Citation Ii PTM

.731 in Spine formula: sheets x 0.0045 + 0.02 for wrap Spine formula: 158 x 0.0045 + 0.02 = .
731
The best safety device in any aircraft is a well-trained crew. TM

FlightSafety International, Inc.  Marine Air Terminal, LaGuardia Airport
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PILOT TRAINING MANUAL
Pilot Training Manual

Cessna Citation II
Second Edition
Revision 0.3
Cessna
SECOND
EDITION
REVISION
0.3 Citation II
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual and Maintenance Manuals. It is to be used
for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that
of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any suggestions
you might have for improving this manual or any other aspect of our training program.
NOTICE
These commodities, technology or software
were exported from the United States in
accordance with the Export Administration
Regulations. Diversion contrary to U.S. law is
prohibited.
F O R T R A I N I N G P U R P O S E S O N LY
Courses for the Citation II aircraft are taught at the following FlightSafety Learning Centers:
Atlanta Learning Center

1010 Toffie Terrace
Atlanta, GA 30354
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(800) 889-7916
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Copyright © 2018 FlightSafety International, Inc.

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All rights reserved.
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Second Edition............. 0.0............ April 2011 Second Edition............. 0.3............. Jan 2018
Second Edition............. 0.1............Sept 2012
Second Edition............. 0.2............ May 2015
NOTE:
For printing purposes, revision numbers in footers occur at the bottom of every page that has
changed in any way (grammatical or typographical revisions, reflow of pages, and other
changes that do not necessarily affect the meaning of the manual).
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page *Revision Page *Revision

No. No. No. No.
Cover...................................................... 0.3 11-i—11-18............................................ 0.3
Front Matter............................................ 0.3 12-i—12-6.............................................. 0.3
1-i—1-14................................................ 0.3 13-i—13-8.............................................. 0.3
2-i—2-20................................................ 0.3 14-i—14-18............................................ 0.3
3-i—3-10................................................ 0.3 15-i—15-16............................................ 0.3
4-i—4-8.................................................. 0.3 16-i—16-26............................................ 0.3
5-i—5-12................................................ 0.3 17-i—17-6.............................................. 0.3
6-i—6-ii................................................... 0.3 18-i—18-18............................................ 0.3
7-i—7-22................................................ 0.3 19-i—19-4.............................................. 0.3
8-i—8-6.................................................. 0.3 APP-1—APP-1....................................... 0.3
9-i—9-8.................................................. 0.3
10-i—10-18............................................ 0.3
*Zero in this column indicates an original page.

LEFT INTENTIONALLY BLANK
CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 OXYGEN SYSTEMS
Chapter 18 WEIGHT AND BALANCE
Chapter 19 FLIGHT PLANNING AND PERFORMANCE
APPENDIX
1 AIRCRAFT GENERAL
CITATION II PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
INTRODUCTION.................................................................................................................. 1-1
GENERAL ............................................................................................................................. 1-1
STRUCTURES....................................................................................................................... 1-2
Nose Section.................................................................................................................... 1-6
Flight Compartment........................................................................................................ 1-6
Entrance Door and Emergency Exit................................................................................ 1-8
Cabin............................................................................................................................... 1-9
Wing.............................................................................................................................. 1-11
Tail Cone Compartment................................................................................................ 1-11
Empennage.................................................................................................................... 1-12
SYSTEMS............................................................................................................................ 1-12
Electrical System........................................................................................................... 1-12
Fuel System................................................................................................................... 1-12
Engines.......................................................................................................................... 1-12
Ice Protection................................................................................................................. 1-12
Hydraulic System.......................................................................................................... 1-12
Flight Controls............................................................................................................... 1-13
Environmental Control.................................................................................................. 1-13
Avionics......................................................................................................................... 1-13
PUBLICATIONS.................................................................................................................. 1-13
LIMITATIONS...................................................................................................................... 1-13
EMERGENCY/ABNORMAL.............................................................................................. 1-13
Revision 0.3 FOR TRAINING PURPOSES ONLY 1-i

1 AIRCRAFT GENERAL
INTENTIONALLY LEFT BLANK
1-ii FOR TRAINING PURPOSES ONLY Revision 0.3

1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
1-1. Cessna Citation II.................................................................................................... 1-2
1-2. Exterior Three-View Drawing (Sheet 1 of 2)........................................................... 1-3
1-3. Exterior Three-View Drawing (Sheet 2 of 2)........................................................... 1-4
1-4. Braked Taxi Turnaround........................................................................................... 1-5
1-5. Nose Baggage Compartment................................................................................... 1-6
1-6. Baggage Door Uplatch............................................................................................ 1-6
1-7. Sight Gauges............................................................................................................ 1-6
1-8. Citation II Instrument Panel.................................................................................... 1-7
1-9. Pilot’s Foul Weather Window................................................................................... 1-8
1-10. Entrance Door, Pins, Interior Handle, and Latch Release....................................... 1-8
1-11. Door Locking Indicator Windows........................................................................... 1-9
1-12. Emergency Exit........................................................................................................ 1-9
1-13. Interior Arrangements............................................................................................ 1-10
1-14. Wing Trailing Edge................................................................................................ 1-11
1-15. Tail Cone Baggage Compartment.......................................................................... 1-11
1-16. Empennage............................................................................................................ 1-12
Revision 0.3 FOR TRAINING PURPOSES ONLY 1-iii

1 AIRCRAFT GENERAL
1-iv FOR TRAINING PURPOSES ONLY Revision 0.3

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems installed
in the Cessna Citation II. The information contained herein is intended only as an instructional
aid. This material does not supersede, nor is it meant to substitute for, any of the manufacturer’s
maintenance or operating manuals. The material presented has been prepared from current design
data.
Chapter 1 covers the structural makeup of the airplane and gives an overview of the systems.
Review questions are contained at the end of most chapters. These questions are included as a
self-study aid, and the answers can be found in the back of the book.
Revision 0.3 FOR TRAINING PURPOSES ONLY 1-1

