, move ei-
ther primary elevator trim switch (both
sides) nose up or nose down briefly.
The PRIMARY ELEVATOR TRIM FAIL
ELEV TRIM None, initially None, initially CAS message should post and primary
trim should not move if commanded.
The message should extinguish when
the systems test cursor is moved to
another test control.
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TAWS TERRAIN FAIL

This position tests all the TAWS call-
Enhanced TAWS callouts, TAWS GPWS FAIL
outs as configured for the aircraft.
windshear, all basic GPWS
TAWS TAWS WINDSHEAR FAIL Windshear items apply to Mark V only.
modes, and smart 500
The TAWS TERRAIN FAIL CAS mes-
callouts TAWS TERRAIN NOT AVAILABLE
sage applies to the Mark VIII only.
TAWS SYSTEM FAIL
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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
CAS Message
EI
Indicates a disagreement between DCU channels for
CAS MISCOMPARE X X X X X more than 20 seconds on warning, caution, advisory, or
aural data.
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Crew Alerting System Cockpit Locator
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Notes
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Crew Alerting System Quiz
1. A flashing MASTER WARNING light will remain illuminated until:
a. The associated condition is resolved

b. The light face is pressed
c. Five seconds has timed out
d. The associated CAS message is depressed
2. An advisory CAS message is _____.
a. Red
b. White
c. Amber
d. Cyan
3. A CAS message will remain illuminated until _____.
a. The message light is pressed.

b. Five seconds has passed
c. The associated master switchlight is pressed
d. The associated condition is resolved
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4. Unnecessary or distracting CAS messages are prevented by _____.
a. Bus logic
b. Inhibits
c. Debounce
d. Both (b) and (c)
5. A / an _____ CAS message requires flight crew awareness and may require subsequent response.
a. Advisory
b. Status
c. Warning
d. Caution
6. The CJ4 has formal inhibits for all of the following except _____.
a. When the AVIONICS switch is OFF

b. During takeoff
c. When an engine has been shut down
d. When an ENGINE FAILED message has been posted
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7. A new Caution message will be displayed _____.
a. At the top of the Caution priority group

b. At the top of the CAS message list
c. At the bottom of the Warning priority group
d. At the top of the Advisory priority group
8. When the AVIONICS Switch is ON, CAS messages normally appear on _____.
a. MFD 1
b. MFD 2
c. PFD 1
d. PFD 2
9. The Crew Alerting System includes all of the following components except:
a. Aural messages and tones

b. Stick pusher
c. Master switchlights
d. Digital messages
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10. A new Caution condition will trigger all of the following except:
a. A chime alert
b. MASTER CAUTION RESET switchlights
c. A voice alert message
d. A flashing Caution message
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Crew Alerting System Quiz Answers
1. b
2. d
3. d
4. d
5. a
6. a
7. a
8. b
9. b
10. c
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03 Avionics

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Citation CJ4 03 Avionics ProFlight Pilot Training
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OVERVIEW
The CJ4 aircraft is equipped with the Rockwell Collins Pro
Line 21™ avionics suite. The Pro Line 21™ system provides
flight instrumentation and guidance information, autopilot
control, communications systems management, and both
short- and long-range navigation capabilities. The suite also
includes electronic navigation and terminal charts, graphical
weather displays, terrain and traffic avoidance systems, and
onboard weather radar.
Most PFD functions are controlled with dual display con-
Pro Line 21™ features an electronic flight information system trol panels (DCPs) mounted high on the instrument panel,
(EFIS). EFIS functions are implemented primarily through directly in front of the pilot and copilot. Most MFD func-
four high-resolution color displays, installed in a landscape tions are controlled with dual cursor control panels (CCPs),
orientation across the instrument panel. From left to right, mounted at the lower right of the pilot tilt panel and at the
these systems are labeled primary flight display 1 (PFD 1), lower left of the copilot tilt panel.
multifunction display 1 (MFD 1), multifunction display 2
(MFD 2) and primary flight display 2 (PFD 2). These displays Two control display units (CDUs), located at the middle,
provide a variety of flight, navigation, and aircraft status lower portion of the instrument panel, allow control of the
information. flight management system (FMS). They are also used for
radio tuning purposes.
A standby flight display is mounted at the center of the
instrument panel, between each pair of PFD/MFD systems, A flight guidance system allows control of the autopilot func-
and provides a backup source of raw flight information. tions through a flight guidance panel (FGP) located at the
top center of the instrument panel.
Rev 1.0 - Mar2016 For Training Purposes Only Avionics - 2
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AVIONICS POWER CONTROL • DISPATCH (with the BATTERY Switch

Power for the avionics systems is controlled by an AVIONICS set to ON) – Applies power to the previ-
switch, located in the ELECTRICAL POWER control group at ous components and:
the far left side of the pilot instrument panel. Some avionics ◦◦ Air data computer (ADC) 2
components operate from normal DC power while others ◦◦ Data concentrator unit (DCU),
continue to operate with emergency power. Channel B
Removes power from:
AVIONICS Switch ◦◦ FSU
The AVIONICS switch has three positions: ◦◦ DBU panel
• ON – Applies power to all avionics systems With the BATTERY Switch set to OFF, the DISPATCH position
• OFF – Removes power from all avionics systems. The of the AVIONICS POWER Switch allows the pilot to refresh
left multifunction display (MFD 1) will be powered if the databases, obtain ATIS information and flight clearances,
BATTERY switch is set to ON and input flight plan data into the FMS without a large
• DISPATCH (with the BATTERY switch set to OFF) – demand on the battery.
Applies power to:
◦◦ COM 1 radio With the BATTERY Switch set to ON, the DISPATCH position
◦◦ Both audio control panels of the switch enables the systems needed for engine start.
◦◦ Control display unit (CDU) 1 The battery will be depleted in approximately 20 minutes in
◦◦ File server unit (FSU) this condition.
◦◦ Database update (DBU) panel
◦◦ Left cursor control panel (CCP)
◦◦ Various other items

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AIR DATA SYSTEMS (ADS)

The aircraft is equipped with an air data system (ADS) that sends
pressure and temperature information to the integrated avionics
processing system (IAPS) to be presented on the flight displays.
The ADS system consists of:
• 2 independent digital air data computers (ADCs)

• 3 pitot probes
• 6 static ports (three on each side of the forward fuselage)
ADC 1 normally supplies flight data to PFD 1 and alti-
• 2 temperature probes (one at each engine inlet)
tude encoder information for either transponder. ADC 2
• 1 Standby air data system
normally supplies flight data to PFD 2 and may provide
altitude data for either transponder, if needed.
ADC 1 receives ram air pressure data from the left pitot tube, static
air pressure data from two dedicated static ports (one on each side
The Standby ADC has its own pitot tube and two static
of the fuselage), and air temperature data from the left engine
sources, but no temperature source. The Standby ADC
inlet probe. ADC 2 receives ram air pressure data from the right
supplies flight data only to the Standby Flight Display.
pitot tube and static air pressure data from two dedicated static
ports (one on each side of the fuselage).
If a mismatch occurs between the airspeed or altitude
information of the ADCs, a “miscompare” flag – IAS (indi-
Both ADCs process their data through a common integrated avionics
cated airspeed) or ALT (altitude) – is displayed at the top
processing system (IAPS) located in the right forward nose section
of the airspeed or altitude scale of both PFDs. Airspeed or
and generate output information for airspeed, altitude, and vertical
altitude information from the Standby ADC must be used
speed. ADC 1 is powered by either the normal or emergency DC
to determine which main ADC source is valid.
electrical system. ADC 2 is powered by the normal DC system.
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If the altimeter settings on PFD 1 and PFD 2 disagree by 30 In the event of an ADC 1 failure, the avionics system will
feet or more, an amber line appears under both settings, automatically use ADC 2 data for transponder altitude encod-
regardless of the units used (inches Hg or hectopascals). ing, but will not otherwise change transponder configura-
tion. The pressurization system will also revert to the pneu-
If an ADC fails, air data on the corresponding PFD is removed matic standby mode; pressurization remains constant until
and large IAS, ALT and VS (vertical speed) indicators are an altitude change moves the outflow valves. See Chapter
displayed. An XADC is also shown at the left side of the non- 10 (Pressurization) for more information about pressuriza-
affected PFD, near the airspeed tape, to indicate a loss of tion control.
data comparison.
If the standby ADC fails, air data will be removed and/or
If both ADCs fail, air data is removed from the PFDs and large red Xs will be shown on the standby flight display. The
large IAS, ALT and VS indicators are shown on both displays. standby flight display does not have reversion capability.
The standby flight display must be used for altitude and air-
speed information.
Pressing the reversion panel ADC button on the side with

the faulty ADC will place the corresponding PFD in reversion
mode and utilize air data from the operating ADC. Pressing
the AP XFR Button on the flight guidance panel (FGP) will
transfer flight guidance computer (FGC) control to the good
ADC. The autopilot may continue to operate, regardless of
an ADC failure.

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ATTITUDE HEADING REFERENCE SYSTEM (AHS)

Two attitude heading reference systems (AHRS) provide attitude and heading infor-
mation for navigation and flight control. AHRS 1 normally supplies data to PFD 1 and
AHRS 2 normally supplies data to PFD 2. AHRS 1 is powered by either the normal or
emergency DC electrical system, while AHRS 2 is powered by the normal DC system.
Autopilot operation requires two functioning AHRS units, with no miscompares.
The automatic AHRS alignment process takes about 35 to 45 seconds. The displayed heading initializes at magnetic north,
rotates to the left until north is reached again, and then displays the correct aircraft heading.
Note that the alignment will stop if the aircraft is taxied or towed before the process is completed. The alignment will begin
again, once the aircraft is stopped.
An AHRS SLAVE control group, consisting of a MAN button and a rocker-style SLEW button, are located at the outboard
edges of the Reversion Panel. Pressing the MAN button selects manual operation of the corresponding AHRS unit, displays
a DG indication at the right of the heading readout on the associated PFD, and enables the SLEW button. Pressing the L or
R sides of the SLEW button allows the pilot to slew the AHRS heading, left or right, as needed.

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If a heading data mismatch occurs between the AHRS units, a miscompare flag – HDG – is displayed at the left of the head-
ing indicator of both PFDs. The standby flight display must be used to determine which AHRS unit is valid.
Note that operating with a MAN button pressed can cause heading miscompares. If a mismatch occurs, the pilots should
first ensure that the AHRS SLAVE buttons are not active. If a MAN button has been accidentally pressed, the corresponding
AHRS should first be slewed to align its heading before placing the unit back in automatic mode. If this procedure does not
correct the problem, the AHRS button on the associated side should be pressed.
If an attitude data mismatch occurs between the AHRS units, a miscompare flag – ROL (roll), PIT (pitch), or ATT (attitude) –
is displayed at the upper left corner of both PFD Attitude Indicators. The Standby Flight Display must be used to determine
which AHRS unit is valid.
If an AHRS unit fails, attitude and heading information on the corresponding PFD is removed, ATT and HDG indications are
displayed. The autopilot is inoperative. A XAHS indication is also shown at the left side of the non-affected PFD to indicate
the loss of data comparison.
Pressing the reversion panel AHRS button on the side with the faulty AHRS will place the corresponding PFD in reversion
mode and utilize attitude and heading data from the operating AHRS.

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ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

The electronic flight instrument system (EFIS) is a control and display suite that integrates and operates a variety of com-
ponents including:
• Flight displays and controls • Flight guidance system

◦◦ 2 Primary flight displays (PFDs) ◦◦ Fight guidance panel
◦◦ 2 Display control panels (DCPs) • Hazard avoidance
◦◦ 2 Multifunction displays (MFDs) ◦◦ TCAS
◦◦ 2 Cursor control panels (CCPs) ◦◦ TAWS
• Engine indicating and crew alerting system (EICAS) • Hazardous weather
• Dual-channel data concentrator unit (DCU) • Communication systems

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PRIMARY FLIGHT DISPLAYS (PFDs)

Two primary flight displays depict a common set of flight information to the pilots.
Both PFDs are arranged into two regions: upper and lower.
Upper Region
The upper region contains aircraft performance information including attitude, air-
speed, altitude, vertical speed, as well as flight guidance information. The upper back-
ground is colored cyan (sky) and the lower background is colored brown (ground).
The PFD automatically declutters (removes all but essential information) if aircraft
pitch exceeds 30° nose up, 20° nose down, or 65° of bank. Only attitude and heading
information is displayed in the declutter mode. However, all normal information fields
return as pitch and/or bank are reduced 5° below the declutter threshold.
A Mach indication is shown under the airspeed tape when the aircraft exceeds
0.4M. A red overspeed bar appears along the airspeed scale and extends upward if
the aircraft approaches its maximum speed limit. The bar is fixed at 260 KIAS when
below 8,000 feet MSL and adjusts to represent the overspeed value (VMO or MMO)
associated with the current aircraft altitude above 8,000 feet.
A speed trend bar indicates the expected aircraft speed in 10 seconds, given current
flight conditions. If the trend bar travels into the region of the overspeed bar, the current speed indication changes color from
green to amber. If the aircraft reaches an overspeed condition, the current speed indication changes to red and an aural alert
sounds in the cockpit. As the aircraft slows, a low speed awareness tape extends from the bottom of the airspeed scale. The
top of the tape indicates the stick shaker activation point (about 0.8 units AOA), which occurs slightly before stall speed.
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An altitude scale is shown on the right side of the display with white scale markings shown in 100-foot increments and current
altitude shown in green. A digital barometric (baro) pressure setting is presented at the bottom of the altitude scale. The baro set-
ting can be displayed in inches (IN) or hectopascals (HPA), and is adjusted with the BARO knob on the digital control panel (DCP).
A radar altimeter measures and displays height from 2,500 feet AGL to the ground. Digital radar altitude is shown in green at
the bottom of the PFD attitude indicator window. A visual display of height above the ground is also presented in the lower
half of the altimeter. A radar altimeter failure will trigger an RA at the bottom of the PFD attitude indicators, a TCAS FAIL CAS
message and other associated TAWS messages.
Lower Region
The lower region contains navigation information from VOR, Localizer, or FMS sources including heading and course deviation.
Information about the currently selected NAV source is presented in a color-coded data block at the upper left of the navi-
gation display. A course arrow provides direction information to the selected NAV source, while two bearing pointers can
indicate other NAV sources, such as VOR and ADF stations or FMS waypoints. Display formats depend on the type of NAV
source selected. Wind direction and speed information are also displayed when the Flight Management System detects a
wind speed of 7 knots or greater.
PFD 1 typically uses the NAV 1 radio or FMS 1 for source data, while PFD 2 typically uses the NAV 2 radio or FMS 2. The NAV
source data block is displayed in green for any on-side NAV radio and magenta for the on-side long range source. If the NAV
source is a cross-side NAVAID, the data block is displayed in amber.
The lower left field of the navigation display contains a white PRESET label, immediately above a cyan box, and NAV source
identifier code. The cyan identifier is the standby NAV source.
PFDs can also display traffic (TFC), aircraft weather radar (WX), and terrain (TERR) information, depending on the format selections.
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DISPLAY CONTROL PANELS (DCPs)

Control of each PFD is accomplished using the display control panel (DCP) immediately above it. Some PFD functions may
also be accessed through the LWR MENU option of the corresponding cursor control panel (CCP).
Each pilot can control the content of their respective PFD by selecting from DCP on-screen menus. Color-coding indicates
the status of each menu item. Selectable choices are shown in cyan, unselectable choices are shown in gray, and inactive
choices are shown in white.
Some DCP functions affect multiple display systems. This includes PFD MENU CONFIG selections (affects both PFDs) and radar
control/mode changes (affects both on-side displays).

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DCP controls include: • TERR/WX – Steps through terrain, weather radar, and
optional stormscope overlays for the PFD. Display of ter-
• NAV – Exchanges the active NAV source with the pre- rain and weather overlays requires the ARC or PPOS for-
set NAV source mat. Terrain and weather overlays cannot be displayed
• PFD MENU – Calls up the PFD MENU. This menu at the same time. Pressing TERR/WX for more than one
contains all functions of the DCP quick-access buttons second will select a plain arc format with a terrain overlay
except ET (Elapsed Time). The menu contains two sub- in a 10 NM range scale. The maximum range for terrain
menus – FORMAT and CONTROLS or weather displays is 300 NM. If the 600 NM range was
◦◦ FORMAT - contains tools to change the content in selected in the previous display, the range will reduce to
the PFD lower region 300 NM automatically when TERR/WX is selected.
◦◦ CONTROLS - contains tools to change the NAV • TFC – Toggles the TCAS traffic overlay ON and OFF.
source, map range, and other navigation features Pressing the TFC Button for more than one second will
• ESC – Backs up one level in a menu structure, clears a select a ROSE format on the PFD, with a traffic overlay at
parent menu, or aborts a data entry action the currently-elected range scale. The maximum range of
• ET – Starts, stops, and resets the PFD elapsed time a ROSE display with traffic is 50 NM, unless the traffic over-
display lay was selected after the ROSE format was already active.
• FRMT – Steps through available display formats for the • BARO Knob – Sets the barometric pressure for the on-side
PFD lower region PFD altimeter. The pressure units (IN or HPA) are selected
◦◦ Normal mode - ROSE, ARC, and PPOS (Present with the PFD MENU, CONFIG option. Pushing the knob
Position) Map will change the altimeter setting to STD (29.92 IN or 1013
◦◦ Reverted mode - ROSE, ARC, PPOS (if FMS is the HPA). The BARO knob can then be used to preset a local
active NAV source), SYS 1, SYS 2, and crew alerting altimeter below the STD setting. Pushing the knob again
system (CAS) changes the altimeter to the preset local setting.

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• CCP MENU – Allows control of some MFD functions

• REFS MENU – Allows the pilot to set and display V speeds and altitude minimums bugs for takeoff and landing.
• MENU ADV (outer knob) – Positions a cyan cursor box on a menu or submenu item to highlight a selection.
• DATA (inner knob) – Allows the pilot to cycle through selectable items (e.g., NAV sources) highlighted by the cyan
cursor box by turning the knob. Pressing the knob changes the state or value of a highlighted item (e.g., ON or OFF).
• RADAR MENU – Calls up the PFD RADAR MENU and enables selection of weather radar modes, stabilization modes,
gain settings, and other weather radar parameters.
• TAWS MENU – Calls up the terrain awareness and warning system (TAWS) menu for configuration and control.
• TILT (inner knob) – Changes the weather radar tilt angle for the corresponding PFD when the radar is in manual mode.
Tilt can be changed in quarter-degree increments, from 15° up to 15° down
• RANGE (outer knob) – Sets the display range scale for the on-side PFD or MFD. On-side PFD and MFD range scales
will be the same when using the RANGE knob. Available range settings are 5, 10, 25, 50, 100, 200, 300, and 600 NM.
The 600 NM range is not available if an on-side PFD or MFD terrain or weather radar overlay is active.
• WXR STBY/ON – Pressing the knob toggles the weather radar between STBY and ON
If a DCP cannot communicate with its PFD or MFD unit, an amber boxed DCP acronym appears on the PFD at the left of the
baro altimeter setting, just above the NAV source data block on the MFD.

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MULTIFUNCTION DISPLAYS (MFDs)

The top region, or window, of the pilot MFD (MFD 1) presents engine
indications (EIS) in a standard or compressed format. The top win-
dow of the copilot MFD (MFD 2) presents crew alerting system (CAS)
messages. The bottom window of both displays presents navigation
information, such as maps, charts, weather, and traffic data. A text
information window may also be inserted between the top and bottom
regions of each MFD, depending on mode selections.

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Primary formats for the lower MFD windows include: MFD 1 is operated by normal (battery, generator, or alterna-
tor) DC power. However, the display blanks if the BATTERY
• ROSE – A full-compass presentation. This format does switch is in EMER with any generator or alternator online.
not allow terrain or weather displays. Note that Dispatch is permitted with an inoperative MFD 2, as
• ARC – A partial-compass presentation that does not long as proper maintenance procedures are followed prior to
show flight plan information. Terrain and weather are departure.
viewable in this format.
• PPOS (Present Position) – A plan view, heading-up Engine Indicating System (EIS)
presentation centered on the aircraft. This format can An engine indicating system (EIS) digitizes airplane engine
display Terrain, onboard radar, traffic, and flight plan data for input to the avionics systems and converts digi-
information can be overlaid on the map. tal avionics data into outputs that drive airplane messages,
• PLAN map – A plan view, North-up presentation, annunciators and aural alerts. The EIS uses the dual-channel
centered on a pilot-selected navigation fix. Graphical data concentrator unit (DCU) to transfer analog sensor infor-
weather and flight plan data can be overlaid on the mation (such as fuel flow and strut status) to the integrated
map. avionics processing system (IAPS) in the right forward nose
• GWX (Graphical Weather) – Shows weather depic- section. then the EIS transfers caution and warning informa-
tions, including METAR and TAF information. The GWX tion from the IAPS to the cockpit displays. The DCU also
display scale can be zoomed. provides a redundant source of engine data for the displays.
• TCAS – Shows only air traffic symbology provided
by the Traffic Alert and Collision Avoidance System II See Chapter 7 (Powerplant) for more information about the
(TCAS II); removes all other data from the display. EIS.

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CURSOR CONTROL PANELS (CCPs)

Each MFD is controlled with a corresponding cursor control panel (CCP), located on the inboard side of both the pilot and
copilot tilt panels. The CCP controls both the on-side MFD and some functions of the on-side PFD.
If a CCP cannot communicate with its display units, a CCP indication is shown on the corresponding PFD, at the left of the
baro altimeter setting, and on the corresponding MFD, above the NAV source data block.

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CCP Controls include: ◦◦ The CONTROLS submenu contains overlay tools such
as TERR, WX, and TFC, to augment the FORMAT-
• UPR MENU – Calls up menu options for the upper MFD selected display mode. Another option selects and
window. If no action is taken, the menu is removed deselects display of the main Chart Index Menu, if
from the display after 10 seconds. The menu contains the CHART Button has been pressed
FORMAT and CONTROLS submenus: • CURSR – [Currently nonfunctional]
◦◦ The FORMAT submenu contains tools to manage • ENG – Toggles the format size of the EIS window
text-based information, including OFF, FMS TEXT, between standard and compressed
CAS, and CHECKLIST. FMS TEXT is only available • ESC – Backs up one level in a menu structure, clears a
when the FMS is the NAV source and the lower MFD parent menu, or aborts a data entry action
window displays a (PPOS or PLAN) map • MENU ADV (outer knob) – Positions a cyan cursor box
◦◦ The CONTROLS submenu contains tools to configure on a menu or submenu item, to highlight a selection
engine and chart data. An ENGINE option resizes • DATA (inner knob) – Allows the pilot to cycle through
the engine data between standard and compressed selectable items (e.g., NAV sources) highlighted by the
formats. Another option selects or deselects display cyan cursor box by turning the knob. Pressing the knob
of the main Chart Index Menu if the CHART Button changes the state or value of a highlighted item (e.g.,
(below) has been pressed ON or OFF)
• LWR MENU – Calls up menu options for the lower MFD • TERR/WX – Steps through terrain and weather over-
window. The menu contains FORMAT and CONTROLS lays for the lower MFD window. Each button press
submenus. Specific CONTROLS options depend on the advances to the next available overlay or to OFF.
current settings from the FORMAT submenu Display of terrain and weather overlays requires the
◦◦ The FORMAT submenu contains tools to select navi- ARC or PPOS format. Terrain and weather overlays can-
gational formats such as ROSE, ARC, PPOS map, not be displayed at the same time. Pressing TERR/WX
PLAN map, GWX (graphical weather), and TCAS for more than one second will select a plain arc format
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with a terrain overlay in a 10 NM range scale. The maxi- display text data before the DSPL MFD menu will pres-
mum range for terrain or weather displays is 300 NM. If ent correct data options
the 600 NM range was selected in the previous display, • MEM 1, 2, and 3 – Buttons store and later recall pilot
the range will reduce to 300 NM automatically when choices of MFD upper and lower windows, together with
TERR/WX is selected their terrain, weather radar, and traffic overlays. Once the
• DATA BASE – Calls up the DATABASE MENU on the MFD, pro- MFD is set up as desired, pressing and holding a MEM
viding access to SUBSCRIPTIONS, DATABASE EFFECTIVITY, Button will store the format selections. Memory annuncia-
FILE SERVER CONFIGURATION, FCS DIAGNOSTICS, MDC tions at the left center of the MFD indicate storage status:
MAINTENANCE, and THROTTLE LEVEL ANGLE menus ◦◦ STORE – Button has been pressed for more than
Note that the last three options are not available in flight three seconds and storage is in progress. Pilot can
• TFC – Selects the TCAS Traffic or the TCAS-only overlay release the button at this point
on the MFD. If the current MFD format is compatible, ◦◦ STORE COMPLETE – Display configuration has been
a momentary press of the TFC Button selects the TCAS successfully stored
Traffic display. If the current MFD format is not compat- ◦◦ STORE FAULT – Fault detection; display configura-
ible, a momentary press of the TFC Button selects the tion not stored
TCAS-only display. Pressing the TFC Button for more A momentary press of a MEM Button displays its con-
than one second will select the TCAS-only display. The tents and recall status:
TCAS-only display is automatically presented in the 10 ◦◦ RECALL COMPLETE – Recall of display configuration
NM range when first selected was successful
• NAV DATA – Selects or deselects display of FMS text ◦◦ RECALL FAULT – Fault detection; display configura-
data on the MFD. Pressing the button toggles between tion cannot be recalled
current and previous MFD formats. Text data content is Charts and FMS text displays cannot be stored.
determined by selections with the DSPL MFD Button on
the FMS Control Data Unit (CDU). The MFD must first
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• CHART – Selects and deselects electronic chart dis- • CKLST – Selects and deselects presentation of check-
plays on the MFD. Pressing the button displays the last lists in the upper MFD window. When CKLST is dese-
chart viewed. If no chart was selected since power up, a lected, the MFD returns to the previously-displayed for-
NO CHART AVAILABLE message is presented. Pressing mat. A checklist can be displayed on only one MFD at a
the LWR MENU Button will access the Chart Menu for time
selection options • PASS BRIEF – Initiates the automated passenger
• ORIENTATION (graphic rotation symbol) – Rotates briefing function (if installed)
chart displays 90° to aid viewing • Joystick – Navigation tool. Functions vary with the
• ZOOM +/- – Changes the magnification of chart and specific display format, but include movement through:
weather displays. Pressing the - or + end of the button ◦◦ Electronic Charts (E-Charts) – Repositions the chart
zooms between 1x and 2x magnification. If the GWX view up, down, left or right
map is displayed, magnifications of 1x, 4x, and 16x are ◦◦ Graphical Weather (GWX) – Repositions the graphi-
available. If a chart is recalled for viewing, its last ori- cal weather map up, down, left or right
entation and zoom level is also recalled ◦◦ Checklists (if installed) – Checks off or advances
• SYS – Toggles between two pages of synoptic aircraft through menu items when moved up or down.
systems data, shown at the bottom of the MFD. Selects previous or next checklist when moved left
• CAS PAGE – Scrolls through additional CAS messages or right
if both sides of the display are full ◦◦ Maintenance displays – Controls maintenance page
views

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STANDBY FLIGHT DISPLAY (SFD)

A standby flight display (SFD) is installed at the center of the instrument panel, between the two MFDs, as a backup infor-
mation instrument. The display presents only raw aircraft performance data (attitude, airspeed, altitude, and heading); no
guidance or navigation information is provided.

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The SFD has its own dedicated battery. A STBY FLT DISPLAY battery. When fully charged, the
switch, located in the ELECTRICAL POWER control group, battery provides at least 55 minutes
controls power to the unit: of operation. During a system test,
a cyan annunciator light illuminates
• ON – Applies power to the SFD at the lower right of the switch if the
• OFF – Removes power from the SFD battery is properly charged. This test
• TEST – Checks the charge in the dedicated battery of can be performed at any time.
the SFD
An M (Menu) button and control
The display requires about 180 seconds after aircraft power knob are located at the bottom of
is applied to perform self-tests and alignment. During this the display. Pushing the M button calls up a three-item list
time, the display will show a failure flag and a counter of sec- of Fast Erect, Brightness, and Baro Type (IN or HPa/MB).
onds remaining to complete alignment. Air data may appear Rotating the knob highlights the desired item and push-
on the display about 20 seconds after power application. ing the knob in selects it. With the menu hidden, the knob
adjusts the altimeter setting and can be pressed for STD.
An amber annunciator light at the upper right of the switch
indicates system operating status. The light is normally extin- A small ambient light sensor for brightness control is located
guished but illuminates if DC electrical power is lost, to indi- at the left of the Menu button.
cate that the standby flight display is being powered by its

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REVERSION PANEL (RP)

Pilot and copilot reversion panels (RPs) are located together on the center instrument panel, immediately below the
glareshield. The RP allows the flight crew to reconfigure display content in the event of a display failure or a system fault in
the driving electronics. Pilot and copilot reversion controls are arranged as mirror images, and include:
• AHRS – Places the on-side PFD in reversion mode in the event of an AHRS data miscompare. The PFD uses attitude and
heading data from the operating AHRS
• ADC – Places the on-side PFD in reversion mode in the event of an ADC failure. The PFD uses air data from the operating
ADC
• PFD – Moves essential PFD data to the adjacent MFD in the event of a PFD failure. When an MFD is showing reverted PFD
information, the display cannot present charts or graphical weather. When an MFD fails or is in reversion mode, its associ-
ated CCP is not functional
• MFD – Moves engine data to the top of both PFDs, or moves the CAS message display to the top of MFD 1, in the event
of an MFD 1 or MFD 2 failure, respectively
• CDU – Moves CDU radio control functionality to the cross-side CDU, in the event of an on-side system or system com-
munication failure

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DIMMING Panel
Dimming of the flight displays is accomplished using rheostat controls in the DIMMING control group at the forward center
pedestal. Twisting the knobs clockwise increases the brightness, while turning counterclockwise decreases the brightness.

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FLIGHT GUIDANCE SYSTEM (FGS)

The flight guidance system (FGS) uses lateral and vertical inputs from pilot controls, a NAV radio, or the flight management
system (FMS) to maintain desired heading, track, and altitude. FGS components include two flight guidance computers (FGCs),
a Flight Guidance Panel (FGP), an autopilot with yaw damper, pitch/roll servos, and control switches on the control yokes and
throttles.
A Flight Director (FD) window is displayed at the top of each PFD. The FD
depicts both the current flight situation (active modes) and expected future
situation (armed modes).
Flight Guidance Computers (FGCs)

Flight guidance computers (FGCs) use navigation data and pilot mode selec-
tions on the Flight guidance panel (FGP) to generate lateral and vertical flight control commands. A FGC will command the
Flight Director to arm, capture, and track a desired lateral and vertical flight path and, if the autopilot is engaged, will drive
the aircraft pitch and roll servos.
The FGCs operate simultaneously but independently. Only one FGC can control the command bars at any time and only one
FGC can control the autopilot at any time.

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Autopilot
The autopilot system operates the flight control surfaces for aircraft maneuvering in response
to FGC commands. Commands can be transmitted automatically or through pilot FGP switch
selections. A fully operational autopilot system is mandatory for single-pilot operations.
The autopilot is managed through the flight guidance panel (FGP), control yoke and throttle
switches, a yaw damper, electric servos on the ailerons and elevators, and pitch trim controls.
An AP indication is displayed above the FGC arrow in the Flight Director window, at the top of each
PFD, when the autopilot is engaged. When flying with the autopilot, the aircraft responds to com-
mands from the controlling FGS, indicated by the PFD displaying the solid FGC arrow.
The pilot can use several methods to disengage the autopilot:
• Selecting Electric Pitch Trim on the outboard handle of either control

yoke
• Pressing either throttle GA button
• Pressing the AP button on the FGP (re-engages the autopilot)
• Pressing the A/P TRIM DISC button on either control yoke
• Pressing the YD button on the FGP
• Pulling the YD/AP DISC bar on the FGP

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The last four methods, listed above, will disengage both the The pilot should not attempt to override the autopilot in
autopilot and the yaw damper. The AP indication is removed pitch. Overriding the autopilot with direct control force will
from the PFD when the autopilot is disengaged and a repeat- not disengage the autopilot or automatic trim, but will result
ing “autopilot” voice alert sounds in the cockpit. The pilot can in large trim changes as the system attempts to overcome
cancel the alert with any of the first four methods, above. pilot input. Releasing the control input can then lead to large
pitch oscillations.
The autopilot will disengage automatically (an abnormal sit-
uation) in the event of: An A/P SYNC button is located on the outboard handle of
both control yokes. Either switch interrupts autopilot and
• Stick shaker activation flight guidance operation as long as it is held in, allowing the
• Autopilot or yaw damper failure pilot time to change flight parameters. A SYNC indication is
• An AHRS failure or altitude miscompare displayed above each PFD airspeed scale while the button is
• Loss of normal and backup DC power (no aural alert pushed. The autopilot re-engages with any new or revised
will sound) command values for ALT, VS, FLC, PTCH or ROLL angle when
• Excessive attitudes (>25° nose up pitch, >15° nose the button is released.
down pitch, or >65° of bank)
• FGC failure

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Yaw Damper
The yaw damper reduces dutch roll tendencies and aids with turn coordination. A YD indicator is displayed above the FGC
arrow in the flight director window, at the top of each PFD, when yaw damping is operating. The AP Button will also engage
the yaw damper but the YD indicator will not be displayed.
The yaw damper can be manually disengaged with any of the following steps:
• Pressing the red A/P TRIM DISC Button on either control yoke
• Pressing the YD Button on the FGP
• Pulling the YD/AP DISC bar on the FGP
Manually disengaging the yaw damper also removes the YD acronym indication.
The yaw damper may automatically disengage with stick shaker activation or loss of an AHRS. A YD indication will be dis-
played in the Flight Director window in such cases, but no aural alert will sound. Pressing the AP/TRIM DISC Button on either
yoke will remove the YD indication.
The maximum flight altitude without the yaw damper engages is FL240.

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FLIGHT GUIDANCE PANEL (FGP)

The flight guidance panel (FGP), immediately underneath the glareshield and reversion panel, allows the pilots to select
manual or autopilot guidance for lateral and/or vertical aircraft control.
Vertical Controls
• ALT knob – sets a reference altitude. An aural alert sounds in the cockpit when the aircraft passes within ± 1,000 feet
of the selected altitude, regardless of whether the aircraft is flying toward or away from the set value. Once the system
is tracking the selected altitude, an aural alert sounds if the aircraft deviates from the target value by more than 200
feet. Pressing the PUSH CANCEL button will silence altitude alerts
• ALT button – holds the current altitude at the time of selection. Altitude hold mode is automatically selected if the
preselected altitude is changed when in altitude track mode. If altitude tracking mode is active and the aircraft maneu-
vers away from the tracked altitude, pressing and releasing the A/P SYNC Button on either control yoke will define a
new tracked altitude value
• VS button – maintains the vertical speed reference set by the DOWN UP thumbwheel. Pressing and releasing either
A/P SYNC button will select the current vertical speed
• VNAV button – works with other aircraft systems to ensure that the vertical flight profile is honored and that altitude
and speed constraints are met at waypoints

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• DOWN UP thumb wheel – rotated to generate pitch, altitude, and speed reference commands for other flight modes
• FLC button – maintains the airspeed reference (set by the SPEED knob, A/P SYNC button, or by VNAV control) toward
a preselected altitude reference
• SPEED knob – sets the speed for the FLC mode. Pressing the PUSH IAS/MACH button toggles between displaying
airspeed in knots and in mach
• APPR button – tracks the vertical glide path for precision approaches. If VNAV is ON, the button also arms FMS verti-
cal glidepath capture when flying a GPS approach to a decision altitude (DA)
Lateral Controls
• CRS1 and CRS2 knobs – located at each end of the FGP and used to set the reference course for lateral navigation.
Pressing the PUSH DIRECT button gives a course directly to the selected station/fix
• NAV button – enables guidance by a selected navigation source and a course selected by the CRS knob
• 1/2 BANK button – limits the maximum bank angle to half maximum (15°). A small white arc appears at the top of
the Attitude Indicator to indicate that bank limiting is active. The 1/2 BANK mode is automatically activated when climb-
ing through, and deactivated when descending through, 26,515 feet. Certain lateral modes prevent 1/2 BANK operation
• HDG knob – sets a reference heading. Pressing the PUSH SYNC button centers the heading bug on the PFD/MFD
• HDG button – used to select and track the reference set by the HDG knob
• APPR button – captures and tracks a selected localizer or VOR course for a given approach. APPR tracks both lateral
and vertical glide path conditions for precision approaches, and is therefore a vertical control, as well.
• B/C button – arms the active localizer source for back course capture. Pressing APPR or NAV deactivates the back
course and arms or activates front course tracking, which will turn the aircraft in the wrong direction

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Other FGP Controls

• FD buttons for the pilot and copilot – provide steering commands and mode messages to the displays
• YD button – selects and deselects yaw damping. Pressing the YD button with the autopilot engaged will disengage
the autopilot
• AP XFER button – used to select the on-side or cross-side source for FGP lateral and vertical references
• AP button – activates the autopilot and yaw damper
• YD/AP DISC switch bar – deselects these modes when pushed down
Pushing either throttle GA button while on the ground places the command bars in a 10° nose up takeoff position and a TO
indicator is displayed in the vertical/lateral FD fields. Each FGC controls its own command bars while in Takeoff (TO) Mode,
but the pilot side FGC normally controls the autopilot solid arrow indicator. When any other command mode is selected, the
thin arrow is removed from the displays and both command bars are controlled from the pilot-side FGC.
Pushing either GA button while in flight generates the same indications, except that the command bars are placed at a 7°
nose up pitch attitude and a GA indicator is displayed in the vertical/lateral FD fields.