1 AIRCRAFT GENERAL
GENERAL The pilot-in-command must have a Citation type

rating and meet the requirements of FAR 61.58
for two-pilot operation or FAR 61.56 for single-
The Citation II is certified in accordance with FAR
pilot operation (Model 551 only). The copilot shall
Part 25 airworthiness standards for the Model 550
possess a multiengine rating and meet the require-
and with FAR Part 23 for the Model 551 and uti-
ments of FAR 61.55.
lizes the fail-safe construction concept. It com-
bines systems simplicity with ease of access to
reduce maintenance requirements. Low takeoff
and landing speeds permit operation at small and STRUCTURES
unimproved airports. Medium bypass turbofan
engines contribute to overall operating efficiency The Citation II (Figure 1-1) is a pressurized low-
and performance. wing monoplane. Two Pratt and Whitney Aircraft
of Canada, Limited, JT15D-4 turbo-fan engines are
The minimum crew requirements for operations in pylon-mounted on the rear fuselage.
the Model 550 are one pilot and one copilot. The
Model 551 (Citation II) may be flown by one pilot Figures 1-2 and 1-3 show a three-view drawing of
in the left seat with the following provisions: an the Citation II, containing the approximate exterior
autopilot with approach coupling, a flight director, and cabin dimensions.
a boom microphone, and a XPON IDNT switch on
the pilot’s control wheel. The distances required for a braked taxi turnaround
can be seen in Figure 1-4.
Figure 1-1. Cessna Citation II
1-2 FOR TRAINING PURPOSES ONLY Revision 0.3

1 AIRCRAFT GENERAL
51.70 FEET
AIRFOILS
WING
AIRPLANE–NACA 23014 MODIFIED 17.58 FEET
W.S 247.95–NACA 23012 19.00 FEET
TAIL (VERTICAL)
ROOT–NACA 0012
TIP–NACA 0008
TAIL (HORIZONTAL)
ROOT–NACA 0010
TIP–NACA 0008
INCIDENCE
WING AIRPLANE + 2º 30’ ELEVATOR
WING W.S. 247.95 – 0º 30’ TRIM TAB
HORIZONTAL TAIL 0º
MAIN GEAR DOOR
DIHEDRAL
WING 4º
HORIZONTAL TAIL 9º AILERON
ENGINE PYLON 2º TRIM TAB
SPEED BRAKE NAVIGATION/

(UPPER AND LOWER) ANTI-COLLISION
LIGHT
EMERGENCY EXIT CABIN DOOR
EMERGENCY EXIT
(RIGHT SIDE ONLY) BAGGAGE DOORS RUDDER TRIM TAB
RIGHT SIDE VIEW

(REFERENCE) NOSE GEAR DOORS
RAM AIR INLET

FOUL WEATHER WINDOW
(LEFT SIDE ONLY) 14.80 FEET
NOSE EQUIPMENT
ACCESS POSITION LIGHT
(WHITE)
18.17 FEET TAILCONE ACCESS DOOR

(LEFT SIDE ONLY)
47.25 FEET
S/N’S 0002–0626
Figure 1-2. Exterior Three-View Drawing (Sheet 1 of 2)

1 AIRCRAFT GENERAL
52.50 FEET
AIRFOILS
WING
AIRPLANE–NACA 23014 MODIFIED 17.60 FEET
W.S 247.95–NACA 23012 19.00 FEET
TAIL (VERTICAL)
ROOT–NACA 0012
TIP–NACA 0008
TAIL (HORIZONTAL)
ROOT–NACA 0010
TIP–NACA 0008
INCIDENCE
WING AIRPLANE + 2º 30’ ELEVATOR
WING W.S. 247.95 – 0º 30’ TRIM TAB
HORIZONTAL TAIL 0º
MAIN GEAR DOOR
DIHEDRAL
WING 4º
HORIZONTAL TAIL 9º AILERON
ENGINE PYLON 2º TRIM TAB
SPEED BRAKE NAVIGATION/

(UPPER AND LOWER) ANTI-COLLISION
LIGHT
EMERGENCY EXIT CABIN DOOR
EMERGENCY EXIT
(RIGHT SIDE ONLY) BAGGAGE DOORS RUDDER TRIM TAB
RIGHT SIDE VIEW

(REFERENCE) NOSE GEAR DOORS
RAM AIR INLET

FOUL WEATHER WINDOW
(LEFT SIDE ONLY) 15.00 FEET
NOSE EQUIPMENT
ACCESS POSITION LIGHT
(WHITE)
18.17 FEET TAILCONE ACCESS DOOR

(LEFT SIDE ONLY)
47.25 FEET
S/N’S 0627–0733
Figure 1-3. Exterior Three-View Drawing (Sheet 2 of 2)

1 AIRCRAFT GENERAL
69.3 FEET
CURB TO CURB
38.4 FEET
17.6 FEET
20.2 FEET
Figure 1-4. Braked Taxi Turnaround

1 AIRCRAFT GENERAL
NOSE SECTION
The nose section is an unpressurized area contain-
ing the avionics compartment, an equipment area,
and a baggage storage area. The avionics area is
accessible through a removable radome, whereas
the baggage compartment (Figure 1-5) has two
swing-up doors hinged in the center.
Figure 1-6. Baggage Door Uplatch
A locking mechanism on each door holds the door

in the full open position until the release button is
depressed. The alcohol and brake reservoirs, the
power brake accumulator, and the pneumatic bottle
are all located behind the right aft bulkhead of the
nose baggage compartment, wiht sight gauges for
preflight inspection (Figure 1-7).
Figure 1-5. Nose Baggage Compartment
The nose baggage doors each incorporate two

mechanical locks and one key lock. The door lock-
ing system operates a microswitch in each key lock
assembly which is connected to the DOOR NOT
LOCKED warning circuit. A manual light switch is
located in the compartment. A microswitch located
at the left and right baggage door uplatch assembly
(Figure 1-6) will extinguish the baggage compart-
ment light as the doors are closed if the manual
light switch is left on.
On UNs 0002 through 0603, 0605, and 0607 not

modified by SB 550-52-18, the microswitch for Figure 1-7. Sight Gauges
the DOOR NOT LOCKED light is in the forward
quick-release latch. The key lock is provided for
additional security. FLIGHT COMPARTMENT
Two complete crew stations are provided with
CAUTION dual controls, including control columns, adjust-
able rudder pedals, and brakes (Figure 1-8). There
Ensure the key is removed prior to flight are two fully adjustable seats with seat belts and
to prevent possible ingestion of the key shoulder harnesses.
into an engine.

1 AIRCRAFT GENERAL
UNs 0002 THROUGH 0626
UNs 0627 AND SUBSEQUENT
Figure 1-8. Citation II Instrument Panel

1 AIRCRAFT GENERAL
The foul weather window on the pilot’s side can be ENTRANCE DOOR AND
opened, as seen in Figure 1-9.
EMERGENCY EXIT
The entrance door opens outboard and is held
open by a mechanical latch. (Figure 1-10). A latch
release is located in the interior of the cabin on the
forward edge of the door opening next to the light
switch. This latch release must be depressed before
the door can be closed.
The entrance door is secured in the closed posi-

tion by twelve locking pins attached to a handle.
The handle linkage can be operated from the inside
or outside of the door. The exterior handle can be
CLOSED secured with a key lock for security. The lower
forward locking pin activates a microswitch in the
door warning circuit that illuminates the DOOR
NOT LOCKED annunciator light whenever the
door is not closed and locked. The door also incor-
porates five indicator windows in the locking sys-
tem to visually show a closed-and-locked condition
(Figure 1-11).
OPEN
INTERIOR
Figure 1-9. Pilot’s Foul Weather Window
Figure 1-10. Entrance Door, Pins, Interior

Handle, and Latch Release

1 AIRCRAFT GENERAL
When the door is closed and locked, the lower for- An emergency exit, located opposite the entrance
ward locking pin depresses a plunger. This opens door on the right side of the fuselage (Figure 1-12),
a valve to allow bleed air to inflate the pneumatic opens inboard. It is a plug-type door installation
cabin door seal, which is installed in the door and has a provision for inserting a locking pin to
perimeter to prevent cabin pressure loss. prevent unauthorized entry while the airplane is
on the ground. The pilot must ensure this pin is
removed prior to flight. Both the cabin entrance
door and emergency exit door can be opened from
either outside or inside the airplane. The emer-
gency exit door is not connected to the door warn-
ing circuit.
Figure 1-12. Emergency Exit
CABIN
The cabin extends from the forward to the aft
pressure bulkhead and measures approximately
20.9 feet in length, 5 feet in width, and 5 feet in
height. The cabin baggage compartment is locat-
Figure 1-11. Door Locking Indicator ed aft of the rear seats and has a capacity of 600
Windows pounds. Figure 1-13 shows the various interior
arrangements.

1 AIRCRAFT GENERAL
BAGGAGE REFRESHMENT CENTER TOILET
BAGGAGE
STANDARD
BAGGAGE REFRESHMENT CENTER TOILET
BAGGAGE
OPTION 1
BAGGAGE
BAGGAGE COMPARTMENT
REFRESHMENT
CENTER
TOILET/SEAT BAGGAGE
OPTION 2
BAGGAGE BAGGAGE
TOILET/SEAT
OPTION 3
Figure 1-13. Interior Arrangements

1 AIRCRAFT GENERAL
Additional baggage storage is available in the nose The ailerons and electrically operated wing flaps
compartment and in the tail cone. A typical interior are attached to the rear of the wings. Hydrauli-
arrangement consists of eight passenger seats plus cally operated speedbrake panels are located on
two pilot seats and a toilet. The cabin is provided the upper and lower surfaces of the wing near the
with dropout, constant flow oxygen masks for outboard end of the flaps.
emergency use. The cabin overhead panels contain
individual air outlets and seat lighting for passenger
comfort. Indirect lighting for the cabin is provided TAIL CONE COMPARTMENT
by two rows of fluorescent bulbs running the length The tail cone compartment is an unpressurized area
of the cabin which are controlled by a switch near and contains the major components of the hydrau-
the cabin entrance. lic, environmental, electrical distribution, flight
controls, and engine fire extinguishing systems.
WING Access is through an entrance door on the left-hand
side of the fuselage below the engine (Figure 1-15).
The wing is of all-metal construction and is made
up of two wing panels attached to two 30-inch wing The tail cone compartment door is secured at the
stubs which are part of the fuselage carry-through top by two mechanical latches and is hinged at the
structure. Speedbrakes and flaps are also on each bottom.
wing (Figure 1-14).
Figure 1-14. Wing Trailing Edge
All of the wing forward of the rear spar, except the

main gear well area, is sealed for fuel containment.
The right and left integral wing fuel tanks normally
supply fuel to their respective engine. However,
through crossfeeding, either tank may feed its own
or both engines.
The leading edge of the wing has two sections pro-

tected against ice buildup. The wing leading edge
forward of the engines is electrically heated and
anti-iced while the remainder of the leading edge
is deiced by inflation of rubber deicer boots with Figure 1-15. Tail Cone Baggage
engine bleed air. There is also a rubber stall strip Compartment
attached to the inner portion of the booted section
to accentuate the prestall buffet.

1 AIRCRAFT GENERAL
A microswitch, operated by the key lock, is con- FUEL SYSTEM

nected to the DOOR NOT LOCKED warning cir-
cuit. A light switch on the forward edge of the door The fuel system has two distinct, identical halves.
opening is powered from the hot battery bus and Each wing tank stores and supplies the fuel to its
provides illumination of the tail cone area for pre- respective engine, and crossfeed capability is incor-
flight inspection purposes. A microswitch installed porated. All controls and indicators are located in
in the door track will extinguish the light when the the cockpit.
door is closed if the manual switch is left on.
On UNs 0002 through 0603, 0605, and 0607 not ENGINES