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FLIGHT GUIDANCE MODES window, at the left of the flight guidance computer (FGC)
The flight guidance system provides several modes of auto- arrow. In addition to basic ROLL, lateral modes include HDG
mated flight control and trim system operation. (heading), NAV (Navigation), APPR (Approach), B/C (Back
Course), and 1/2 BANK (Half bank).
Basic Modes (PTCH/ROLL)
Pitch (PTCH) is the active mode when the flight director is ON Vertical Modes
and no other vertical mode is active. PTCH mode can be either Vertical mode indications are shown in the flight director
active or armed. PTCH mode is active if the throttle go-around window, at the right of the flight guidance computer (FGC)
(GA) button is pressed, but the mode is displayed as either GA arrow. In addition to basic PTCH, vertical modes include
or TO. Pitch angles may be adjusted with the AP pitch wheel ALT (Altitude hold), ALTS (Altitude preselect), FLC (Flight
on the FGP or the A/P SYNC button on the control yoke. The level chance), VS (Vertical speed), APPR (Approach), OSPD
Attitude Indicator is the only measure of pitch angle. (Overspeed), and various vertical navigation modes (VNAV,
VPTH, etc). FLC cues are shown above the arrow and on
ROLL is the active mode when the Flight Director is ON and the airspeed tape. VS cues are shown by the vertical speed
no other lateral mode is active. ROLL mode can be active indicator.
but never armed. The ROLL mode becomes active if a NAV,
APPR, or B/C mode is active and the NAV source is changed FLC OSPD (Overspeed) automatically engages, and pitch
(type of source or frequency) or if the autopilot control is increases to slow the aircraft, if the current aircraft speed
transferred to the cross-side system. ROLL mode is also is MMO + 0.015 Mach or VMO + 5 KIAS, and the system is
active if the throttle go-around (GA) button is pressed, but not in an altitude track or altitude capture mode. FLC OSPD
the mode is displayed as either GA or TO. prevents deselection of the flight director or any changes to
vertical modes while an overspeed condition exists. Once
Lateral Modes the overspeed condition is removed, FLC becomes the cur-
Lateral mode indications are shown in the flight director rent operating mode, at the current speed.
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Emergency Descent Mode (EDM)

In emergency descent mode (EDM), the aircraft flies the current heading, the altitude preset value is reset to 15,000 feet,
and the aircraft attempts to descend at a speed slightly slower than MMO/VMO. An EDM indication is displayed in the PFD
flight director windows and can only be removed by disengaging the autopilot. The controlling FGC activates Emergency
descent mode (EDM) when all of the following conditions are met:
• The autopilot is engaged

• APPR (Approach) mode is not active
• Aircraft altitude is greater than 30,000 feet
• The CABIN ALTITUDE CAS message is displayed
The pilot can expedite an EDM descent by setting the throttles to IDLE and extending the speed brakes.

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FLIGHT MANAGEMENT SYSTEM (FMS)

The CJ4 is equipped with the Collins FMS-3000 flight management system (FMS). The
FMS-3000 is capable of long-range, terminal, and approach navigation using DME/
DME, VOR/DME, and global positioning system (GPS) data. The GPS installation may
or may not be equipped with a satellite-based augmentation system (SBAS). The FMS
is also capable of guidance support for departure procedures, arrival procedures, and
instrument approaches.
A single FMS with two control display Units (CDUs) is the standard configuration,
although a second FMS may also be installed. Dual FMS systems, with two GPS sys-
tems, are required for certain operations. FMS components are located in the right
nose area, near the IAPS. FMS updates to navigation databases may be received via
CD or downloaded from the Internet, and are installed via a USB drive.
Control Display Units (CDUs)

Two control display units (CDUs) are located at the bottom of the instrument panel, at
either side of the front center pedestal. The CDUs are the primary interface for the pilot
with the FMS. The operating features of the units include:
• A display area to supply FMS and textual information

• Function keys for quick access to frequently used pages
• Full alphanumeric keypad
• Line select keys (LSK) for additional control functions

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A scratch pad window, located between two cyan brackets at the bottom of the display, is used to enter or transfer data.
Information placed on the scratch pad remains there until the pilot moves it to another location or clears it.
Data sources are differentiated by font size and color. Computer-derived data is typically shown in a smaller font and pilot-
entered data is typically shown in a larger font. CDU information is also coded with the following colors:
• White – Primary information, such as flight plans and waypoint data

• Cyan – The FROM waypoint (the origin of the current active leg) and all information in a second flight plan
• Magenta – The TO waypoint (the destination of the current active leg)
• Green – Angle, airspeed, and altitude data, and any selected or active menu options
• Amber – A caution state or system anomaly that requires attention
Display fields represented with a series of boxes (□□□□□) indicate where data must be entered to complete a function.
Fields represented with a series of dashes (- - - - -) indicate where data may be entered (i.e., an optional field).

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CDU Function Keys

Dedicated Function Keys allow the pilot to configure the system,
program actions, and control system information. These keys
include:
• MSG – Acknowledges a message and selects the MESSAGE

page for response options. A MSG indicator is displayed under
the PFD airspeed tape when a message is present and mes-
sages are shown at the bottom of the CDU display
• DIR – Permits DIRECT-TO commands to lateral waypoints, to
nearest airports, or for descents to vertical waypoints
• IDX – Provides access to various pages and functions
• TUN – Accesses tune and control functions for any installed
radio, transponder, or the TCAS
• FPLN – Calls up the ACT FPLN (Active Flight Plan) page where
a flight plan can be created or modified
• LEGS – Calls up the ACT LEGS (Active Legs) pages that display
the list of waypoints that make up the flight plan along with
lateral and vertical data. Waypoints, including airports, can be
directly added to the route from these pages
• DEP ARR – Accesses airport departure and arrival informa-
tion. If the aircraft is on the ground, or airborne less than 50
NM from the origin airport, or less than halfway to the destina-
tion airport, the DEPART page for the origin airport shows. If
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the aircraft is airborne and more than halfway to the • PREV – Navigates backwards through multiple CDU
destination airport, the ARRIVAL page for the destina- pages. Allows the pilot to navigate back through 15
tion airport shows. Pressing the key a second time dis- previous waypoints if the page is ACTIVE DIRECT-TO
plays the DEP/ARR INDEX and access both departure • NEXT – Navigates forward through multiple CDU pages
and arrival procedures for the origin and destination • EXEC – Executes a flight plan or apply changes to
airports modified lateral, vertical, or performance information.
• PERF – Accesses a menu of performance-related Multiple changes can be accumulated, and then exe-
functions cuted in a single EXEC action. Canceling any modifica-
• DSPL MENU – Selects or deselects the MFD MAP tion removes all changes up to the last excute
DISPLAY page or TEXT DISPLAY page based on the • CLR DEL – Clears data from the scratch pad. A momen-
context tary press removes one character. Pressing and holding
• MFD ADV – Advances menu pages on the MFD, if the the key clears the entire scratch pad. If the scratch pad
display contains text information. Allows the pilot to re- is empty, pressing this key places a DELETE command
center a MFD map on a waypoint if the display contains into the scratch pad. Pressing a LSK then removes the
a PLAN map adjacent on-screen line item, changes it to a memo-
• MFD DATA – Toggles a MFD between map and text rized default, or changes it to a sensed value
presentations. If the DISPL MENU is shown on the CDU, • BRT DIM – Rocker switch that adjusts CDU brightness
the menu context changes to agree with the MFD mode

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INTEGRATED FLIGHT INFORMATION SYSTEM (IFIS)

The aircraft is equipped with the Collins IFIS-5000 integrated flight
information system (IFIS), with specialized navigation support features
that include:
• Electronic charts (E-Charts)

• Graphical weather (GWX)
• Enhanced maps (E-Maps)
• Database management
IFIS information is displayed on the MFD and typically controlled with

the cursor control panel (CCP). Note that IFIS features are not avail-
able on the MFD if the display is in reverted mode.
Electronic Charts
An optional electronic charts (E-Charts) feature provides a database of
navigational charts for display on either MFD. E-Charts may be auto-
matically loaded into the chart main index based on the FMS flight plan,
or may be manually selected by the pilot. When a chart is selected for
display on MFD 1, the EIS window is displayed in a compressed format.
However, when a chart is selected for display on MFD 2 the CAS display
is unaffected.
The geographic coverage of E-Chart data is determined by the aircraft

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owner, and may vary from aircraft to aircraft. Furthermore, or 36 minutes for METAR and SIGMET data, and may not be
terminal charts are selectable but enroute charts are not. reliable.
Supplementary paper or electronic charts must therefore be
available in the cockpit to ensure pilot access to all necessary Enhanced Maps
mission data. Enhanced Maps augment electronic map displays with fea-
tures such as natural surface features, state and national
Note that the aircraft symbol displayed on some charts must boundaries, airspace limits, and airway routes. E-Maps inte-
not be used for navigation. grate airspace and route map data with real time aircraft
geographic position to enhance pilot situation awareness.
Graphical Weather
An optional Graphical Weather (GWX) feature presents both E-Map features may be added to the Present Position (PPOS)
graphical and text weather information on the MFD. Pilots and PLAN map display formats on either MFD. E-Map fea-
can view NEXRAD radar weather data (supplied by XM Radio tures will automatically declutter when higher display ranges
Weather or Universal Weather) of covered areas and can are selected
obtain METARs, TAFs, SIGMETs, and AIRMETs. The display
can show precipitation, echo tops and movement, and other Database Management
general weather conditions. Note that GWX information lags Installed databases can be checked for timeliness using the
due to data processing and transmission time. CCP and the DATABASE EFFECTIVITY page. Note that not all
published DP/STAR procedures and approaches may be in
An A/C FLIGHT INFO overlay can be placed on the display to the databases. The pilot is responsible for ensuring that all
show current aircraft position, and both origin and destina- information required for the intended flight is available and
tion airports. GWX displays contain the date and time (UTC) current.
of the source image. The UTC block for NEXRAD images is
shown in yellow after 15 minutes (4.5 minutes for echo data)

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TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM II (TCAS II)

The traffic alert and collision avoidance system II (TCAS II) is an aircraft-to-aircraft
interrogation device that aids in visually acquiring conflicting traffic. TCAS II senses
traffic that responds to ATC interrogations in the airspace volume around the aircraft.
The system generates relevant traffic information on the PFDs and/or MFDs, includ-
ing directions for evasive maneuvers on the Attitude Indicators, and both advisory
and directive aural (voice) messages.
Visual traffic information is coded with four symbol types:
• – Non-threat traffic greater than ± 1,200 feet in altitude and 5 NM in range

• – Proximate traffic within ± 1,200 feet in altitude and 5 NM in range
• – Threat traffic within 20 – 45 seconds. An advisory “Traffic” message is triggered
• – Imminent threat traffic at a critical altitude and range. A directive voice message is triggered. A green “FLY TO” box
(safe airspace) and red “NO FLY” areas are displayed on the Attitude Indicator for fast spatial orientation
The system can track and display up to 30 targets. Relative or absolute altitude data is shown next to traffic symbols. Up or
down arrows next to target symbols indicate a climb or descent of at least 500 FPM.
The system uses Mode S transponder inputs to generate traffic advisories (TA) and resolution advisories (RA). TAs will trigger
only a “Traffic” message. RAs are more critical and are issued in two forms – corrective, indicating the need for flight path change
to avoid an existing hazard, and preventive, indicating the need for a flight path change to prevent a hazard from developing.
A “clear of conflict” voice message indicates that it is safe to return to the assigned altitude and notify ATC. To minimize pilot
distraction, TA and RA alerts are inhibited below 1,100 feet AGL while climbing, and below 900 feet AGL while descending.
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TERRAIN AWARENESS AND WARNING SYSTEMS (TAWS)

The terrain awareness and warning system (TAWS) generates reactive
warnings of ground hazards to prevent controlled flight into terrain.
Two Honeywell enhanced ground proximity warning systems (EGPWS) are

currently available for the CJ4 – The Mark VIII and the Mark V. The Mark
VIII is the standard installation, but has no wind shear alerting capability.
The Mark V is an optional installation and is equipped with wind shear. The
systems are identical in all other respects.
EGPWS integrates radar altitude, vertical aircraft movement data, GPS

position, and stored terrain data to identify ground hazards along the
computed flight track. The system then generates visual and aural alerts
to the flight crew as required. Discrete obstacles are displayed as squares
or rectangles.
A TAWS predictive display overlay can be presented on the PFDs or MFDs, with a maximum range of 300 NM. TAWS employs
the following color-coding scheme:
• Red – Obstacles or terrain above aircraft altitude

• Yellow – Obstacles or terrain at aircraft altitude
• Green – Obstacles or terrain below aircraft altitude
• Cyan – Water
• Magenta – Locations or areas that are not in the database

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The Mark V TAWS provides wind shear alerting. A headwind situation awareness messages regarding runway lineup and
(increasing aircraft performance) will trigger a WINDSHEAR distance remaining during taxi, takeoff, final approach, land-
CAS message, but no aural alert. A tailwind (decreasing air- ing, and rollout.
craft performance) will trigger a WINDSHEAR CAS message
and a “wind shear” voice message repeated three times. Not all airports are contained in the RAAS database, and
not all airports contained in the EGPWS database are in the
The TERR/WX Button on the DCP and the CCP controls ter- RAAS database.
rain overlays for the PFD and MFD, respectively. The TAWS
MENU Button on both control panels calls up the TAWS menu Pilots may hear RAAS alerts during ATC radio calls. However,
for system configuration. RAAS messages have the lowest level of priority for ground
proximity alerts and pilots may therefore inhibit these alerts
If no MFD or PFD is currently showing a terrain (TERR) over- with the DCP or CCP MENU option. Manually inhibiting RAAS
lay, and the EGPWS triggers a traffic alert, MFD 2 will auto- generates a RAAS AUDIO INHIBIT CAS message. A RAAS
matically display terrain information in a 10 NM range scale AUDIO INHIBIT message while airborne is normal.
to ensure that the alert is presented.
Runway Awareness and Advisory System (RAAS)

An optional Honeywell runway awareness and advisory sys-
tem (RAAS) can be integrated with the TAWS Mark V to
provide more specific alerts at or near airports. RAAS relies
on GPS position information and an airport database to issue

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WEATHER RADAR
A Collins multiscan™ RTA-4112 weather radar is installed in the nose
of the aircraft. The radar operates in the X-band and uses a 12-inch
phased-array antenna that can scan the airspace in front of the aircraft
without moving. Although the primary purpose of the weather radar
is detection of airborne precipitation, the system can also be used for
ground mapping.
Depending on precipitation density, weather returns can be displayed to

a range of about 320 NM. Precipitation densities are presented as color-
coded regions of black, green, yellow, or red. Magenta is used to depict
precipitation-related turbulence, which can be detected and displayed
to a range of about 40 NM, regardless of the selected display range. The
radar cannot detect clear air turbulence.
The RADAR MENU contains AUTOMATIC and MANUAL options.
• MANUAL provides each pilot with control of on-side tilt angle (± 15°) and display gain, but no control of ground clutter
• AUTOMATIC removes pilot tilt control, enables pilot gain control, and eliminates about 98% of ground clutter. AUTOMATIC
is the recommended operating mode
The AUTOMATIC mode generates multiple beam scans at preselected tilt angles (based on the selected range and on air-
craft altitude) to detect short, mid, and long-range weather cells. The mode also has an Overflight™ Protection feature that
reduces the possibility of inadvertently penetrating the top of a thunderstorm. The feature retains a storm display without
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scanning, extending the time that the information is avail- Lightning Detection Stormscope
able to the flight crew, and reducing the chance that a thun- An L-3 Communications WX-1000E lightning detection
derstorm top will fall below the radar tilt angle. An amber stormscope is available as optional equipment. The storm-
AUTO FAULT CAS message is illuminated if the AUTOMATIC scope detects the position and intensity of lightning strikes
mode fails. at ranges from 25 to 200 NM around the aircraft and dis-
plays up to 63 strikes simultaneously. Each strike position
When the radar is first selected ON, an automatic func- – a potential thunderstorm – is shown as a small x symbol,
tion makes an initial sweep along the aircraft flight path. color-coded for intensity.
This ensures that weather directly in front of the aircraft is
immediately visible to the flight crew. The second sweep is The stormscope presentation is heading-stabilized and may
made at a relatively low tilt angle. This exposes the radar be displayed on either the PFD or MFD. The stormscope
to ground clutter, allowing ground clutter suppression algo- lightning display (LX) is controlled with the TERR/WX Button
rithms to begin signal processing. Clutter suppression should and menus on the DCP or CCP.
be fully initialized in about 16 seconds, or the beginning of
the fifth sweep. Note that spurious strikes may be displayed on the storm-
scope as a result of engine ground operation, particularly at
A weather radar (WX) overlay can be displayed on either high thrust settings.
PFD or MFD. A TERR/WX button on the DCP/CCP allows for
quick access to radar displays. PFD MENU and LWR MENU
options also provide access to the radar overlay. Pressing
the DCP DATA knob turns the radar system to standby or
ON. The DCP RADAR MENU Button and the CCP LWR MENU
Button provide control of modes and features.

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AUDIO SYSTEM
Identical pilot and copilot audio panels are located in the upper left and right corners of the instrument panel. The pan-
els control microphone selection, and speaker and headphone reception. Audio panels require emergency DC power for
operation.

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Audio Control Panel • VOX (Voice-on-Transmit) Knob – Enables “hot mic”

Audio control panel switches include: operation of the cockpit interphone, when extended.
Turning the knob adjusts dynamic noise cancellation
• COM 1, COM2, HF (High Frequency), and PA (Public - full counterclockwise provides minimum cancellation
Address) – Square buttons across the top of the panel and full clockwise provides maximum cancellation
designate the active transmitter and automatically open • MKR (Marker) Knob – Enables marker beacon audio
the corresponding receiver. Only one button can be alerts for the outer, middle, or inner marker, when extended
selected at a time. A green annunciator light illuminates • MUTE Knob – Cancels the current marker alert and resets
over the pushed button to indicate the active selection. the system for the next marker beacon in the sequence
Round knobs with white indicator arrows are located • SPKR (Speaker) Knob – Allows all selected audio
below each radio selection button. Pushing a knob enables sources to be output from the on-side cockpit overhead
only the receiver for the radio above it, allowing the pilot to speaker, when extended. Turning the knob adjusts the
listen to communications on that frequency without actu- volume of all selected audio sources
ally selecting the radio with the square button. Turning the ◦◦ If the SPKR Knob is extended, all audio can also be
knob adjusts the volume for the corresponding radio only heard in the cabin. Aural alerts are not affected by
• NAV 1, NAV 2, DME 1, DME 2, and ADF Knobs – the SPKR volume setting
Control the volume for voice and audio identifier codes ◦◦ Pilots can hear all audio while preventing passengers
for each of the NAV and ADF receivers
from hearing any aural alerts by extending the SPKR
• INPH (Interphone) Knob – Controls the interphone
Knob and pressing the CKPT SPKR MUTE Switchlight
volume from the cross-side pilot, when extended
• V-BOTH-ID Knob – Selects which information is moni- on the Copilot Tilt Panel, under the right CCP
• HDPH Knob – Adjusts volume of all selected audio
tored for the NAV radios: voice, identifier code, or both
sources in the headphones. Aural warnings are not
• ST (Side Tone) Knob – Controls the side tone level
affected by the HDPH volume setting
when the microphone (mic) is keyed

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Microphones
The aircraft has two hand-held microphones mounted on the control columns, two headset boom
mics, and two oxygen mask mics. Normal communications are conducted with headsets and boom
mics.
An INPH MIC switch is located on the outboard handle of each control yoke. Sliding the switch
inboard enables transmission over the selected radio (indicated by the green light at the top of the
audio control panel). The switch is spring-loaded and returns to the center position when released.
A TX indicator on t he CDU TUNE page, adjacent to the selected radio identifier, and a blue background
behind the PFD COM 1 or COM 2 label, indicate that the radio is actually transmitting.
Sliding the switch outboard allows transmission to the cross-side pilot over the interphone connection.
However, the switch must be manually moved back to the center position when transmission is complete.
An OXYGEN MASK MIC button is located at the outboard edges of both tilt panels, for use when the pilots
must wear oxygen masks. The OXY MASK MIC button also cancels speaker muting, if it was selected with
the audio control panel, and allows interphone communications over the cockpit speakers (unless the SPKR
Knob has been pushed in).
A COPILOT MIC PTT (push-to-talk) button is located on the bottom left corner of the copilot tilt panel.
Pressing the button allows the copilot to transmit over the radio selected on the right audio control panel
without interfering with the pilot transmission with the control yoke switch. The button must be held down
for the duration of the transmission.

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Avionics Cockpit Locator

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Notes

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Avionics Quiz
1. With the Battery switch ON and Avionics switch OFF _____.
a. No displays are powered

b. All displays are powered
c. PFD 1 and MFD 1 are powered
d. Only MFD 1 is powered
2. With the BATTERY Switch set to ON and Avionics switch in the DISPATCH position the battery will be depleted in _____.
a. 60 minutes
b. 20 minutes
c. 180 minutes
d. 30 minutes
3. An ADC failure is indicated by _____.
a. IAS , ALT , and VS

b. IAS , ALT , and VS
c. ATT , HDG , and ROL
d. ATT and HDG

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4. An AHRS failure is indicated by _____.
a. IAS , ALT , and VS

b. IAS , ALT , and VS
c. ATT , HDG , and ROL
d. ATT and HDG
5. If the aircraft pitches more than 30° nose up _____.
a. The AHRS realigns

b. The PFD declutters
c. The standby flight display cages until level again
d. The stick shaker activates
6. The primary controller for the PFD is the _____.
a. CCP
b. MKP
c. DCP
d. LSKs


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7. Engine status (EIS) information is normally displayed on _____.
a. PFD 1
b. MFD 1
c. PFD 2
d. MFD 2
8. When fully charged, the standby flight display battery provides at least _____ minutes of operation.
a. 55
b. 90
c. 180
d. 30
9. Selecting the MFD button on the PILOT REVERSION panel moves _____.
a. CAS message display to the top of both PFDs

b. CAS message display to the top of PFD 1
c. Engine data to the top of both PFDs
d. Engine data to the top of PFD 1

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10. The autopilot can be disengaged by _____.
a. Pressing either throttle GA button

b. Exerting strong control yoke forces
c. Rapid movement of the throttles
d. Rolling the AP pitch wheel on the FGP
11. The yaw damper must be engaged above _____.
a. FL180
b. FL240
c. FL300
d. No altitude constraint
12. Pressing the GA button places the command bars at _____ on the ground and _____ in flight.
a. 10° / 10°
b. 7° / 7°
c. 7° / 10°
d. 10° / 7°

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13. Emergency descent mode performs all of the following except:
a. Extends the speed brakes

b. Flies the aircraft at the current heading
c. Changes the preset altitude to 15,000 feet
d. Descends at a speed slightly below VMO
14. Flight management system messages are presented _____.
a. In the CAS window

b. Below the PFD airspeed tape
c. At the bottom of the CDU display
d. On the MFD map display
15. Display of IFIS E-Charts on the MFDs will _____.
a. Compress the CAS and EIS displays

b. Compress the CAS display only
c. Compress the EIS display only
d. Not affect the CAS or EIS displays

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16. A TCAS symbol of an amber circle indicates:
a. Non-threat traffic greater than ± 1,200 feet in altitude and 5 NM in range

b. Proximate traffic within ± 1,200 feet in altitude and 5 NM in range
c. Threat traffic within 20 – 45 seconds
d. Imminent threat traffic at a critical altitude and range
17. A windshear alert caused by increasing performance is identified by _____.
a. A WINDSHEAR CAS message but no aural alert

b. A WINDSHEAR CAS message and a “wind shear” voice message repeated three times
c. A WINDSHEAR CAS message and a “wind shear” voice message repeated three times
d. A WINDSHEAR CAS message but no aural alert

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Avionics Quiz Answers
1. d
2. b
3. a
4. d
5. b
6. c
7. b
8. a
9. c
10. a
11. b
12. d
13. a
14. c
15. c
16. c
17. a

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04 Electrical

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Citation CJ4 04 Electrical ProFlight Pilot Training
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OVERVIEW
The CJ4 is equipped with both DC and AC electrical power
systems. Two 300-amp starter-generators provide DC power
for engine starting and primary electrical power after the
engines are running. Two 3-KVA alternators provide AC
power for windshield anti-ice heating and backup power for
essential systems if both generators fail.
A battery is installed in the left wing fairing to provide engine

starting power and limited backup power in flight if both
generators and alternators fail.
An external power unit (EPU) may be used to supply aircraft

power on the ground prior to and during the first engine
start.
A separate battery installed in the nose provides power to

the standby flight display in the event of a total loss of elec-
trical power.
Rev 1.1 - Nov2017 For Training Purposes Only Electrical - 2

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DC POWER COMPONENTS
Battery
The battery is installed in the left wing fairing and connects to the air-
craft using a quick disconnect plug. When connected, the battery pow-
ers the hot battery bus allowing for certain components to be turned on
without turning the BATTERY switch ON.
Two battery types may be installed in the CJ4:
• A 24-volt, 44 amp-hour Nickel-Cadmium (Ni-Cad) battery

• A 24-volt, 42 amp-hour lead-acid battery
The aircraft battery is the primary source of power for engine starting.
It is limited to three engine starts per hour and must be at least -18°C
or warmer prior to start.
The battery also provides limited backup power if all engine-driven electrical power sources (generators/alternators) are
lost. The battery should support the Emergency Bus systems for a minimum of 30 minutes if emergency power is selected.
The battery contains an electrical disconnect relay on the ground side. The relay is controlled from a button in the cockpit
and allows the pilot to disconnect the battery from the electrical system in the event of certain malfunctions.
Rev 1.0 - Mar2016 For Training Purposes Only Electrical - 3

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Stater-Generators
A 300-amp engine-driven DC starter-generator is mounted on each
accessory gearbox. Each generator has a normal output of 29 volts
and distributes power through the left and right feed buses. The feed
buses act in parallel through two current limiters connected to the
crossfeed bus. This design allows the generators to share the overall
electrical load, although either generator can independently support
all normal power needs.
The starter-generators route power from the hot battery bus through
the starter relay to spin up the engines during start. The starter
becomes a generator and begins supplying DC power at about 45%
N2. When an online generator is assisting the opposite side engine
during start, it provides about 2/3 of the power required, while the
battery provides the remaining 1/3. generator. Each unit regulates its respective gen-
erator voltage and provides load-sharing during
Generators are air-cooled and their current generating capability is normal operations. If an over- or under-voltage
normally limited by available cooling air. Each generator is limited to condition exists, the DGCUs protect the starter-
240 amps during ground operations. In flight, the limit becomes 300 generators by taking the affected unit offline.
amps through 25,000 feet (FL 250). Above this altitude, the amp limit
decreases linearly to 170 amps at FL 450.
Two Digital Generator Control Units (DGCUs) are located in the aircraft
tail cone. They are connected to each other and remotely to each
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External Power
An External Power Unit (EPU) can supply electrical power for ground
operations. The EPU connects to the aircraft through a receptacle
located just aft of the battery access door. External power is routed
through the external power relay to the hot battery bus. When con-
nected, the EPU will charge the aircraft battery regardless of the
BATTERY switch position.
Any EPU used with the CJ4 must be regulated to 28 – 29 volts and
800 – 1200 amps. An over-voltage sensor opens the external power
relay when EPU voltage limits are exceeded.
There are no CAS messages to indicate that external power is con-

nected. The only way to confirm that the aircraft is receiving external
power is observing the BATT AMPS indication on the MFDs or PFD with
SYSTEMS 1/2 selected.
One EPU start with current less than 1000 amps is equivalent to one
engine battery start. Three EPU starts with current of 1000 amps or
more is equivalent to one engine battery start.

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DC POWER DISTRIBUTION
DC electrical power is distributed through:
• 1 hot battery bus

• 2 feed buses
• 1 crossfeed bus
• 2 converted power buses
• 2 emergency buses
The various buses are tied together by current limiting fuses and/or
relays. Circuit breakers located on the aft junction box in the tailcone
or on panels in the cockpit control power to individual systems.
The hot battery bus is connected directly to the battery allowing

certain electrical items to be powered with the BATTERY switch
OFF. The hot battery bus also provides power to the starter-
generators during the start cycle. With the generators online, the bus receives power from the generators and the battery
is charged through this bus.
The left and right feed buses are normally powered by both DC generators, but may also receive power from the battery or
EPU. A current limiter protects the left and right feed buses from current greater than 225 amps.
The hot battery bus and feed buses are tied together through the crossfeed bus. If one generator fails, the Crossfeed Bus
allows one generator to supply power to the entire system.
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The converted power buses provide backup power for most Emergency Bus Systems
of the avionics systems in the event of dual generator fail-
ure. When operating on converted power, aircraft altitude is Hydraulic Pressure Indica- Flaps
limited to FL350 and the following systems are not available. tion
Landing Gear and Control Rudder Bias
Items Unavailable on Converted Power Only
Indication
Right windshield heat Radio altimeter and TCAS Audio Panels Transponder 1
Right landing light NAV 2 Air Data Computer 1 Primary Flight Display 1
Wing inspection light DME 2 Attitude Heading Reference Display Control Panel (DCP
Logo light XM Weather System 1 1)
Central Data Unit 1 NAV1 / COM 1
Beacon light Stormscope (optional)
Windshield heat controllers Pitot/Static Heat 1 (Pilot and
Strobe lights Satellite phone (optional)
Standby)
Interior power and cli- HF 9000 (optional) Speed Brakes Ground Spoilers
mate control
Primary Pitch, Aileron, and Secondary Pitch Trim
COM 3 and Data Link GPS 2 (optional) Rudder Trim
weather (optional)
Cabin Dump Low Fuel Annunciators
The emergency buses on each cockpit CB panel receive Flood Lights Data Control Unit Channel B
power from the hot battery bus through the emergency con-
tactor in the event of a total electrical failure. The emer- Pass Lights Safety
gency buses provide power to the.

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AC POWER SYSTEM
A 3-KVA AC alternator is mounted under each engine. AC power is used primar-
ily for windshield heating, but may also provide backup power to the DC system
in the event of a dual generator failure. An AC transformer/rectifier unit (TRU)
is located on the equipment shelf in the tail cone and converts three-phase AC
power to aircraft DC power. An AC Switching Junction Box is also located on the
equipment shelf just above the Aft Junction Box. This box switches AC power
from a single alternator to the TRU, providing power the converted power buses.
In the event of a dual generator failure, the AC Switching J-box automatically

diverts right alternator power from the windshield to the TRU. The right wind-
shield heat will be inoperative and system power is isolated to the converted
power and emergency buses. If the right alternator fails or is otherwise unavail-
able, the left alternator is used as the power source.

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CONTROLS AND INDICATORS

Electrical controls are located on the pilot’s left instrument subpanel and on the left CB panel. Electrical system indications
are available on the display units.
BATTERY Switch
The BATTERY switch, located on the ELECTRICAL POWER Panel,
controls the operation of the aircraft battery, as follows:
• ON – closes the battery relay connecting the hot battery bus

to the crossfeed bus. The emergency relay is de-energized
while the battery relay is in the closed position allowing the
crossfeed bus to power the emergency buses.
• OFF – isolates the hot battery bus from all other buses. The
emergency bus is connected to the crossfeed bus through
the emergency contactor.
• EMER – opens the battery relay and energizes the emer-
gency contactor connecting the emergency bus to the hot battery bus. The emergency bus is powered by the battery
and the battery is no longer receiving a charge.

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BATT AMP/VOLT/TEMP°C Indications

Battery amperage, voltage, and temperature information can
be accessed on any display via page 1 of the SYSTEMS menu.
External power voltage will also be displayed in the BATT VOLT
readout.
A sustained battery charge or discharge greater than 200

amps, when not conducting an engine start, will cause the BATT - AMP indication to turn amber and trigger a BATTERY
OVERCURRENT CAS message. However, a momentary message may occur two minutes after an engine start and is not
abnormal.
The BATT - VOLT indication will turn amber if the voltage drops below 23 (except during start) or if it climbs above 31.
If the battery temperature is between 63°C and 71°C, the BATT - TEMP°C indication will turn red and a BATTERY OVERTEMP
CAS message will illuminate. A battery temperature greater than 71°C will trigger a BATTERY OVERTEMP > 71°C CAS mes-
sage. The TEMP°C indication will turn amber if the temperature drops below -20°C. If this occurs before engine start, the
battery must be warmed above -20°C before start.

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BATT DISC Button

The BATT DISC button, located on the Left Circuit Breaker Panel, allows the pilot to dis-
connect the battery from the system under abnormal situations:
• NORM – closes the disconnect relay between the battery ground and the battery
allowing the battery to supply power to the entire system
• DISC – opens the disconnect relay between battery ground and the battery, isolat-
ing the battery from the rest of the system
CAUTION – Do not use the DISC position for extended periods of time (approximately
12 hours). Even though the battery is disconnected from battery ground, the disconnect relay continues to draw a small
current from the battery until it is completely discharged. At this point, the disconnect relay will close, resulting in a very
high charge rate and likely over-temperature condition in the battery.

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L GEN and R GEN Switches

The L GEN and R GEN switches are located on the ELECTRICAL
POWER Panel. Each switch controls normal operation of its cor-
responding starter-generator, as follows:
• ON – closes the power relay connecting the starter-gener-

ator to the feed bus
• OFF – opens the power relay between the starter-genera-
tor and the feed bus
• RESET – resets the field relay (in the generator) to the
closed position. The switch is spring-loaded to return to
the OFF position when released
If a generator is disconnected from the system, automatically or through pilot action, DC GENERATOR OFF L and/or R or
DC GENERATOR OFF L and R CAS messages will illuminate. The message will be amber if one or both generators are offline
and at least one alternator is providing AC-to-DC power. The message will be red if both generators are offline and both
alternators are not providing AC-to-DC power.

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DC ELEC AMP/VOLT Indications

Generator amperage and voltage information can be accessed
on any display via page 1 of the SYSTEMS menu and is dis-
played under the DC ELEC heading.
A DC GEN OVERCURRENT L and/or R message will illuminate

and the DC ELEC -AMP indicator will turn amber if the corre-
sponding generator current has exceeded its limits for a prolonged period of time. However, a momentary message may
occur two minutes after an engine start and is not abnormal.
The DC ELEC - VOLT indication will turn amber if the voltage drops below 25 (except during start) or if it climbs above 31.
INT MASTER Button

The INT MASTER button, located on the Left Circuit Breaker Panel, controls power to the
cabin area:
• NORM – closes the interior master relay supplying power to the cabin
• OFF - opens the interior master relay and shuts off all electrical power to the cabin

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Aft Junction Box (J-Box)

Some – but not all – circuit breakers in the Aft Junction Box are monitored
by the CMS. If one or more of these monitored circuit breakers trip, a J-BOX
REMOTE CB TRIP CAS message is displayed in the cockpit.
A J-BOX LIMITER OPEN L and/or R CAS message will illuminate if the 225-
amp current limiter has failed to the corresponding junction box. If this
message appears prior to ground engine start, together with other CAS
messages and a steady MASTER WARNING light that cannot be reset,
engine start will be inhibited. If one junction box fails in flight, the other
generator will continue to charge the battery. However, a dual limit failure
will isolate the battery causing it to discharge. A windmill airstart may still
be possible.

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AC Power Control
There are no AC power controls in the CJ4. The AC alternators automatically power windshield anti-ice heat after engine
start; no pilot action is required.
If both engine-driven generators fail, the AC switching junction box automatically shifts right alternator power from
the windshield heat circuit to the transformer rectifier unit (TRU). The TRU power conversion process will trigger a
WINDSHIELD HEAT FAIL R CAS message. The left alternator continues to provide windshield heat to its designated
zones. However, if the right alternator is not available the left alternator is used to provide AC power to the TRU and the
WINDSHIELD HEAT FAIL L CAS message will also illuminate.
An AC ALTERNATOR FAIL L and/or R message is displayed if the corresponding alternator has failed or if the affected side W/S
HEAT CB(s) have tripped. A single failure means the loss of anti-ice heat for the corresponding side of the windshield. A dual fail-
ure means the loss of all windshield heat and loss of any generated AC-to-DC power. An AC ALTERNATOR FAIL L and R message
illuminates if one or both AC alternators are lost and both generators are offline. Windshield anti-ice heat is no longer available.
If the converter fails or is not receiving alternator power and both generators are offline an AC-DC CONVERTER FAIL mes-
sage illuminates. Note that this message does not appear if an AC ALTERNATOR FAIL L and R message is already displayed.
If the primary bearing in the alternator has worn out an AC ALTERNATOR BEARING L and/or R CAS message will illuminate.
Dispatch is still available for a limited time.

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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
Dual alternator failure with both generators off line.
AC ALTERNATOR FAIL L and R X X X X X Windshield anti-ice and auxiliary power sources are in-
operative.
Failure of the AC-DC converter or that the converter is
not receiving power from an alternator and the airplane
AC-DC CONVERTER FAIL X X X X X
is on battery power only. This message is active only
when both generators are offline.
BATTERY OVERTEMP X X Battery temperature is 63-71°C.
BATTERY OVERTEMP > 71°C X X Battery temperature is greater than 71°C.
Airplane is operating on battery power only with one or
DC GENERATOR OFF L and R X X X X X
both engines running.
Failure of alternator(s) or the affected side W/S HEAT
AC ALTERNATOR FAIL L and R X X X X X CB has tripped or been pulled. When combined with a
dual generator failure, this message will be red.

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Sustained battery discharge or charge of greater than

BATTERY OVERCURRENT X X X
200A when not conducting an engine start.
DC GEN OVERCURRENT L and/or R X X Current for the respective generator is too high.
A source of generated power is available with at least
one generator off line. The message is red when all
DC GENERATOR OFF L and/or R X X X X X
sources of generated power (AC and DC) are not avail-
able.
J-BOX LIMITER OPEN L and/or R X X X Open 225 amp fuse in the aft junction box.
One or more monitored circuit breakers have tripped
J-BOX REMOTE CB TRIP X X X
open in the aft junction box.
AC ALTERNATOR BEARING L and/or R X X X The alternator is operating on the secondary bearing.