modified by SB 550-52-18, the microswitch for Two Pratt and Whitney JT15D-4 turbofans,
the DOOR NOT LOCKED light is in the forward installed on pylons mounted on the rear fuselage,
quick-release latch. produce 2,500 pounds of thrust each. Ice protec-
tion, fire detection, and extinguishing systems are
EMPENNAGE incorporated. Optional target-type thrust revers-
ers, individually operated by “piggyback” controls
The empennage consists of a vertical stabilizer, mounted on the throttles, are available.
horizontal stabilizers, and a dorsal fin (Figure
1-16).
ICE PROTECTION
The leading edges of the vertical and horizontal sta- Ice protection for the outboard section of the wings
bilizers are deiced by pneumatic boots. The dorsal and horizontal and vertical stabilizer leading edges
fin, attached to the top side of the rear fuselage, has is provided by pneumatic boots. The inboard sec-
a ram-air duct to provide air for use in the airplane tions of the wings are anti-iced by electrically
air cycle machine heat exchangers and the wind- heated panels.
shield bleed-air heat exchanger.
Engine compressor bleed air heats the engine nose
cone, nacelle inlet, T1 temperature probe, and the
first set of stator vanes on each engine. Engine
bleed air can be discharged through nozzles direct-
ed at the front of the windshields. Isopropyl alco-
hol is available to anti-ice the left windshield in
the event that windshield bleed air is not available.
Electrical heaters are employed by pitot-static and
angle-of-attack sensors. All bleed-air and electri-
cal anti-ice systems should be turned on prior to
operation in visible moisture when the outside air
temperature is 10°C or colder.
Figure 1-16. Empennage
HYDRAULIC SYSTEM
SYSTEMS Engine-driven hydraulic pumps supply pressure
for operation of the landing gear, speedbrakes, and
optional thrust reversers through an open center
ELECTRICAL SYSTEM system. The main gears are equipped with anti-
skid-controlled wheel brakes, operated hydrauli-
The airplane DC buses are supplied from two cally from a separate hydraulic system. Pneumatic
starter-generators. Engine starting and secondary backup is available for landing gear extension and
DC power are available from either the battery or braking.
an external source. Two static inverters provide
AC power.

1 AIRCRAFT GENERAL
FLIGHT CONTROLS The Citation Operating Manual contains expanded

descriptions of the airplane systems and operat-
Primary flight control is accomplished through ing procedures. It contains enroute flight planning
conventional cable-operated surfaces. Trimming is information as well as some takeoff and landing
provided by aileron, elevator, and rudder tabs. The performance information.
elevator trim is both mechanically and electrically
actuated. Hydraulically operated speedbrakes are The Cessna checklist contains abbreviated operat-
installed on the upper and lower wing surfaces. ing procedures and abbreviated performance data.
If any doubt exists or if the conditions are not cov-
The electrically operated flaps are installed on the ered by the checklist, the AFM must be consulted.
trailing edges. Nosewheel steering is mechanically
controlled by the rudder pedals. The Citation Weight and Balance Manual con-
tains detailed information in the form of tables
and diagrams. Because the basic empty weight and
ENVIRONMENTAL CONTROL moment, and means of determining the center-of-
Cabin pressurization uses bleed air from the engines gravity location are all contained in the AFM, the
which is conditioned by an air cycle machine. Weight and Balance Manual is not required to be
Cabin temperature is controllable, and the system in the aircraft.
provides sufficient pressure to maintain sea level
pressure up to an approximate altitude of 23,000
feet and approximately 8,000 feet cabin pressure at
a cruise altitude of 43,000 feet. These pressures are
LIMITATIONS
based on a pressure differential of 8.7 psi. The oxy- For specific information on limitations, refer to the
gen system supplies the cockpit through quickdon- FAA-approved Aircraft Flight Manual.
ning masks and the cabin through dropout masks
automatically deployed in the event of excessive
cabin altitude.
EMERGENCY/
AVIONICS ABNORMAL
The standard factory-installed avionics package For specific information on Emergency/Abnormal
includes weather radar, altitude encoding tran- procedures, refer to the FAA-approved AFM.
sponder, autopilot, and integrated flight director
system. Communication is provided by two VHF
transceivers. Navigation equipment includes digi-
tally tuned ADF, DME, and two VOR/localizer/
glide slope/marker beacon receivers. UNs 0627
and subsequent are equipped with electronic dis-
play (EFIS) attitude and compass displays on the
pilot’s instrument panel.
PUBLICATIONS
The FAA-approved Airplane Flight Manual (AFM)
is a required flight item. It contains the limitations,
operating procedures, performance data pertinent
to takeoffs and landings, and weight and balance
data. It does not contain enroute performance infor-
mation. The AFM always takes precedence over any
other publication.

1 AIRCRAFT GENERAL

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
INTRODUCTION.................................................................................................................. 2-1
2 ELECTRICAL POWER
GENERAL ............................................................................................................................. 2-1
SYSTEMS
DC POWER............................................................................................................................ 2-2
Battery............................................................................................................................. 2-2
Starter-Generators........................................................................................................... 2-2
External Power................................................................................................................ 2-2
Distribution...................................................................................................................... 2-3
Control........................................................................................................................... 2-11
Monitoring..................................................................................................................... 2-12
Protection...................................................................................................................... 2-12
Operation....................................................................................................................... 2-13
AC POWER—UNS 0550 AND SUBSEQUENT................................................................. 2-15
General.......................................................................................................................... 2-15
Control........................................................................................................................... 2-15
Monitor and Test............................................................................................................ 2-15
Operation....................................................................................................................... 2-16
AC POWER—UNS 0002 THROUGH 0505........................................................................ 2-16
General.......................................................................................................................... 2-16
Protection...................................................................................................................... 2-16
Control........................................................................................................................... 2-16
Monitoring..................................................................................................................... 2-16
Normal Operation.......................................................................................................... 2-17
Abnormal Operation...................................................................................................... 2-17

AC POWER—UNS 0176 AND SUBSEQUENT WITH DUAL FLIGHT DIRECTOR...... 2-17

LIMITATIONS...................................................................................................................... 2-17
QUESTIONS........................................................................................................................ 2-18
2 ELECTRICAL POWER
SYSTEMS

ILLUSTRATIONS
Figure Title Page
2-1. Battery Location...................................................................................................... 2-2
2-2. External Power Receptacle...................................................................................... 2-2
2-3. External Power Circuit............................................................................................. 2-3
2 ELECTRICAL POWER
2-4. DC Electrical System - UNs 0627 and Subsequent................................................. 2-4
SYSTEMS
2-5. DC Electrical System - UNs 0002 through 0505.................................................... 2-5
2-6. DC Electrical System - UNs 0550 through 626...................................................... 2-6
2-7. Generator Circuit..................................................................................................... 2-7
2-8. Circuit-Breaker Panels - UNs 0627 and Subsequent............................................... 2-8
2-9. Circuit-Breaker Panels - UNs 0550 through 0626................................................... 2-9
2-10. Circuit-Breaker Panels - UNs 002 through 0505................................................... 2-10
2-11. DC Electrical Controls........................................................................................... 2-11
2-12. Electrical Indicators and Battery Temperature Gage............................................. 2-12
2-13. AC Controls........................................................................................................... 2-15
2-14. AC Circuit-Breaker Subpanel................................................................................ 2-16
2-15. AC Control Switch................................................................................................. 2-16

2 ELECTRICAL POWER
SYSTEMS

CHAPTER 2
ELECTRICAL POWER SYSTEMS
2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
This chapter provides a description of the electrical power system used on the Citation II. Included
is information on the DC and AC systems. The DC system consists of storage, generation, distri-
bution, and system monitoring. The AC system consists of generation, distribution, and system
monitoring. Provision is also made for a limited supply of power during emergency conditions in
flight and connection of an external power unit while on the ground.
GENERAL
Direct current provides the principal electric power The hot battery and emergency buses are normally
for the Citation II. Two generators are the primary tied to the main system, but may be isolated to only
power sources; as secondary sources, battery or the battery or external power sources. When the
external power may also be used. Normal distribu- airplane is on the ground, an external DC power
tion of DC power is via three left and three right source (EPU) may be used to supply electrical
buses connected by a tie bus. This arrangement power to the buses.
allows either generator to power the entire system
or, by working in parallel, share the system load.

DC POWER The generators share loads equally (± 10% of the

total load) during normal operation via an equalizer
connection between the generator control units.
BATTERY
A standard nickel-cadmium battery with 19 cells EXTERNAL POWER
provides 24-volt power and is rated at 39 ampere-
hours. An optional 25-volt, 20-cell battery is An external power unit may be connected to the
available. The battery, located in the tail-cone com- airplane DC system through a receptacle located in
partment (Figure 2-1), is provided with a manual the fuselage below the left engine nacelle (Figure
2 ELECTRICAL POWER
quick-disconnect and is accessible through the tail- 2-2). External power is routed to the hot battery bus
cone door. The battery is always connected to the (Figure 2-3). The battery charges from the external
SYSTEMS
hot battery bus. It is susceptible to, and must be power unit regardless of the battery switch position.
protected from, overheat due to excessive charg-
ing. Therefore, use of the battery is limited to three
engine starts per hour. During an external power
start, the battery is separated from its ground to
prevent battery discharge during the start cycle. A
start using an external power unit is not considered
a battery start. A battery in good condition should
supply power to all buses for approximately 10
minutes. If only the hot battery and emergency
buses are powered, battery life should be approxi-
mately 30 minutes.
Figure 2-2. External Power Receptacle
Before connecting an external power unit to a Cita-

tion II, the voltage of the unit should be regulated
to 28.5 volts, and the amperage output should be
between 800 and 1,000 amperes.
Figure 2-1. Battery Location
Connecting the external power unit energizes the
STARTER-GENERATORS external power relay, connecting the external power
unit to the hot battery bus. Placing the battery
Two engine-driven DC starter-generators, one
switch to the BATT position closes the battery
mounted on each engine accessory gearbox, are
relay (on UNs 0002 through 0626 the emergency
the primary source of power and supply all DC relay also closes). This allows DC external power
buses. Each generator is air-cooled, rated at 30 volts
to be connected to the battery bus, emergency bus,
DC, regulated to 28.5 volts, 400 amperes, and is and the left and right main buses. If either genera-
capable of 50% overload to 600 amperes for five tor power relay is closed, the external power relay
minutes. The maximum total amperage load with
deenergizes which removes external power from
all electrical equipment in operation is approxi- the hot battery bus. This prevents the airplane gen-
mately 400 amperes. The generators are used as erators and the EPU from applying power to the
motors for engine starting and become generators airplane buses simultaneously.
at the completion of the start cycle. Each generator
system is operated independently, however, power
is distributed through systems that are in parallel
except under fault conditions.

VOLTMETER
HOT BATTERY BUS
BATTERY EXT POWER
2 ELECTRICAL POWER
DISABLE RELAYS
EXT
SYSTEMS
POWER
RELAY
BATTERY
DISCONNECT
RELAY
OVERVOLTAGE/
EXT
OVERCURRENT
POWER
SENSOR
Figure 2-3. External Power Circuit
CAUTION The hot battery bus is always connected directly to

the battery. It may receive power from an external
Some external power units do not have power unit, and during n ormal operation is powered
reverse current protection. If the unit is from the generators.
turned off while connected to the air-
plane, rapid discharge and damage to the The battery bus functions solely as a bus tie which
battery can result. Always disconnect the connects the hot battery bus, emergency bus, and
EPU from the airplane when not in use. the two main DC buses, tying the four parts into
one integral system.
DISTRIBUTION DC power from the engine-driven generators is dis-

tributed to two main DC buses. The two main DC
Direct current is distributed throughout the Cita- buses are paralleled through the battery bus by two
tion II by nine buses (Figures 2-4, 2-5, and 2-6). 225-ampere current limiters connecting each main
Located in the main junction box inside the tail- bus to the battery bus. Generator power is routed
cone compartment are two main DC buses, the through the battery bus to the hot battery bus by
battery bus, and the hot battery bus. Inside the a battery relay, and to the emergency bus via the
cockpit, at the pilots circuit-breaker panels, are two battery bus or the hot battery bus, depending on
main extension buses, two crossover buses, and the the position of the battery switch. On UNs 0002
emergency bus. through 0626, the emergency bus can be powered
by the hot battery bus only through the emergency
The two main DC buses are normally powered by relay (Figure 2-7).
the right and left generators and are tied together
by the battery bus. They may also receive power
from the battery or an external power unit.

SYSTEMS
2 ELECTRICAL POWER
2-4
115-VAC 26-VAC 115-VAC 26-VAC
1 AC
INVERTER 1 INVERTER 2
2 OFF
EMERGENCY EMERGENCY
INV AC POWER
TEST SW SW
CROSSOVER BUS CROSSOVER BUS
EXTENSION BUS EXTENSION BUS
80 AMP LMT
225 AMP LMT
LH MAIN BUS BATTERY BUS RH MAIN BUS
55 55
VOLT
POWER METER NORMAL POWER
RELAY BATT RELAY
28.5 OFF
RELAY
28.5 EMER 28.5
GCU START START GCU
RELAY RELAY
LH GEN HOT BATTERY BUS RH GEN