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Notes

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Electrical Cockpit Locator

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Electrical Quiz
1. Electrical power sources for the CJ4 include _____.
a. Two batteries and two generators

b. One alternator and two generators
c. One battery, two generators, two alternators and external power
d. Two generators and two TRUs
2. If all electrical power is lost, the battery can power selected systems for approximately _____.
a. 60 minutes
b. 30 minutes
c. 20 minutes
d. 90 minutes
3. Generators are controlled and protected by _____.
a. Three battery packs

b. Two DGCUs
c. Two TRUs
d. Two alternators

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4. Emergency buses normally receive power from the _____.
a. Crossfeed bus
b. Converted buses
c. The AC inverters
d. The transformer rectifier units
5. When the BATTERY Switch is ON _____.
a. The emergency relay is deenergized

b. The hot battery bus is isolated from all other buses
c. The emergency bus is powered by the battery
d. The battery relay to the crossfeed bus is opened
6. When the BATT DISC Switchlight is in NORM _____.
a. The battery power packs supply all DC power

b. The battery is isolated from the rest of the system
c. The EPU power input is overridden
d. The battery is connected to the entire electrical system

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7. An engine start with EPU power above 1000 amps counts as _____.
a. A full battery start

b. 1/3 of a battery start
c. 2/3 of a battery start
d. An external start; no battery power is used
8. An inflight engine start counts as _____.
a. A full battery start

b. 1/3 of a battery start
c. 2/3 of a battery start
d. An external (air) start; no battery power is used
9. If both engine-driven generators are lost _____.
a. The battery power windshield heat

b. All windshield heat is lost
c. Left windshield heat is lost
d. Right windshield heat is lost

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10. Electrical power to the cabin area can be shut off with the _____.
a. INT MASTER switchlight

b. AVIONICS switch
c. L or R GEN switches
d. BATTERY switch

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Electrical Quiz Answers
1. c
2. b
3. b
4. a
5. a
6. d
7. b
8. a
9. d
10. a

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05 Fuel

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Citation CJ4 05 Fuel ProFlight Pilot Training
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OVERVIEW
The CJ4 fuel system is comprised of independent wet wing tanks and
fuel delivery and distribution is largely automatic. The system has five
components:
• Two integral wet wing fuel tanks

• Fuel distribution system
• Fuel vent system
• Fuel quantity gauging system
• Refueling/defueling system
Fuel is supplied to each engine from its own wing tank, but can be
transferred to the opposite side tank when necessary. A primary
ejector pump and an electric boost pump deliver fuel to each engine
via feed hoppers, while a scavenger ejector pump keeps the feed
hopper full. Check valves in the supply lines prevent backflow, and
pumps are equipped with mesh screens to prevent foreign matter
from reaching the engine.
The fuel vent system ventilates the fuel tanks in case of fuel expansion,
during flight maneuvers, and during refueling/defueling operations. Fuel tanks can be filled separately via overwing filler
ports or through a single point refuel/defuel (SPR)
Fuel quantity is measured and shown on the multifunction displays system, which employs a single adapter to pressure
(MFDs) using an AC passive capacitance gauging system. refuel and defuel the tanks.
Rev 1.1 - Nov2017 For Training Purposes Only Fuel - 2
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COMPONENTS
Wing Fuel Tanks

An integral wet wing fuel tank is installed in each wing. Each
wing tank has a usable capacity of approximately 435 gal-
lons (2,914 pounds), or a total aircraft capacity of 870 gallons
(5,828 pounds). Although Jet A or Jet A1 is the normal fuel
for the CJ4, several other fuel types are approved and can be
found in the AFM.
Fuel anti-ice additives may be used, but are not required.
Instructions for use and approved additives can also be found
in the AFM.
Fuel flows by gravity inboard from the tanks to the integral its respective engine. The system is also capable of transfer-
engine feed hoppers and is delivered to the engines using ring fuel from one tank to the other. The components that
various pumps. One way flapper valves located throughout make up the distribution system include:
the wing tank prevent fuel from flowing outward during flight • Hopper tank
maneuvers. The tanks are vented to equalize pressure and • Primary ejector pump
prevent cavitation on the ground and during all phases of • Electric boost pump
flight. Drain valves installed in the low points of each tank • Scavenge ejector pumps
allow for the release of water that may have collected. • Transfer valve
• Firewall shutoff valve
Fuel Distribution
The fuel distribution system supplies fuel from each tank to • Fuel/oil heat exchanger
Rev 1.0 - Mar2016 For Training Purposes Only Fuel - 3

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An integral engine feed hopper is installed at the root of each submerged in fuel. This action prevents low fuel conditions
wing, aft of the main spar. Flapper valves inside and outside during descent, cruise, and climb attitudes. The scavenge
each hopper allow fuel to gravity flow from the wing tanks. ejector pumps are powered by low-pressure motive flow fuel
The outside valves minimize outboard fuel movement during from the primary ejector pumps or electric boost pumps.
banked maneuvers, while the inside valves keep fuel in the
hopper during negative-G conditions. Each hopper contains A solenoid-operated fuel transfer valve is installed in each
an air vent at the top that helps it to fill during refueling, wing tank. The valve requires normal or converted DC power
normal operations, and low fuel conditions. to open. When power is removed, it fails to its (normal) closed
position. When a transfer valve is open, the same-side boost
The primary ejector pump in each engine feed hopper is pump activates transfering fuel from its feed hopper into the
powered by motive flow fuel. Fuel from the engine-driven fuel opposite side feed hopper through an orifice that restricts the
pump creates a suction pressure that draws high-volume, low- transfer flow. The fuel back-flows through the opposite-side
pressure fuel from the hopper to the engine-driven pump. The boost pump into the opposite-side fuel hopper.
ejector pump only works when its respective engine is running.
A firewall shutoff valve is installed in each fuel supply line, inside
An electric boost pump is also located in each hopper tank the fuselage and just aft of the wing. The valves are closed by
and is used for engine start, fuel transfer, and to ensure cockpit switch selection and prevent fuel from reaching their
adequate pressure to the engines under low fuel pressure corresponding engines. A FUEL F/W SHUTOFF L and/or R CAS
conditions. The pump operates with normal or converted DC message illuminates when a fuel firewall shutoff valve is closed.
power, through automatic or manual activation.
As the fuel makes its way to the engine, it passes through
Forward and aft scavenge ejector pumps in each wing con- a fuel/oil heat exchanger mounted on the engine gearbox.
tinuously transfer fuel from the wing tanks to the feed hop- This process heats the fuel ensuring that ice does not form
per keeping the primary ejector and electric boost pumps in the system.

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Fuel Venting
The fuel vent system controls fuel tank pressures and fuel movement
due to fuel expansion, during flight maneuvers, and during refuel/
defuel operations with:
• Surge tank
• Vent float valve
• Vent Line
• Fuel vents
A vent surge tank is located in the most outboard wet bay of each wing
fuel tank. Although the surge tank is integrated with the main tank, it is
physically isolated from it. The surge tank collects fuel that travels out-
board through the climb vent line because of movement or expansion,
and drains it back into the main tank through the climb vent line and A NACA-style fuel vent is flush-mounted on the
flapper valves. lower side of each wing, inboard of the surge
tank. Each vent is connected to the highest point
A vent float valve is installed in the outboard end of each main fuel tank. in its surge tank to prevent fuel from siphoning or
Each valve is float-actuated and allows air to enter or leave its correspond- spilling overboard and vent the tank to the atmo-
ing main tank. The vent float valves are normally open and are the primary sphere. Pressure relief valves prevent excessive
means for wing tank venting during descent, refueling, and defueling. positive (6.0 psig) or negative (-0.7 psig) tank
pressure during the refueling process. They also
The climb vent line is routed to each surge tank from an inboard point serve as a backup in the event the NACA vent is
in each wing. These lines provide tank venting during steep climbs, blocked.
wing low flight conditions and during low quantity refueling.
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Fuel system controls are located on the pilot’s left instrument subpanel. Fuel indications are available on the display units.
FUEL BOOST - MANUAL Buttons

The FUEL BOOST – MANUAL buttons control the electric boost pump activa-
tion. Pressing a button illuminates it in amber, activates the corresponding feed
hopper electric boost pump, and triggers the FUEL BOOST ON L and/or R CAS
message.
When pressing an ENGINE STARTER switchlight, the electric boost pump auto-
matically activates to supply fuel to the engine. The boost pump is automatically
turned off again around 45% N2.
If low fuel pressure is detected to an engine (approximately 4.65 psig), the corresponding FUEL BOOST ON L and/or R
CAS message illuminates and a chime sounds in the cockpit. The FUEL PRESSURE LOW L and/or R CAS message will also
illuminate momentarily and then extinguish when the fuel boost pump restores normal pressure.

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FUEL TRANSFER Knob

A rotary FUEL TRANSFER selector knob controls the fuel transfer valve. Placing
the knob in either the L TANK or R TANK position will select that tank to transfer
fuel into from the opposite (unselected) side tank. The selector opens the nor-
mally closed transfer valve and activates the selected side boost pump. This will
illuminate the FUEL TRANSFER and the FUEL BOOST ON L or R CAS messages.
Fuel will then be pumped from the selected feed hopper into the opposite side
feed hopper.
Fuel will transfer at approximately 10 pounds per minute. When the receiving
tank becomes greater than 60 pounds heavier than the supply-side tank, the
FUEL TRANSFER CAS message will be replaced with a FUEL TRANSFER message. If the opposite-side tank is at or near its
maximum capacity, care should be taken to ensure that fuel is not being lost through the fuel vents.
Note that fuel transfer will not occur if the boost pump is operating in the receiving tank (i.e., the tank selected by the FUEL
TRANSFER knob). The FUEL BOOST button should be in the off position under normal conditions when transferring fuel.
A fuel imbalance greater than 200 pounds is considered abnormal. The CJ4 has a demonstrated emergency return capability
with an imbalance of 600 pounds.

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Fuel System Indications

Fuel system indications (quantity, temperature, and fuel flow) are nor-
mally presented on the left multifunction display (MFD 1) after avion-
ics systems are powered on. Fuel indications may also be shown on
other displays through menu or reversion switch selections. Fuel indica-
tions are shown separately for each wing. Invalid data are presented as
dashed symbols.

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Fuel Quantity Gauging System

An AC passive capacitance system senses fuel quantity and
supplies fuel indications to the MFDs. The fuel quantity system
includes a set of fuel probes, a signal conditioner, and low level
float switches.
There are seven fuel probes installed at different heights in each

wing. The probes measure the capacitance difference between
their inner and outer cylinders to determine the fuel height in the
tank. The #7 probe is located in the corresponding feed hopper
and, when covered, functions as a compensator probe to correct
the calculated fuel quantity.
The signal conditioner is a dual channel microprocessor installed

in the right aft fuselage fairing. The conditioner provides an exci-
tation signal to the fuel probes and measures their discrete return signals to determine the fuel height at each probe.
Each wing tank has a low fuel level float switch on the inboard side of the corresponding main wheel well. If the fuel tank
quantity drops below 200 pounds for more than 30 seconds, a FUEL LEVEL LOW L and/or R CAS message will illuminate
and a FUEL LOW L and/or R annunciator light located above the standby flight display will illuminate. In addition, the fuel
quantity display on the MFD will turn amber and flash for 10 seconds.

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REFUELING/DEFUELING SYSTEM
The aircraft can be fueled using two methods. Typically, refueling is accomplished using the Single Point Refueling (SPR)
system; however, the tanks can be filled through overwing filler caps if pressure fueling is unavailable. Defueling can only
be accomplished through the SPR system. The aircraft must be grounded during all refueling/defueling operations using
ground points on the underside of the wing near the wingtips.
Single Point Refuel/Defuel System

Pressure refueling and defueling of the wing fuel tanks is based on fuel level
and on positive (refuel) or negative (defuel) pressure. The SPR system consists
of:
• A refuel/defuel adapter
• High level pilot valves
• Precheck system
• Refuel shutoff valves
• Overfill indicators/control switch
The refuel/defuel adapter is a single spring-loaded coupling valve located behind

the SPR access panel, just forward of the right wing, on the fairing below the
fuselage. The adaptor connects refueling equipment to the aircraft. Refueling pressure should be between 10-55 psig while
defueling pressure is limited to -10 psig.
A high level pilot valve is located just below the full fuel level in each tank and terminates the fuel flow when either the
precheck flow or full tank fuel level fills the float bowl.
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A precheck system is incorporated in the fuel system to test the automatic high
level shutoff system before starting refueling operations. The precheck procedure
must be performed prior to every SPR filling operation. Two precheck levers are
located next to the SPR adapter. Raising (opening) each lever allows a precheck
of fuel flow into its corresponding wing tank. The precheck flow comes from an
auxiliary port on the refuel/defuel adapter and moves to the selected high and
low level pilot valves. The precheck verifies that fuel will stop flowing into the
wing tank when it is full. When defueling the aircraft, the precheck levers must
be raised.
Refuel shutoff valves are located outboard of the last flapper rib of each wing
tank. When the spring-loaded valves are opened by positive fuel pressure, part
of the refuel flow is bypassed and redirected to the pilot line. When the pilot port
flow is stopped by the high level pilot valve, increased back pressure closes the
refuel valve.
Overfill indications are located in the SPR compartment and provide an alert to a
failure of the high level pilot valve. If a high level pilot valve fails, the associated
L or R indicator will illuminate due to excess fuel in the tank. The indicator lights
must be checked prior to every SPR filling operation by placing the red guarded
control switch in the TEST position. The switch should then be placed ON during
the refuel process. If either light illuminates when refueling, fueling should be
stopped immediately.

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Overwing Filler Port

Each wing has one filler port with a locking cap, located on the upper surface near the
outboard end of the wing. A placard indicates when the tanks are full and they should
not be filled above this level.
Filler port caps must be visually inspected after refueling operations to ensure that
they’re securely fastened.
Drain Valves
Five quick drain valves are located at the low points of each wing, where water might
collect:
• Outboard of the landing gear well, behind the main spar

• In the engine feed hopper
• Between the feed hopper and the main spar
• Inboard, between the forward and main spars
• On the most inboard access panel
These drains are used for testing purposes and to purge fuel and/or water from the
wing tank cavities and engine feed hopper. They should be drained frequently and thor-
oughly to prevent water from settling and freezing at the drain.

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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
Fuel boost pump was automatically activated due to low fuel
FUEL BOOST ON L and/or R X X X
pressure.
Remaining fuel in the respective tank(s) is less than 200
FUEL LEVEL LOW L and/or R X X
pounds.
Abnormally low fuel pressure condition on either or both fuel
FUEL PRESSURE L and/or R X X X X
delivery systems.
FUEL TRANSFER X X Fuel imbalance is >60 pounds in the direction of the transfer.
The respective boost pump is on due to manual pilot selec-
FUEL BOOST ON L and/or R X X X
tion, engine start, or fuel transfer.
The respective fuel shutoff valve was closed by selection of
FUEL F/W SHUTOFF L and/or R X X
the ENG FIRE button.
Normal operation of the fuel transfer system and the transfer
FUEL TRANSFER X X
valve is open.

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Fuel Cockpit Locator

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Notes

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Fuel Quiz
1. A FUEL PRESSURE LOW CAS message indicates that fuel pressure is below ____.
a. + 10.0 PSIG
b. + 6.0 PSIG
c. + 4.65 PSIG
d. - 6.0 PSIG
2. Motive flow pressure for the primary ejector pump is initiated before engine start by the ____.
a. Electric boost pump

b. Scavenge ejector pump
c. Climb vent
d. Precheck valves
3. Each side of the fuel system contains ____.
a. A main fuel tank and auxiliary tank

b. A main fuel tank and a transfer tank
c. Network of bladder tanks
d. A main fuel tank and a feed hopper

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4. Fuel transfer with both boost pumps operating will ____.
a. Will double the transfer speed

b. Prevent fuel transfer
c. Reverse the direction of fuel transfer
d. Have no effect
5. The refuel precheck is performed to ensure that ____.
a. The fuel gauging system is operational

b. The refueling vent valves are open
c. The auto-shutoff system is operational
d. The SPR nozzle attachment is secure
6. The fuel transfer valve will close when ____.
a. DC power is removed
b. One boost pump is OFF
c. The FUEL TRANSFER selector is moved from OFF
d. Fuel imbalance is less than 60 pounds

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7. Each wing tanks holds approximately ____.
a. 435 gallons
b. 870 gallons
c. 470 gallons
d. 835 gallons
8. Each feed hopper contains a ____.
a. Electric boost pump

b. Primary ejector pump
c. Capacitance probe
d. All of the above
9. A FUEL LEVEL LOW L and/or R CAS message illuminates when fuel in the respective tank is below ____.
a. 400 pounds
b. 300 pounds
c. 200 pounds
d. 600 pounds

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10. What prevents fuel from travelling outboard in the tanks during wing down maneuvers and negative-G conditions?
a. Vent lines
b. NACA vents
c. Flapper valves
d. Float valves


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Fuel System Quiz Answers
1. c
2. a
3. d
4. b
5. c
6. a
7. a
8. d
9. c
10. c

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06 Powerplant

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Citation CJ4 06 Powerplant ProFlight Pilot Training
®
OVERVIEW
The CJ4 is powered by two Williams FJ44-4A turbo-
fan engines. Each engine is capable of producing 3,621
pounds of static takeoff thrust at sea level, flat rated to
26°C. The main components of the powerplant system
include:
• Full-authority digital engine control (FADEC)

• Ignition and starting
• Engine fuel
• Engine oil
• Indicating system
Rev 1.0 - Mar2016 For Training Purposes Only Powerplant - 2

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POWERPLANT DESCRIPTION
The major sections of the FJ44-4A include:
• Fan and fan stator

• 3-stage low-pressure (LP) compressor
• High-pressure (HP) compressor
• Ignitor and combustion chamber
• HP turbine
• 2-stage LP turbine
• Exhaust mixer
• Accessory case
Air enters the engine and is accelerated rearward by the fan through two passages. The bypass section of the fan com-
presses and accelerates a large volume of air at a low velocity into the full-length bypass duct around the engine, while the
core section compresses and accelerates a smaller volume of air into the primary axial compressor.
Air entering the core section is compressed by the three LP compressor stages and directed to the HP compressor. The HP
compressor accelerates the air mass through a diffuser, changing the velocity energy to pressure energy. A relatively small
portion of the air enters the combustion chamber where fuel is added and ignition occurs. The combustion process produces
expansion and acceleration driving the HP and LP turbines which in turn, drive the HP and LP compressors and fan. The
remainder of the compressed air is used to operate various bleed-air systems and for internal engine cooling. The air is then
directed into the exhaust section where it joins with the bypass airflow to provide thrust.

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ENGINE CONTROL
Each engine has a full-authority digital engine control (FADEC) unit that gov-
erns engine power settings and fuel delivery. The FADEC responds to electronic
inputs from the throttle to control fuel valve position, solenoid fuel shutoff valve,
and engine bleed air inputs to the fuel delivery unit (FDU).
The FADEC controls an engine acceleration/deceleration bleed valve via mechan-

ical linkage with the FDU. The valve is commanded open during acceleration,
deceleration, and at low engine power settings (below approximately 78% N2).
The bleed valve reduces the air load on the HP compressor and increases the
transient surge margin. The valve is closed during normal operation at high
power settings.
The system also limits critical parameters such as N1, N2, and interstage turbine
temperature (ITT). N1 is governed at high power and N2 is governed at low
power as a function of:
• Throttle lever angle (TLA)

• Engine inlet total pressure (PT2)
• Engine inlet total temperature (TT2)
• Bleed air extraction level
• Aircraft weight-on-wheels (N2 only)

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N1, N2, and ITT data for each engine is provided to the Engine Throttles
Indicating and crew alerting system (EICAS) from the active Two throttles are located on the throttle quadrant of the
channel of its respective FADEC. Each FADEC has two inde- center pedestal. Each throttle controls a dual-coil position
pendent channels. Although these channels operate simul- sensor, which sends pilot commands to the FADEC. The
taneously, only one controls the engine at any given time. throttles have four detent positions:
If an active channel fails, the affected FADEC automatically
switches to the opposite channel. • IDLE
• CRU (cruise)
FADEC channel health is monitored by a fan bug near the top • CLB (climb)
of the N1 scale whenever the engines are running. The bug • TO (takeoff)
is normally cyan in color but, if a single channel fails, the bug
becomes amber. If both channels fail, the engine will fail, All detent positions
RPM data will be lost, and the engine cannot be restarted. except IDLE are dis-
played in green on the
A permanent magnet alternator (PMA) is part of the FDU and N1 scale.
becomes the primary FADEC power source after engine start.
Even if aircraft power and battery power are lost, the engine
will continue to function and respond to throttle movements
as long as the PMA remains operable. The cyan FADEC fan
bug near the top of the N1 scale indicates proper opera-
tion. If a PMA fails, the aircraft electrical system becomes
the source of power.

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ENGINE RUN/STOP Buttons

The L and R ENGINE RUN/STOP buttons are guarded pushbuttons located on
the center pedestal, above the throttle quadrant. Each button latches down for
RUN and up for STOP. The RUN position allows the FADEC to schedule fuel flow
and ignition sequencing based on all FADEC inputs. The STOP position closes
the fuel metering valve and FDU shutoff valve.
An ENGINE FAILED L or R CAS message illuminates when all of the following conditions are met:
• An ENGINE RUN/STOP button is in the RUN (pushed in) position

• N2 in the corresponding engine has dropped below idle speed
• An engine start is not in progress
A U-shaped amber indicator illuminates around the RUN/STOP button of the affected engine to assist in quickly identifying
the affected engine. The MASTER WARNING RESET switchlights also flash and a voice alert sounds in the cockpit.
FADEC RESET Buttons

L and R FADEC RESET buttons are located on the left tilt panel. They are used to reset a
FADEC channel failure or other fault indicated by an ENGINE CTRL SYS FAULT L and/or R
CAS message.
Rev 1.1 - Nov2017 For Training Purposes Only Powerplant - 6

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IGNITION
Each engine is equipped with a dual (two-igniter) ignition system. Two
dedicated high-energy exciters, powered by the Converted Bus, drive
each igniter.
Control for the ignition system is accomplished by the FADEC that can
power one or both exciters, as needed. The FADEC will command igni-
tion of a single igniter during engine ground start when the respective
ENGINE RUN/STOP button is placed in the RUN position. The FADEC will
command ignition of both igniters under the following conditions:
• Airborne with the gear down and throttles less than the cruise
detent
• Loss of combustion or an abnormally low engine speed is detected
• Ignition is manually activated with the respective IGNITION–MANUAL button
• Initiating an airborne (windmill or starter-assisted) engine start
• May activate when rapid engine deceleration is detected
When a FADEC commands ignition, 28V is detected at one or both of the exciters, which then illuminates
an IGN indication outside the ITT°C tape.

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IGNITION-MANUAL Buttons
L and R IGNITION-MANUAL buttons are located on the left tilt panel, under the FADEC
RESET buttons. In their normal position, the buttons are not illuminated and ignition is
controlled by the FADECs, which automatically energize the igniters as necessary.
In their manual (pressed) position, the buttons illuminate cyan and the igniters are ener-
gized manually if the respective ENGINE RUN/STOP button is also in the RUN position.
ENGINE STARTER Buttons

L and R ENGINE STARTER buttons and a DISENG button are located on the
center pedestal, below the throttle quadrant. These are momentary-contact
switches. Pressing either ENGINE STARTER button energizes its correspond-
ing engine start relay when the engines are not running.
The DISENG button disengages a starter by opening the start relay. This may
be required if the engine fails to start or if a start relay remains closed after the engine reaches approximately 45% N2
(indicated by a cyan light in the respective ENGINE STARTER button).

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ENGINE FUEL The fuel filter incorporates an electronic impending bypass

The heart of the engine fuel system is the FADEC-controlled switch that allows fuel to bypass the filter if it becomes
fuel delivery unit (FDU). The FDU provides fuel condition- blocked. A FUEL FILTER BYPASS L and/or R CAS message
ing, fuel metering, motive flow, and bleed valve actuation. illuminates when the fuel filter impending bypass switch has
The FDU consists of an engine driven fuel pump, fuel filter, latched following an increase in pressure beyond its defined
metering components, and a permanent magnet alternator limits.
(PMA) for FADEC power.
Indications
Operation Fuel indications are located on
Each engine receives fuel from its own tank via a boost or the upper half of the left MFD.
ejector pump within the tank. Fuel from the tank is delivered Fuel flow is displayed digitally
to the gearbox mounted FDU where it is pumped through an for each engine in 0 to 2,500
oil-to-fuel heat exchanger warming the fuel and preventing pounds per hour (normal) or
ice formation. The fuel then passes through a disposable 0 to 907 kilograms per hour
cartridge filter to remove solid contaminants before flowing (optional). Fuel temperature
to a manifold that leads to the fuel slinger, start nozzle, and shows the temperature in each
fuel shutoff valve. The fuel slinger rotates with the HP (N2) wing tank in degrees centigrade (°C). The display range is
turbine to eject fuel radially through a series of holes into the –64° to 64°C. Temperature indications are shown in green
combustion chamber. Fuel is also supplied to a start nozzle when greater than –40°C (lower limit) and less than 57°C
which sprays atomized fuel into the combustor to assist with (upper limit). When operating outside this range, tempera-
engine starts. A fuel shutoff valve seals the fuel supply from ture indications are shown in amber. Amber dashes replace
the engine combustor when the engine is shut down. An the flow/temperature indications if the information from all
emergency fuel shutoff lever detects N1 shaft movement and sources is invalid.
activates the fuel shutoff valve automatically if triggered.
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ENGINE OIL
The oil system cools and lubricates the engine bearings and the accessory section.
The system is fully automatic and includes a reservoir, pump, cooler, and filter.
An oil reservoir is an integral part of the engine interstage housing. The reservoir has
a 5.65-quart capacity and incorporates a filler port accessible through the access door
on the upper section of each engine cowling. A sight glass is also accessible through
a spring-loaded push-in access door under the oil filler door to determine oil quantity.
An engine-driven oil pump generates oil pressure and provides for lubrication and
scavenging. The pump is installed on the engine accessory section and includes
one pressure and two scavenge elements. An OIL PRESSURE LOW L or R CAS mes-
sage illuminates when engine oil pressure falls below limits.
An oil-to-fuel heat exchanger is installed on the engine gearbox. Fuel from the FDU cools the engine oil by exchanging heat
through the metal housing; fuel and oil do not mix.
A disposable oil filter cartridge removes solid contaminants. The filter incorporates an electronic bypass switch that allows
oil to bypass the filter if it becomes blocked. An OIL FILTER BYPASS L and/or R CAS message illuminates when the oil filter
impending bypass switch has latched following an increase in pressure beyond the defined limits. The message remains
displayed until the switch has been manually reset.
Only Mobil Jet II and Mobil 254 oils are approved for use with CJ4 engines. Both oils meet MIL-L-23699 standards. Mixing
of approved oils is permissible.
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Indications
Oil indications are located on the upper half of the left MFD. Oil pressure information is
displayed on two color-coded analog scales (left or right engine) with a tape-pointer to
represent corresponding oil pressure. Oil temperature is displayed in the same manner.
Each tape-pointer is green when in the normal range and amber when in the caution
range – above or below normal. The tape-pointer changes from amber to red after five
minutes in the caution range or immediately when operating in the warning range.
Digital oil pressure and temperature indications are added to the display when the tape-
pointers are amber or red, although they can also be selected for continuous display
with a switch behind the copilot’s seat. They are removed when pressure is no longer in the amber or red range unless they
are manually selected for continuous display.

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ENGINE INDICATING SYSTEM (EIS)

The EIS presents engine-related information on the upper half of the left MFD
under normal conditions. A data concentration unit (DCU) is the heart of the
EIS. The DCU collects analog and digital data from various engine sources.
Analog data, such as oil pressure and temperature or fuel temperature, is first
converted to digital form, and then all data is transmitted to the MFD via digital
data buses.
EIS elements include:
• N1% – Front fan speed, displayed with vertical analog scales, moving tape-pointers, digital indicators, and fan bugs
◦◦ Thrust Mode Indicators (TO, CLB, CRU) are displayed in the N1 area
• ITT °C – Interstage turbine temperature, displayed with vertical analog scales and moving tape-pointers
◦◦ IGN – Active ignition exciter boxes; legend appears on the top left or right side of the ITT scale to indicate the left
or right engine
• N2% – Core compressor speed, displayed with boxed digital readouts
• OIL PSI – Oil pressure, displayed with full-time analog scales and moving tape-pointers. Digital displays appear only
when pressures are outside the normal range (may be displayed continuously with cockpit switch selection)
• OIL °C – Oil temperature, displayed with full-time analog scales and moving tape-pointers. Digital displays appear
when pressures are outside the normal range (may be displayed continuously with cockpit switch selection)
• FUEL PPH – Digital display of fuel flow for each engine
• FUEL °C – Digital display of fuel temperature in each wing tank
• FUEL LBS – Digital display of fuel quantity for each tank

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N1% Indications Each FADEC automatically establishes the N1 fan display

For most operations, N1 is the primary engine thrust indi- based on ambient conditions. Fan bugs on each N1 scale pro-
cator. The N1 signal is sensed by a monopole pickup in the vide necessary fan references. The bugs are normally cyan
compressor case, next to the oil filler cap, and sent via and appear when the engines reach idle power, in flight, or
the FADEC to the MFD. N1 is displayed by an analog tape- on the ground. When N1 speed matches the takeoff refer-
pointer as a percentage of RPM (where 100% = 16,360 ence bug, a green chevron replaces the cyan bug. If either
RPM) and displayed digitally below the N1 scale. FADEC channel fails, the bug changes to amber.
White analog and green digital indications are displayed If FADEC N1 data is unavailable, the N1 tape-pointer is
when engine N1 is within the normal operating range. If removed on the MFD. If all sources of N1 data have failed,
N1 operating limits are exceeded, both the analog and the digital display is also removed and replaced with four
digital displays will flash red for five seconds and then amber dashes and a decimal point indication on the MFD.
remain steady. N1 display ranges are coded as follows:
Thrust mode indicators (TO, CLB, and CRU) correspond to
Display Indicator Color Code N1 RPM throttle detent settings and are shown on the inside of the
N1 scale markings of the EICAS. The indicators are green
Tape/Pointer White ≤ 104.7% when the throttles are in the corresponding detent.
Digital Readout Green ≤ 104.7%
Tape/Pointer and Red ≥ 104.8%
Digital Readout
Scale Markings Red Lines 104.8%

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Interstage Turbine Temperature (ITT°C) A red triangle is displayed on the EICAS during engine start
Six thermocouples in each engine sense ITT. Signals are to designate the ITT limit of 1,001°C. When the triangle is in
averaged from half the probes and delivered to the A chan- view, the normal amber and red markings on the display are
nel of the FADEC, while signals from the other probes are not valid. The analog tape-pointers are white when oper-
averaged and delivered to the B channel. The averages from ating below this start limit, but turn red and flash for five
each FADEC channel are then combined and the resulting seconds if the limit is exceeded. When the start sequence is
average is sent to the MFD as the displayed ITT value. completed, the red triangle is removed from the display and
the normal ITT limits are again valid.
The ITT gauge indicates the temperature between the first
and second turbine stages in degrees Centigrade (°C). The Note that ITT may exceed 900°C for a maximum of 15 sec-
ITT display consists of an analog scale and a tape-pointer for onds during engine start. However, this limit is not indicated
each engine. The scale range is 100°C - 1,050°C. The scale on the display.
is color-coded amber between 836°C - 855°C and colored
red at 856°C. Ignition indicators appear outside of the ITT tape-pointer
scales. A green IGN indication appears when power is
The analog tape-pointer is not displayed until ITT is above applied to the exciter.
100°C. The tape-pointer is white when operating in the nor-
mal ITT range. After five minutes of operation in the amber
range, the tape-pointer becomes red and flashes for five sec-
onds, which represents the total five-minute limit for opera-
tion above 835°C ITT.

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N2% Indications
Turbine (N2) compressor RPM data is sensed from a monopole pickup in the engine gearbox section. The pickup generates
a proportional N2 signal based on the speed of the fuel pump gear shaft. The signal is sent through the FADEC to the EICAS
and displayed digitally on the MFD or PFD as a percentage of RPM (where 100% = 37,450 RPM).
The digital N2 indicator is green when operating in the normal range. When operating in the caution range, the readout is
amber for 120 seconds and then turns red. If turbine operating limits are exceeded, the digital readout turns red, flashes
for five seconds, and then remains on as a steady red readout.
If all sources of N2 data have failed, the digital display is removed and replaced with four amber dashes and a decimal point
indication on the MFD.

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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
Indicates N2 has dropped below idle speed when the
corresponding ENGINE RUN/STOP button is in the RUN
ENGINE FAILED L or R X position and an engine start is not in progress. U-shaped
amber indicator highlights the RUN/STOP button of the
affected engine.
OIL PRESSURE LOW L or R X X X Oil pressure is below limits.
ENGINE CTRL SYS FAULT L and/or R X X Internal fault or input fault to either or both FADECs.
FUEL FILTER BYPASS L and/or R X X X Impending bypass of the respective fuel filter.
OIL FILTER BYPASS L and/or R X X Impending bypass of the respective oil filter.

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Powerplant Cockpit Locator

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Notes

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Powerplant Quiz
1. The FADEC controls all of the following except ____.
a. Engine power settings

b. Oil pressure
c. Inputs to the FDU
d. Engine igniters
2. The data concentration unit (DCU) ____.
a. Converts signals to digital form

b. Performs data averaging
c. Monitors FADEC channel health
d. Matches throttle input signals
3. A FADEC fault can be reset by ____.
a. Placing the ENGINE RUN/STOP switch to STOP

b. Taking no action; reset is automatic
c. Pressing the respective FADEC RESET switch
d. Pressing the respective DISENG switch

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4. Fuel temperature indications outside of normal limits are shown in ____.
a. Green
b. White
c. Amber
d. Red
5. Digital oil pressure indications are shown ____.
a. When the tape-pointers are green

b. When the tape-pointers are amber or red
c. Only when manually selected
d. Always
6. Front fan speed is also known as ____.
a. N1
b. N2
c. Interstage turbine speed
d. Main turbine speed

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7. Thrust Mode Indicators reflect ____.
a. ITT temperature regions

b. N2 speed regimes
c. Throttle detent positions
d. FADEC operating modes
8. The primary source of power for the FADEC is the ____.
a. PMA
b. Alternator
c. Battery
d. Emergency bus
9. The FADEC will command ignition of a single igniter ____.
a. When airborne with the gear down and throttles less than the cruise detent
b. With loss of engine combustion
c. When manually activated with the respective IGNITION-MANUAL button
d. During engine starts on the ground

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Powerplant Quiz Answers
1. b
2. a
3. c
4. c
5. b
6. a
7. c
8. a
9. d

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07 Fire Protection

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Citation CJ4 07 Fire Protection ProFlight Pilot Training
®
OVERVIEW
The CJ4 contains fire protection systems for the engine,
baggage compartment, and aircraft interior.
The engine system provides detection capability and a

pressurized extinguishing agent to the nacelle area. The
baggage area system alerts the pilots to smoke or high
temperatures in the forward and aft baggage compart-
ments. Portable, hand-held fire extinguishers are available
to respond to cockpit and cabin fires.
Rev 1.1 - Nov2017 For Training Purposes Only Fire Protection - 2

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ENGINE FIRE SYSTEM

Fire Detection
The engine fire detection system monitors temperatures via a heat-
sensing loop in each engine nacelle. Each loop consists of a flexible
stainless steel tube filled with an inert gas and a control unit and pres-
sure switch installed at one end. High temperature from a fire or bleed
air leak expands the gas in the tube and closes the pressure switch. This
activates the control unit, which causes the following to occur:
• Corresponding ENG FIRE button illuminates

• Corresponding ENGINE FIRE L or R CAS message appears
• Both MASTER WARNING RESET lights illuminate
• Voice alert sounds
When the gas pressure decreases, the pressure switch opens again
and extinguishes the crew alerts.
Fire Protection
A single fire bottle in the tailcone contains a Halon1301 extinguishing agent that can be released to either engine. The bottle
is pressurized with nitrogen and discharged by electrically-activated squibs. The bottle assembly includes a relief/fill port,
two squib valves, and a temperature-compensated pressure switch (TCPS). If the pressure in the bottle rises above 1,790
PSIG, the TCPS discharges the extinguishing agent into the tailcone through the relief/fill port.
The fire protection system requires normal or converted power for operation.
Rev 1.0 - Mar2016 For Training Purposes Only Fire Protection - 3
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ENG FIRE Buttons

ENG FIRE buttons are located under the center glareshield of the instrument panel and guarded to
prevent inadvertent actuation. When high temperatures are detected in an engine nacelle, the corre-
sponding ENG FIRE button will illuminate.
Pressing an ENG FIRE button:
• Closes the corresponding engine fuel and hydraulic firewall shutoff valves and illuminate the FUEL
F/W SHUTOFF L or R and HYD F/W SHUTOFF L or R CAS messages
• Disables the corresponding generator
• Arms the fire bottle (indicated by steady illumination of the associated BOTTLE ARMED button)
Pressing the ENG FIRE button a second time opens the corresponding valves and extinguishes the associated CAS mes-
sages. Note that the generator must be manually reset.
BOTTLE ARMED Buttons

A white BOTTLE ARMED button is located below each ENG FIRE button under the center glareshield. When an ENG FIRE
button is pressed, the fire bottle is armed and the corresponding BOTTLE ARMED button illuminates.
Pressing the illuminated BOTTLE ARMED button releases the extinguishing agent into the respective engine nacelle. The
button extinguishes after the agent is released, indicating that the fire bottle is empty and no longer available for use.
If fire bottle pressure is low from use in response to a fire, an ENGINE FIRE BOTTLE LOW CAS message illuminates. If the
fire bottle pressure is below serviceable limits for any reason, an ENGINE FIRE BOTTLE LOW CAS message illuminates.

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BAGGAGE SMOKE DETECTION SYSTEM

A photoelectric (optical) and thermal smoke detector is installed in the overhead
area of both the forward and aft baggage compartments. The detectors moni-
tor for indications of smoke and high temperature by measuring the air droplet
particle size and ambient air temperature respectively, then using an algorithm to
determine the alarm state.
The smoke detector has built-in-test (BIT) capability that tests the electrical, opti-
cal, and communications functionality. The system performs a BIT at power-up and
continuously at five minute intervals. Operation of the smoke detectors requires
normal or converted power.
If a detector identifies the presence of smoke or heat, a corresponding BAGGAGE

SMOKE FWD or AFT CAS message illuminates, the MASTER WARNING RESET lights
flash, and a voice alert sounds. This CAS message will remain illuminated for the
remainder of flight. If the smoke detectors stop detecting smoke, the annunciators
will remain illuminated until aircraft power has been cycled on the ground.
While no fire extinguishing capability is provided for the forward and aft baggage
compartments, the compartments are lined with fire resistant materials. A fire in
the aft baggage compartment may cause the pressure in the engine fire bottle to
rise. Once it exceeds 1,790 PSIG a fusible plug may release the agent from the
bottle into the compartment to extinguish the fire.