FIELD FIELD
RELAY QUICK RELAY
DISC.
LEGEND BATTERY
FOR TRAINING PURPOSES ONLY

INVERTER 1 POWER
INVERTER 2 POWER EPU
LH GENERATOR POWER
RH GENERATOR POWER
LH AND RH GENERATOR POWER
BATTERY POWER
Revision 0.3
Figure 2-4. DC Electrical System - UNs 0627 and Subsequent
115-VAC 26-VAC
Revision 0.3
ON
OFF
INVERTER
SWITCH
EMERGENCY
80 AMP LMT
225 AMP LMT
ACM OVER
MAIN BUS BATTERY BUS MAIN BUS PRESS
55 55
VOLT BLEED AIR
GROUND SPARE SPARE
POWER METER EMER POWER
RELAY BATT RELAY RELAY
28.5
RELAY
28.5 28.5
GCU START START GCU
RELAY RELAY

FIELD FIELD
RELAY QUICK RELAY
DISC.
LEGEND BATTERY

INVERTER 1 POWER
INVERTER 2 POWER BATTERY EPU
DISC
LH GENERATOR POWER
RH GENERATOR POWER
ANTI-
LH AND RH GENERATOR POWER SKID
BATTERY POWER
2-5
Figure 2-5. DC Electrical System - UNs 0002 through 0505
2 ELECTRICAL POWER
SYSTEMS
SYSTEMS
2 ELECTRICAL POWER
2-6
115-VAC 26-VAC 115-VAC 26-VAC
1 AC
2 OFF
EMERGENCY EMERGENCY
INV AC POWER
TEST SW SW
80 AMP LMT
225 AMP LMT
LH MAIN BUS BATTERY BUS RH MAIN BUS
55 55
VOLT
POWER METER NORMAL POWER
RELAY BATT RELAY
28.5 OFF
RELAY
28.5 EMER 28.5
GCU START START GCU
RELAY RELAY

FIELD FIELD
RELAY QUICK RELAY
DISC.
LEGEND BATTERY

INVERTER 1 POWER
INVERTER 2 POWER EPU
LH GENERATOR POWER
RH GENERATOR POWER
BATTERY POWER
Revision 0.3
Figure 2-6. DC Electrical System - UNs 0550 through 626
From each main DC bus in the tail cone, an exten- In order to permit logical grouping of circuit break-
sion bus provides distribution of power to compo- ers (i.e., left and right fire detection), circuit con-
nents through controls and circuit breakers in the nection is provided from the right or left main
cockpit. The left and right main extension buses are extension bus to the opposite circuit-breaker panel
located behind the pilot and copilot circuit-breaker through the right and left crossover buses.
panels respectively (Figures 2-8, 2-9, and 2-10).
2 ELECTRICAL POWER
TO EMERGENCY BUS
SYSTEMS
MAIN BUS BATTERY BUS MAIN BUS
20
55 55
VOLT
POWER METER POWER
RELAY BATT EMER RELAY
28.5 RELAY
RELAY
28.5 28.5
GCU START START GCU
RELAY RELAY

FIELD FIELD
RELAY UNs 0627 AND SUBSEQUENT RELAY
LEGEND
LH GENERATOR POWER
RH GENERATOR POWER
TO EMERGENCY BUS
MAIN BUS BATTERY BUS MAIN BUS
55 55
VOLT
POWER METER EMER POWER
RELAY BATT RELAY RELAY
28.5
RELAY
28.5 28.5
GCU START START GCU
RELAY RELAY

FIELD FIELD
RELAY UNs 0002 THROUGH 0626 RELAY
LEGEND
LH GENERATOR POWER
RH GENERATOR POWER
Figure 2-7. Generator Circuit

2 ELECTRICAL POWER
SYSTEMS
LEGEND LEFT CIRCUIT-BREAKER PANEL

LEFT MAIN EXTENSION BUS RIGHT CROSSOVER BUS * UNs 0682 AND SUBSEQUENT
LEGEND RIGHT CIRCUIT-BREAKER PANEL

LEFT CROSSOVER BUS RIGHT MAIN EXTENSION BUS EMERGENCY BUS AC BUS
* * AUDIO 1 IS ON EMER BUS WITH BATT SWITCH IN EMER
Figure 2-8. Circuit-Breaker Panels - UNs 0627 and Subsequent

2 ELECTRICAL POWER
SYSTEMS
LEFT MAIN EXTENSION BUS RIGHT CROSSOVER BUS

Figure 2-9. Circuit-Breaker Panels - UNs 0550 through 0626

2 ELECTRICAL POWER
SYSTEMS

LEFT MAIN EXTENSION BUS RIGHT CROSSOVER BUS

Figure 2-10. Circuit-Breaker Panels - UNs 002 through 0505

The emergency bus is located at the copilot’s cir-

cuit-breaker panel.
Primary items that receive power directly from the

hot battery bus are the following:
• Lights—Cabin entrance (includes aft cabin),
nose and tail compartment, and emergency
exit
2 ELECTRICAL POWER
• Ignition, start only
Figure 2-11. DC Electrical Controls
• Voltmeter (battery switch in BATT or
SYSTEMS
EMER)
• Emergency NiCad battery pack (generators On UNs 0002 through 0626, placing the battery
or GPU online) switch to BATT closes the battery relay and the
emergency relay, completing circuits to the battery
• ELT test function bus and the emergency bus from the hot battery
Emergency bus items are the following: bus. In the OFF position, both the battery relay and
• COMM 1 the emergency relay open, which isolates the hot
battery bus from the generators and deenergizes
• NAV 2 the emergency bus (Figure 2-7).
• Copilot’s HSI (DG 2)
• Cockpit floodlights The generator switches have three positions: GEN,
OFF, and RESET. Placing the switch to GEN
Additional items on UNs 0627 and subsequent: allows the generator control unit (GCU) to close
• Cockpit overhead speakers (AUDIO 1 and the power relay, and connects the generator to its
2) main DC bus. With the switch in the OFF position,
the power relay will not close, and the generator
• Copilot’s ADI will not assume any load. Placing the switch in the
• Right pitot-static heat (UNs 0682 and spring-loaded RESET position should close the
subsequent) generator field relay if it has opened.
CONTROL On the center panel are two engine start buttons.

When depressed, they activate a circuit to close
Control of the DC power system is maintained with the associated start relay and allow current to flow
a battery switch and two generator switches (Fig- from the hot battery bus directly to the starter-gen-
ure 2-11). The battery switch has three positions: erator. A STARTER DISENGAGE button, located
BATT, OFF, and EMER. With the switch in the between the starter buttons, can be used to open
OFF position, the hot battery bus is isolated from the start relay if manual termination of the start
all other buses in the system. The battery switch in sequence is desired.
the BATT position closes the battery relay, which
completes a circuit to the battery bus. In the EMER
position, only the emergency relay is energized
closed, which connects the emergency bus to the
hot battery bus, isolating the hot battery bus and
emergency bus from the remainder of the DC sys-
tem. The two buses are powered by the battery or
external power.
When external power is not applied to the airplane

and the generators are on the line, placing the bat-
tery switch in OFF or EMER isolates the battery
from any charging source without the loss of power
to any buses.

MONITORING A temperature sensor in the battery initiates a

steady BATT O’TEMP light on the annunciator
The DC electrical system is monitored by a volt- panel (with the flashing MASTER WARNING
meter, two ammeters, two GEN OFF annunciator lights) when battery temperature rises to 145°F. If
warning lights, a BATT O’TEMP warning light, the temperature rises to 160°F, the BATT O’TEMP
and an optional battery temperature gage (Figure light flashes (with flashing MASTER WARN-
2-12). ING lights). An optional temperature gage, which
receives input from a separate sensor in the battery,
When illuminated, an amber L/R GEN OFF annun- reads temperature from 0 to 180°F.
2 ELECTRICAL POWER
ciator light indicates an open power relay. If both

annunciator lights are illuminated, the MASTER Each engine start button contains a light which is
SYSTEMS
WARNING lights also flash. illuminated when its associated start relay is closed.
A voltmeter selector switch permits monitoring The light inside the STARTER DISENGAGE but-
of voltage on the hot battery bus or from a point ton has no significance for operation. It is activated
between each generator and its power relay. The on when the panel lights are turned on for night
selector is spring-loaded to the BATT position, in operations.
which hot battery bus voltage is indicated. The volt-
meter indicates the highest voltage of the source The STARTER DISENGAGE button is normally
connected to the point being monitored. When one used to manually terminate an engine start if start
generator is on the line and the voltmeter selector malfunctions occur.
is in either BATT or the corresponding generator
position, the voltmeter reads the generator’s volt-
age. If the voltmeter selector switch is moved to PROTECTION
read a generator output (generator not connected Two generator control units (GCUs) regulate, pro-
to the buses), it indicates only the voltage output tect, and parallel the generators. Each unit con-
of the selected generator. The gage will not read trols a power relay which connects the generator
hot battery bus voltage when the battery switch to its main DC bus. The GCU permits the relay to
is in OFF. close when the cockpit generator switch is in GEN
and the generator output equals (within .3 volt)
The ammeters read the current flow from their or exceeds system voltage. A field relay, located
individual generators, and during normal operation in the generator control unit, allows or prevents
their indication should be approximately equal (or field excitation within the generator. When open,
within 40 amps). Amperage in the circuit between this relay deprives the power relay solenoid of its
the starter-generator and the hot battery bus is not ground and causes the power relay to open. When
reflected on the ammeter. an internal feeder fault (short circuit) or an over-
voltage is sensed, the field relay opens.
Figure 2-12. Electrical Indicators and Battery Temperature Gage

The field relay also opens when the engine fire OPERATION
switch is activated. A reverse current (10% of total
load) or undervoltage opens the power relay. Normal
The circuits between each main DC bus and its During the interior preflight, the generator switch-
extension bus are protected by three 7 5-ampere es should be placed to GEN if a battery start is
circuit breakers in parallel on the corresponding intended or OFF if external power is to be used.
cockpit circuit-breaker panel. A 35-ampere circuit The battery switch should be placed to BATT and
breaker on each extension bus provides protection the voltmeter checked for 24 or 25-volts minimum,
2 ELECTRICAL POWER
between the extension bus and the crossover bus depending on the rating of the battery.
on the opposite circuit-breaker panel. Various other
SYSTEMS
circuit breakers on the main buses in the tail cone After checking lights and pitot heat, the battery
protect against overloads. switch should be turned to OFF. During the exterior
preflight, the battery should be visually checked
Between each main DC bus and the battery bus, for signs of deterioration or corrosion. External
a 225-ampere current limiter (fuse) protects the power should not be connected until these checks
system against overloading. Loss of either current are complete.
limiter causes the system to split and become two
independent systems (right and left). When one Before starting the engines, the generator switches
generator power relay is closed, it is necessary should be rechecked for proper position and bat-
to protect the 225-ampere current limiter from tery voltage verified. The battery switch should be
the high amperage required to start the opposite in the BATT position to allow power from the main
engine. To provide this protection, the battery relay DC extension bus to close the start relay when the
opens, thus interrupting the circuit between the bat- start button is depressed. Depressing the start but-
tery bus and the hot battery bus during the engine ton also activates the electric fuel boost pump, arms
start sequence. When the engine start sequence is the ignition, and activates the engine instrument
completed, the relay again closes. floodlight (power is supplied by the emergency
lighting nicad battery).
When an external power unit is used for engine
start, the battery disconnect relay opens and Closure of the start relay, indicated by illumina-
removes the battery ground. This ensures the bat- tion of the light in the start button, connects hot
tery is not used for starting power, and therefore, battery bus power to the starter for engine rota-
battery start limitations do not apply. tion. At between 8 and 10% turbine rpm (N2), the
throttle should be moved from cutoff to idle. Igni-
Should an external power unit’s output be exces- tion is activated by a throttle switch, and a green
sive, an overvoltage/overcurrent sensor opens the light directly above the ignition switches indicates
external power relay and breaks the circuit to the current to the exciter boxes. Within 10 seconds
hot battery bus. External power disable relays also combustion should occur as evidenced by rising
disconnect the external power unit from the hot ITT. As the engine accelerates and reaches approxi-
battery bus whenever a power relay closes, bring- mately 38% (N2), the start sequence automatically
ing a generator on the line (Figure 2-3). There is terminates. The electric boost pump and ignition
no airplane reverse current protection between the deactivate, the start relay opens, and the engine
hot battery bus and the EPU. instrument floodlight goes out. A speed-sensing
switch on the starter-generator terminates the start
sequence.
The starter-generator reverts to generator opera-

tion, and the GCU allows it to come online after
start termination and when the generator output
equals or exceeds system voltage.