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CABIN FIRE PROTECTION

Two hand-held fire extinguishers are used to respond to fires in the cockpit and
cabin. One extinguisher is located in the aft cabin, forward of the right aft cabin
wall. The other extinguisher is located on the floor of the cockpit behind the copi-
lot seat. Both extinguishers are mounted in quick-release brackets and contain a
Halon Type 1211 extinguishing agent rated for class A, B, and C fires.
Whenever a fire extinguisher is used, even briefly, maintenance is required before

it can be used again.

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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
Smoke has been detected in the associated baggage com-
BAGGAGE SMOKE FWD or AFT X X
partment or a fault has occurred.
ENGINE FIRE L or R Engine fire detection loop is sensing excessive temperatures.
Engine fire extinguisher bottle pressure is below serviceable
ENG FIRE BOTTLE LOW X X
limits.
Engine fire extinguisher bottle pressure is low as a result of
ENG FIRE BOTTLE LOW X X
fire bottle activation in response to an engine fire.
The respective fuel shutoff valve was closed by selection of
FUEL F/W SHUTOFF L and/or R X X
the ENG FIRE button.
The respective hydraulic shutoff valve was closed by selection
HYD F/W SHUTOFF L and/or R X X
of the ENG FIRE or HYDRAULIC SHUTOFF button.

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Fire Protection Cockpit Locator

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Notes

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Fire Protection Quiz
1. The engine fire protection system detects fire with a ____.
a. Temperature gauging sensor

b. Solenoid sensor
c. Scattered light path
d. Sensing loop
2. The extinguishing agent in the engine fire bottle is ____.
a. Halon
b. Nitrogen
c. Carbon dioxide
d. Water
3. The baggage detection system detects smoke with a ____.
a. Ozone sensor
b. Photoelectric sensor
c. Heat loop
d. Temperature gauging sensor


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4. ____ is used to extinguish a forward baggage area fire.
a. Halon
b. Carbon dioxide
c. Nitrogen valves
d. No protection is available for the baggage area
5. Pressing an ENG FIRE button will ____.
a. Release the fire bottle extinguishing agent

b. Extinguish the ENGINE FIRE CAS message
c. Disable the corresponding generator
d. All of the above
6. An illuminated ENGINE FIRE BOTTLE LOW CAS message indicates ____.
a. Bottle is below serviceable limits

b. Bottle pressure is low as a result of pressing the BOTTLE ARMED button
c. Bottle has a fault and is unusable
d. Bottle is unreliable

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7. Indication of baggage smoke is accompanied by the following:
a. Voice alert
b. BAGGAGE SMOKE FWD or AFT CAS message
c. Flashing MASTER WARNING RESET light
d. All of the above
8. The cockpit hand-held fire extinguisher is located ____.
a. Under the pilot seat

b. On the aft cockpit ceiling
c. On the floor, to the left of the copilot seat
d. On the floor, behind the pilot seat

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Fire Protection Quiz Answers
1. d
2. a
3. b
4. d
5. c
6. a
7. d
8. c

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08 Pneumatics

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Citation CJ4 08 Pneumatics ProFlight Pilot Training
®
OVERVIEW
The pneumatic system uses engine bleed air to operate the
environmental control system (ECS), anti-ice, and service air.
The pneumatic system includes a:
• Bleed air control system, which supplies bleed air to the

ECS and anti-ice system
• Service air system, which supplies regulated bleed air
to the horizontal stabilizer boots and the wing anti-ice
precooler temperature control
• Bleed air leak detection system, which monitors for over-
temperature conditions where bleed air lines are installed
Rev 1.1 - Nov2017 For Training Purposes Only Pneumatics - 2

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BLEED AIR CONTROL SYSTEM

The bleed air control system uses pressure regulating shutoff valves (PRSOVs) to regulate bleed air to the ECS and wing/
engine anti-ice systems. The shutoff valves for the ECS are located in the engine nacelles and are electrically controlled but
pneumatically actuated. The shutoff valves for anti-ice functions are located at the bottom sides of the engine nacelles, and
are also electrically controlled and pneumatically actuated. Both sets of PRSOVs modulate upstream bleed air pressure to
regulate downstream pressure and, if electrical power is lost, upstream pressure will drive the valves to their open position.
The primary control for the bleed air system is the pressurization SOURCE knob, part of the
PRESSURIZATION control group on the pilot tilt panel. The SOURCE knob provides automatic
and manual control of the ECS PRSOVs using five functional source settings:
• OFF –Both ECS shutoff valves are energized closed, shutting off the flow of bleed air into
the cabin and cockpit
• L or R – Permits engine bleed air into the cabin and cockpit through the selected PRSOV
by shutting off the non-selected side
• NORM – Provides normal, automatic operation of the pneumatic bleed air system and
supplies temperature-conditioned air to the cabin and cockpit. In flight, the ECS PRSOVs
are always open. On the ground, the PRSOVs are deenergized open when:
◦◦ Either PITOT/STATIC HEAT button on the ICE PROTECTION panel is activated, or
◦◦ Any time the cabin temperature is 5° less than what is selected in the cockpit
• FRESH AIR – Closes both ECS PRSOVs and turns on a fresh air blower. The blower pulls outside air into the aircraft
through the right pylon ram air inlet. This switch position is intended for ground operation or low altitude flight, when
cooler air is desired than that provided from bleed air sources.

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A PRESSURE SOURCE NOT NORM CAS message appears any time the SOURCE knob is not in the NORM position while in
flight.
A PRESSURE SOURCE NOT NORM CAS message appears any time that the SOURCE knob is not in the NORM position while
on the ground.
Note that cabin cockpit air is supplied from each engine. Therefore, a crossover check valve in the aft cabin allows right
engine air to the cockpit if the left engine is shut down.
Refer to Chapter 9 (Air Conditioning) for more information about environmental control.
The wing and engine anti-ice PRSOVs are operated by buttons on the right side of the pilot tilt panel. Refer to Chapter 13
(Ice and Rain Protection) for more information on ICE PROTECTION controls.
Rev 1.0 - Mar2016 For Training Purposes Only Pneumatics - 4

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SERVICE AIR SYSTEM

The service air system provides regulated bleed air to operate the
horizontal stabilizer deice boots and the precooler temperature con-
trol valve. The horizontal stabilizer boots are inflated using the ser-
vice air to shed accumulated ice buildup. The precooler temperature
control system uses service air to actuate the control valve which
regulates the temperature of the wing anti-ice bleed air. A tem-
perature sensor downstream of the precooler provides temperature
information to regulate the control valve.
Bleed air for service use is extracted upstream of the ECS PRSOVs.
An air regulator, located in the tailcone, controls service air at a
pressure of 23 +2/-3 PSIG. The ECS bleed air lines from the engines
join at the service air regulator, which allows either engine to supply
service air. In the event of a pressure difference between the two
supply lines, service air check valves in both ECS lines, upstream
of the regulator, prevent bleed air from flowing from one engine to
the other.

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LEAK DETECTION SYSTEM

The bleed air leak detection system senses overtemperature conditions using detection loops in the areas where bleed air
lines are installed. The loops are filled with eutectic salt and when they reach their melting point, their resistance changes
triggering a leak. A total of twelve leak detect zones are installed on the aircraft, six per side. Each side has one pylon
zone and five wing zones. One loop is located in the pylon, two in the overwing area, one in the aft fairing, and two in the
tailcone. A resistance temperature device (RTD) is also installed in the tailcone to sense for leaks that may not be detected
by the loop system.
A leak detect controller monitors the twelve leak detect loops throughout the aircraft. When the controller detects a leak,
the PYLON BLEED LEAK L and/or R or WING BLEED LEAK L and/or R CAS message illuminates. If the SOURCE knob is in
the NORM position when a bleed air leak is detected, the appropriate PRSOVs will automatically close. If the knob is in any
other position, the CAS message will illuminate but no valves will move. When the RTD sensor detects an excessive tailcone
air temperature, a TAILCONE BLEED LEAK CAS message illuminates.
The leak detection system can be tested using the SYSTEM TEST menu on the display units. Illumination of the PYLON
BLEED LEAK L-R and the WING BLEED LEAK L-R CAS messages indicates a successful test. The tailcone RTD sensor circuit
is not tested.
All bleed leak CAS messages will be disabled if a BLEED AIR MONITOR FAIL L and/or R CAS message is displayed.

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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
Bleed air temperature monitoring capability is lost.
Bleed air systems (ECS and anti-ice) continue to func-
BLEED AIR MONITOR FAIL L and/or R X X X
tion, however, undertemperature or overtemperature
CAS messages will not be displayed.
Pressurization SOURCE knob is not in the NORM posi-
PRESS SOURCE NOT NORM X X
tion and the airplane is on the ground.
Leak is detected around the environmental or wing
PYLON BLEED LEAK L and/or R X X anti-ice air supply in the pylon. The corresponding ECS
and wing anti-ice PRSOVs close automatically.
TAILCONE BLEED LEAK X X Tailcone overtemperature detected by the RTD.
Leak detected near the wing anti-ice lines, in the tail-
WING BLEED LEAK L and/or R X X cone, or overwing area. Both wing anti-ice PRSOVs
automatically close.
Pressurization SOURCE knob is not in the NORM posi-
tion and the airplane is in the air.

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Pneumatics Cockpit Locator

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Notes

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Pneumatics Quiz
1. The ECS PRSOVs _____.
a. Fail closed
b. Cannot be controlled by the pilot
c. Are electrically controlled and pneumatically actuated
d. Control bleed air flow for anti-ice systems
2. The service air system provides bleed air for ____.
a. Cabin door seal

b. Horizontal stabilizer deice boots
c. Wing anti-ice precooler temperature control
d. Both (b) and (c)
3. Placing the Pressurization SOURCE Selector in FRESH AIR _____.
a. Will open both ECS PRSOVs

b. Will not allow the cabin to pressurize
c. Is not permitted in flight
d. Will cause a FRESH AIR ON CAS message to illuminate

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4. The FRESH AIR position of the SOURCE knob is intended for use when ____.
a. Electrical power is lost

b. On the ground
c. At high altitudes
d. In dry climates
5. With the SOURCE knob in NORM, a leak detection will automatically ____.
a. Open both PRSOVs

b. Close both PRSOVs
c. Open the corresponding PRSOV
d. Close the corresponding PRSOV
6. A successful leak detection system test will illuminate the ____.
a. PYLON BLEED LEAK L-R and WING BLEED LEAK L-R and TAILCONE BLEED LEAK messages
b. PYLON BLEED LEAK L-R and WING BLEED LEAK L-R messages
c. PYLON BLEED LEAK L-R message only
d. WING BLEED LEAK L-R message only

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7. The anti-ice PRSOVs are operated with the ____.
a. WING/ENG ANTI-ICE buttons

b. CABIN PRESSURE button
c. PITOT/STATIC HEAT buttons
d. SOURCE knob
8. The PRESS SOURCE NOT NORM CAS message indicates ____.
a. The ECS PRSOV has failed

b. The Pressurization SOURCE Selector is in FRESH AIR
c. The Pressurization SOURCE Selector is not in NORM and the aircraft is on the ground
d. The Pressurization SOURCE Selector is not in NORM and the aircraft is in the air

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Pneumatics Quiz Answers
1. c
2. d
3. b
4. b
5. d
6. b
7. a
8. c

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09 Air Conditioning

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Citation CJ4 09 Air Conditioning ProFlight Pilot Training
®
OVERVIEW
Cockpit and cabin air conditioning is provided by the envi-
ronmental control system (ECS). The ECS provides the fol-
lowing air conditioning functions:
• Bleed air for heating of the cockpit and cabin

• Fresh air ventilation
• Vapor cycle air conditioning for cooling of the cockpit
and cabin
Air conditioning is typically automatic when the engines

are running. Cockpit and cabin temperatures are managed
using various controls in the cockpit. The passengers can
also control the cabin temperature using the cabin man-
agement system.
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COMPONENTS feeding the cockpit and cabin. Each precooler maintains an

exit air temperature between 16°C (61°F) above ambient
Cabin And Cockpit Heating air and 149°C (300°F) by modulating the amount of cooling
The ECS uses both hot bleed air and cold ram air to maintain air that passes across it. This air is then vented through the
environmental temperature. Left engine bleed air is used for the pylon exhaust duct.
cockpit and right engine bleed air is used for both the cockpit and
cabin. Each bleed air supply line includes a pressure regulating A pylon ram air inlet is located on the leading edge of each
shutoff valve (PRSOV), a precooler to lower the initial tempera- pylon and an electrically-powered ram air modulating valve is
ture, and a vortex cooler for additional temperature reduction. installed upstream of the precooler. Ram air flows through the
inlet, past the valve, and into the precooler. A wire screen on
ECS PRSOVs each ram air inlet prevents the ram air valves from icing over.
The ECS shutoff valves are located in the engine nacelles.
The valves are electrically controlled, pneumatically actu- Pylon ram air feeds the precoolers in flight. Air from the
ated, and use modulated upstream bleed air pressure to engine fan supplements ram air on the ground or when the
regulate downstream pressure. The valves are powered pylon is iced over.
closed with weight on wheels, the pressurization SOURCE
knob in the NORM position, and the throttles below 85% N2. Vortex Cooler
If electrical power is lost, the upstream pressure drives the Vortex coolers in the tailcone are active when the pressuriza-
valves to their open position. The SOURCE knob on the pilot tion SOURCE knob is in the NORM position. A shutoff valve
tilt panel provides both automatic and manual control of the in each vortex cooler separates hot air from cooler air and
engine bleed air supply. vents it to the pylon exhaust ducts. This action cools the air
an additional 22°C (71°F) before it is supplied to the cock-
Precooler pit and cabin. The vortex coolers are bypassed when the
The precooler in each pylon is a conventional crossflow heat SOURCE knob is in the FRESH AIR position, which allows
exchanger that limits the maximum bleed air temperature warmer air to feed the cockpit and cabin.
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Fresh Air Ventilation

A fresh air fan is installed on the right side of the aircraft between the aft pressure bulkhead and the bag-
gage compartment. When the pressurization SOURCE knob is in the FRESH AIR position, the blower pulls
outside air into the cabin from the right pylon ram air inlet. This feature is available both in flight and on
the ground. A check valve retains cabin pressure and prevents reverse flow through the Fresh Air/Ram
duct while bleed air pressure exists in the cabin pressure vessel.

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Cabin and Cockpit Cooling

The vapor cycle system is located in the tailcone, downstream of the precooler, and operates in conjunction with the ECS
system. It extracts moisture from the air and cools the air that is already in the cabin and cockpit. The vapor cycle system
operates on the ground and in flight, and includes:
• A compressor
• A condenser
• Three evaporators
Compressor
The variable displacement, rotary piston compressor is powered by a 28 VDC brushless electric motor. The unit compresses
warm, low-pressure refrigerant from the evaporators into hot, high pressure gas and then pumps it through the condenser.
Condenser
The condenser, located upstream from the compressor, transfers heat from the refriger-
ant by passing cooler ambient air over a set of coils. The high pressure refrigerant con-
denses into a liquid phase in the condenser as it expels heat to the air drawn across the
coil. Moisture is removed from the refrigerant by desiccant material as it passes through
a receiver/dryer bottle below the condenser. The heated air is vented overboard through
a duct on the upper right side of the tail cone.
Evaporators
Two cockpit evaporators (one behind each seat) and an aft cabin evaporator complete the vapor cycle process. Each evapo-
rator consists of an electrically powered centrifugal blower and a fin-and-tube heat exchanger. Liquid-phase refrigerant flows
into the heat exchanger and absorbs heat from the hot air drawn across the exchanger by the blower, transitioning into a
gas phase as it warms. The cooled air is distributed to the cockpit and cabin.
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Cockpit controls for the ECS include the:
• Pressurization SOURCE knob

• PILOT FAN / COPILOT FAN / CABIN FAN knobs
• COCKPIT TEMP / CABIN TEMP knobs
• CLIMATE CONTROL knob
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SOURCE knob
The pressurization SOURCE knob on the pilot tilt panel is used for both automatic and manual control
of the engine bleed air supply to the cockpit and cabin. The switch has the following positions:
• OFF – Closes both ECS valves, shutting off bleed air into the cabin and cockpit, and deacti-
vates both vortex coolers, allowing the cabin to depressurize
• L or R – Supplies engine bleed air to the cabin and cockpit through the selected side PRSOV.
Shuts off the opposite (non-selected) side PRSOV and cooler unit. A crossover check valve
allows bleed air to the cockpit if the left engine shuts down, but does not allow bleed air to
the cabin if the right engine shuts down
• NORM – Opens the ECS valves and provides bleed air to the cabin and cockpit at an automatic, predetermined tem-
perature. NORM functions on the ground and inflight
• FRESH AIR – Closes both ECS valves and turns on the fresh air blower, which pulls outside air into the aircraft through
the right pylon ram air inlet. This air may be cooler than the air from the precoolers and may provide better cooling when
the aircraft is on the ground
PILOT FAN / COPILOT FAN / CABIN FAN knobs

PILOT and COPILOT FAN knobs on the pilot and copilot tilt panel, respec-
tively, control airflow rates into the cockpit by setting the speed of the
cockpit evaporator fans. Fan speed is adjusted by rotating the knobs
between the DECR and INCR positions. The CABIN FAN knob behaves in
the same way but controls the aft evaporator fan.

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COCKPIT TEMP / CABIN TEMP knobs

The COCKPIT TEMP knob, on the pilot tilt panel, and the CABIN TEMP
knob on the copilot tilt panel, control air temperatures to their respec-
tive aircraft compartments. Moving the rotary knobs between COLD
and HOT adjusts the respective temperature. Note that temperature
settings should be allowed to stabilize 10 – 15 minutes before making
additional adjustments.
Placing the CABIN TEMP knob in the REMOTE position transfers envi-
ronmental control to the Cabin Management System. Passengers can control cabin temperature and fan speeds using the
Cabin Management System Panels located next to each forward facing seat. A special VIP panel is normally assigned to
seat number 6, but can be reassigned if needed. The VIP panel overrides inputs from the other Cabin Management System
panels.

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CLIMATE CONTROL knob

The vapor cycle system is controlled by a CLIMATE CONTROL knob on the pilot tilt
panel. The knob has the following functions, which operate on the ground or in
flight:
• OFF – air conditioning is disabled, and cockpit and cabin fans are turned off
• NORM – gives control of the vapor cycle system to the ECS
• COMP ON – manually activates the compressor
Note that a cyan COMP ON light illuminates by the switch anytime that the compres-
sor is on.
With only one generator operating – on the ground or in the air – the compressor
operates at reduced output. The compressor does not operate above 25,000 feet.

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OPERATION
Cabin and Cockpit Heating

Warm air for the cabin is supplied from the right engine and controlled by the CABIN TEMP knob in the cockpit or by the
passengers using the cabin management system. The warm air enters the cabin at the aft pressure bulkhead and is divided
between the left and right armrest outlets, foot warmer vents, and dropped aisle outlets.
Warm air for the cockpit is supplied from the left engine and controlled by the COCKPIT TEMP knob in the cockpit. The warm air enters
the cockpit through the lower right side of the aft pressure bulkhead. A duct passes under the cabin floor to just forward of the throttle
quadrant. Above the floor the cockpit supply air is divided between the left and right foot vents just below the instrument panel.
Cabin and Cockpit Cooling

Cold air is distributed to the cabin using air from the aft vapor cycle evapora-
tor. The aft evaporator fan speed is controlled using the CABIN FAN knob in the
cockpit. Continuous airflow circulation is provided in the cabin from individually
controlled air outlets above each passenger seat and through air Piccolo holes
along the length of the foot warmer, sidewall and overhead PSU ducts.
Cold air for the cockpit is distributed from the two forward vapor cycle evaporators to the left and right shoulder outlets, cockpit
sidewall continuous flow outlets, cockpit overhead outlets, and forward cabin fixed overhead outlets. The left evaporator fan speed
is controlled using the PILOT FAN knob and the right evaporator fan speed is controlled using the COPILOT FAN knob.
The cabin and cockpit cold air outlets are operated by turning an outer ring to obtain the desired airflow volume and an
inner ring to set the desired airflow direction.
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ECS Sensors
Three sets of cockpit and cabin sensors help to maintain the desired environmental
conditions selected by the climate control system:
• Supply duct overtemperature sensors

• Zone temperature/humidity sensors
• Cockpit solar sensor
Supply duct overtemperature sensors are installed in the cockpit and cabin supply
lines, downstream of the precoolers. If the bleed air temperature in either supply
duct exceeds 149°C (300°F), the corresponding sensor will trigger a CABIN DUCT
OVERTEMP or COCKPIT DUCT OVERTEMP CAS message.
Zone temperature/humidity sensors are installed in both the cockpit and the cabin.
Each sensor is installed on a printed circuit board, together with a fan to move air
across the sensor. Sensor signals indicate the actual temperature/humidity conditions
in the cockpit or cabin and are compared with the selections of the climate control
system.
A solar sensor is installed on the cockpit glareshield to measure the amount of sun-
light entering the aircraft. The signals automatically adjust the ram air modulating
valve and the evaporator fan speeds to maintain selected temperatures.

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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
Temperature in the cabin heating duct has exceeded 149°C
CABIN DUCT OVERTEMP X X
(300°F).
Temperature in the cockpit heating duct has exceeded 149°C
COCKPIT DUCT OVERTEMP X X
(300°F).

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Air Conditioning Cockpit Locator

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Notes

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Air Conditioning Quiz
1. The vapor cycle cooling system includes all of the following except ____.
a. Condenser
b. Ram air inlets
c. Evaporators
d. Compressor
2. The ECS bleed air valves are driven open when ____.
a. Electrical power is lost

b. The Pressurization SOURCE selector is in FRESH AIR
c. The aircraft is on the ground
d. The CABIN TEMP selector is full COLD
3. The vortex coolers operate only when ____.
a. The aircraft is in flight

b. The Pressurization SOURCE selector is in FRESH AIR
c. The COCKPIT TEMP selector is in full COLD
d. Respective ECS PRSOV is open

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4. Placing the Pressurization SOURCE Selector to L ____.
a. Shuts off the left vortex cooler and left PRSOV

b. Shuts off the right vortex cooler and left PRSOV
c. Shuts off the right vortex cooler and right PRSOV
d. Shuts off the left vortex cooler and right PRSOV
5. A COCKPIT DUCT OVERTEMP message indicates that ____.
a. The cockpit supply line ducting is too hot

b. The cockpit PRSOV has failed
c. The blower fan has failed
d. The ram air inlet is blocked or iced over
6. The output of the solar sensor is used to drive the ____.
a. Fresh air blower

b. Compressor speed
c. ECS PRSOVs
d. Ram air modulating valve

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7. The purpose of the precoolers is to ____.
a. Cool the engine bleed air feeding the cockpit and cabin
b. Cool the air for engine anti-ice
c. Adjust cooling in response to the CABIN TEMP knob
d. Cool recycled cabin air
8. Cabin bleed air is supplied by ____.
a. The left engine

b. The right engine
c. Both engines
d. Ram air inlets in the belly
9. The cabin can be depressurized by ____.
a. Selecting OFF on the Pressurization SOURCE knob

b. Selecting OFF on the CLIMATE CONTROL knob
c. Selecting REMOVE on the CABIN TEMP knob
d. Selecting L or R on the Pressurization SOURCE knob

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10. Cockpit and cabin temperature selections should be allowed to stabilize for ____ minutes before making further
adjustments.
a. 1 - 5
b. 5 - 10
c. 10 - 15
d. No adjustment time is needed

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Air Conditioning Quiz Answers
1. b
2. a
3. d
4. c
5. a
6. d
7. a
8. b
9. a
10. c

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10 Pressurization

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Citation CJ4 10 Pressurization ProFlight Pilot Training
®
OVERVIEW
The CJ4 pressurization system maintains a safe and
comfortable cabin pressure altitude for crew and pas-
sengers, regardless of aircraft altitude.
The system establishes a stable cabin-to-ambient pres-

sure differential by feeding a constant supply of temper-
ature-controlled bleed air into the cockpit and cabin (i.e.,
the pressure vessel) and metering the amount of air that
escapes overboard from two independent outflow valves
on the aft pressure bulkhead.
The aircraft is capable of sustaining a cabin pressure alti-

tude of 7,800 ± 200 feet at an aircraft altitude of 45,000
feet.
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COMPONENTS
The pressure control system consists of two outflow valves, two static ports, and a digital cabin pressure controller.
Outflow Valves
Two outflow valves are installed on the left side of the lower aft pressure
bulkhead and serve to vent cabin air to the tailcone. Each valve includes:
• A diaphragm
• A reference pressure chamber
• A maximum altitude limiter (Max Alt)
• A maximum differential pressure limiter (Max ΔP limiter)
The diaphragm of each valve covers a 4-inch diameter outlet grill over a
reference pressure chamber. Pressure changes in the chamber cause the
diaphragm to expand or contract which, in turn, adjusts the valve area
through which cabin air escapes. A pneumatic interconnect tube between
the two outflow valve chambers ensures that the chamber pressures are
matched and that their operation is balanced.
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The maximum altitude limiter on each valve consists of a Outflow Valve Static Sources
sealed bellows which expand with climbing cabin pressure Two outflow valve static sources are located in the fuselage-
altitude. In the event of a pressure controller failure, the wing fairing area where they are indirectly exposed to ambi-
limiter will unseat a poppet at 14,300 ± 300 feet which vents ent air. The left static source is connected to the left outflow
cabin pressure into the reference chamber to prevent further valve and the controller climb pump. The right static source
cabin depressurization. The altitude limit function is set up is connected to the right outflow valve and the controller
to override the climb solenoid valve signal and the Max ΔP pressure transducer. The static sources sense outside ambi-
limiter. ent air pressure for input to the Max ΔP limiters and provide
a pressure reference and vacuum source for the pressure
The maximum pressure differential (Max ΔP) limiter on each controller.
valve consists of a safety relief valve connected to an inde-
pendent outside static pressure source. The limiter will vent
chamber pressure to static pressure as needed when the
cabin-to-ambient differential exceeds 9.03 ± 0.1 PSID. The
maximum ΔP function is set up to override a dive solenoid
and an isolation feature between the outflow valve cham-
bers prevents a single fault from disabling both maximum
differential pressure valves.

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Digital Pressure Controller

A digital pressure controller is mounted on the aft pressure bulkhead and contains a computer and electromechanical climb/
dive solenoids to control the outflow valves. The controller establishes cabin pressure in flight by comparing internal cabin
pressure altitude and actual aircraft altitude, and adjusting the valves as needed to maintain a built-in schedule. Pressure
is set to ambient when the aircraft is on the ground or during low engine power settings by driving the two outflow valves
to their open position.
The controller is powered by the converted bus, but the solenoids are powered by the emergency bus to ensure cabin dump
control.
When the cabin altitude needs to be raised (i.e., pressure reduced), the controller opens the climb solenoid which allows the
outflow valve reference chamber air to vent to external ambient pressure. If the differential pressure between the chamber
and ambient air is insufficient, the controller commands the climb pump to evacuate the chamber.
When the cabin altitude needs to be lowered (i.e., pressure increased), the controller opens a dive solenoid which allows
cabin air into the outflow valve reference chamber. If the differential pressure between the chamber and ambient air is
insufficient, the controller commands the dive pump to increase pressure in the chamber.

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All pressurization controls are located on the PRESSURIZATION group of the pilot tilt panel.
Pressurization SOURCE Knob

The SOURCE knob controls the bleed air source used for cabin pressurization. Refer to Chapter 8 (Pneumatics) for more
information about the Bleed Air Control System.
PRESSURE CONTROL STBY Button

The momentary-action PRESSURE CONTROL button is not illuminated in its normal
state and pressurization control is automatic. Pressing the button deenergizes the
automatic pressurization controller, illuminates the button, and places the control in
the pneumatic STBY mode. The outflow valves will maintain their current settings until
influenced by altitude changes.
CABIN PRESSURE DUMP Button

The CABIN PRESSURE DUMP button is a momentary-press control that disables the pressure controller and energizes the
climb solenoid. Pressing the button illuminates the red DUMP light, commands the climb solenoid to fully open both outflow
valves, and quickly depressurizes the cabin altitude to 14,300 ± 300 feet. The button is protected by a red cover to prevent
accidental activation. Pressing the button again will restore normal pressure schedule control.
The CABIN PRESSURE DUMP circuit is powered by the emergency bus.

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Pressurization Status Indications

The lower section of the left MFD contains color-coded digital indications of pressurization status, including:
Green < 9800 FT

Cabin Altitude ≥ 9800 FT (increasing)
CAB ALT
(Normal) Red
≥ 8300 FT (decreasing)
Green < 14800 FT
Cabin Altitude
(High Elevation CAB ALT ≥ 14800 FT (increasing)
Mode) Amber
≥ 12600 FT (decreasing)
Cabin pressure
CAB RATE Green < - 9999 FPM to < 9999 FPM
rate-of-change
Cabin-to-ambient Green ≤ - 0.5 PSI to ≤ 9.1 PSI

CAB DIFF
differential Red < - 0.5 PSI to > 9.1 PSI
Destination field Magenta FMS-controlled
DEST ELV
elevation Cyan Manual Input

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In the case of invalid data, a red X symbol replaces the affected

indications. If data values are out of range, normal indications are
replaced by dash symbols.
If the cabin altitude is above 9,800 ± 200 feet for more than 30
minutes, the HIGH ELEVATION MODE CAS message illuminates. If
the cabin altitude is greater than 9,800 ± 200 feet and the system is
not in high elevation mode, the red CABIN ALTITUDE CAS message
illuminates.
In the event of a high leak condition from the cabin pressure vessel,
an increase in cabin supply flow is required. The ECS incorporates a
supplemental pressurization bypass air path around the left vortex
cooler. If the cabin climbs above 14,800 ± 200 feet, the supplemen-
tal pressurization valve powers open and a SUPPLEMENTAL PRESS
CAS message appears. Once the cabin altitude decreases below approximately 12,600 feet the valve closes and the mes-
sage extinguishes.

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OPERATION Ground/Taxi Mode

Pressurization is normally controlled using an autosched- With weight on wheels (WOW) and both pitot-static buttons
ule program that automatically compensates for differences off, the pressure controller commands the outflow valves
between internal and external air pressure. Automatic pres- to their full open position to ensure unpressurized ground
sure control is accomplished based on the landing field eleva- operation. If the aircraft altitude is greater than 15,000 ±
tion (LFE), the state of the weight-on-wheels switch, and the 500 feet, this mode is ignored.
full authority digital engine control (FADEC) engine speed.
The different pressurization modes include: Pre-Pressurization Mode
With (WOW) and both engines operating, selecting Pitot/
• Ground/taxi Static Anti-Ice 1 or 2 ON, the pressure controller begins to
• Pre-pressurization close the outflow valves and pressurize the cabin to 200
• Flight feet below field elevation or until takeoff, whichever occurs
• Takeoff-climb-cruise first. This minimizes cabin climb pressure bumps during
• Descent takeoff. If the WOW switch fails to indicate airborne at take-
• Landing off, the controller will remain in the pre-pressurization mode
• High elevation until the aircraft altitude reaches 15,000 feet, where it will
change to flight mode.
Destination field elevation is automatically set for the pres-
surization system through the flight management system
(FMS) when the flight planning information is entered. It
may also be set manually through the REFS menu on the pri-
mary flight display. Once an elevation has been set, the pres-
sure controller will automatically depressurize the aircraft to
the field elevation during descent and landing.
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Flight Mode Landing Mode

The weight-on-wheels switch triggers the pressure controller Selection of the correct landing field elevation will allow the
to the Flight Mode at liftoff. controller to properly depressurize the aircraft to field eleva-
tion by touchdown. However, if the crew incorrectly sets an
Takeoff-Climb-Cruise Mode altitude above the actual LFE, the pressurization system will
After liftoff, the controller drives the cabin pressure toward depressurize at the set altitude and the cabin will then follow
the selected LFE at 100 ft/min until reaching the selected the aircraft altitude until landing. If the crew incorrectly sets
landing field altitude or the autoschedule boundary. After an altitude below the actual LFE, the system will depres-
reaching the autoschedule, the cabin will climb at a rate no surize the cabin at touchdown at a rate of 500 fpm for 30
greater than 600 ft/min. This pressurization schedule main- seconds, after which the controller fully opens the control
tains the lowest possible cabin altitude permitted by the air- valves equalizing the cabin with ambient pressure.
frame and reaches a maximum cabin altitude of 7,800 ± 200
feet at the aircraft operational ceiling of 45,000 feet. If the crew notices the cabin is not depressurized prior to
landing, the CABIN PRESSURE DUMP button may be pressed
Descent Mode to ensure the cabin is fully depressurized.
When the aircraft descends more than 500 feet below the
cruise altitude, the controller switches to descent mode. The
descent schedule is calculated based on the cruise altitude
and the landing field elevation with the cabin altitude sched-
uled to equal the LFE at 1,500 ± 200 feet above the LFE.

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High Elevation Mode

The primary function of the high altitude mode is to limit the time the cabin altitude exceeds 8,000 feet and prevent nui-
sance high cabin altitude crew alerts. The high elevation mode is automatically activated for landing or departing an airport
with a field elevation greater than 8,000 feet.
For high altitude airport landings, the controller switches to high altitude mode when the set LFE is greater than 8,000 feet
and a descent is detected below 24,500 feet. The controller keeps the cabin altitude below 8,000 feet until descending
below 24,500 ± 500 feet. Once below 24,500 feet the cabin is climbed until the LFE is reached.
For high altitude airport departures, the controller switches to high altitude mode when the cabin and ambient altitudes
are above 8,000 feet and the aircraft goes weight-off-wheels. After departure, the controller quickly descends the cabin at
a rate proportional to the aircraft climb rate until the cabin reaches 7,800 ± 200 feet. Once a cabin altitude of 7,800 feet
is reached, the cabin continues to descend until the normal autoschedule boundary is intercepted. Once this occurs, the
controller behaves in the normal pressurization flight mode.
The high elevation mode triggers a HIGH ELEVATION CAS message and shifts the threshold for activating the CABIN
ALTITUDE CAS message from 9,800 ± 200 feet to 14,800 ± 200 feet. The HIGH ELEVATION message turns amber if the
cabin altitude exceeds 9,800 ± 200 feet for longer than 30 minutes.

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Pneumatic Standby Mode

The pneumatic standby mode activates automatically if the pressure controller
fails, is manually set to STBY, or if electrical power is lost. In this mode, air is
trapped in the outflow valve reference chambers, which keeps the diaphragms in
place to maintain cabin pressure altitude. The diaphragms expand and the valves
close as the aircraft climbs, causing a lower cabin altitude that continues until
stopped by the maximum pressure differential limiter. The diaphragms contract
and the valves open as the aircraft descends, causing a higher cabin altitude that
continues until stopped by the maximum altitude limiter.
The conditions that invoke the pneumatic standby mode also trigger a
PRESSURIZATION CONTROL CAS message.
Note that the cabin can be depressurized before landing or to increase cabin altitude by pressing the CABIN PRESSURE
DUMP button.

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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
Cabin altitude has exceeded 9,800 feet or 14,800 feet when
CABIN ALTITUDE X the pressurization controller is operating in high elevation
mode.
Aircraft has been operating in the high elevation mode for
HIGH ELEVATION MODE X more than 30 minutes and the cabin altitude is > 9,800 feet
but less than 14,800 feet.
Pressurization SOURCE knob is not in the NORM position and
the airplane is on the ground.
The controller is unable to automatically control cabin pres-
sure due to:
PRESSURIZATION CONTROL X X • Absence of landing field elevation

• An internal fault
• PRESSURE CONTROL STBY button has been selected
• AVIONICS switch is not ON

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Supplemental pressurization valve is open and left engine

is supplying addition cabin air. Automatically activates when
SUPPLEMENTAL PRESS X X
cabin altitude exceeds 14,800 feet and deactivates below
12,600 feet.
Pressurization controller is operating in high elevation mode.
Cabin altitude may exceed 10,000 feet for normal operation
HIGH ELEVATION MODE X
and cabin altitude warning shifted from 9,800 feet to 14,800
feet.
Pressurization SOURCE knob is not in the NORM position and
the airplane is in the air.

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Pressurization Cockpit Locator

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Notes

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Pressurization Quiz
1. Each outflow valve is equipped with everything except ____.
a. A bleed air supply line

b. Climb and dive solenoids
c. A reference pressure chamber
d. A diaphragm
2. The maximum pressure differential (Max ΔP) limiter will ____.
a. Vent cabin pressure to static pressure

b. Vent chamber pressure to ambient pressure
c. Vent cabin pressure to the reference chamber
d. Vent chamber pressure to static pressure
3. A HIGH ELEVATION MODE CAS message indicates that the aircraft has been operating in high elevation mode for more
than ____ minutes and the cabin altitude is ____ but ____.
a. 30; >9,800 feet; <14,800 feet

b. 60; >9,800 feet; <14,500 feet
c. 15; >9,500 feet; <14,800 feet
d. 30; >9,500 feet; <14,500 feet

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4. Other than the CABIN PRESSURE DUMP button, the cabin can be depressurized with the ____.
a. L or R position of the Pressurization SOURCE knob

b. OFF position of the Pressurization SOURCE knob
c. STBY position of the PRESSURE CONTROL STBY button
d. NORM position of the Pressurization SOURCE knob
5. Destination field elevation can be set ____.
a. Automatically with the FMS or manually with REFS menu on PFD

b. Automatically with the FMS only
c. Manually with REFS menu on PFD only
d. Manually with the FMS only
6. Pre-Pressurization Mode is active with ____.
a. Weight on wheels (WOW)

b. Either Pitot/Static Heat 1 or 2 ON
c. Both (a) and (b)
d. Neither (a) or (b)

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7. The controller can maintain a maximum cabin pressure altitude of ____ feet at an aircraft altitude of 45,000 feet.
a. 7,800
b. 9,800
c. 6,000
d. 10,500
8. The Pneumatic Standby Mode provides limited cabin pressure management if ____ or if ____.
a. Converted power is lost, operating with a single-engine

b. An outflow valve fails, a reference pressure chamber fails
c. The pressure controller fails, electrical power is lost
d. An outflow valve fails, operating with a single-engine

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Pressurization Quiz Answers
1. a
2. d
3. a
4. b
5. a
6. c
7. a
8. c

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11 Oxygen

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Citation CJ4 11 Oxygen ProFlight Pilot Training
®
OVERVIEW
The CJ4 is equipped with a breathing oxygen system
to serve both crew and passengers. The crew masks
are always available to the pilots. Passenger masks are
designed to drop automatically at high cabin altitudes
or manually by the crew.
Oxygen is supplied from a single bottle in the nose sec-

tion of the aircraft. Indications are provided through
the avionics to notify the crew of oxygen system status.
Pilots should review the Oxygen Operation Information

in Section 3 of the Airplane Flight Manual to ensure that
the oxygen supply is adequate for the planned flight.
Rev 1.1 - Nov2017 For Training Purposes Only Oxygen - 2

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COMPONENTS
Oxygen Bottle
The oxygen bottle is installed in the right nose storage compartment, directly
below the avionics equipment area. The bottle has a capacity of 50 cubic feet and
is equipped with a pressure regulator and manual control valve. The regulator
contains one port for supplying regulated oxygen to the cockpit and cabin and
three ports for servicing the system, monitoring pressure, and relieving excessive
pressure.
The bottle can be refilled through a filler port at the lower aft edge of the right
nose baggage door. A bottle pressure indicator, connected to the regulator, is
located in the nose area and reads between 0 and 2,500 PSI.
Rev 1.0 - Mar2016 For Training Purposes Only Oxygen - 3

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Crew Masks
Quick-donning pressure demand masks, located above and
behind each seat, are provided for the pilot and copilot. Each
mask includes an inflatable harness, an internal microphone,
and a mask-mounted regulator. The harness ensures a secure
mask seal to the face and the microphone enables radio com-
munication while the masks are in use. The regulator adjusts
the ratio of oxygen and cabin air delivered to the pilot, and
can be set to deliver:
• Diluter-demand – mixed oxygen and air

• 100% demand – pure oxygen
• Pressure demand (emergency) – continuous oxygen
under pressure
Smoke goggles are also provided for the pilot and copilot.
Smoke goggles and masks allow the pilot and copilot to oper-
ate the aircraft in the presence of cockpit smoke. The goggles
are installed on the outboard panel of each pilot’s seat.

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Cockpit Side Panel

Cockpit Side Panels are located outboard of each cockpit seat, aft of the circuit breaker panels.
Each panel has the following communication jacks:
• AUX HEADSET
• STD MIC
• STD PHONE
• OXYGEN
• OXYGEN MIC
Each pilot’s oxygen mask is plugged into the OXYGEN and OXYGEN MIC jacks at all times. The
other jack positions may be used at the pilot’s discretion.
Passenger Masks
Constant pressure, continuous flow masks are provided for the passengers. Each mask includes
a head strap, plastic tubing, a lanyard cord with pin, and an oxygen dispensing valve. A mask
deployment system (MDS) for passenger mask deployment in the cabin includes canisters, manifolds, and optional plugs.
Canisters containing packed masks are stowed behind decorative covers in the overhead panels above the seats. Canisters are
installed in four dual and three single manifolds and optional plugs replace canisters for any locations that don’t contain seats.
Each canister contains a diaphragm and dispensing valve, and can be removed from the manifold for repacking, as needed.
Passenger masks are only intended for use during emergency descent to an altitude where supplemental oxygen is no
longer required. Oxygen masks are not approved for use above a cabin pressure altitude of 40,000 feet. Prolonged use of
passenger masks above 25,000 feet cabin altitude is not recommended.
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Rev 1.1 - Nov2017 For Training Purposes Only Oxygen - 6

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The cockpit oxygen controls are located on the left pilot and right copilot tilt panels. The only cockpit oxygen indications are
found on the avionics displays. The outside controls and indicators are found on the right nose.
OXYGEN SUPPLY Handle

The OXYGEN SUPPLY handle is used to manually shut off the aircraft oxygen supply.
OXYGEN CONTROL Knob

An OXYGEN CONTROL knob is located on the left pilot tilt panel. The knob sets the oxygen
control valve manually or electrically to the following three positions:
• CREW ONLY – shuts off the passenger oxygen supply and prevents passenger masks
from deploying. This position is intended to conserve the oxygen supply for the crew
• NORM – the oxygen control valve is electrically set by the cabin altitude printed
circuit board. A valve solenoid will automatically deploy passenger masks at a cabin
altitude of 14,800 ± 200 feet
• DROP MASK – manually activates the MDS, deploying passenger masks
OXYGEN MASK MIC Buttons

OXYGEN MASK MIC buttons are located on the lower outboard edge of the pilot and
copilot tilt panels. Pressing a button illuminates its face and activates the corresponding oxygen mask microphone, enabling
radio and intercom communication while wearing an oxygen mask. If the button is not illuminated, the mask microphone is
inactive and the pilot must use the headset, hand microphone, and cockpit speakers for communications.

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OXY PSI Indicator

An oxygen pressure sensor is located in the nose near the oxygen bottle. The sensor transmits bottle
pressure to the OXY PSI indicator located on any display via page 1 of the SYSTEMS menu.
The cockpit indicator is green between 2400 and 330 PSI. Below 330 PSI, the indicator changes to
amber and an OXYGEN PRESSURE CAS message illuminates. When the bottle pressure increases
above 375 PSI, the CAS message is removed.
Oxygen Bottle Pressure Gauge

A pressure gauge is installed in the right nose baggage compartment and displays oxygen
bottle pressure for servicing and preflight. The gauge displays a pressure between 0 and
2,500 PSIG.
OXY HP RELIEF Disc

A green oxygen high pressure relief (OXY HP RELIEF) disc is installed on the right fuselage
below the nose baggage door. The disc provides overpressure protection and is a manda-
tory preflight inspection item. A missing disc indicates that the oxygen bottle has been
overpressurized and the overpressure relief system has been activated. Maintenance is
required before flight.

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OPERATION
Crew Masks
When the N - 100% selector is in the normal (N) position, the mask regulator is in the
diluter-demand mode and meters oxygen flow according to cabin pressure altitude.
A diluted amount of oxygen is mixed with cabin air and supplied each time the pilot
inhales. Diluted oxygen extends the endurance of the oxygen supply, but this mode
is not appropriate for emergency use because the pilot may also inhale any smoke or
fumes in the aircraft.
If smoke or fumes are present, the pilot should rotate the EMERGENCY knob on the
mask to the EMER position (toward the pilot’s left shoulder, while wearing the mask).
This places the regulator in the pressure demand mode. Oxygen is supplied under con-
tinuous positive to protect the pilot from smoke and fumes. Opening the valve at the
top of the mask allows oxygen to flow into the smoke goggles to displace smoke and
clear the pilot’s view.
When the N - 100% selector is in the 100% position, the mask regulator is in the demand mode and supplies 100% oxygen
each time the pilot inhales. The mask should be stored with the selector in this position so that 100% oxygen is immediately
available to the pilot in case of emergency.
Note that facial hair (mustaches, beards, etc.), unless properly trimmed, may interfere with a proper mask seal. Mask fit and
seal should be checked on the ground prior to flight.

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Passenger Masks
The cabin altitude printed circuit board allows oxygen to flow to the MDS by
opening the oxygen control valve. Passenger masks will deploy when the MDS
oxygen pressure inflates the diaphragms inside the canisters. This pressure
pushes the masks against the canister lids and their covers, forcing them open
and dropping the masks from the canisters.
Pulling the mask down extends the attached lanyard and pulls the pin from
the dispensing valve, thereby starting the flow of oxygen. Each passenger
should then place the mask over their nose and mouth and breathe normally.
Oxygen to the passenger masks is shutoff when the cabin altitude is below
13,150 ± 200 feet.

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If a passenger mask is deployed, it can be repacked and reinstalled with the following procedure:
1. Remove the canister by pulling the spring-loaded pin back and rotating the canister counterclockwise, out of the manifold
2. Invert the canister and repack the mask, then close the lid
3. To reinstall the canister, align the three tabs on the canister with the three slots on the manifold and push the tabs
through. When the markings on the canister label align with the markings on the manifold, the canister is in the
INSTALL position. The spring-loaded canister pin can then be pushed back against the surface of the manifold plate
4. Rotate the canister clockwise through the TEST position until it stops and the marks on both the canister and manifold
are aligned. The canister is now in the ARM position
5. Align the spring-loaded pin with the hole in the manifold, which locks the canister into place
6. Confirm that the canister is in the ARM position, which is essential to make the mask ready for use
The same procedure is used to reinstall an optional plug. However, the plug has INSTALL, TEST, and PLUG positions and
must be in the PLUG position for takeoff.

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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
OXYGEN PRESSURE X X Oxygen bottle pressure is below 330 PSI.

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Oxygen Cockpit Locator

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Notes

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Oxygen Quiz
1. Passenger masks will deploy automatically when cabin altitude reaches ____.
a. 9,800 feet
b. 10,000 feet
c. 14,800 feet
d. 25,000 feet
2. The oxygen bottle has a capacity of ____.
a. 50 minutes
b. 50 cubic feet
c. 350 minutes
d. 350 cubic feet
3. Crew masks contain all of these components except ____.
a. Activating ring
b. N – 100% lever
c. Microphone
d. Inflatable harness

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4. Diluter-demand masks deliver ____.
a. Mixed oxygen and cabin air

b. Continuous oxygen
c. Positive pressure oxygen
d. Constant pressure oxygen
5. Crew masks have all of these delivery schedules except ____.
a. Mixed oxygen and cabin air

b. Pure oxygen
c. Oxygen under pressure
d. Pure cabin air
6. The OXYGEN SUPPLY Handle ____.
a. Activates the MDS to deploy passenger masks

b. Manually shuts off the oxygen supply
c. Isolates the oxygen supply to the flight crew
d. None of the above

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7. To activate the crew mask microphone feature ____.
a. Set the N – 100% lever to normal (N)

b. Set the OXYGEN CONTROL knob to CREW ONLY
c. Press the OXYGEN MASK MIC button
d. Nothing is required because microphone activation is automatic
8. The OXYGEN PRESSURE CAS message disappears when ____.
a. The cockpit oxygen indicator turns amber

b. Bottle pressure increases to 375 PSI
c. The MASTER CAUTION RESET lights go out
d. Bottle pressure drops to 330 PSI
9. If smoke or fumes are present in the cockpit ____.
a. Pull the OXYGEN SUPPLY handle

b. Set the OXYGEN CONTROL knob to CREW ONLY
c. Set the N – 100% mask lever to 100%
d. Rotate the mask knob to EMER

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10. Placing the OXYGEN CONTROL knob to DROP MASK deploys passenger masks ____.
a. With oxygen pressure

b. With a mechanical pin
c. With an electric circuit
d. With a manual squib

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Oxygen Quiz Answers
1. c
2. b
3. a
4. a
5. d
6. b
7. c
8. d
9. d
10. a

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12 Ice and Rain Protection

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Citation CJ4 12 Ice and Rain Protection ProFlight Pilot Training
®
OVERVIEW
The CJ4 is approved for operations in known icing conditions.
Icing conditions exist in flight any time the indicated static air
temperature (SAT) is 10°C (50°F) or below and visible moisture
is present in any form. Icing conditions exist on the ground any
time the SAT is below 5°C (41°F). SAT information is presented
at the bottom of the right MFD or through the FMS. Dedicated
lighting is provided on the interior and exterior of the aircraft to
assist with visual detection of ice.
The ice and rain protection systems use bleed air and electrical
power for preventing or removing precipitation. Bleed air protec-
tion prevents ice buildup at the wing leading edges and engine
inlets, while inflatable boots remove ice from the tail horizontal
stabilizer. DC electrical power provides thermal heating to pre-
vent icing of the pitot tubes, static ports, angle-of-attack (AOA)
vane, and engine inlet temperature (TT2/PT2) sensors. AC elec-
trical power provides thermal heating to protect the windshield.
Flight crews must ensure that the aircraft is free of ice prior to
dispatch.
Rev 1.1 - Nov2017 For Training Purposes Only Ice and Rain Protection - 2
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ICE DETECTION SYSTEM

Two lighting systems assist pilot detection of icing on the wings and windshield.
Wing Inspection Light

A wing inspection light is installed on the left fuselage, forward of the left wing. The
light assists with visual inspection for wing icing by illuminating the outboard portion
of the left wing leading edge.
WING LIGHT Button

A WING LIGHT button is located in the upper right corner of the ICE PROTECTION group, on the right pilot
tilt panel. Pressing the momentary-action button activates the wing inspection light.
Glareshield Lights
Two red light-emitting diode (LED) lights are installed on the glareshield, over the
instrument panel. The lights are aimed toward the inboard edge of each windshield.
Ice forming on these areas will cause a red reflection in the glass, alerting the crew
to possible ice formation around the aircraft. The lights operate automatically when
normal DC power is available.
Rev 1.0 - Mar2016 For Training Purposes Only Ice and Rain Protection - 3
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WING ANTI-ICE
The wing anti-ice system vents engine bleed air through small piccolo
tubes to heat the leading edges of the wings. Bleed air temperature is
regulated by precoolers located in each engine pylon, and monitored
by over-temperature and under-temperature sensors.
A crossflow system is available to supply bleed air to both wing leading

edges from one engine. Additional temperature sensors monitor sys-
tem operation and alert the crew to normal and abnormal operations.
Components
A pressure regulating shutoff valve (PRSOV) is installed on the bottom
of each engine. The valves are electrically controlled and pneumati-
cally actuated. They are powered closed with normal and converted
DC power and designed to open in the event electrical power is lost.
A precooler is installed in each pylon and acts as a conventional crossflow heat exchanger to limit the maximum bleed air
temperature to the wing. Spent air from the precooler is discharged through the pylon exhaust duct.
The wing leading edge assembly is divided into two chambers. The first chamber consists of a circular piccolo tube that
distributes bleed air along the wing leading edge. The second chamber is located between the wing leading edge and the
fuel tank. A ram air scoop at the wing root draws in outside air to circulate throughout the wing and purge any fuel vapors.
Spent air from both chambers is discharged through separate vents on the lower surface of the wingtip.
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During single-engine operation, a check valve in the supply line prevents bleed air
from one engine flowing back to the opposite engine.
Various temperature sensors are installed in the wing anti-ice system to regulate
temperatures and notify the crew of system operation:
• A temperature sensor/regulator is located between the precooler and the

leading edge distribution line of each wing. The sensor/regulator monitors
bleed air supply line temperature. If an excessively high temperature is
detected, the regulator automatically closes the associated PRSOV.
• An overtemperature sensor is located in the bleed air line leading to the wing
and alerts the crew to extreme temperatures.
• Two RTD temperature sensors are mounted on the wing surface, near the tip.
The sensors monitor wing skin temperature continuously when the anti-ice
system is in operation. One sensor is set for low temperatures and the other is
set for high temperatures. If temperatures exceed a preset limit, the sensors
issue appropriate CAS alert messages. In addition, the over-temperature sen-
sor will close the corresponding PRSOV when its limit is exceeded and open it
again when the temperature decreases sufficiently.
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Controls and Indicators
WING/ENG ANTI-ICE Buttons

L and R WING/ENG ANTI-ICE buttons are located in the ICE PROTECTION group on the
right pilot tilt panel. Pressing a button will illuminate its face cyan and activate both the
corresponding wing anti-ice and engine inlet anti-ice systems. WING ANTI-ICE ON and
ENGINE ANTI-ICE ON messages also illuminate to indicate these systems are operating.
WING XFLOW Button

A WING XFLOW button is located in the bottom right corner of the ICE PROTECTION group. Pressing the
button will open the wing crossflow valve and maintain anti-ice bleed air to both wings in the event of an
engine loss or PRSOV failure.
Both WING/ENG ANTI-ICE buttons should be pressed when operating with WING XFLOW. A higher N2 may be required when
using WING XFLOW to prevent illumination of an amber WING ANTI-ICE COLD message.
Operation
On the Ground
A preflight check of the wing anti-ice system should be accomplished on the ground prior to flying into known icing condi-
tions. With N2 set to 70% and both WING/ENG ANTI-ICE buttons pressed, the WING/ENG ANTI-ICE ON, ENGINE ANTI-ICE
COLD L-R, and WING ANTI-ICE COLD L-R CAS messages should illuminate. The WING ANTI-ICE COLD L-R message indi-
cates the status of wing anti-ice bleed air temperature. This message should extinguish within 60 seconds, after the wings
warm up if the temperature increases by 10°C (18°F) and is greater than 20°C (68°F).
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If the wings do not warm up sufficiently in this time, the Note that a minimum engine speed of 75% N2 should be
corresponding WING ANTI-ICE COLD L and/or R message maintained in flight to ensure that sufficient bleed air is
changes to a WING ANTI-ICE COLD L and/or R message. available to the wing anti-ice system.
Advancing N2 to 80% should extinguish the message within
another 60 seconds. However, if the message fails to extin- If an over-temperature sensor detects a wing leading edge
guish the aircraft cannot be flown into known icing conditions. temperature greater than 65°C (149°F) while on the ground,
or 121°C (250°F) in flight, the WING ANTI-ICE OVERTEMP
Do not operate any anti-ice system on the ground longer than L and/or R CAS message will illuminate and the correspond-
one minute after the anti-ice CAS messages have extinguished. ing PRSOV closes. Once the over-temperature condition has
cleared, the valve will reopen and the CAS message will
Refer to the CJ4 Airplane Flight Manual, Normal Procedures extinguish.
– Before Takeoff section for complete anti-ice system checks.
A WING ANTI-ICE OVERTEMP L and/or R message also illu-
In Flight minates if a temperature sensor/regulator detects a temper-
Both L and R WING/EXT ANTI-ICE buttons should be pressed ature in the bleed air supply line greater than 287°C (549°F)
when icing conditions are encountered. The buttons will acti- for more than 20 seconds or an instantaneous temperature
vate both the wing anti-ice and engine inlet anti-ice systems, greater than 304°C (580°F). If the WING XFLOW function is
and illuminate the WING ANTI-ICE ON message. The WING operating, these temperature thresholds change to 310°C
ANTI-ICE COLD L-R CAS message is inhibited for 150 seconds (590°F) and 343°C (650°F), respectively.
after the WING/ENG ANTI-ICE buttons are pressed to allow the
system time to warm up. After this period, the WING ANTI-ICE
COLD L-R message will illuminate if wing bleed air tempera-
ture falls below 17°C (63°F) for more than 60 seconds and will
extinguish once the temperature is greater than 20°C (68°F).
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ENGINE ANTI-ICE
The engine anti-ice system warms the engine inlet with hot engine bleed air,
routed through piccolo tubing and vented through slots at the bottom surface
of the inlet. Bleed air temperature is governed by throttle settings. In the event
of an engine failure, there is no provision for crossflow operation of the engine
inlet anti-ice system.
Components
An engine anti-ice PRSOV is installed on the top of each engine. The valve is
electrically closed with normal and converted DC power, but is pneumatically
actuated, and regulates downstream pressure to 16 PSI. If electrical power is
lost, the valve is driven open by upstream air pressure.
Each engine inlet assembly consists of a circular piccolo tube mounted inside
a plenum air chamber. The plenum is located behind the forward leading edge
of the engine inlet surface. Bleed air enters the piccolo tube at the top of the
engine and heats the inlet skin. Then, it exits the plenum through slots on the
bottom of the inlet.
An under-temperature sensor monitors the bleed air temperature within each

engine inlet assembly whenever engine anti-icing is operating. The sensor mea-
sures the exhaust air temperature on the inside leading edge of the engine inlet.
No over-temperature sensing is provided or needed for the engine inlet anti-ice
systems.
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ENG ONLY ANTI-ICE Buttons

L and R ENG ONLY ANTI-ICE buttons are located in the ICE PROTECTION group on the
right pilot tilt panel. Pressing a button will illuminate its face cyan and activate the corre-
sponding engine inlet anti-ice system. An ENGINE ANTI-ICE ON message also illuminates
to indicate that the system is active. The ENGINE ANTI-ICE COLD L and/or R CAS mes-
sage may illuminate briefly when these buttons are initially pressed.
L and R WING/ENG ANTI-ICE buttons are located directly above the ENG ONLY ANTI-ICE
buttons. Pressing a button will illuminate its face cyan and activate both the correspond-
ing wing anti-ice and engine inlet anti-ice systems. WING ANTI-ICE ON and ENGINE
ANTI-ICE ON messages also illuminate to indicate that these systems are operating.
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Operation
On the Ground
A preflight check of the engine inlet anti-ice system should be accomplished on the ground before flying into known icing
conditions. With N2 set to 70% and both WING/ENG ANTI-ICE buttons pressed, the WING/ENG ANTI-ICE ON, ENGINE
ANTI-ICE COLD L-R, and WING ANTI-ICE COLD L-R CAS messages should illuminate.
The ENGINE ANTI-ICE COLD L and/or R message changes to an ENGINE ANTI-ICE COLD L and/or R message if the tem-
perature has not increased by 15°C (27°F) and is not over 21°C (70°F) within 60 seconds of button selection. Advancing N2
to 80% should extinguish the messages within another 60 seconds. However, if the messages fail to extinguish the aircraft
cannot be flown into known icing conditions.
In Flight
Both WING/ENG ANTI-ICE buttons should be on during flight in visible moisture with a SAT below 10°C (50°F). Operating in
visible moisture with a SAT below 10°C (50°F) without the engine inlet anti-ice system (ENG ONLY or WING/ENG) operating
may trigger in an ENGINE CTRL SYS FAULT CAS message due to ice accumulation on the engine PT2 and TT2 probes.
In the event of an engine failure, the ENGINE ANTI-ICE COLD and ENGINE ANTI-ICE COLD messages on the inoperative
engine side are inhibited once the RUN/STOP button is selected to STOP. Unlike the wing anti-ice system, there is no ability
to crossflow heat to the inoperative side engine inlet from the operating engine.
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TAIL DEICE SYSTEM

The tail deice system consists of inflatable boots, bonded
to the leading edges of the horizontal stabilizer. The boots
are powered by bleed air from the service air system. When
inflated, the boots crack and separate accumulated ice, allow-
ing aerodynamic forces to carry it away.
Components
Tail deice components include boots, valves, and pressure
switches.
The deice boots are pneumatic chambers that inflate to break

ice and deflate for aerodynamic efficiency. When deflated, the
boots are pulled against the tail surface by vacuum pressure.
Electrical flow control valves (EFCVs) are installed in the

horizontal stabilizer and provide airflow for boot inflation and
deflation.
Pressure switches are located upstream of each pneumatic boot and monitor the air pressure supplied for inflation and
deflation.
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TAIL DEICE Buttons

L and R TAIL DEICE buttons are located in the ICE PROTECTION group of the right pilot
tilt panel. These buttons initiate the boot inflation cycle.
A TAIL DE-ICE ON CAS message illuminates to indicate that the system is operating. If the
SAT is below -30°C (-22°F), the cyan message changes to a TAIL DE-ICE ON message.
A TAIL DE-ICE FAIL L and/or R message illuminates when a corresponding deice system
fails, boot inflation pressure drops below 16 PSI, or the boot inflation cycle is not correct.
Operation
TAIL DEICE should be turned on in flight whenever visible moisture exists with a SAT of between 10°C (50°F) and -30°C
(-22°F).
Pressing the TAIL DEICE buttons opens the deice EFCVs and allows service bleed air to inflate the boots in a fixed cycle.
First, the left boot is inflated for six seconds. Then, the right boot is inflated for six seconds while the left boot deflates. The
cycle repeats every two minutes while the TAIL DEICE buttons are activated.
Operating the tail deice boots when the SAT is below -30°C (-22°F) may result in boot cracking.
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WINDSHIELD ANTI-ICE
The windshield anti-ice system provides both anti-ice and defog capa-
bility for the main and side windshield surfaces. Windshield heating
operates automatically anytime the engines are running.
Components
Current from the engine alternators powers the windshield anti-ice sys-
tem. The left alternator supplies AC power to:
• Half of the left inboard windshield

• The left defog zone
• The right outboard windshield
The windshield controllers provide only a slow
• The right side defog zone
heating rate at engine start to avoid thermal
The right alternator supplies AC power to: shock to the windshield panels.
• Half of the right inboard windshield If windshield temperature is greater than 68°C
• The right defog zone (155°F), a WINDSHIELD OVERTEMP L and/or
• The left outboard windshield R message illuminates. If the windshields tem-
• The left side defog zone perature cools to 46°C (115°F), the message
automatically extinguishes. If electrical current
Two integral temperature sensors are installed in each inboard wind- to the windshield controllers is not detected,
shield. Each sensor is connected to its respective (left or right) heat con- a WINDSHIELD HEAT FAIL and/or R message
troller and provides continuous temperature monitoring information. illuminates.
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SENSOR ANTI-ICE
The pitot tubes, static ports, (AOA) vane, and engine TT2/PT2 sensors
are electrically heated to prevent ice formation. Ice on these sensors
can cause unreliable flight instrument readings and possible system
failure. A current sensor monitors the heating element of each probe
and displays CAS messages of any failures.
Components
The Air Data system relies on information from the 3 pitot tubes and
6 static ports to obtain accurate data. The pilot and copilot pitot tubes
are located on either side of the forward nose. The standby tube is
located on the lower right side of the fuselage aft of the copilot win-
dow. The static ports are located on the lower side of the fuselage
below the pilot and copilot’s side windows (3 per side). All tubes and
ports incorporate heating elements to prevent blockage due to icing.
The AOA vane provides information to the stall warning system and is
located just above and aft of the standby pitot tube. The vane integrates a single heater element to ensure it remains free
of ice.
A dual element TT2 sensor is installed on each engine to provide engine inlet temperature information to the FADEC. Each
sensor is equipped with a single element heater which also protects the pressure port connected to the PT2 sensor.
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PITOT/STATIC HEAT Buttons

The PITOT/STATIC HEAT buttons are located in the ICE
PROTECTION group of the right pilot tilt panel. The PITOT/
STATIC HEAT 1 button controls heat to the:
• Left pitot tube

• Standby pitot tube
• Left static ports
The PITOT/STATIC HEAT 2 button controls heat to the:
• Right pitot tube

• Right static ports
• AOA vane
• Several drains along the bottom of the aircraft
On the ground, a PITOT/STATIC COLD L, R and/or STBY message illuminates when either PITOT/STATIC HEAT button is not
pressed and its corresponding engine is at low power (Throttles < CRU detent). The CAS message extinguishes when both
button are pressed and the sensors are drawing electrical current. When either PITOT/STATIC HEAT button is selected, but
its associated sensors are not drawing electrical current, the corresponding PITOT/STATIC COLD L, R and/or STBY message
and the AOA HEATER FAIL message illuminate.
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TT2/PT2 Probe Control

Located in the ICE PROTECTION group, the WING/ENG ANTI-ICE and/or ENG ONLY ANTI-
ICE buttons activate heaters for the TT2/PT2 probes. If electrical heating fails to either the
PT2 or TT2 probe or if heat is still on when switched off, a T2 HEATER FAIL L and/or R
message illuminates.
Operation
Pitot/static heat should be turned on when ready for takeoff to activate the sensor heat-
ers. If one or both PITOT/STATIC HEAT buttons are selected off and the throttles are at
a Throttles ≥ CRU detent, the corresponding PITOT/STATIC COLD L, R and/or STBY mes-
sage and the AOA HEATER FAIL message illuminate. Ground operation of PITOT/STATIC
HEAT is limited to two minutes, to prevent damage to the pitot tubes and AOA vane.
When icing conditions are encountered, the pilot should also press the WING/ENG ANTI-ICE and/or ENG ONLY ANTI-ICE
buttons to provide heat to the TT2/PT2 probes.
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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
PITOT/STATIC HEAT buttons are selected but a sensor
AOA HEATER FAIL X X X
is not drawing electrical current.
On Gound
The Inlet temperature has not increased to 21°C
(70°F) within 60 seconds of selecting ENG ONLY ANTI-
ICE or WING/ENG ANTI-ICE buttons.
ENGINE ANTI-ICE COLD L and/or R X X X X X In Flight

Sensors do not detect an inlet temperature increase
above 21°C (70°F) within 150 seconds of selecting
ENG ONLY ANTI-ICE or WING/ENG ANTI-ICE buttons
or the engine inlet temperature is heated but drops
below 21°C (70°F) for more than 60 seconds.
Current is not flowing to the heater elements with the
PITOT/STATIC COLD L, R and/or STBY X X X aircraft in the air or on the ground with the Throttles
≥ CRU detent.
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Current is not flowing to the sensor when the ENG

ONLY ANTI-ICE or WING/ENG ANTI-ICE buttons are
T2 HEATER FAIL L and/or R X X X
selected on or the buttons are selected off and current
is flowing.
Tail deice system has failed or boot inflation pressure
TAIL DE-ICE FAIL L and/or R X X X does not maintain 16 PSI or the normal inflation cycle
has malfunctioned.
TAIL DE-ICE ON X A TAIL DEICE button is on and the SAT is below -30°C.
Affected windshield zones are not receiving electrical
WINDSHIELD HEAT FAIL L and/or R X X X X X X
power from the respective controller.
Affected windshield zones temperature has exceeded
WINDSHIELD OVERTEMP L and/or R X X
68°C (155°F).
Affected wing leading edge temperature has exceeded
65°C (149°F) on the ground or 121°C (250°F) in flight.
WING ANTI-ICE OVERTEMP L and/or R X X
The respective wing anti-ice PRSOV will close until the
temperature returns to normal limits.
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On Ground
Wing anti-ice preflight check has failed or the wing
fails to achieve a temperature of 20°C (68°F) within
60 seconds of selecting WING/ENG ANTI-ICE buttons.
WING ANTI-ICE COLD L and/or R X X X In Flight

Sensors do not detect an inlet temperature increase
above 17°C (63°F) within 150 seconds of selecting
ENG ONLY ANTI-ICE or WING/ENG ANTI-ICE buttons
or the engine inlet temperature is heated but drops
below 17°C (63°F) for more than 60 seconds.
Engine anti-ice system is selected on and the engine
ENGINE ANTI-ICE COLE L and/or R X X X X X
lip temperature has not yet reached 21°C (70°F).
ENGINE ANTI-ICE ON X Both engine anti-ice systems are selected on.
Either PITOT/STATIC HEAT button is off and the Throttles
PITOT/STATIC COLD L, R and/or STBY X X X
< CRU detent and the aircraft is on the ground.
Both TAIL DEICE buttons are on and the OAT > 30°C
TAIL DE-ICE ON X
(-22°F).
Wing anti-ice system is selected on and the engine lip
WING ANTI-ICE COLD L and/or R X X X
temperature has not yet reached 20°C (68°F).
Wing and engine anti-ice systems are selected on for
WING/ENG ANTI-ICE ON X
both sides.
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Ice and Rain Cockpit Locator
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Notes
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Ice and Rain Protection Quiz
1. Wing anti-ice is provided by _____.
a. Inflatable boots
b. A TKS system
c. Electrical pulses
d. Engine bleed air
2. Wing anti-ice temperature sensors monitor _____.
a. Over-temperature and under-temperature conditions

b. Over-temperature conditions only
c. Under-temperature conditions only
d. There are no temperature sensors for the wing anti-ice system
3. A wing inspection light is installed on the _____.
a. Left and right fuselage

b. Right fuselage
c. Left fuselage
d. Nose
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4. If the wing anti-ice air does not warm up sufficiently on the ground, the pilot should first _____.
a. Advance the throttles

b. Cycle the WING/ENG ANTI-ICE buttons
c. Press both ENG ONLY ANTI-ICE buttons
d. Have the system checked by maintenance personnel
5. Ground operation of PITOT/STATIC HEAT is limited to _____ minutes, to prevent tube damage.
a. 2
b. 3
c. 4
d. 5
6. A WING/ENG ANTI-ICE ON CAS message indicates the wing and engine anti-ice systems _____.
a. Are selected off but still operating

b. Are selected on but have not warmed sufficiently
c. Are selected on for both sides
d. Are selected on for either side
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7. The only anti-ice system powered by AC current is the _____.
a. Wing
b. Windshield
c. Tail
d. Engine
8. The ENGINE ANTI-ICE COLD L and/or R CAS message in flight indicates _____.
a. The engine failed to achieve an adequate temperature within 150 seconds of selection
b. The engine anti-ice valve did not properly open
c. The engine anti-ice valve has failed open
d. The engine anti-ice valve is open and the ENG ANTI-ICE buttons are off
9. When using WING XFLOW in flight _____.
a. A lower N2 may be required

b. The WING LIGHT button must be on
c. A higher N2 may be required
d. Both ENG ONLY ANTI-ICE button should be selected
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10. The tail deice cycle lasts _____ and repeats every _____.
a. 6 seconds, 2 minutes
b. 18 seconds, 2 minute
c. 12 seconds, 1 minute
d. 12 seconds, 2 minutes
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Ice and Rain Protection Quiz Answers
1. d
2. a
3. c
4. a
5. a
6. c
7. b
8. a
9. c
10. d
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13 Hydraulics

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Citation CJ4 13 Hydraulics ProFlight Pilot Training
®
OVERVIEW
The CJ4 hydraulic system consists of a closed-cycle system
that includes a single fluid reservoir and two engine-driven
pumps. The system powers the landing gear, flaps, ground
spoilers, and speedbrakes. The wheel brakes are powered by
an independent hydraulic system. Operating status informa-
tion is displayed on the avionics display units.
Most of the hydraulic system components are located in the

aft aircraft fairing, just behind the right wing trailing edge.
The system is serviceable through a service panel located on
the right aft fuselage.
Rev 1.1 - Nov2017 For Training Purposes Only Hydraulics - 2

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COMPONENTS
Reservoir
The hydraulic fluid reservoir has a capacity of 335 cubic inches and employs a bootstrap-style pressure design. When the
engines aren’t operating, spring force inside the reservoir supplies fluid at a constant pressure of 4 PSI to the return side
of the system. This prevents pump cavitation at startup. During engine operation, the pumps maintain a pressure of 45-50
PSI in the main chamber of the reservoir.
Any fluid not utilized by the system is fed back to the reservoir via the case drain lines. An internal relief valve protects the
reservoir from excessive pressure by discharging fluid overboard through a center drain mast.
The reservoir is serviced with 200 cubic inches of MIL-PRF 87257 fluid at 21°C ambient temperature. A HYD VOLUME LOW
CAS message illuminates if the reservoir fluid level drops below 60 cubic inches.
Engine Driven Pumps

A constant speed, engine-driven hydraulic pump is installed on each engine accessory drive pad. Each pump provides a
continuous flow of hydraulic fluid at a supply side pressure of up to 3,000 PSI and a return side pressure of 50 PSI. In the
event of a pump failure, the other operating pump will provide adequate pressure to operate each component in the system.
If hydraulic pump pressure falls below 2,200 PSI after pressing a HYDRAULIC SHUTOFF button, the corresponding HYD
PRESSURE LOW L or R illuminates. The landing gear, flaps, or speedbrakes may have a slower than normal response time.

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If hydraulic pressure falls below 2,200 PSI for any reason other than pressing a HYDRAULIC SHUTOFF button, the corre-
sponding HYD PRESSURE LOW L or R CAS message illuminates. The landing gear, flaps, speedbrakes, and ground spoilers
may have a slower than normal response time or be inoperative.
A HYD PRESSURE HIGH L or R CAS message illuminates if the corresponding pump pressure exceeds 3,400 PSI.
Hydraulic Firewall Shutoff Valves

A firewall shutoff valve is installed outside the fire and rotor noncontainment zones of each engine, between the reservoir
and pump. This motor-driven ball valve is used to manually stop the fluid flow from the reservoir to the pump in case of a
fire hazard. The valves are normally open and require main electrical power to close.
Main System Manifold

The main system manifold controls the landing gear and flaps, and provides pressure to the ground spoilers and speed-
brakes. The manifold contains a pressure relief valve and transducers for sensing pump pressure.
Fluid Filters
The hydraulic system contains two filters in the pressure side lines and two filters in the return side lines. The pressure side
filters are installed between the engine-driven pumps and the system manifold. The return side filters (a main system filter
and a landing gear filter) are installed between the reservoir and the system manifold.
Rev 1.0 - Mar2016 For Training Purposes Only Hydraulics - 4

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HYDRAULIC SHUTOFF buttons

L and R HYDRAULIC SHUTOFF buttons are located on the left pilot tilt panel and
are guarded with yellow covers to prevent accidental actuation. Pressing a button
will illuminate its face, electrically close the corresponding firewall shutoff valve,
and illuminate the HYD F/W SHUTOFF CAS message. The effect is to isolate an
engine pump from the rest of the hydraulic system.
If a switchlight is not illuminated, the corresponding firewall shutoff valve is open.

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SERVICE ACCESS PANEL

A service panel on the aft right fuselage, behind the wing, pro-
vides access for servicing and preflight inspection. The panel
provides access to the:
• Pressure and return ports

• Remote hydraulic fluid level gauge and indicator switch
• Manual dump valve
The hydraulic pressure and return lines are connected to the

flaps, speedbrakes, landing gear, and ground spoilers by quick-
disconnect ports. A hydraulic mule can be connected to these
ports for testing these components and for servicing the reservoir.
A remote hydraulic gauge shows reservoir fluid level when acti-

vated by an indicator switch to its left. Pressing the indicator
switch to the left of the gauge will energize the gauge and gen-
erate a quantity reading. A potentiometer in the reservoir measures fluid quantity and requires aircraft battery power for
operation. The pilot or service technician should verify that the needle returns to the OFF position when the switch is
released. Note that the switch is connected to the hot battery bus; aircraft power is not required to activate the remote
gauge.
A manual dump valve is located to the right of the return port. Pulling the valve can bleed the system or empty all reservoir
fluid from the reservoir through the center drain mast.
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Drain Masts
Three drain masts are located on the underside of the aft fair-
ing. They allow excess fluid to drain from the aircraft.
Leaking fluid in the forward fairing and finger fairing drains

through the forward mast. Fluid from components in the aft
fairing (immediately behind the wing) and the fluid reservoir
drains through the center mast. Fluid from the engine pylons,
the tailcone, and the far aft fairing drains through the aft
mast.

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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
HYD PRESSURE HIGH L and/or R X X Hydraulic system pressure is above 3,400 PSI.
Hydraulic system pressure is below 2,200 PSI not due to a
closed firewall shutoff valve. Response time of landing gear,
HYD PRESSURE LOW L and/or R X X
flaps, speedbrakes, and/or ground spoilers may be slower
than normal or may be inoperative.
Hydraulic fluid level is below serviceable limits (60 cubic inch-
HYD VOLUME LOW X
es).
Hydraulic firewall valve is closed by selection of the ENG FIRE
HYD F/W SHUTOFF L and/or R X X
or HYDRAULIC SHUTOFF button.
Hydraulic pump pressure is below 2,200 PSI due to a closed
firewall shutoff valve. Response time of landing gear, flaps,
HYD PRESSURE LOW L and/or R X X
speedbrakes, and/or ground spoilers may be slower than
normal.

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Hydraulics Cockpit Locator

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Notes

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Hydraulics Quiz
1. The hydraulic pumps provide continuous fluid pressures of _____.
a. 250 PSI
b. 2,000 PSI
c. 3,000 PSI
d. 1,500 PSI
2. The _____ is/are not part of the main hydraulic system.
a. Landing gear
b. Wheel brakes
c. Flaps
d. Speedbrakes
3. Low hydraulic pressure not due to pressing a HYDRAULIC SHUTOFF button will illuminate a/an _____ CAS message.
a. HYD F/W SHUTOFF

b. HYD PRESSURE LOW
c. HYD VOLUME LOW
d. HYD PRESSURE LOW

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4. Pressing a HYDRAULIC SHUTOFF button will cause _____.
a. The corresponding hydraulic pump to stop

b. The HYD PRESSURE LOW CAS message to appear
c. The corresponding firewall shutoff valve to close
d. A voice alert to sound
5. The hydraulic service panel is located _____.
a. In the right nose

b. On the aft right fuselage
c. In the left nose
d. On the aft left fuselage

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Hydraulics Quiz Answers
1. c
2. b
3. d
4. c
5. b

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14 Landing Gear and Brakes

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Citation CJ4 14 Landing Gear and Brakes ProFlight Pilot Training
®
OVERVIEW
The CJ4 is equipped with hydraulically-actuated land-
ing gear and brake systems. The brake hydraulic sys-
tem is independent of main aircraft hydraulics.
An electronic antiskid feature in the brake system

monitors wheel speeds and adjusts brake pressure to
ensure safe, effective stopping.
In the event of a hydraulic or electrical failure,

pneumatically-controlled systems are provided for
emergency landing gear extension and wheel brake
operation.
Rev 1.1 - Nov2017 For Training Purposes Only Landing Gear and Brakes - 2
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LANDING GEAR
Components
The main landing gear is a trailing link design with air-over-oil oleo struts. A
hydraulic locking actuator extends and retracts each main gear. Uplock hooks
are attached to the landing gear wheel bays. They hold the gear in their up-
and-locked position when retracted. A door is mechanically linked to the gear
and moves with the gear to cover it when retracted. The tire is not covered.
The nose landing gear utilizes an oil-over-air oleo design and a similar hydrau-
lic locking actuator as the main gear. The nose gear retracts forward and up
into the nose, forward of the pressure bulkhead. Like the main gear, the nose
gear is held down with an internal lock within the actuator and held up using
an uplock hook. Three doors are attached to the nose gear and cover it when
retracted. When the gear is down, the forward two doors are closed and the
aft door remains open.
Rev 1.0 - Mar2016 For Training Purposes Only Landing Gear and Brakes - 3
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Squat switches on each gear sense whether weight is on or off the wheels. Any
mismatch (“miscompare”) between these switch signals will illuminate a WT
ON WHEELS MISCOMPARE CAS message.
Rudder pedals cables are used to control the steerable nose wheel, which can
be turned up to 20° either side of center. Bungees assist with centering the
nose wheel prior to gear retraction.
In the event of a hydraulic or electrical system failure, a back-up capability is

provided for emergency gear extension. Its operation relies on gravity freefall
and pneumatic pressure to ensure complete extension and downlock of the
landing gear. The system uses a single nitrogen storage bottle in the right nose
baggage compartment that provides enough gas to support both gear exten-
sion and emergency braking. The bottle has a capacity of 105 ± 5 cubic inches
and is precharged to a pressure of 2,200 ± 200 PSI.
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LANDING GEAR Handle

The LANDING GEAR control group is located on the center instrument panel.
The group includes a LANDING GEAR handle for extension and retraction of
the landing gear, along with position indicator lights.
The panel contains green and red annunciator lights for each landing gear
position. No lights are illuminated when the landing gear handle is up and
all landing gear are up and locked. A green annunciator light illuminates only
when the LANDING GEAR handle is down and the corresponding landing gear
is down and locked. If any gear position does not match the handle position,
a red light illuminates next to the corresponding gear.
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AUXILIARY GEAR CONTROL Handle

An AUXILIARY GEAR CONTROL handle is located on the cockpit floor, between the pilot and copilot
seats. The auxiliary gear control consists of two components: a manual release handle and a red
EMERGENCY GEAR BLOWDOWN knob.
Aural Warning System

An aural warning is triggered when the gear is not down and locked and the following conditions
exist:
• A landing gear systems test is active and both throttles are below CRU
• Flaps > 15° and both throttles are below CRU
• Flaps ≤ 15°, both throttles are below CRU, and radar altitude (RAD ALT) < 500 feet
• Flaps ≤ 15°, both throttles below CRU, RAD ALT is invalid, and AOA > 0.4
• Single engine operation without setting the failed engine to STOP and
◊ Flaps > 15°, either engine OFF, and the opposite throttle is below CRU
◊ Flaps ≤ 15°, either engine OFF, opposite throttle is below CRU, and RADALT < 500 feet
◊ Flaps ≤ 15°, both throttles are below CRU, RADALT is invalid, and AOA > 0.4
Note that the landing gear aural warning cannot be canceled while the above listed triggering conditions
exist.
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Operation moved to the GEAR DOWN position to extend the landing

gear. This action commands the gear control valve to the
Normal Gear Retraction extend position, which directs hydraulic pressure to the
The LANDING GEAR handle must be pulled out and then actuator extend port and disengages all three gear uplock
moved to the GEAR UP position to retract the landing gear. hooks. Red lights will illuminate on the LANDING GEAR panel
This action commands the gear control valve to the retract until the landing gear are down and locked. As each gear
position, which directs hydraulic pressure to the actuator locks, its corresponding red light extinguishes and an adja-
retract port and disengages all three gear downlocks. Red cent green light illuminates.
lights will illuminate on the LANDING GEAR panel until the
landing gear are up and locked. A shuttle valve in each main gear hydraulic line allows fluid
from the retract side of the actuator to flow back to the
Uplock hooks in each wheel well engage rollers on the extend side, which improves gear free-fall capability and
retracted gear and hold the gear in the up-and- locked posi- reduces pump demand during extension. Extension pressure
tion. When all three gear sensors detect that the uplock continues to the actuators for 60 seconds. Then, the gear
hooks are securely engaged, hydraulic retract pressure is control valve returns to the neutral position. If a landing
removed and the gear control valve returns to the neutral gear position does not agree with the handle setting, the
position. corresponding red light remains illuminated, the correspond-
ing green light remains extinguished, and hydraulic exten-
If a landing gear position does not agree with the handle sion pressure continues. Failure of any downlock sensor will
setting, the corresponding red light remains illuminated and trigger a GEAR DOWN MONITOR FAIL CAS message.
hydraulic retract pressure continues.
Both the maximum landing gear operating speed (VLO) and
Normal Gear Extension maximum landing gear extended speed (VLE) are 200 KIAS.
The LANDING GEAR handle must be pulled out and then
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Emergency Gear Extension The nitrogen bottle pneumatic pressure should

In the event of a failure with the normal landing gear extension opera- be checked prior to each flight. A gauge in the
tion, the emergency gear extension system may be used. right nose compartment shows bottle pres-
sure and a placard is provided to adjust for
Before using the AUXILIARY GEAR CONTROL System, the LANDING temperature.
GEAR handle should be in the GEAR DOWN position and/or the Gear
Control circuit breaker should be pulled. This prevents any chance of
energizing the gear hydraulic system to the retract position. Pulling
the red PULL handle up and back manually disengages the uplock
hooks and allows the gear to fall free. This action also exposes the red
EMERGENCY GEAR BLOWDOWN knob.
Pulling the EMERGENCY GEAR BLOWDOWN knob directs compressed

nitrogen to pressurize each of the three landing gear uplock release
actuators. Then, in sequence, the extend side of the two main gear
hydraulic locking actuators and the retract side of the nose gear hydrau-
lic locking actuator are pressurized.
Once all gear indicate down and locked, the PULL handle may be stowed
to clear the aisle.
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BRAKES
Components
The aircraft uses a separate hydraulic system with an independent electric
pump, reservoir, and accumulator to operate the wheel brakes. Cockpit
brake pedals (the top ends of the rudder pedals) control brake pressure
via direct cabling. The system includes parking brake and emergency brake
capabilities.
The electric pump generates accumulator pressure and is powered any time
the LANDING GEAR handle is in the GEAR DOWN position and accumula-
tor pressure is below 1,175 ± 75 PSI. The pump can generate a pressure
of 1,500 PSI at 0.6 gallons per minute (GPM). Electrical power is removed
when accumulator pressure reaches 1,500 ± 50 PSI. The pump is equipped with a removable fluid filter.
The system reservoir has a fluid capacity of 100 cubic inches and is pressurized with outflow air from the cabin. The brake
system access door is located on the fuselage at the trailing edge of the left wing. It contains a reservoir fluid level sight
gauge, an accumulator pressure gauge, and a manual dump valve.
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The accumulator provides pressurized fluid to a brake metering valve.

Fluid pressure can be delivered between 0 and 1,000 PSI, to a tolerance
of +50 to -20 PSIG.
The metering valve regulates hydraulic pressure from the reservoir to

the brake assemblies as a function of cockpit pedal input. Brake pressure
is determined by whichever pedal input (pilot or copilot) is greater, to a
maximum of 1,000 PSI.
A parking brake inhibits aircraft movement while on the ground. A cock-

pit-controlled parking brake valve sets check valves in each brake line to
trap hydraulic fluid pressure. The parking brake valve contains a pres-
sure relief feature to accommodate thermal fluid expansion. The valve
opens to relieve pressure in excess of 1,200 ± 50 PSIG, but reseats to
maintain a trapped pressure of at least 600 PSIG.
Emergency braking is available in the event of a failure in the main brake system. The emergency brake system is indepen-
dent of the brake hydraulic system and relies on the same pneumatic pressure bottle used for emergency gear extension.
The bottle is capable of supporting both emergency gear and emergency brake requirements. Dedicated pneumatic lines
are routed from the emergency brake valve to the brake shuttle valves.
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Brake Pedals
The top (toe) ends of the rudder pedals are used for normal braking control from
the cockpit. Brake pedal deflection of either the pilot or copilot pedals is transmit-
ted to the metering valve via a set of cables.
PARK BRAKE – PULL Knob

A PARK BRAKE – PULL knob is located below the pilot tilt panel, to the left of the control yoke. The
handle actuates the parking brake valve, located downstream of the antiskid control valve, and
traps fluid in the brake lines. A PARKING BRAKE CAS message illuminates anytime the parking
brake is set on the ground with the throttles less than the CRU detent. The message changes to
PARKING BRAKE if the throttles advance to the CRU detent or the parking brake is set in the air.
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EMER BRAKE PULL Handle

An EMER BRAKE PULL handle is located below the pilot tilt panel and to the right
of the control yoke. It operates the emergency pneumatic brake system. Pulling
the EMER BRAKE handle increases brake pressure in proportion to the pulling
deflection applied to the handle.
If the LANDING GEAR handle is in the GEAR DOWN position and brake sys-
tem pressure is less than 900 ± 50 PSI, a BRAKE PRESSURE LOW message
illuminates on the MFD, the MASTER CAUTION RESET switchlights flash and a chime sounds in the cockpit. The MASTER
CAUTION RESET switchlights cannot be reset while this condition exists. The emergency brake system may be required
when landing.
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Operation Emergency Braking

The brake components are located behind the brake system When the EMER BRAKE handle is pulled, the pneumatic stor-
access door at the trailing edge of the left wing. As part of age bottle discharges compressed nitrogen equally to both
the preflight inspection, a reservoir fluid level sight gauge and brake assemblies. Discharge pressure increases in propor-
accumulator pressure gauge should be checked. To get an tion to the applied handle deflection, to a maximum pressure
accurate reading, the check must be done with the battery of 450 ± 50 PSI.
OFF so the brake pump will not energize. Located above the
accumulator gauge, the bleed valve must also be pressed to When the spring-loaded handle is moved back in, brake pres-
bleed the system of pressure before reading the gauges. sure is reduced and the nitrogen in the brake lines is vented.
Therefore, pulling the EMER BRAKE handle out to a position
Normal Braking that provides the desired braking and holding it there will
The brakes are applied when either pilot applies pressure to yield the most efficient performance. Repeated movements
the top of the rudder pedals. The cabling system is designed of the handle can rapidly deplete the nitrogen supply.
so that inputs from one set of pedals do not cause the other
set to move. Braking pressure is determined by whichever Excessive force on the EMER BRAKE handle can cause the
pilot applies the greater pedal force. wheel brakes to lock, resulting in tire blowout. Each main
gear wheel contains three thermal fuse plugs to release tire
The parking brake is set by pulling the PARK BRAKE knob pressure in the event of a brake over-temperature condition.
and can be done before or during brake pedal application.
This action sets check valves in the brake lines that trap Emergency braking does not provide antiskid or differential
existing hydraulic pressure. Pressing the brake pedals will braking capability.
place additional pressure into the lines to augment the park-
ing braking effect. Pushing the handle in will release the
parking brake.
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ANTISKID SYSTEM
The antiskid system enhances braking efficiency and reduces landing distances under all runway conditions. The system
also provides touchdown protection and locked wheel crossover protection.
Components
An Antiskid Control Unit interprets speed data from independent trans-
ducers on each main wheel. A skid or slip is indicated by the sudden
deceleration of one or both main tires on the runway. If a wheel speed
transducer detects a deceleration, it sends the data to the Antiskid Control
Unit. The unit computes the severity of the skid and sends a compensat-
ing electrical signal to the corresponding antiskid control valve to reduce
brake pressure on the skidding wheel. The antiskid control valves oper-
ate independently, so a single wheel skid results in brake pressure reduc-
tion at the skidding wheel only.
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Antiskid operation is automatic and cannot be controlled from the cockpit. If the system fails, an ANTISKID FAIL message
illuminates and the antiskid control valve is forced open to allow normal braking. The system performs continuous integrity
checks and displays any detected failures on the EICAS.
Operation
The antiskid system is designed to operate with maximum pilot-applied brake pressures. However, pumping the brakes will
introduce false deceleration signals into the system so the brakes should be applied smoothly for maximum effectiveness.
Touchdown Protection
Touchdown protection prevents the application of wheel braking prior to wheel spin-up after landing. It is activated when
both main gear squat switches sense an AIR signal, causing the antiskid control unit to dump all brake pressure. This com-
mand remains active for three seconds after weight-on-wheels is sensed or until wheel spin-up has occurred. Under normal
circumstances, wheel spin-up occurs almost immediately after touchdown.
Locked Wheel Crossover Protection

Locked wheel crossover is the inadvertent turning of the aircraft due to differential braking under adverse runway condi-
tions. The antiskid control unit protects the aircraft by comparing both main wheel speeds to determine whether one wheel
is locked. If the speed of one wheel falls to less than 30% of the speed of the other, the unit commands the antiskid control
valve of the slower wheel to dump brake pressure. This command continues until the speed of the slower wheel increases
above the 30% threshold.
Locked wheel crossover protection is inactive at wheel speeds below 25 KTS to allow for low speed taxiing.
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Antiskid System Testing

The antiskid system performs continuous integrity checks of:
• The antiskid control unit

• Regulated power to the antiskid control unit
• The left and right wheel brake transducers
• The antiskid control valve circuit
• All squat switches
A fault detected during continuous integrity checks will illuminate an ANTISKID FAIL CAS message. Troubleshooting help is
available via the MFD Maintenance pages.
An antiskid system self-test is initiated by:
• First power-up of the antiskid system

• Moving the LANDING GEAR handle to the GEAR DOWN position
• Selecting ANTISKID from the MFD System Test Menu
The self-test takes approximately six seconds on the ground, and is inhibited if wheel speed is greater than 15 ± 5 KTS.
The self-test takes approximately three seconds in the air. A self-test initiated from the System Test Menu immediately illu-
minates the ANTISKID FAIL message, which will clear after a successful test. A self-test initiated by other methods will only
display an ANTISKID FAIL message if the test fails.
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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
Antiskid system has failed or the BRAKE PRESSURE LOW
ANTISKID FAIL X X
message is posted and the aircraft is on the ground.
Brake pressure is under 750 PSI and either main gear is down
BRAKE PRESSURE LOW X X
and locked.
GEAR DOWN MONITOR FAIL X A down and lock sensor has failed.
Parking brake is engaged on the ground and the Throttles ≥
PARKING BRAKE X
CRU detent or the parking brake is set in the air.
WT ON WHEELS MISCOMPARE X X The three squat switch signals don’t agree.
Parking brake is engaged on the ground and the Throttles <
PARKING BRAKE X
CRU detent.
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Landing Gear and Brakes Cockpit Locator
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Notes
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Landing Gear and Brakes Quiz
1. Once extended, the landing gear are held down with _____.
a. Hooks in the landing gear bay

b. Squat switches
c. Hydraulic pressure
d. Mechanical actuator locks
2. The pressure gauge for the back-up gear extension bottle is located in the _____.
a. Right main wheel well

b. Right nose baggage compartment
c. Cockpit center pedestal
d. Fuselage next to left wing trailing edge
3. A squat switch is located on _____.

a. The left main gear only
b. The right main gear only
c. The nose gear only
d. All three landing gear
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4. A GEAR DOWN MONITOR FAIL CAS message indicates _____.
a. A shuttle valve has not opened

b. The gear control valve has not closed
c. A downlock sensor has failed
d. The weight-on-wheels switch has failed
5. A PARKING BRAKE CAS message indicates the parking brake is engaged and _____.
a. The Throttles are ≥ CRU detent

b. The parking brake valve has failed
c. Brake pressure is low
d. The Throttles are < CRU detent
6. The brake system access door is located in the _____.
a. Tailcone compartment
b. Right nose compartment
c. Fuselage next to left wing trailing edge
d. Left nose compartment
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7. Emergency braking does not provide _____.
a. Copilot brake pedal operation

b. Differential braking
c. Antiskid operation
d. Both (b) and (c)
8. Antiskid operation is degraded if the pilot _____.
a. Applies constant brake pedal pressure

b. Pumps the brake pedals
c. Pushes the brake pedals too hard
d. Applies the brakes too quickly after touchdown
9. Locked Wheel Crossover protection _____.
a. Prevents inadvertent turning due to differential braking

b. Dumps brake pressure to the slower wheel if it drops below 30% of the speed of the faster wheel
c. Prevents the application of wheel braking prior to wheel spin-up after landing
d. Both (a) and (b)
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Landing Gear and Brakes Quiz Answers
1. d
2. b
3. d
4. c
5. a
6. c
7. d
8. b
9. d
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15 Flight Controls

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Citation CJ4 15 Flight Controls ProFlight Pilot Training
®
OVERVIEW
Flight controls for the CJ4 include primary and second-
ary systems. System safeguards comprised of control
locks, a rudder bias system, and stall warning system
are also installed.
Primary flight controls include the ailerons, elevators,

and rudder. The right aileron, both elevators, and the
rudder are equipped with electromechanical trim tabs
that are controlled by the pilots as desired.
Secondary flight controls include flaps, speedbrakes,

and ground spoilers.
A control lock system is available to immobilize the pri-

mary controls when on the ground. A rudder bias sys-
tem aids the pilot in maintaining directional control in
the event of single-engine operation. A stall warning
system alerts the crew of an impending stall.
Rev 1.1 - Nov2017 For Training Purposes Only Flight Controls - 2

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PRIMARY CONTROLS
The primary flight controls are operated with a conventional control yoke and rudder pedal
arrangement for the pilot and copilot. Control inputs are transmitted to the control surfaces
through push rods and cables. Primary flight controls can also be operated with an automatic
flight control system (AFCS or autopilot).
Ailerons
Ailerons are located on the outboard trailing edge of each wing and provide lateral aircraft
control. Roll inputs from the control yokes and autopilot aileron servo are mechanically trans-
mitted to the ailerons through a three-cable loop system.
The control yokes rotate 70° to each side, which is equivalent to maximum aileron deflection.
To transmit autopilot roll commands, an autopilot aileron servo is mechanically connected to
the aileron cable system via a clutch. The servo engages the clutch when the autopilot is acti-
vated. When the autopilot is engaged, either control yoke can manually override the aileron
servo without disengaging the AFCS.
Elevators
Elevators are located on the trailing edges of the horizontal stabilizer and provide longitudinal
aircraft control. Pitch inputs from the control yokes and autopilot elevator servo are mechani-
cally transmitted to the elevators through a single-cable loop system.
The control yokes move forward and aft to generate elevator deflection. To transmit pitch com-
mands from the AFCS, an autopilot elevator servo is mechanically connected to the elevator cable
system via a clutch. The servo engages the clutch when the autopilot is activated.
Rev 1.0 - Mar2016 For Training Purposes Only Flight Controls - 3
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Rudder
The rudder is located on the trailing edge of the vertical stabilizer and provides
yaw control. Yaw inputs from the pilot or copilot rudder pedals and the autopilot
rudder servo are mechanically transmitted to the rudder through a three-cable
loop system.
The rudder pedals control rudder movement and, therefore, aircraft direction in
flight. During ground operations, the rudder pedals control left and right nose-
wheel steering. Pressing the tops of the pedals activates the wheel brakes.
To transfer autopilot directional command inputs, an autopilot rudder servo

is mechanically connected to the rudder cable system via a clutch. The servo
engages the clutch when the autopilot is activated. When the autopilot is
engaged, either set of rudder pedals can manually override the rudder servo.
A spring-loaded latch on the inside of each rudder pedal can be used to adjust
the distance of the pedal from the cockpit seat. Pressing and holding the latch
allows the pilot to move the pedals to a forward, middle, or aft detent position,
as desired.

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TRIM SYSTEMS
The trim systems adjust the aerodynamic characteristics of the ailerons, elevators, and rud-
der. These systems are controlled with switches located on the control yokes and aft center
pedestal.
Components
Control forces can be adjusted with the use of trim tabs on the:
• Inboard trailing edge of the right aileron

• Inboard trailing edges of the left and right elevator
• Trailing edge of the rudder
Electromechanical actuators position the trim tabs. Each actuator operates two independent
pushrods to move its corresponding trim tab.
The left and right elevator trim tabs have separate actuators. Their movement speed is
based on their position along their operating range. Movement speeds are higher in the
nose-up trim region. In the nose-down trim region, movement speeds are slower and
actuators may move independently.

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Most trim controls are located on the aft portion of the center pedestal. Primary elevator trim switches are located on both
control yokes. Electric aileron and elevator trim switches are designed in pairs to operate the trim motor and trim clutch,
respectively. Both switches must be moved together when adjusting the trim tabs.

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AILERON TRIM Switches

Pressing the pair of electric rocker-style AILERON TRIM switches causes the aircraft to roll WING DN in the direction the
switches are pressed.
RUDDER TRIM Knob

Twisting the RUDDER TRIM knob to the left or right causes the aircraft to yaw the direction the knob was turned. The knob
must be pushed in before turning.
Primary Elevator Trim Switches

A pair of primary elevator trim switches on each control yoke adjust the nose of the aircraft UP or DOWN.
SECONDARY ELEV TRIM ENABLE Button

A SECONDARY ELEV TRIM ENABLE button disables the primary elevator trim switches on the control yokes and enables the
SECONDARY ELEV TRIM switches. The switchlight is covered by a yellow guard to prevent inadvertent actuation.
SECONDARY ELEV TRIM Switches

A pair of SECONDARY ELEV TRIM switches provide an alternate means for controlling elevator trim. The switches must
first be enabled by pressing the SECONDARY ELEV TRIM ENABLE button. Simultaneous use of both the autopilot and the
secondary elevator trim is prohibited. Therefore, activation of the SECONDARY ELEV TRIM ENABLE button will prevent
engagement of the autopilot (AFCS). However, if the autopilot is already engaged when the button is activated, it will remain
engaged, which could represent a flight hazard.

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TRIM indicators
Trim tab position information is displayed in the TRIM section of the EICAS, or shown as a display over-
lay when selecting SYSTEMS page 2/2 on the Multifunction Display (MFD). White arrow pointers indicate
the position of each trim tab (AIL, RUD, and ELEV). A green band on the indicator scale depicts the safe
trim range for takeoff. Arrow pointers change color from white to amber when the trim tabs are outside
of this safe takeoff range.
A NO TAKEOFF message illuminates if any white arrow pointer is not within the green band of the
white analog scale or if elevator trim information is invalid while the aircraft is on the ground. If the NO
TAKEOFF message is illuminated and either throttle lever is moved past the cruise (CRU) detent, the
message is replaced with a NO TAKEOFF message. Either message must be corrected before takeoff.
If elevator trim is outside of a safe takeoff range, the left and right indicators will also change color from
white to amber and a red ELV TRIM NO TAKEOFF annunciator light will illuminate above the Standby
Flight Display.
If a primary elevator trim failure is detected, the position pointers will change color from white to amber,
a PRIMARY ELEVATOR TRIM FAIL message illuminates. Primary elevator trim failures can include:
• Either or both actuators that do not respond to commands

• Runaway elevator trim
• Invalid trim position information
• Split elevator trim, i.e. a mismatch between trim tabs

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SECONDARY CONTROLS
Secondary flight controls include a single flap panel, an upper and a lower speedbrake panel, and three ground spoiler pan-
els on each wing. Cockpit controls are located in the middle of the center pedestal. All secondary systems are electrically
controlled and hydraulically actuated.
FLAPS
Flaps are installed on the inboard trailing edge of each wing and enable safe
flight at slower approach and stall speeds.
Components
The flap panels are moved by hydraulic actuators attached to each rear wing
spar. Hydraulic fluid to each actuator is metered by a solenoid valve, which
energizes to the open position to allow hydraulic pressure to the actuator.
When the flaps stabilize at the commanded position, the solenoid valve de-
energizes and closes causing trapped hydraulic pressure to maintain the flap
position. A mechanical lock inside each actuator engages when the flaps are
fully retracted, but disengages when sufficient hydraulic pressure is applied.
The left wing and right wing flap panels are attached together via interconnect cables to ensure that they always move
simultaneously, and to the same position.

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FLAPS Handle
A FLAPS handle is located on the right side of the throttle levers, at the middle of the center pedestal. Flaps
can be set to three detent positions:
• 0° (Up)
• 15° (Takeoff and Approach)
• 35° (Landing)
Handle position is sensed by a proximity switch at each detent. A flap monitoring system compares the handle
position to the flap position.
FLAPS Indicator
A graphical FLAPS position indicator (arrow pointer) is presented with the EICAS information on the upper right section of the left MFD.
The indicator is always shown in compressed, uncompressed, or reversionary display modes. The flap monitoring system
continuously tests for faults such as:
• Multiple FLAPS handle proximity switches that are closed at the same time
• Failure of any FLAPS handle proximity switch to close
• Flaps that do not move to the commanded position
• Uncommanded flap movement
• Flap movement that is not symmetrical (within 6°)
If a fault is detected, the normally-white pointer changes to amber and freezes on the display in
its last position and a FLAPS FAIL message illuminates.
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Operation
The FLAPS handle must be pushed down to clear the mechanical detent before it can be moved to a new position.
Flaps are normally at the 0° (full up) position when on the ground. The mechanical actuator locks are engaged in this posi-
tion and will keep the flaps retracted. If hydraulic pressure were removed (e.g., during engine shutdown) and the flaps were
not set to 0°, the flaps would gradually droop. At startup, the FLAPS position indicator would show the actual flap position
(to a maximum of 35°), but the FLAPS FAIL CAS message would not illuminate to warn of a mismatch between the FLAPS
handle and the flap position. However, as the first engine is started and hydraulic pressure becomes available the FLAPS
indicator and the flap position will move to match the handle position again.
Flaps may be set to the 0° or 15° position for takeoff, runway length and conditions permitting. Note that all normal landing
data are based on a flap setting of 35°.
Flap operating speeds are dynamically displayed on the primary flight display (PFD) airspeed scale as long as the aircraft
altitude is below FL180. Speeds are removed from the display above this altitude.
Note that the maximum speed for selecting 15° flaps is 200 KIAS and the maximum speed for selecting 35° flaps is 160
KIAS.

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SPEEDBRAKES / GROUND SPOILERS

Speedbrakes can be used to increase drag and reduce aircraft
speed, both in flight and during the landing roll. Ground spoilers
can be used to increase drag during the landing roll only.
Components
Each wing has two speedbrake panels. One panel is mounted on
the upper surface of the wing and one panel is below in a clam-
shell arrangement. Both panels are operated by a single hydraulic
actuator through a crankshaft linkage. Each wing also has three
ground spoiler panels. Each spoiler panel is driven by an indepen-
dent hydraulic actuator. Proximity switches on each speedbrake
panel and each ground spoiler panel independently monitor panel
positions.
In the event of an electric or hydraulic failure, a mechanical check

valve in each ground spoiler actuator holds the spoiler panels in their fully retracted position. Dual solenoids are installed in
each ground spoiler actuator to protect against uncommanded deployment.
A speedbrake controller uses signals from the SPEEDBRAKE handle and the speedbrake actuator to control the torque motor
that drives speedbrake movement.

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Controls and Indications
SPEEDBRAKE Handle
The SPEEDBRAKE handle controls deployment of both the speedbrake and the ground
spoiler panels. The handle is located on the left side of the throttle levers, at the mid-
dle of the center pedestal. It can be moved between placarded positions of 0%, 100%,
and GROUND SPOILERS EXTEND.
The speedbrake panels can be deployed to any angle between 0° (fully retracted) and
approximately 40° (fully extended in flight) or 54° (fully extended on the ground). The
ground spoiler panels are either fully retracted at 0° or fully extended at 55°.
Normal deployment of the speedbrakes will illuminate a SPEED BRAKES EXTENDED mes-
sage. If the speedbrakes are deployed and the radar altimeter indicates less than 500 FT
AGL, a SPEED BRAKES EXTENDED message will illuminate. Note that this amber message
is inhibited if the aircraft is in steep approach mode or on the ground.
The speedbrakes are monitored for any:
• SPEEDBRAKE handle fault

• Speedbrake controller fault
• Mechanical failure
• Uncommanded speedbrake movement

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If a speedbrake fault is detected, a SPEED BRAKES FAIL message illuminates.

Normal deployment of the ground spoilers will illuminate a GROUND SPOILERS EXTENDED message.
A data concentrator unit (DCU) monitors ground spoiler operation for:
• Proximity switch faults

• Any mechanical failure
• Uncommanded movement
• Ground spoiler selection in flight
If any of these conditions are detected or if the ground spoilers fail to deploy for any reason, a GROUND SPOILERS FAIL
message will illuminate.
Operation
Placing the SPEEDBRAKE handle in the 0% detent position will fully retract all speedbrakes and ground spoilers. Moving the
handle between the 0% (fully retracted) and the 100% (fully extended) detents will deploy the speedbrakes.
The ground spoilers remain retracted until the SPEEDBRAKE handle is pulled aft, past the 100% detent, to the GROUND
SPOILERS EXTEND detent and at least two of the three weight-on-wheels (WOW) switches detect ground contact. Once
these conditions are met, all speedbrakes and all ground spoilers will fully extend.
Note that a slight aileron rocking motion can be observed, and felt in the control yoke, if the speedbrakes are extended
50% or more in flight and airspeed is greater than approximately 150 KIAS. The effect is not significant enough to cause
bank changes.
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SYSTEM SAFETY FEATURES
CONTROL LOCK SYSTEM

The control lock system fixes the primary flight controls and both throttle levers in place
to prevent damage while on the ground.
A CTRL LOCK PULL T-handle is located under the pilot tilt panel. Pulling the handle out
will lock the primary flight controls in a neutral position and will lock both throttle levers
in the IDLE detent. To operate the control lock:
• First neutralize the primary flight controls with the control yoke and rudder pedals,
and move both throttle levers to the IDLE detent
• Rotate the CTRL LOCK PULL T-Handle 90° clockwise to the UNLOCK position and pull
the handle out until it stops
• Rotate the handle counter-clockwise to its original horizontal position and release
• Move the controls slightly to ensure that the locking mechanism has engaged
• To unlock the flight controls and throttle levers, rotate the handle 90° clockwise, push in, and rotate counter-clockwise
until it returns to its original horizontal position.
The rudder control system locks the nosewheel. The nosewheel can be turned up to ± 60° from its center position during
ground towing, even with the nosewheel locked. However, the steering system may be damaged if the tow bar deflects
beyond this angle.

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RUDDER BIAS SYSTEM

The rudder bias system aids the pilot in maintaining directional control in the event of asymmetric thrust from an engine fail-
ure. The system functions automatically and uses bleed air for bias pressure, but requires DC electrical power for operation.
Components Operation
The rudder bias system uses two balanced pneumatic actua- When the rudder bias control valve is energized with main
tors mounted at the rudder. Each actuator has a single bore DC electrical power, the valves open and send left and right
and a single piston, with dual seals and chambers. The actu- engine bleed air to the both sides of the bias actuators. As
ator piston rods are connected to the rudder torque tube via long as both engines produce equal thrust, there is equal
roller-slot linkages. pressure on both sides of the actuators; the actuators are
balanced and rudder operation is normal.
Both actuators receive bleed air from the left and right
engines. Bleed air is routed to each actuator via separate If an engine loses thrust, a pressure differential is generated
lines through its own solenoid-operated pneumatic shutoff and causes the actuators to move the rudder toward the
valve. To ensure a reliable bleed air supply, one shutoff valve engine that is supplying more bleed air. This additional rud-
receives service air (prior to the service air regulator) and der pressure compensates for reduced thrust and increased
the other valve receives anti-ice system air. drag on the inoperative engine side, helping the pilot to
maintain directional control.
When energized by main DC electrical power, the valves are
open and send bleed air to both sides of the actuators. When If a control valve closes for any reason, normal rudder bias
de-energized, the valves are closed and bleed air is vented operation is not available and a RUDDER BIAS FAIL message
to ambient pressure. illuminates.

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STALL WARNING SYSTEM

The stall warning system is designed to alert the crew to an impending stall based on the airflow relative to the aircraft
angle of flight.
The system is made up of a single angle-of-attack (AOA) vane, AOA indexer, AOA/low speed awareness (LAA) indications,
and a stick shaker.
AOA Vane
The AOA vane is mounted on lower right side of the fuselage, below and aft of the copilot
window. A stall transducer takes the AOA vane information, landing gear position, flap posi-
tion, and WOW input and computes a normalized angle of attack. This information is sent
for display on the PFD and AOA indexer.
AOA Indexer
The AOA indexer is mounted on the center windshield post. The lights provide a “heads-up” display of
the angle-of-attack when configured for approach. Full GREEN split ring illumination indicates that the
AOA setting is on the target speed (0.6 on PFD AOA indication). A RED light signifies a speed below
target. An AMBER light signifies a speed above target. The brightness of the indexer lights gradually
increases or decreases in proportion to the speed error.

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AOA Scale
AOA information is transmitted to the Pro Line 21 system to be processed and displayed
on both PFDs. An AOA scale is displayed left of the airspeed tape and a digital readout is
shown below the scale. An amber AOA fail flag will replace the scale in the event of invalid
or lost AOA data. A low airspeed awareness (LAA) red barber pole is displayed along the
airspeed tape for further indication to the crew of low airspeed and an impending stall.
Stick Shaker
The stick shaker provides a tactile warning to the pilots of a possible stall condition. As the
name implies, when a high AOA is detected, the control column will shake. A stick shaker
motor is located behind the pilot control column. Because the control columns are intercon-
nected, shaking on the pilot side will also cause the copilot side to shake.
Testing of the stall warning system is accomplished through the SYS TEST on the displays.
Refer to Chapter 2 – Crew Alerting System for more information
Stall Strips
Two stall strips are installed on the leading edge of each wing. If the primary stall detection
system is inoperative, the stall strips serve as a backup. These will cause the aircraft to
buffet just prior to a stall, alerting the crew to take action.

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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
EITHER THROTTLE IS above the CRU detent and at least one
of the following items are not in the takeoff position:
NO TAKEOFF X • Flaps
• Elevator trim
• Speedbrakes/ground spoilers
Flaps do not match the selected handle position or uncom-
FLAPS FAIL X X
manded flap movement was detected.
Ground spoilers do not match the selected handle position or
GROUND SPOILERS FAIL X the ground spoilers are selected in flight or a system failure
has occurred.
A fault of the primary elevator trim system is detected or the
PRIMARY ELEVATOR TRIM FAIL X X X
SECONDARY ELEV TRIM ENABLE button is selected.
RUDDER BIAS FAIL X X X One or both of the rudder bias shutoff valves are closed.

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Speed brakes are deployed in flight and the RA < 500 feet
AGL or if the RA is inoperative and the baro altitude minus
SPEED BRAKES EXTENDED
the destination field elevation < 500 feet AGL. Message is
inhibited if operating in speed approach mode.
Speed brakes do not match the selected handle position or a
SPEED BRAKES FAIL X
fault is detected in the speed brake system..
GROUND SPOILERS EXTENDED Any of the ground spoilers are extended.
Throttles are below the CRU detent and at least one of the
following items are not in the takeoff position:
NO TAKEOFF X • Flaps
• Elevator Trim
• Speedbrakes/Ground Spoilers
SPEED BRAKES EXTENDED Any of the speed brakes are extended.

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Flight Controls Cockpit Locator

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Notes

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Flight Controls Quiz
1. Primary flight controls are controlled _____.
a. Hydraulically using control actuators

b. Pneumatically using control actuators
c. Mechanically using push rods and cables
d. Through telekinesis
2. Control movement of either yoke with the autopilot engaged will _____.
a. Leave the autopilot engaged

b. Disengage the autopilot
c. Override the aileron servo
d. Both (a) and (c)
3. Trim tabs are located on all of these surfaces except _____.
a. Inboard trailing edge of the left aileron

b. Inboard trailing edge of the right aileron
c. Inboard trailing edges of the elevators
d. Trailing edge of the rudder

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4. Trim tab position indicators are located on the _____.
a. Center instrument panel

b. MFD 1
c. Pedestal
d. PFDs
5. If elevator trim is out of the safe range for takeoff _____.
a. A PRIMARY ELEVATOR TRIM FAIL CAS message illuminates

b. Trim indicators freeze in position
c. A NO TAKEOFF CAS message illuminates
d. Trim indicators change color from white to amber
6. Secondary trim is available for _____.
a. The aileron
b. The rudder
c. The elevator
d. All three surfaces

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7. Setting the SPEEDBRAKE Handle to 100% _____.
a. Fully retracts the speedbrake

b. Fully extends the speedbrake
c. Extends the ground spoilers
d. Extends both the speedbrakes and ground spoilers
8. Weight-on-wheels switches must sense ground contact for operation of the _____.
a. Rudder trim centering

b. The CONTROL LOCK PULL T-handle
c. The speedbrakes
d. The ground spoilers
9. A NO TAKEOFF CAS message will change to NO TAKEOFF if _____.
a. The right throttle is above the CRU detent

b. Either throttle is above the CRU detent
c. Both throttles are above the CRU detent
d. The throttles indicate a 20 split

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Flight Controls Quiz Answers
1. c
2. d
3. a
4. b
5. d
6. c
7. b
8. d
9. b

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16 Lighting

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Citation CJ4 16 Lighting ProFlight Pilot Training
®
OVERVIEW
The CJ4 is equipped with lighting systems for the cockpit and
cabin, emergency exit, aircraft exterior, and baggage compart-
ments. Most systems are based on light emitting diodes (LEDs),
which produce little heat and have a long operation life.
Interior lighting includes both direct and indirect lighting sources Ice Detection
for the cockpit and cabin. Emergency exit lighting supports pas- Landing/Taxi
senger and crew egress in the event of an electrical power failure
or a high-impact landing. Nav Nav
Lights are installed on the aircraft exterior for navigation, wing ice
detection, collision avoidance, landing and taxi operations, and
tail logo visibility.
Strobe Strobe
Nose and tail baggage compartment lights aid in stowing and
Beacon
removing bags and cargo.
Lighting systems are controlled from the cockpit instrument panel,

cabin switch panels, and toggle switches in the baggage compart-
ments. Lighting is powered by the main DC electrical systems,
although some lighting systems can be powered by the emer- Tail Logo Tail Logo
Light Light
gency battery bus when main DC power is not available.
Rev 1.1 - Nov2017 For Training Purposes Only Lighting - 2

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COCKPIT LIGHTING
Cockpit lighting includes illumination of the instrument panel, accessory control panels, and flight displays. These systems
are energized by main DC power through the aft junction box (J-Box).
Panel Lighting
Light-emitting diodes (LEDs) are used to backlight instrument
panels and to illuminate buttons. Lighting intensity is con-
trolled with the PANEL knob, located in the DIMMING con-
trol group on the forward center pedestal. Rotating the knob
clockwise increases brightness and rotating it counterclock-
wise decreases brightness. The DAY position is located at the
extreme clockwise position of the knob. This setting extin-
guishes instrument lighting for day operations.
Flight Display Lighting

The intensity of the primary flight displays (PFDs) and multifunction displays (MFDs) can be individually adjusted by the
pilots. The left PFD is powered by the emergency battery bus when normal and converted power are not available.
PFD 1 – MFD 1 and MFD 2 – PFD 2 controls adjust the intensity of the flight displays. They are located on the DIMMING
control group. The inside knob controls the corresponding MFD intensity and the outside ring controls the corresponding
PFD intensity. Clockwise rotation increases brightness and counterclockwise rotation decreases brightness.
Rev 1.0 - Mar2016 For Training Purposes Only Lighting - 3

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Floodlight and Map Lights

A floodlight, two map lights and three rotary knobs are mounted in the overhead panel, above the center of the cockpit.
The two outside rotary knobs control the adjacent map light. The center rotary knob controls both flood lights located aft
of the knobs.

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CABIN LIGHTING
Cabin lighting systems include an entry light, overhead and aisle lighting, indi-
vidual reading/table lights, lavatory lights, exit lights, and passenger advisory
message lights.
Entry
A cabin entry light is located in the center of the cabin door entry area. The light
can be controlled from an entry lights panel at the left side of the cabin door or
from a client wwitch panel on the forward cabinet wall.
Pressing either Entry Lights button illuminates:
• Entry light
• Seat 6 reading/table light
• Emergency EXIT signs
• Right lavatory (escape hatch) light
An annunciator light next to the button also illuminates to indicate that the
lights are active. The entry lights contain a timing circuit and extinguishes auto-
matically after ten minutes of operation.
The master switch panel is located on the right forward cabinet and can also be
used to activate the entry lights.

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Overhead and Dropped Aisle

Four rows of LED lights extend the full length of the cabin overhead for interior illumina-
tion. This lighting is augmented by a row of dropped LED lights that extend along each
side of the aisle.
The overhead and aisle lights illuminate automatically when the BATTERY switch is placed
to the ON position. Pressing the momentary-contact cabin lights button on the client
switch panel extinguishes both set of lights. Pressing the button a second time illuminates
only the overhead lights. The overhead and aisle lights can also be controlled indepen-
dently from the master switch panel or the executive (VIP) control panel.

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Reading/Table Lights
Adjustable reading/table lights are located above each cabin seat. Separate passenger table
lights are also available. Buttons mounted adjacent to each overhead light control the read-
ing light and the table light, respectively.
Aft Lavatory
A light over the toilet and another over the aft emergency exit illuminate the aft lavatory area.
These lights can be activated from dedicated switches, overhead reading/table light switches,
or the entry switch panel. The entry switch panel overrides the dedicated switches.
EXIT and Passenger Advisory Message

BELT and SAFETY buttons are located in the PASS LIGHTS control group, on the right side
of the forward center pedestal.
Pressing the BELT button illuminates the SEAT BELT sign and extinguishes all emergency
EXIT signs. Pressing the SAFETY button activates the SEAT BELT sign, the NO SMOKING
sign, and all emergency EXIT signs. No chime alert is associated with these buttons or
lights.

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EMERGENCY EXIT LIGHTING

Emergency exit lighting illuminates the interior and exterior of the aircraft along the prescribed overwing escape path. If
normal DC power fails, the system is powered by three emergency battery packs in the aft, middle, and forward cabin
area. Main DC power charges the battery packs and main junction box circuit breakers protect battery integrity.
The following lights are part of the emergency exit lighting:
• Right side dropped aisle lights

• Cabin entry light
• Table light between seats 4 and 6
• Seat 7 reading/table light
• Emergency EXIT signs
• Three exterior (right wing) overwing lights
Emergency exit lighting is controlled with the EMER LIGHTS Switch, located in the ELECTRICAL POWER control
group on the left side of the pilot instrument panel. Three positions can be selected with the toggle switch:
• OFF – Extinguishes all emergency lights and illuminates an EMERGENCY LIGHTS NOT ARMED CAS
message.
• ARM – Extinguishes all emergency lights until they are activated by a 2-G switch or by loss of DC
power
• ON – Illuminates all emergency lights
Rev 1.1 - Nov2017 For Training Purposes Only Lighting - 8

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EXTERIOR LIGHTING
Exterior lighting enhances aircraft visibility for both flight and ground operations. All
of the exterior lights are the LED type. The EXTERIOR LIGHTS control group on the
forward center pedestal contains the buttons that operate these systems.
Beacon
A red flashing beacon light is installed at the top of the vertical stabilizer for safety during
taxiing. A BEACON button operates the light.
Navigation and Anti-collision

Red (left) and green (right) navigation lights are mounted
on each wingtip. Each assembly includes an aft-facing
white position light and a flashing anti-collision light. A
NAV button and a STROBE button operate the navigation
lights and the anti-collision lights, respectively.

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Landing/Taxi
Landing/taxi lights are installed on the belly fairing, forward of the wing spar.
These two lights are operated by two buttons on the EXTERIOR LIGHT panel:
• TAXI – Activates the lights at approximately 50% intensity

• LNDG – Activates the lights at the full brightness level
The landing/taxi lights can also be controlled by two PULSE LIGHT buttons:
• TCAS – Arms the automatic light pulsing feature and extinguishes the land-
ing/ taxi lights until a traffic alert and collision avoidance system (TCAS)
advisory causes the lights to pulse
• ON – Manually pulses the landing/taxi lights
Note that only one of these four buttons can be activated at a time. Pushing one
button deactivates the others.

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Tail Logo
Tail logo lights are located on the underside of the left and right horizontal
stabilizers and illuminate both sides of the vertical stabilizer. A LOGO button
operates the lights.
Ice Detection
A wing inspection light is installed on the left fuselage, forward of the left wing.
The light illuminates the outboard portion of the left wing leading edge to assist
with visual inspection for wing icing.
A WING LIGHT button is located in the lower right corner of the ICE PROTECTION
group, on the right pilot tilt panel. Pressing the momentary-action button acti-
vates the wing inspection light.

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BAGGAGE LIGHTING
The nose and tailcone baggage compartments are equipped with LED lighting to assist in
loading operations.
A single nose compartment light is located in the compartment ceiling. A switch is located
next to the light and is accessible only from the left side of the aircraft.
The tail compartment has two lights located in the compartment ceiling. The lights are con-
trolled by a toggle switch on the inside forward edge of the baggage door frame.
If the lights in either compartment are not extinguished with the toggle switch, they will
automatically extinguish when the compartment doors are closed.

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CAS Messages:
Inhibits
TOPI
ESDI
LOPI
ESI
EFI
EI
EMERGENCY LIGHTS NOT ARMED X X EMER LIGHTS switch is not in the ARMED position.

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Lighting Cockpit Locator

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Notes

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Lighting Quiz
1. Flight display lighting dimming controls are located on the _____.
a. Instrument tilt panel

b. Forward center pedestal
c. Aft center pedestal
d. Overhead panel
2. The cabin entry light automatically extinguishes after about _____ minutes of operation.
a. 10
b. 15
c. 20
d. 25
3. Cockpit floodlights and map lights are adjusted by _____.
a. PASS LIGHTS switchlights

b. Photo sensors
c. Knobs adjacent to the lights
d. The PANEL knob

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4. Pressing a cabin entry light button illuminates all of the following except _____.
a. The seat 6 reading/table light

b. Emergency EXIT signs
c. Aisle lights
d. The right lavatory (escape hatch) light
5. The cabin overhead and dropped aisle lights illuminate automatically when _____.
a. The BATTERY switch is placed ON

b. The cabin door is opened
c. The INT MASTER button is selected to NORM
d. A PASS LIGHTS switchlight is pressed
6. Pressing the BELT switchlight activates the SEAT BELT sign and _____.
a. Activates the NO SMOKING sign

b. Extinguishes the emergency EXIT signs
c. Activates the emergency EXIT signs
d. Sounds a chime alert in the cabin

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7. When the EMER LIGHTS switch is armed, emergency lights activate automatically when _____.
a. The BATTERY switch is set to EMER

b. The 2-G switch is triggered
c. All DC electrical power is lost
d. Both (b) and (c)
8. Wingtip light assemblies contain all of the following except _____.
a. Position lights
b. Navigation lights
c. Anticollision lights
d. Taxi lights
9. The pilot must press the _____ button to arm the automatic pulsing of the landing/taxi lights.
a. STROBE
b. BEACON
c. TCAS
d. NAV


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Lighting Quiz Answers
1. b
2. a
3. c
4. c
5. a
6. b
7. d
8. d
9. c

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17 Preflight Inspection

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Citation CJ4
17 Preflight Inspection ProFlight Pilot Training
®
OVERVIEW
After the first flight of each day, the preflight inspection may be omitted except for items marked with a “+”. Fuel tank caps and engine oil quantity/filler
cap need not be checked unless system(s) were serviced. External inspections with flaps down may be conducted at intervals deemed appropriate by
the pilot.
Rev 1.0 - Mar2016 For Training Purposes Only Preflight Inspection - 2

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Citation CJ4
®
PRELIMINARY EXTERIOR INSPECTION

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Citation CJ4
®
1. Engine Covers (4) 2. Pitot Covers (3) 3. Static Wick Covers (7)
REMOVE REMOVE REMOVE
4. Battery 5. External Power

CONNECT DISCONNECT

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Citation CJ4
®
COCKPIT/CABIN INSPECTION
If operating in extreme cold surface temperatures (below -10°C), refer to AFM Section III, Operational Information, COLD WEATHER OPERATIONS.

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Citation CJ4
®
3a. Emergency Exit

1. Documents/Manual/Charts 2. Required Equipment SECURE/CLEAR/
ON BOARD ON BOARD/SERVICED LOCK PIN REMOVED/COVER IN PLACE
3b. Portable Fire Extinguisher

(behind aft left passenger seat) 3c. Seats/Belts 3d. Life Vests (if required)
SERVICED/SECURE UPRIGHT/OUTBOARD/CONDITION STOWED

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Citation CJ4
®
3e. Door Entry Lights 3f. Exit Placards 4. Auxiliary Gear Control Handle
OFF SECURE STOWED
5. Portable Fire Extinguisher

(inboard side of copilot seat) 6. Crew Oxygen Masks/Headsets 7. Oxygen Supply Handle
SERVICED/SECURE CONNECTED PUSH

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Citation CJ4
®
8. Oxygen Masks 10. Circuit Breakers

9. Smoke Goggles
TEST/SET TO 100%/STOWED IN
STOWED
11. Dimming Panel Knob 12. CTRL Lock Handle 13. Climate Control Selector
AS DESIRED RELEASED AS DESIRED

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Citation CJ4
®
14. Electrical Power Panel Switches (all) 15. Battery Switch 16. INT Master Button
OFF ON (MFD1 POWERED) NORM
17. BATT Disc Button 18. BATT Disc Button 19. BATT Volt
(no displays powered) (minimum BATT Volt 24) (if External Power is re-connected)
DISC NORM 28-29 VOLTS

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Citation CJ4
®
20. Fuel Quantity 21. Aileron Trim 22. Rudder Trim

AS REQUIRED/BALANCED NEUTRAL NEUTRAL
23. Elevator Trim 24. Oxygen Pressure 25. Landing Gear Handle
SET FOR TAKEOFF IN GREEN BAND/AS REQUIRED GEAR DOWN (3 green)

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Citation CJ4
®
26. Pitot/Static Heat Buttons (both)

ON/CAS MESSAGE CLEARS THEN AFTER 27a. Exterior Lights 27b. Passenger/Safety Lights
30 SECONDS, OFF ILLUMINATED ILLUMINATED
27c. Emergency Lights 27d. Glareshield Ice Detect Lights 28. Engine Run/Stop Buttons (both)
ILLUMINATED ILLUMINATED STOP

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Citation CJ4
®
HOT ITEMS/LIGHTS
During inspection, make a general security and condition check, particularly for damage, security of panels and fuel, oil, or hydraulic fluid leakage.

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Citation CJ4
®
1. L,R and Standby Static Ports 2. L,R and Standby Pitot Tubes 3. Landing Lights
CLEAR/WARM CLEAR/HOT BOTH ON
4. Angle of Attack Vane/Case 5. Beacon Light 6. Emergency Exit Light

ROTATES/HOT ON/FLASHING ON

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Citation CJ4
®
7. R Navigation/Strobe Lights 8. Tail Navigation Light 9. L Wing Inspection/Navigation/Strobe Lights

ON ON ON
10. Logo Lights 11. Battery Switch

ON OFF

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Citation CJ4
®
LEFT NOSE

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Citation CJ4
®
1. Baggage Door 2. Nose Gear/Doors/Wheel/Tire

SECURE/LOCKED CONDITION/SECURE

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Citation CJ4
®
RIGHT NOSE/FORWARD FUSELAGE

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Citation CJ4
®
1. Gear/Brake Emegency Pneumatic Pressure Gauge 2. Oxygen Pressure 3. Baggage Door

VERIFY PER PLACARD VERIFY PER PLACARD SECURE/LOCKED
4. Oxygen Blowout Disc 5. Overboard Vent Lines 6. Landing Light

GREEN CLEAR CONDITION

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Citation CJ4
®
7. Wing Fairing Vent 8. Top/Bottom Antennas

CLEAR CONDITION/SECURE

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Citation CJ4
®
RIGHT WING/AFT FUSELAGE

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Citation CJ4
®
1. Wing Leading Edge Vent 2. Single Point Fuel Door 3. Fuel Quick Drains (5) 4. Main Gear Door/Wheel/Tire
CLEAR SECURE DRAIN/CHECK CONDITON/SECURE
5. Engine Air Inlet 6. Engine Fan Duct/Fan 7. Engine PT2/TT2 Probe 8. Generator Cooling Air Inlet
CLEAR CONDITION CONDITION CLEAR

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Citation CJ4
®
9. Pylon Precooler Inlet 10. Emergency Exit Door 11. Stall Strips (2) and BLE’s (6) 12. Heated Leading Edge
CLEAR SECURE CONDITION/SECURE CONDITION/EXHAUST CLEAR
16. Aileron/Trim Tab/Flap/

13. Fuel Tank Vent 14. Fuel Filler Cap 15. Static Wicks (3) Speedbrakes/Ground Spoilers
CLEAR SECURE CONDITION CONDITION/SECURE

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Citation CJ4
®
19. Air Conditioning Exhaust/

17. Hydraulic Reservoir 18. Toilet Service Door (if installed) Lower Antennas/Drains
CHECK PER PLACARD/DOOR SECURE SECURE CONDITON/CLEAR

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Citation CJ4
®
RIGHT NACELLE

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Citation CJ4
®
1. Engine Anti-Ice Exhaust 2. Engine Fluid Drains 3. Generator Cooling Air Exhaust 4. Oil Level
CLEAR CLEAR CLEAR CHECK
5. Access Door 6. Engine Exhaust/Bypass Ducts 7. Pylon Precooler Exhaust

SECURE CONDITION/CLEAR CLEAR

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Citation CJ4
®
EMPENNAGE

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Citation CJ4
®
1. R Horizontal Stabilizer Deice Boot 2. R Horizontal Stabilizer/Elevator/Trim Tab 3. Rudder/Trim Tab

CONDITION CONDITION SECURE
4. Static Wicks (9) 5. L Horizontal Stabilizer/Elevator/Trim Tab 6. L Horizontal Stabilizer Deice Boot
CONDITION CONDITION CONDITION

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Citation CJ4
®
LEFT NACELLE

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Citation CJ4
®
1. Pylon Precooler Exhaust 2. Engine Exhaust/Bypass Ducts 3. Oil Level 4. Access Door
CLEAR CONDITION/CLEAR CHECK SECURE
5. Generator Cooling Air Exhaust 6. Engine Fluid Drains 7. Engine Anti-Ice Exhaust
CLEAR CLEAR CLEAR

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Citation CJ4
®
TAILCONE/AFT COMPARTMENT

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Citation CJ4
®
1. Aft Compartment Baggage 2. Aft Compartment Light Switch 3. Aft Compartment Access Door 4. External Power Service Door
SECURE OFF SECURE/LOCKED SECURE
5. External Power Circuit Breaker 6. Battery Compartment Door 7. Battery Cooling Intake/Vent Lines
IN SECURE CLEAR

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Citation CJ4
®
8. Power Brake Accumulator 9. Brake Fluid Reservoir Sight Gages 10. Brake System Access Door
BLEED TO PRE-CHARGE FLUID VISIBLE SECURE

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Citation CJ4
®
LEFT WING

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Citation CJ4
®
1. Flap/Ground Spoilers/
Speedbrakes/Aileron 2. Static Wicks (3) 3. Fuel Tank Vent 4. Fuel Filler Cap
CONDITION/SECURE CONDITION CLEAR SECURE
5. Heated Leading Edge 6. Stall Strips (2) and BLEs (6) 7. Engine Air Inlet 8. Engine Fan Duct/Fan
CONDITION/EXHAUST CLEAR CONDITION/SECURE CLEAR CONDITION

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Citation CJ4
®
9. Engine PT2/TT2 Probe 10. Generator Cooling Air Inlet 11. Pylon Precooler Inlet
CONDITION CLEAR CLEAR
12. Main Gear Door/Wheel/Tire 13. Fuel Quick Drains (5) 14. Wing Leading Edge Vent
CONDITION/SECURE DRAIN/CHECK CLEAR

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Citation CJ4
®
FUSELAGE LEFT SIDE

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Citation CJ4
®
1. Wing Inspection Light 2. Landing Light 3. Cabin Door Seal

CONDITION CONDITION CONDITION

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18 Weight and Balance

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Citation CJ4
18 Weight and Balance ProFlight Pilot Training
®
OVERVIEW
Structural or flight performance considerations drive virtually all airplane weight limitations. The single exception is the
Zero Fuel Weight, which is established to limit total wing bending loads. While load calculations apply only to the airplane,
operational factors such as runway length, field elevation, and environmental conditions can also limit takeoff and landing
weights.
Flight stability requirements determine balance limitations of airplane loading. The horizontal stabilizer balances the moment
between the center of gravity (CG) and the center of lift (CL). Because the horizontal stabilizer can generate only a limited
amount of lift, the range of allowable CG values is also limited.
Pilots should consult the Cessna

Citation CJ4 Airplane Flight
Manual (AFM) for their specific
aircraft configuration to ensure
the use of appropriate data
and tables. Note that it is the
pilot’s responsibility to ensure
that the airplane is loaded
within the weight and balance
limits prescribed in the AFM.
Rev 1.0 - Mar2016 For Training Purposes Only Weight and Balance - 2
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Citation CJ4
®
DEFINITIONS
• Basic Empty Weight – Empty airplane weight plus engine oil, unusable fuel, and installed optional equipment
• Basic Operating Weight – Basic empty weight plus the crew and their bags
• Center of Gravity (CG) – The point at which all of weight of an object is considered to be concentrated
• Fuselage Station (FS) – Longitudinal distance from the reference datum to any point within the aircraft. The reaction
arm (A)
• Landing Weight – Zero fuel weight plus fuel load at landing
• MAC – Mean aerodynamic chord. Chord of an imaginary airfoil which has the same force vectors as those of the actual
wing
• Moment – The tendency of a force to cause rotation. Equal to an object’s weight times its reaction arm (W x A = M)
• Payload – Weight of occupants, baggage, cargo, and cabinet contents that are not part of the basic empty weight
• Ramp Weight – Zero fuel weight plus total fuel onboard, including taxi fuel
• Reference Datum – The plane from which all reaction arms are measured. The reference datum (FS 0.0) for the CJ4
is approximately 80 inches in front of the nose wheel axle
• Takeoff Weight – Zero fuel weight plus fuel load at takeoff (minus taxi fuel)
• Useful Load – The difference between the maximum design taxi weight and the basic empty weight. Includes payload,
usable fuel, and other usable fluids not included as operational items
• Zero Fuel Weight – Basic empty eight plus payload
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Citation CJ4
®
AIRPLANE LOADING
The Cessna Corporation provides all necessary weight and bal-
ance data to compute individual loadings at time of delivery. The
basic empty weight (BEW) and moment of the airplane at the
time of delivery are shown on the basic empty weight and bal-
ance Form. All subsequent changes in airplane weight and bal-
ance are the responsibility of the airplane owner and/or operator.
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Citation CJ4
®
Load Planning
The primary purpose of load planning is to determine that the air-
plane and its contents are within certified limits of weight and bal-
ance for both takeoff and landing.
Because cabin configurations vary across aircraft models and owner

installation desires, it is essential that you understand your aircraft
configuration prior to beginning the weight and balance planning
process, and that you use the correct tables and charts of the AFM.
Note that while US units (pounds and inches) are used in this les-
son, the AFM also includes all tables and data in metric units.
Section 6 of the AFM contains the data needed to calculate weight

and balance for a specific mission configuration. Section 6 includes
a weight and balance loading form to assist with calculations and is
used for the examples in this lesson. Other methods are available
for use, such as electronic calculation tools. However, all CJ4 pilots
are expected to have a working knowledge of the manual calcula-
tion process discussed in this chapter.
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Citation CJ4
®
Maximum takeoff weight is limited by the most restrictive of:
• Maximum certified weight (structural) – 17,110 pounds

• Maximum weight permitted by climb requirements
• Maximum weight permitted by takeoff field length
Takeoff weight may be further limited by obstacle clearance requirements of a departure runway or procedure. It can also
be limited by the landing weight restrictions at the destination.
Maximum landing weight is limited by the most restrictive of:
• Maximum certified weight (structural) – 15,660 pounds

• Maximum weight permitted by climb requirements or brake energy limits
• Maximum weight permitted by landing field length
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Citation CJ4
®
Landing weight may be further limited by obstacle clearance require-

ments of a missed approach procedure or a flap malfunction.
The planning data in Section 6 includes information about load weights

and moments for:
• Occupants – Includes both flight crew and passengers. Cabin seat

locations are mapped to specific fuselage stations
• Baggage and cabinet contents
• Fuel - Fuel must be converted from gallons to pounds (which is a
function of density)
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®
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Citation CJ4
®
Center of Gravity (CG) Limits

The minimum and maximum moments approved for the airplane by
the FAA correspond to the forward and aft CG flight limits (with landing
gear down) for a specific total airplane weight.
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Citation CJ4
®
LOADING EXAMPLE
A Weight and Balance Loading Form will be completed in this section for a typical CJ4 flight mission.
You’re the pilot. You weigh 180 pounds and your copilot weighs 170 pounds.
• You’ll be carrying four passengers. Their weights are 180, 200, 165, and 170 pounds and they’ll be placed in seats
3 – 6, respectively.
• The left chart case contains 10 pounds, the refreshment center has 80 pounds, the forward cabinet storage has 20
pounds, and the toilet cabinet has 5 pounds
• You’re carrying 40 pounds of cargo in the nose compartment and 160 pounds of cargo in the aft baggage compartment
• Your total fuel load for this flight is 3,500 pounds
• Your flight will require a fuel burn of 2,200 pounds
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1. Determine the weight and moment of your payload columns of the weight and balance computation form.
The pilot and copilot always occupy seats 1 and 2. Other
passengers are seated according to their preference, pilot Your worksheet calculations show a Payload Weight of 1,380
assignment, or according to the Cessna seating charts. pounds and a moment (actually, MOM/100) of 3166.57 inches.
These results are used to complete the load planning on the
Moment (MOM) is simply the weight of the passenger (or right side of the Weight and Balance Computation Form.
cargo item) x the arm (M = W x A). Moments can be found
by direct multiplication or from the Cessna charts. 2. Find the Basic Empty Weight (BEW) and Moment
for your specific airplane in the aircraft records.
Note that, by convention, the moment is divided by 100 For this example, the BEW will be 9,860 pounds and the
for U.S. units (by 1000 for metric units) to make the num- Moment (MOM/100) will be 31,845.80 inches.
bers shorter and easier to work with. The arm of seat 4, for
example, is 227 inches. If the passenger assigned to that If you like, you can calculate the basic empty weight CG
seat weighed 185 pounds, the moment (MOM) would be 227 by dividing the Moment (not the MOM/100, which is just
inches x 185 pounds or 41,995 in.-lb. However, tables will a notation convenience) by the weight. In this example,
show a MOM/100 value of 419.95. Always be aware of which 31,845.80/9,860 = 322.98.
units you’re dealing with.
3. Transfer the Payload Weight and Moment from the
You can enter actual passenger weights (preferred) for your left side of the weight and balance computation Form to the
calculations or you can use an average weight for all passen- PAYLOAD on the right side.
gers (e.g., 170 pounds each).
4. Add the BEW (9,860 pounds) and Payload Weight
Using the input values listed earlier, the total Payload Weight (1,380 pounds) to find the Zero Fuel Weight (ZFW) of
and Moment are found by adding up the weight and moment
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Citation CJ4
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11,240 pound and enter it into the form. Note that ZFW can- 7. Enter the taxi fuel and MOM/100 values in the LESS
not exceed 12,500 pounds. FUEL FOR TAXIING line of the form by interpolating from the
Fuel Loading Table.
Add the airplane moment (31,845.80 in.-lb., from the aircraft
records) and the payload moment (3166.57 in.-lb.) and enter the 8. To find the Takeoff Weight and Moment, first sub-
sum (35,012.37) into the form as the Zero Fuel Weight Moment. tract 120 pounds for taxi fuel, which yields a takeoff weight
of 14,620 pounds. Note that the takeoff weight cannot
Divide the ZFW moment (35,012.37 in.-lb.) by the zero fuel exceed 17,110 pounds. Then, subtract the taxi fuel moment
weight (11,240 pounds) to find the Zero Fuel Weight CG of 373.27 from 45,875.41 to obtain a MOM/100 value of
of 311.49 inches. Again, remember to use MOM, and not 45,502.14 in.-lb.
MOM/100 in your calculation.
The Takeoff Weight CG is calculated as 45,502.14/14,620
5. Next, add the total fuel load of 3,500 pounds to the = 311.23 inches.
form. Using the fuel loading table, the MOM/100 for 3,500
pounds is 10,863.04 in.-lb. 9. Next, check the CG for this configuration by entering the
center-of-gravity limits table. At the left, move up to 14,620
6. The ramp Weight is simply the sum of the total fuel and then move to the right until you intersect your calcu-
load and the Zero Fuel Weight. 11,240 + 3,500 = a Ramp lated Takeoff Weight Arm of 311.23 inches. If you’re within
Weight of 14,740 pounds. Note that ramp weight cannot the depicted envelope, the CG is acceptable; if you’re not,
exceed 17,230 pounds. you must move cargo or passengers, or change the fuel load
and recalculate your CG until it falls within the envelope.
The Ramp Weight Moment is 35,012.37 + 10,863.04
= 45,875.41 in.-lb. and the Ramp Weight CG is
Although the takeoff planning portion is complete, you also
4587541/14740 = 311.23 inches.
have to ensure that your flight profile and load result in an
acceptable landing weight and CG.
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10. Your flight requires a projected fuel burn of 2,200 pounds. In

order to find the moment, you must take the fuel onboard (3,500)
minus the taxi (120) and fuel burn (2,200) to determine the fuel
remaining (1,180). The moment of the fuel remaining (3,593.14) is
subtracted by the moment of the fuel onboard (10,863.04) minus
the taxi fuel moment (373.27) giving you a fuel burn moment of
6,896.63. The reason for these extra steps is because the fuel burn
is not linear.
11. Subtract the weight and moment of the fuel required from the
takeoff weight and moment to determine the Landing Weight and
Moment. 14,620 – 2,200 = a Landing Weight of 12,420 pounds,
and 45,502.14 – 6,896.63 = 38,605.51 in.-lb. Note that the landing
weight cannot exceed 15,660 pounds.
Using the same method as before, the Landing Weight CG is cal-

culated as 38,605.51/12,420 = 310.83 inches.
Entering the center-of-gravity Diagram again on the left at 12,420

(12.42) and moving to the right until intercepting the Arm value of
310.83 inches shows that the Landing CG for this example is also well
within acceptable limits. You’re done.
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ADDING OR REMOVING WEIGHT
If the calculated CG is not within acceptable limits, the pilot must either change or relocate occupants, cargo, or fuel. If the
choice is to add or remove weight, a simple formula can be used to determine the effect of this action on CG:
Or, put in a more useful way:
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This formula and the weight shifting formula below permit rapid “what if” decisions regarding the results of different load-
ing options.
Using the data from the loading example, let’s remove the 200 pound passenger, let them wait for another flight, and see
what happens to the CG.
We’re removing 200 pounds and, because we’re interested in changing the CG for takeoff, we’ll work with a takeoff weight
= 14,620 pounds. The New Total Weight is 14,620 – 200 = 14,420 pounds.
The old CG is the original Takeoff Weight Arm (since we’re interested in Takeoff performance) = 311.23 inches. The pas-
senger was originally placed in Seat 4, which has an Arm of 227.01 inches.
The difference is 311.23 – 227.01 = 84.22 inches. This sounds like a big CG difference, but the formula is scaling that result
by the ratio of passenger weight and total weight. Because the weight is removed forward of the airplane Takeoff CG, the
new CG will also move forward.
Plugging in the formula gives:
If your original CG for this takeoff weight had been 317.00 inches, the weight reduction would bring the airplane loading
into acceptable limits.
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SHIFTING WEIGHT
If the calculated CG is not within acceptable limits and the pilot chooses to relocate contents, another simple formula can
be used to determine the effect of this action:
Put in a more practical form:
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Using data from the loading example, let’s move the 200 pound passenger in seat 4 back to seat 7 to see what happens to
the CG.
We’re shifting 200 pounds and, because we’re interested in changing the CG for takeoff, we’ll use a total weight = Takeoff
Weight = 13,075 pounds.
We’re shifting the weight a distance equal to the difference between the seat arm values. The seat 4 arm is 227.01 inches
and the seat 7 Arm is 313.22 inches, so we’re moving the weight 313.22 – 227.01 = 86.21 inches. Because we’re moving
the passenger aft, the CG will also move aft (i.e., will result in a CG increase).
Plugging in the formula gives:
So if you’re original CG at this takeoff weight had been 305.50 inches, the weight shift would bring the airplane loading into
acceptable limits.
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Notes
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Citation CJ4
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Weight and Balance Quiz
1. What would the new payload moment (MOM/100) be if this mission were being conducted as a single pilot (you) flight?
a. 3,389.27 in.-lb.
b. 2,943.87 in.-lb.
c. 2,996.57 in.-lb.
d. 3,035.57 in.-lb.
2. Your business passengers ask you to load 160 pounds of marketing (paper) materials. You put them in the nose baggage
compartment. How will this change your total payload moment (MOM/100)?
a. 690.7 in.-lb. increase

b. 690.7 in.-lb. decrease
c. 863.38 in.-lb. increase
d. 863.38 in.-lb. decrease
3. Your fuel log shows a loading of 1850 pounds. What moment value will you use for your loading calculations?
a. 5,614.2 in.-lb.
b. 5,715.4 in.-lb.
c. 5,558.6 in.-lb.
d. 5,658.9 in.-lb.
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4. What would the new payload moment (MOM/100) be if the passengers in seats 3 and 5 were removed and 110 pounds
of cargo were added to the aft baggage compartment?
a. 3,467.99 in.-lb.
b. 2,777.15 in.-lb.
c. 2,604.61 in.-lb.
d. 3,641.43 in.-lb.
5. If you depart at maximum takeoff weight, how much fuel must you burn to before reaching maximum landing weight?
a. 2,200 pounds
b. 1,450 pounds
c. 1,510 pounds
d. 1,810 pounds
6. How far would the CG shift in the example problem if you moved the nose compartment cargo to the aft baggage
compartment?
a. 0.97 inches aft

b. 0.97 inches forward
c. 1.15 inches aft
d. 1.15 inches forward
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Citation CJ4
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7. Your takeoff weight is 16,500 pounds and your CG is 308 inches. How far must you shift the CG to meet required limita-
tions for departure?
a. 2.5 inches aft

b. 1 inch aft
c. 2 inches aft
d. No shift required; you’re within limits
8. How far would the takeoff CG shift in the example problem if you added a 170 pound passenger in seat 7?
a. 0.02.inches forward
b. 0.65 inches forward
c. 0.02 inches aft
d. 0.65 inches aft
9. What two factors must be combined to obtain Zero Fuel Weight?
a. Basic empty weight plus all fuel

b. Takeoff weight minus payload
c. Ramp weight plus taxi fuel
d. Basic empty weight plus payload
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Weight and Balance Quiz Answers
1. b
2. a
3. d
4. c
5. b
6. a
7. c
8. c
9. d
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19 Performance

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Citation CJ4 19 Performance ProFlight Pilot Training
®
OVERVIEW
The CJ4 is a part 23 commuter category airplane but meets the performance requirements of part 25 transport category.
Part 25 performance requirements include minimum and maximum speeds, takeoff and landing distances, as well as takeoff
and landing profiles.
Performance planning is calculated using a combination of charts and tables in the Aircraft Flight Manual and Flight Planning
and Performance Manual. Takeoff and landing performance data are found in Section IV – PERFORMANCE of the Airplane
Flight Manual (AFM). Climb, cruise, and descent performance data are found in the Flight Planning and Performance Manual
(PM).
Other tools, such as CESNAV calculators, provide a fast and convenient alternative to the paper method. No matter the
method used, pilots must ensure all performance requirements are met for safe flight.
Rev 1.0 - Mar2016 For Training Purposes Only Performance - 2

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DEFINITIONS
Takeoff Decision Speed (V1) – The speed at which the pilot may elect to stop or continue the takeoff in the event of an
engine failure. If engine failure occurs at V1, the distance to continue the takeoff to a height of 35 feet will not exceed the
usable takeoff distance, nor will the distance to stop the airplane exceed the accelerate-stop distance. V1 must not be less
than VMCG or greater than VR.
Rotation Speed (VR) – The speed at which rotation is initiated to attain takeoff performance.
Takeoff Safety Speed (V2) - This climb speed is the actual speed at 35 feet above the runway surface as demonstrated
in flight during takeoff with one engine inoperative. V2 is maintained until clear of obstacles to produce the minimum gross
climb gradient of 2.4% for two engine aircraft. V2 must not be less than 1.2 times the stalling speed, less than 1.1 times
VMCA, or less than VR.
Accelerate-Go Distance – The horizontal distance required for an aircraft to accelerate from brake release to V1, recog-
nize an engine failure, and continue the takeoff to a height of 35 feet above the runway surface.
Accelerate-Stop Distance – The horizontal distance required for an aircraft to accelerate from brake release to V1, rec-
ognize an engine failure, and come to a complete stop.

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Takeoff Field Length (TOFL) – The greatest of the following distances:
• Accelerate-Go. The horizontal distance along the takeoff path, from the start of the takeoff to the point at which the
airplane is 35 feet above the takeoff surface. During the takeoff run, the aircraft must be accelerate to V1, at which
point the critical engine becomes inoperative for the rest of the takeoff
• Accelerate-Stop. The distance required to accelerate to V1, abort the takeoff, and come to a complete stop with maxi-
mum braking applied at V1
• 115% of the horizontal distance along the takeoff path, with all engines operating, from the start of the takeoff to a
height of 35 feet above the runway surface
Gross Climb Gradient – The gradient the airplane is capable of achieving, given ideal conditions.
Net Climb Gradient – The gross climb gradient reduced by 0.8% (for two-engine aircraft) during the takeoff phase. This
adjustment is required by FAR 25 for determining terrain clearance to allow for variability of actual performance.
Landing Approach Climb Speed (VAPP) - The airspeed (1.3 VS1) with the approach flap position, landing gear up.
Landing Approach Speed (VREF) – The airspeed equal to the landing 50-foot point speed (1.3 VSO) with the landing flap
position and landing gear extended.
Landing Distance – The distance from a point 50 feet above the runway surface to the point at which the airplane would
come to a full stop on the runway.

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TAKEOFF PLANNING
Takeoff performance calculations can be performed with table data
in the Airplane Flight Manual (AFM), with the CESNAV CPCalc soft-
ware available for purchase from Cessna, or with the Collins FMS-
3000 performance calculator.
Information on the use of the CPCalc software may be found in

Supplement 8 of the AFM. Information on the operation of the
Collins FMS-3000 may be found in the operator’s guide and must
be carried onboard the aircraft.

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CJ4 AFM Takeoff Planning

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Takeoff Performance Data

CJ4 takeoff performance data is located in Section IV of the AFM under the PERFORMANCE, TAKEOFF tab.
Before using the AFM data, the first thing that must be considered is the desired gross weight and the airport information,
including the active runway and gradients, altitude, temperature, winds, icing conditions, and obstacles along flight path.
Takeoff charts are available for flaps 0° or 15° as well as anti-ice on or off. Care should be taken to use the appropriate
chart for the aircraft configuration.
The pilot should check the Maximum Takeoff Weight Permitted by Climb Requirements to determine if the gross
weight must be adjusted to meet the minimum climb requirements for Part 23 commuter category aircraft.
Charts to calculate takeoff field length and takeoff Vspeeds are available for dry, wet, and water/slush/snow/ice covered
runways.
If taking off from a dry runway, only the dry data must be considered. However, for a wet runway both the wet AND dry
data must be considered the longer of the two should be used. If the dry data is longer for a wet runway, the pilot should
still use the wet runway Vspeeds.
If the runway is determined to be contaminated, the pilot should calculate the dry runway data and use this information in
the adverse condition charts.
It’s important to not forget to adjust the required takeoff length and V1 speed for runway gradient. This is done using sepa-
rate charts.
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CLIMB REQUIREMENTS Reference Zero – The point in the takeoff flight path when
the aircraft is 35 feet above the runway surface and at the
Climb requirements should be considered before any depar-
end of the required takeoff distance.
ture but especially if terrain or obstacles are major factors.
Climb performance data are located in Section IV of the AFM First Segment Climb – Begins at 35 feet above the run-
under the PERFORMANCE, CLIMB tab. way and ends at the point where the landing gear are fully
In the event of an engine failure, it’s important to ensure retracted. The gross climb gradient must be positive, with-
obstacle clearance and adjusted level off altitude due to out ground effect, with one engine inoperative and the other
weight, temperature, and winds. The Single-Engine engine operating at takeoff thrust.
Takeoff Flight Path charts give the takeoff climb increment Second Segment Climb – Begins at the end of the first
(TCI) level off altitude and the horizontal distance to climb segment (completion of gear retraction) and ends at a height
through the various phases (1st, 2nd, and 3rd segments). of at least 400 feet AGL. The gross climb gradient must be
Climb gradient charts provide the percentage climb gra- at least 2.4% (1.6% net) for two engine aircraft, with one
dient achievable for various conditions under single engine engine inoperative and the other engine operating at takeoff
operations. These charts should be used to ensure obstacle thrust. Minimum airspeed for the second segment is V2.
clearance can be maintained when departing the airport
environment after an engine has failed. Takeoff Climb Increment (TCI) – Altitude increment
that must be added to the airport barometric altitude to
Multi-engine climb gradient charts are also available so that obtain the level-off altitude.
it can be verified that published departure procedure climb
gradients can be maintained.

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ENROUTE PLANNING
Enroute performance planning can be accomplished using table data in the Flight Planning
and Performance Manual, with the CESNAV EOM software available for purchase from Cessna,
or using other third party software applications. The Flight Planning and Performance Manual
presents climb, cruise, driftdown, descent, holding, and gear down operations data.
Climb
Climb performance is based on a maximum continuous climb thrust setting on both engines,
gear and flaps up, speed brakes retracted, and anti-ice systems OFF. The Performance Manual
also contains separate climb performance data for anti-ice systems ON.
Table data for time, distance, fuel and rate-of-climb used to any given altitude is based on the
climb starting at sea level. If the climb is initiated at some other altitude, planners must find
the data at the initial altitude and at the final altitude and calculate the difference for each
parameter to obtain the proper values for the climb. The tables allow for fuel burn off in the
climb. Therefore, the weight at the start of the climb should be used for calculation.
For step climbs, data is based on climbing directly to the highest attainable altitude (as shown
in the step climb weight tables), cruising at the altitude until the desired weight is achieved,
and then climbing to the desired altitude or the next step altitude, per the weight table.
Pilots should consult the buffet onset chart under the Section IV, PERFORMANCE, STANDARD
CHARTS tab of the AFM to ensure adequate maneuvering margins during the climb.

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CRUISE
The Performance Manual contains table data for various combinations of fan speeds, weights, temperatures, altitudes, and
winds. Both two-engine and single-engine tables provide the information needed to calculate fuel required, flight duration,
and specific range for the cruise portion of a flight profile.
Pilots can obtain a significant improvement in range by reducing thrust to maintain a constant indicated airspeed (IAS)
as the airplane weight decreases. However, the best range improvement results from decreasing thrust to fly a constantly
decreasing IAS as airplane weight decreases, per values shown in the data tables.
The percentage changes in fuel flow and specific range are based on flying the same mach number with the anti-ice systems
ON or OFF. The maximum allowable fan speeds with anti-ice systems ON are presented on each chart for each altitude. Only
fan speeds equal to or lower than these values can be used.
Single-engine specific range data are included in the perfomance manual for use in the event of an enroute engine failure.

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Drift Down
Drift down is a descent profile that should be followed in the event of an enroute engine failure. Drift down tables are con-
tained in the performance manual and include time, distance, fuel, and final altitude information for various aircraft weights
and atmospheric conditions. Profiles are based on:
• Setting the operating engine to climb throttle position (MCT detent)

• Holding the table-specified drift down speed at engine failure
When the final table-specified altitude is reached, the pilot should set the throttle to a cruise position and consult the PM
single-engine cruise tables.
Descent
The Performance Manual contains time, distance, and fuel required for both a normal descent of 2,000 feet per minute
(FPM) and a high speed descent of 3,000 FPM. Data is shown for a descent to sea level. To obtain performance requirements
for descents to other altitudes, planners must treat the final altitude as a separate “initial” altitude. Then, generate time,
distance, and fuel for each profile. Finally, calculate the difference to find the proper information.
Descent data is based on controlling fan speed to obtain the fuel flows, airspeeds, and rates of descent rates in the tables.
Aircraft configuration is assumed to be gear and flaps up, speed brakes retracted, and anti-ice systems OFF or ON. Descents
begin at MMO -10 KTS.
Holding
Information about holding fuel is presented in the PM, in pounds per hour, for various aircraft weights and altitudes.
The data is based on a nominal holding speed with gear and flaps up and speedbrakes retracted.
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LANDING
Landing performance calculations can be completed with table data in the AFM, with the Cessna CPCalc software, or the
Collins FMS-3000 performance calculator.
Landing Performance Data

CJ4 landing performance data is located in Section IV of the AFM under the PERFORMANCE, LANDING tab.
Before using the AFM data, the first thing that must be considered is the estimated gross weight at the destination and
airport information, including the active runway and gradients, altitude, temperature, winds, icing conditions, and obstacles
along flight path.
The pilot should check the Maximum Landing Weight Permitted by Climb Requirements or Brake Energy Limits
to determine if the gross weight must be reduced by burning fuel prior to landing.
Charts to calculate landing distance and landing Vspeeds are available for dry, wet, and water/slush/snow/ice covered
runways. The landing distance should be adjusted for runway gradient and appropriate factors.
Approach Gross Climb Gradient and Landing Gross Climb Gradient charts should be used to verify the climb perfor-
mance in the event of a single or multi-engine go-around.

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CJ4 AFM Landing Performance

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Notes

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20 Maneuvers and Procedures

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Citation CJ4
20 Maneuvers and Procedures ProFlight Pilot Training
®
OVERVIEW Once a flight activity (e.g., takeoff, descent, approach) is

This chapter contains the procedures needed for execut- underway, crew coordination is achieved through the use of
ing critical flight maneuvers in the CJ4. Crew prepara- structured checklists or SOP procedures, conducted through
tion is essential to safe execution of these critical flight verbal challenge-and-response exchanges between the pilot
events. Therefore, structured briefings, designated action flying (PF) and pilot monitoring (PM). Checklists and pro-
sequences and verbal callouts between flight crew members cedures have been developed by the aircraft manufacturer
are defined whenever possible. or could be provided by your company flight department.
These are approved by the FAA and adherence is essential.
Thorough briefing and operational teamwork are impor-
tant components of crew resource management (CRM). If The roles of PF and PM have been defined to cope safely
operating with another pilot or within a flight department, with the high workloads involved with flying complex air-
standard operating procedures (SOPs) should be developed craft. These roles should be briefed and understood prior
and followed to ensure everyone is aware of their roles and to takeoff to avoid hazardous time and action delays during
responsibilities in normal and abnormal situations. Where flight.
differences appear between flight department SOPs and
the information contained here, flight department SOPs will The procedures described here are in keeping with sound
apply. CRM principles. Compliance with these principles will reduce
crew workload, promote effective teamwork, and enhance
Because flying is a dynamic activity, there is little or no flight safety. They should be an integral part of every flight
time to resolve confusion or disagreement in the air. department training and management program.
Understanding and acceptance of all anticipated procedures
must be achieved before they are needed if the flight crew
is going to function as a team.
Rev 1.0 - Mar2016 For Training Purposes Only Maneuvers and Procedures - 2
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TAKEOFF BRIEFING
The flight crew should complete the following briefing prior to requesting takeoff clearance:

1. “This will be a [static or rolling] takeoff”
2. “Flaps will be set at [position] for runway [number][state anti-ice setting if required]”
3. “Call”
• Airspeed alive
• ___ knots
• Cross-check
• V1
• Rotate
• V2
• Positive rate – gear up”
[For subsequent legs, “standard callouts” during takeoff roll may be used]
4. “Insure takeoff power set”

5. “Monitor all engine instruments and the CAS displays during takeoff”
6. “In the event of a serious malfunction prior to V1 – call out ‘Abort’”
[Captain may reserve authority to call “Abort”]
7. “If a malfunction occurs at or above V1, we will continue the takeoff. Advise me of the malfunction and we will
handle it as an inflight emergency. Plan to fly [state intentions]”
8. “Departure instructions are ________”
9. “The NAVAIDs are set to ________”
10. “Any questions?”
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Citation CJ4
20 Maneuvers and
Takeoff Procedure andProcedures
Callouts ProFlight Pilot Training
®
TAKEOFF PROCEDURE AND CALLOUTS

Pilot
Monitoring
At ___knots Call Respond with Climb Checklist –
Call “CROSS CHECK Call
“ENGINE INSTRUMENTS ” Call “V2”
challenge and response
“CLIMB CHECKLIST
NORMAL” “POSITIVE RATE”
Call Call COMPLETE”
“AIRSPEED ALIVE” “V1 – ROTATE”
Pilot
Flying
Call Respond
“POWER SET” Respond “FLAPS UP”
“POSITIVE RATE – “CONFIRM MCT SET” Call
GEAR UP” “CLIMB CHECKLIST”
Advance Power Levers
to takeoff power
1500 ft. AGL OR clear

of obstacles, whichever
50 ft. AGL is higher
Lineup Rotation Positive VSI
V2
V1
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APPROACH BRIEFING
The flight crew should complete the following checklist prior to commencing the first segment of the approach:

1. PF requests the PM obtains ATIS (or WX information if ATIS unavailable) and sets radios and FMS for approach
2. PF transfers control to PM and confirms that all radios, courses, landing data bugs and minimums are set correctly
3. PF performs the following briefing:
• “This will be a [configuration *] [type **] approach to runway [number]”

• “The frequency is _____”
• “The Inbound course is _____”
• “[State any special conditions]”
• “In the event of a go-around [state intensions]”
• “Standard callouts will be [list items]”
4. “Any questions?”
* Normal / Single Engine / No Flap

** Visual / Circling / VOR / Localizer / ILS/ GPS
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Precision Approach Procedure and Callouts

PRECISION APPROACH PROCEDURE AND CALLOUTS
Call Call Respond with Calls Respond with Calls
“COURSE “GLIDESLOPE Before Landing “500 FT. TO MINIMUMS” Landing “MINIMUMS, NO
ALIVE” ALIVE” Checklist – Checklist – CONTACT”
“CLEARED TO LAND”
Pilot challenge and reply
- OR -
challenge and reply - OR -
“BEFORE LANDING “LANDING “APPROACH
Monitoring CHECKLIST COMPLETE”
“NOT CLEARED TO LAND”
CHECKLIST LIGHTS”
“100 FT. TO MINIMUMS” COMPLETE” - OR -
Call
“RUNWAY AT
“FINAL APPROACH
___ 0’CLOCK”
FIX”
Respond Respond Call Respond Responses Call

Pilot “CHECK” “CHECK” “BEFORE LANDING “CHECK” “CHECK” “LANDING
Responses
“MISSED
CHECKLIST” CHECKLIST”
Flying “CLEARED TO LAND” APPROACH”
- OR -
- OR -
“NOT CLEARED TO LAND” “CONTINUING”
Call Call Call - OR -
“AIRPSEED WILL “GEAR “FLAPS “CHECK” Call “RUNWAY IN SIGHT
BE ___ KTS” DOWN” APPROACH” “FLAPS DOWN” LANDING”
Localizer
Intercept
FAF
DA
Slow to VREF
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Non-Precision Approach Procedure and Callouts

NON-PRECISION APPROACH PROCEDURE AND CALLOUTS
Call Respond with Calls Calls Respond with Calls
At course intercept Before Landing “FINAL APPROACH FIX” “500 FT. TO MINIMUMS” Landing “AT MDA”
“COURSE ALIVE” Checklist – “MDA __ FT. SET” Checklist –
“CLEARED TO LAND”
Pilot challenge and reply
“BEFORE LANDING
- OR -
challenge and reply
“LANDING
At MAP
Monitoring CHECKLIST COMPLETE”

CHECKLIST
“NO CONTACT”
- OR -
“100 FT. TO MINIMUMS” COMPLETE”
“RUNWAY AIRPORT
AT ___ O’CLOCK”
Respond Call Respond Responses Call Responses

Pilot “CHECK” “BEFORE LANDING “CHECK” “CHECK” “LANDING “LEVELING”
CHECKLIST” CHECKLIST”
Flying “CLEARED TO LAND”
At MAP
- OR -
“MISSED APPROACH”
Call Call Call - OR -
“AIRPSEED WILL “GEAR “FLAPS “CHECK” Call “LANDING”
BE ___ KTS” DOWN” APPROACH” “FLAPS DOWN” “LEAVING MDA”
Intermediate
Segment
FAF 500 ft.
to MDA
MDA
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Notes
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21 Crew Resource Management

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Citation CJ4 21 Crew Resource Management ProFlight Pilot Training
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OVERVIEW
Ensuring flight safety in a complex aviation environment requires
systematic and disciplined application of sound cockpit practices.
The purpose of this lesson is to orient you to crew resource manage-
ment (CRM), an approach to cockpit practices that results in safer,
more controlled, and more comfortable operations for you and your
passengers.
CRM fosters the effective use of available resources (such as people,

machinery, and information) to ensure safe flight. The CRM approach
helps trained flight crews to collectively perform complex tasks more
effectively reach better decisions than even their best single member.
The initial goal focused on improved cockpit decision making. United

Airlines began the first comprehensive CRM program in 1981 and
CRM concepts, priorities, and content have been evolving ever since.
Current CRM emphasizes team situation awareness (SA), group deci-
sion making, and methods to break the chain of errors that often leads
to mishaps.
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Requirement for CRM The CRM Approach

FAA Advisory Circular 120-51E (Crew Resource Management CRM is a tool for error and risk management. At its core,
Training) endorses CRM content as an integral part of both CRM simply requires a logical and methodical approach to
training and operations. Title 14 of the code of federal regu- using what’s available to optimize your safety and the safety
lations (CFR) states that part 135 certificate holders must of your aircraft. This chapter explains the habits needed for
provide initial and recurrent CRM training to all flight person- good CRM and points out some of the real world barriers to
nel and recommend that all pilots, including those under its use.
part 91, undergo CRM training. More specifically, 14 CFR
states that CRM training should address: Note that resource management applies to single, as well
as multi-piloted aircraft. Single pilot resource management
• Authority of the pilot in command (SRM) adapts CRM ideas to reduce workload and assist with
• Situation awareness effective decision making for single pilot operations.
• Communication skills
• Teamwork
• Task allocation
• Decision making
• Stress and fatigue effects
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BACKGROUND – THE ERROR CHAIN

Mishaps almost never result from a single error; a chain of
errors is required. Preventing or correcting any single error
in the chain will almost always break the sequence and avoid
the mishap. Therefore, it’s essential that each crew member
recognize this pattern and work to break the error chain. Error Management
Certain flight conditions and individual pilot states can
Note that while many mishaps certainly occur from mechani- increase error probability, including:
cal failures, CRM concepts focus on things that flight crews
can do to address human performance failures. • Poor situation awareness (SA)
• Fatigue
The Nature of Human Error • Stress
Psychologists usually classify human errors into four types: • Lack of oxygen, water, food
• Distractions or interruptions
• Lapses – the pilot omits a necessary task or checklist • Inappropriate habits (i.e., “first learned is best
item learned”)
• Slips – the pilot intends to do the right thing but executes • Workload that is too high or too low
the wrong action • Complacency
• Mistakes – the pilot’s intention is incorrect • Bad attitudes
• Intentional non-compliance with standard operating pro-
cedures (SOP) or flight tasks While it’s impossible to prevent every error, it’s certainly
possible to develop the skills to recognize their precursor
It doesn’t take much reflection to recognize instances of each conditions and to avoid them, stop (“trap”) them, and /
error type in the cockpit. or recover from them quickly.
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ELEMENTS OF CREW RESOURCE MANAGEMENT

Good resource management requires you to identify and
use everything available to you. This includes all equipment
(instruments, radios, navigation and flight control systems),
data (checklists, manuals, external NAVAIDS), and people
(copilot, passengers, air controllers), as needed, to safely
complete the flight. Flying is, after all, a collaborative effort.
Of course, CRM requires you to find and use these resources,
but it also requires that you recognize when you need them.
Situation Awareness
Although a supportive corporate culture is essential to CRM
While most people believe that they understand situation
program success, it’s the pilot in command (PIC) who makes
awareness (SA), most have trouble defining it. In fact, the
CRM a reality in the cockpit. The PIC is the leader who influ-
term has a specific definition in aviation. Good SA requires
ences the thinking and behavior of everyone involved in the
that you:
flight and sets the tone of team interactions.
1. Perceive all of the important elements in your
All the people involved in a flight are a team, and that team
environment
is a huge resource. Building an effective flight team requires
2. Understand how all of these elements impact your cur-
a balance between establishing respect for authority and
rent situation
encouraging assertiveness among crew members. It also
3. Recognize how all of these elements impact your
requires that each team member develop good situation
future situation
awareness habits.
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This definition is used because it can be measured in the • Departures from SOP or other regulations
context of flight performance. That is, you – or an outside • Failure to meet planned targets, such as position, alti-
observer – can typically tell how well you meet each con- tude, or speed gates
dition. All three conditions are essential to complete SA. • Violating minimums or other limitations
Remember, too, that SA is applied to both the entire flight • Communication breakdowns
team and to each team member.
Monitoring your own internal state, the states of your team
Good situation awareness is a function of: members, and external flight conditions will help to quickly
identify flawed SA in a flight operation. However, this moni-
• Experience toring process requires good interpersonal communications.
• Training
• Spatial orientation Communication
• Flying skills Pilots gather, deliver, and coordinate information among
• Personal ability to process information flight crew members, ground controller personnel, and pas-
• Personal attitudes sengers. As a result, managing the communication resource
• Current emotional and physical state is fundamental to safe flying.
Many of these factors will vary over time, which means that The communication process requires a sender, a message,
situation awareness will also vary unless all contributing a receiver, and some type of feedback. However, that model
conditions are monitored and managed. Warning flags of a isn’t as simple as it seems. For example, the message can be
deteriorating SA picture include: influenced by the rank, age, gender, and the organization to
which the sender and receiver belong. Cultural factors can
• Fixation or preoccupation on a single item also impact whether feedback is acceptable and, if so, what
kind is permissible.
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In theory, each member of a flight team – in the air and • Hearing versus listening – just because a receiver is
on the ground – needs to continually ask themselves three silent doesn’t mean that they’re taking in the message
questions: • Personality – some team members may tend toward
intimidation or macho, anti-authority attitudes
• What do they know that I need to know? • Mission pressures – the implied need to “get the job
• What do I know that they need to know? done” regardless of circumstances
• What do none of us know that we need to know? • Distractors – such as noise, ambiguous terminology, or
simultaneous transmissions
In practice, it’s hard to accurately answer these questions, • Task saturation – such as task loading, high information
as barriers to information flow enter the process. Barriers rates, or unexpected or emergency situations
can include:
Personal Rules
You can enhance CRM in your own flying by establishing
a good foundation of personal communication habits. As a
crew member, you have the right to ensure that your life
will not be compromised by miscommunication or misunder-
standing. Therefore, your assertive behavior to clarify com-
munications should not be taken as a challenge to authority.
Any effort to clarify the content, understanding, or intent of
a message can only improve safe operations.
If you feel overwhelmed, tell others early. You should also

watch other team members for signs of saturation as part of
your CRM responsibilities.
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Structural rules Teamwork

Two features of your existing tool set – pre-flight briefings A safe, successful flight mission involves the crew, ground
and standard operating procedures (SOP) – can prevent personnel, and passengers. The pilot in command has the
many communication problems and boost CRM quality when important task of designating roles within this team and
they’re consistently used. ensuring that they’re carried out as intended.
A good briefing will orient flight personnel and passengers Teams, of course, include people with different abilities,
to significant safety and operating policy issues and reaffirm personalities, and needs. The CRM approach to teamwork
the need for SOP adherence. Team effectiveness is always acknowledges these differences and provides the guidance
better when the mission profile is predictable and when crew needed to anticipate and address any conflicts that almost
member roles are clearly understood. A pre-flight briefing inevitably arise with time. This is an exercise in good expec-
can also address any concerns about emergency procedures tation management.
under low-stress conditions, precluding the need for later
inflight, real time explanations.
Standard operating procedures and checklists ensure com-

munication precision through the use of standardized
phraseology, decision sequences, and expected responses.
SOPs and checklists also serve as memory aids that avoid the
unnecessary communication load that otherwise required for
real time analysis and decision making. Therefore, commu-
nication helps to establish good teamwork.
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Although formal role expectations are defined by SOP doc- Task Allocation
trine and training, good team leaders recognize that some Flying almost always has periods of high workload. There
latitude is inevitable in practical settings and will encourage a are plenty of tasks to perform and many of them must be
relaxed (but task-oriented) atmosphere where open commu- performed concurrently. Flight crews must:
nication can take place among team members. Conflict reso-
lution is most effective when it occurs early, before problems • Initiate new tasks
are allowed to grow. Therefore, every team member has a • Monitor the status of ongoing tasks
right to contribute to the problem solving effort and a good • Prioritize tasks based on importance, status, urgency,
leader will support input from each of them. and other factors
• Allocate human and aircraft resources to high-priority
Federal and corporate standards establish minimum levels tasks
of individual technical ability. Nevertheless, abilities fluctu- • Interrupt and later resume lower priority tasks, as
ate from flight-to-flight as a function of workload, fatigue, needed
and personal circumstances. Therefore, each team member • Terminate tasks that are completed or are no longer
has a responsibility for monitoring themselves and others, relevant
and for being aware of team dynamics that may compromise
safety. Speaking up about these conditions is a core CRM Systematically allocating tasks among crew members and
principle and is an expected behavior of a professional flight automated systems is the primary method for coping with
team member. high workloads. Intelligent allocation requires:
Team efficiency is usually at its peak when each member • Vigilance – continuously monitoring flight conditions,
is performing tasks that they best understand and are best anticipating workload changes, and arranging resources
qualified for. Therefore, good CRM also involves smart task to meet them
allocation. • Planning – configuring flight systems early and
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specifying crew duties based on SOP and anticipated for the flight crew. Significant crew attention is requiered
conditions to continually monitor which modes are engaged, recognize
• Prioritizing – assigning resources to handle essential which modes are armed to engage, and verify that armed
tasks first functions do, in fact, engage at the appropriate time, such
• Focus – adhering to SOPs and avoiding distractions until as track or altitude capture. Therefore, maintaining an effec-
workload diminishes tive task allocation scheme involves high mental workloads
when using automated systems. CRM concepts acknowledge
The CRM principle for task allocation, therefore, is to plan these loads and encourage the flight crew to employ mutual
in advance. Good task allocation improves efficiency and checks and consistent procedures to prevent loss of automa-
results in a higher level of SA. tion SA.
Crew Management A supportive team with clear task assignments and open
The most obvious focus of task allocation is the cockpit crew. communication is positioned to make good decisions.
The copilot typically supports the pilot through checklist
challenges, flight profile callouts, and taking care of supple-
mental tasks. Good CRM practices require that this team-
work be positive and supportive; that is, the copilot should
be encouraged to monitor and question all activities on the
flight deck and discuss all inflight decisions with the pilot.
Automation Management
Automation management involves the control and naviga-
tion of an aircraft with the assistance of electronic systems.
Working with automation both simplifies and complicates life
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Decision Making
Safety is about good decision making. Physical flying skills are learned
fairly early, leaving the choice, timing, and execution of those skills to
the quality of pilot decisions. In turn, these decisions are driven by what
information is gathered and how it’s evaluated – hallmark characteris-
tics of situation awareness. For each flight, the crew must methodically
weigh information about the:
• Plane - its systems and passenger and/or cargo load

• Pilots - SA, fatigue, and attitude
• Environment - mission progress and any external pressures sur-
rounding the flight
• Situation - transient conditions - such as critical flight regimes (e.g.,
approach, departure), traffic density, night or poor weather, and
terrain
How should the flight crew make decisions with this information? The
FAA Risk Management Handbook (FAA-H-8083-2) recommends a formal
six-step sequence called the DECIDE model:
1. Detect a change needing attention

2. Estimate the need to counter or react to a change
3. Choose the most desirable outcome for the flight
4. Identify actions to successfully control the change
5. Do something to adapt to the change
6. Evaluate the effect of the action countering the change
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This model can be a big responsibility for a pilot attempting 1. Skills-based, which rely on well-learned actions and
to reach all flight decisions alone. Furthermore, pilot per- are accomplished with little effort
sonality can interfere with the best efforts at logical decision 2. Rules-based, which follow well-prescribed procedures
making. We’re all vulnerable to both short-term and long- like those used for emergency situations. The chal-
term personality biases such as: lenge is to select the correct rule to apply
3. Knowledge-based, which are applied in ambiguous
• Anti-authority bias (“Nobody tells me how to fly my situations that have a range of options but no pre-
plane”) scribed procedures. This level of decision making
• Impulsiveness (“Let’s try it and see”) requires the deepest situation understanding.
• Invulnerability (“It can’t happen to me”)
• Macho (“I can handle anything”) DECISION MAKING
• Resignation (“What will be, will be”)
• Get-there-it is (“Just this once. . . .”) Detect a change needing attention
D
CRM advocates a reliance on communication and teamwork Estimate the need to react to a change
for each step of the decision making process to minimize the
E
impact of such individual biases. This is especially important Choose the most desirable outcome
when decisions must be based on ambiguous or contradic-
C
Identify actions to control the change
tory information.
I
Do something to adapt the change
The actions that result from the DECIDE model can take sev-
eral forms. Psychologists recognize three levels of decision
D
Evaluate the effects of the action
making actions, along a scale of increasing complexity: E
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Although expertise increases with training and experience, and

pilots master a wider range of knowledge-based behaviors, vir-
tually every flight involves the use of each of these levels.
This is, of course, an idealized approach to decision making.

The decisions of even the most systematic flight crews can
be degraded by stress and fatigue.
Stress and Fatigue Effects

Flying is even more challenging when missions are long or
are conducted under demanding conditions of tight sched-
ules, poor weather, or difficult terrain. Stress and fatigue are
natural responses to such challenges. However, while the
conditions that cause them aren’t always under your control, Note that fatigue symptoms appear at both ends of the
the performance effects they generate can at least be man- stress scale, showing the close overlap of fatigue and stress.
aged with good CRM practices.
Characteristics of Stress
Extremes of stress, from complacency and boredom at the Stress is a response to an out-of-the-ordinary condition,
low end to task breakdown at the high end, will cause per- such as noise, vibration, or hypoxia. Personal circumstances,
formance to deteriorate. However, in the middle stress can such as lack of sleep, poor physical fitness, and improper
actually enhance performance by helping a pilot to stay diet can make a pilot even more vulnerable to stress condi-
engaged in the flying task. This pattern applies to all types tions. Stress has several aviation-relevant characteristics:
of human activity and is known as the Yerkes-Dodson Law.
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• Stress is cumulative; that is, stressors in your life tend Personal conditions can induce fatigue even in the absence
to add up, creating an overall stress response that may of stressors. A mismatch between flying schedules and circa-
be larger than any single condition that contributed to dian rhythms, for example, cumulative loss of sleep, insuffi-
it. cient nutrition, and even dehydration can lead to feelings of
• The stress response can be acute, resulting from short- fatigue without any other contributing factors. This is impor-
term demands placed on a pilot’s body or mind, or tant because such conditions can be easy to miss amid the
chronic, resulting from long-term demands such as life- demands of flying duties. Add conventional stressors, and the
style or personal life situations. Chronic stress is the reactions are even worse.
more dangerous of the two and can be a health threat
if not addressed. Fatigued pilots are vulnerable to apathy, i.e., to become indif-
• Stress impacts both individual and team performance. ferent to outcomes. This means that they’re less vigilant, more
An inflight emergency, for example, can impact the prone to poor judgment, and more willing to accept bad flight
communication effectiveness and task performance of performance (which means that they’re less motivated to cor-
crew members which, in turn, can degrade teamwork rect the conditions that caused their fatigue in the first place).
and decision making.
Countermeasures
Characteristics of Fatigue Avoiding stress and fatigue effects requires disciplined per-
Very low task demands can lead to boredom, complacency, sonal monitoring. Each crew member is responsible for estab-
and lack of task engagement, while very high task demands lishing personal minimums regarding the flight demands that
can overwhelm an individual’s ability to cope, leading to they’re willing to accept, and for ensuring that they’re equal
physical and mental exhaustion. Both outcomes are forms to the demands that they might confront. Each pilot is also
of fatigue and will likely persist until stress levels are moved responsible for monitoring their personal health, alcohol and
away from either extreme. medication use, and mental state, and for accepting flight
duties only when they are ready to fly.
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However, stress and fatigue can sneak up gradually on anyone, and even per-
sonal vigilance may not be enough for safety. Good CRM therefore demands
mutual awareness among team members. External monitoring can detect stress
and fatigue conditions that may be too subtle for individuals to recognize in
themselves.
Communication and teamwork are essential CRM tools that can ensure SA and
preclude hazardous states within a flight crew. Most of these tools can be read-
ily adapted to achieve the same levels of safety enhancement in single pilot
operations.
SINGLE PILOT RESOURCE MANAGEMENT (SRM)

A five-year survey showed that single piloted aircraft have a 160% greater prob-
ability of being involved in an accident compared to dual-piloted aircraft. In 2005,
for example, 80% of multi-engine turboprop accidents involved single pilot opera-
tions (Robert E. Breiling Associates).
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It doesn’t have to be this way. A single pilot can still implement a systematic resource management strategy to improve their
flight safety. The Aviation Instructors Handbook (FAA-H-8083-9) recommends that individual pilots apply a “5 P” approach
for this purpose:
• Plan – plan for the weather, the route, fuel requirements, publications, and possible ATC delays
• Plane – confirm the mechanical status, database currency, automation status, and backup system status of your aircraft
• Pilot – ensure that illness, medication, stress, alcohol, fatigue, or diet won’t impact your flight performance. This is a
restatement of the popular IMSAFE checklist, i.e.,
◦◦ Illness
◦◦ Medication
◦◦ Stress
◦◦ Alcohol
◦◦ Fatigue
◦◦ Eating
• Passengers – confirm the experience level and personal readiness of both pilot and non-pilot occupants for the intended
flight
• Programming – prepare the GPS, autopilot, and flight displays for both the intended route and for any possible rerouting
Clearly, a single pilot has sole responsibility for monitoring their situation awareness. However, without other crew members
to help with performance monitoring the single pilot must explicitly schedule personal monitoring checkpoints into their
flight timeline. An example schedule for (say) assessing the single pilot’s SA might be:
• During flight planning phase

• Before departure
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• Every half-hour or at regular intervals, as appropriate

• Before leaving cruise altitude
• Before descent, approach, and leaving the IAF
• Before landing
Resource management tasks are challenging enough for multi-piloted aircraft. Therfore, a prepared pilot shouldn’t hesitate
to adapt cockpit systems and flight profiles as necessary to reduce individual workload. Risks must be understood and per-
sonal limits established, before they’re needed.
Examples of risk mitigation strategies for the individual pilot include:
• Using automation to reduce workload and to increase situation awareness

• Using cockpit displays properly to maintain terrain awareness
• Using passengers to share workload or to monitor the environment
• Be ready and willing to request
◦◦ A simpler approach
◦◦ A single frequency approach
◦◦ Vectors to final
• Promptly declaring minimum fuel, if appropriate
• Asking for altitude or routing changes to reduce cockpit workload
• Declining “difficult” ATC requests
With proper planning and disciplined habits, there is no reason why single-piloted operations can’t be just as effective as
multi-piloted operations.
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THE CONTINUOUS CRM CYCLE

Crew resource management reflects an attitude as well as a set of methods for improving flight safety. Every crew member
is responsible for CRM and, therefore, every crew member should periodically review their own habits in the context of CRM
principles. Every crew member should also feel free to comment on the CRM performance of their team mates.
Ideally, CRM should also be integrated into corporate culture and corporate training. Both flight and training debriefs should
address CRM topics, including strengths and weaknesses of individual and team performances. Adherence to CRM principles
establishes an atmosphere of safety and professionalism that leads to continual performance improvement and long-term
safety.
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Notes
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Crew Resource Management Quiz
1. Title 14 CFR states that CRM training should address all of the following except _____.
a. Communication skills
b. Task allocation
c. Situation awareness
d. Operation of cockpit automation
2. Good teamwork requires _____.
a. Open, supportive communication

b. An experienced crew
c. Similar personalities of all team members
d. A clear hierarchy
3. Good task allocation requires _____.
a. SOP guidance
b. Prioritizing tasks
c. Strong team leadership
d. Maximum use of automation
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4. Situation awareness requires all of the following except _____.
a. Perceiving all the elements in your environment

b. Recognizing how all the elements impact the current situation
c. Recognizing how all the elements impact the future situation
d. Understanding the interaction among all the elements in your environment
5. Good decision making requires methodical consideration of each of these items except _____.
a. The plane
b. The environment
c. The equipment
d. The situation
6. Performance is best under which level of stress?
a. Low stress
b. Mid-range stress
c. High stress
d. No stress at all
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7. Checking individual readiness for flight can be accomplished with the _____.
a. SA checklist
b. IMSAFE checklist
c. SOP conditions
d. DECIDE checklist
8. The most dangerous type of stress is _____.
a. Acute stress
b. Group stress
c. Personal stress
d. Chronic stress
9. The deepest situation understanding is required for which type of decision making?
a. Knowledge-based
b. Rules-based
c. Skills-based
d. Team-based
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10. CRM can best be integrated into operations and regularly improved through _____.
a. Training and flight debriefs

b. Formal training classes
c. Individual review
d. Corporate support
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Crew Resource Management Quiz Answers
1. d
2. a
3. b
4. d
5. c
6. b
7. b
8. d
9. a
10. a
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ProFlight Pilot Training

Rev 1.1 - Nov2017 For Training Purposes Only Title Page - 1

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Section Page(s) Revision Section Page(s) Revision

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00 List of Effective Pages 08 Pneumatics 16 Lighting

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For Training Purposes Only

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The airplane has maximum takeoff weight of 17,110 pounds

The airplane is certified in accordance with CFR Part 23

The CJ4 is compliant with all reduced vertical separation

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The maximum height to the top of the vertical tail is approxi-

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A bleed air system provides anti-icing protection to the wing leading

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The tail cone contains an unpressurized baggage compartment with a volume

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Entrance Door Operation

The door is held in the fully-open position by a gust-lock mechanism.

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Cabin Management System (CMS)

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Emergency Exit Door

A proximity switch electronically monitors the door closing mechanism. If

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Avionics equipment includes:

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The FAA-approved airplane flight manual (AFM) contains the most

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AIRCRAFT SYSTEMS Electrical

An external power unit (EPU) may be attached to the air-

Rev 1.0 - Mar2016 For Training Purposes Only Aircraft General - 18

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