For a subsequent engine start on the ground, the Battery overheat is indicated initially by a steady
operating generator assists the battery in providing red BATT O’HEAT (BATT O’TEMP on UNs 0550
current to the starter. The operating engine must be and subsequent) light on the annunciator panel
stabilized at 49 to 50% N2. When the remaining (145°F), which will trigger the MASTER WARN-
start button is activated, the electric boost pump ING lights. Continued rising temperature (160°F)
operates, the ignition is armed, the engine instru- causes the BATT O’HEAT (BATT O’TEMP on
ment floodlight illuminates, and both start relays UNs 0550 and subsequent) light to flash and reil-
close (the light in each button illuminates). This luminate the MASTER WARNING lights. The
generator-assist capability is disabled by the squat battery temperature gage should verify the tem-
2 ELECTRICAL POWER
switch when airborne. peratures. Whenever an overheat condition exists,

the battery switch should be placed in the EMER
SYSTEMS
When one generator power relay is closed and the position to open the battery relay, therefore remov-
other is energized as a starter, the battery relay ing the battery from generator charging, and the
opens, thus interrupting the circuit between the bat- emergency procedures checklist should be con-
tery bus and the hot battery bus in order to protect sulted. Monitoring the amp gages for a drop and
the 225-ampere current limiter on the side of the the voltmeter for a minimum one-volt drop in 30
operating engine. seconds to 2 minutes ensures the battery relay has
opened, isolating the hot battery and emergency
A start accomplished in flight using the start but- buses from system charging.
ton is a battery start. Only the associated start relay
closes, the boost pump on that side activates, the If the speed-sensing switch fails to terminate a start
ignition circuit to that engine arms, and the engine sequence, the STARTER DISENGAGE button
instrument floodlight illuminates. The only differ- can be used to terminate the start. Its use causes
ence between this start in flight and one accom- no damage to any component in the system. The
plished on the ground with one generator on the GCU permits the generator on the line only after
line is the start relay on the same side as the oper- the start sequence has been terminated.
ating generator will not close. This isolation of the
start circuit is required by certification regulations. Monitoring the ammeters may provide the pilot
The protection circuit for the 225-ampere current indication of impending generator problems.
limiter is the same as described above. Ampere readings may indicate unparalleled oper-
ation if they differ by more than 40 amps. When
An external power unit may also be used for engine a GEN OFF light illuminates on the annunciator
starts. However, prior to use the unit should be panel, a check of the voltmeter indicates whether
checked for voltage regulation (28 volts) and an the field relay or only the power relay has opened.
availability of 800 to 1,000 amperes. When exter- An open field relay could be caused by a feeder
nal power starts are planned, the generator switches fault (short circuit), overvoltage, or actuation of the
should remain in the OFF position until the external engine fire switch. A tripped field relay is indicated
power has been removed from the airplane. Oth- by near zero voltage; it can possibly be reset with
erwise, when the first generator comes on line, the the generator switch. An undervoltage or reverse
external power is automatically disconnected from current causes the generator control unit to open
the hot battery bus, and the second engine start the power relay. If normal voltage is observed on
becomes a generator-assisted battery start. the voltmeter when the affected generator is select-
ed with the voltage selector switch, generator reset
is not probable.
Abnormal
Battery overheat can result from an excessive Should it be necessary to disable the circuit-breaker
amount and rate of charge, discharge, or internal panel at the pilot’s position, it can be accomplished
battery damage. The greatest damage from a bat- by pulling the three 75-ampere circuit breakers
tery overheat is in the possibility of runaway heat- labeled “LH BUS” and, on the copilot’s circuit-
ing, in which internal failures cause the heat to breaker panel, the 35-ampere breaker labeled “LH
continue building out of control. CB PANEL.”

The first set of breakers disconnects the left main CONTROL

bus extension. The other circuit breaker discon-
nects the crossover bus from the right main bus A two-position switch (Figure 2-13) activates both
extension. The reverse procedure is necessary to inverters when moved to the AC position. Should
disable the copilot’s circuit-breaker panel, and an inverter fail, automatic switching connects
because the emergency bus is located behind the the remaining inverter to the buses of the failed
copilot’s panel, the emergency item circuit break- inverter.
ers must also be pulled.
2 ELECTRICAL POWER
NOTE
When the three 75-ampere main bus
SYSTEMS
breakers are pulled, the crossover bus
to the opposite circuit-breaker panel is
also disabled.
Failure of a 225-ampere current limiter after start

can be detected during the generator check which
is accomplished after engine start. When one gen-
erator switch is placed to OFF, the other generator
should pick up the entire system load as indicated
on the ammeter. If this does not occur, a failed cur-
rent limiter could be the cause. If this is the case,
when the generator on the side with the failed
limiter is selected to OFF, the buses on that side
lose power, and the MASTER WARNING light
Figure 2-13. AC Controls
illuminates steady and cannot be reset. This is
most easily detected by checking for off flags in
the instruments. The airplane should not be flown
in this condition. If the current limiter has failed MONITOR AND TEST
prior to start, the engine start circuit on the side The AC system is monitored by a red AC FAlL
with the failed limiter is not powered (because of annunciator light (which triggers the MASTER
the loss of DC power to the START circuit breaker WARNING lights) and two amber INVERTER
on the respective extension bus), thus preventing FAIL 1/2 lights. An inverter failure will illuminate
that engine from being started until the limiter is the appropriate INVERTER FAIL light, the AC
replaced. FAIL light, and the MASTER WARNING lights.
Resetting the MASTER WARNING lights resets
the AC FAlL light as well, but leaves the INVERT-
AC POWER—UNS 0550 ER FAIL light illuminated. When no power is avail-
able to any of the four AC buses, the AC FAIL light
AND SUBSEQUENT illuminates, along with the attendant MASTER
WARNING lights. In this condition, resetting the
GENERAL MASTER WARNING lights does not extinguish
the AC FAIL light. A test switch (Figure 2-13) pro-
The alternating current system consists of two vides simulation of inverter failure and correspond-
115-VAC and two 26-VAC buses. Each set (a 115- ing indications. When the switch is positioned
volt and a 26-volt bus) is normally powered by its to INV 1, the No. 1 inverter is disabled, causing
corresponding inverter; however, either inverter illumination of the associated INVERTER FAIL
can provide sufficient power to supply both sets of 1 light, AC FAIL light, and the MASTER WARN-
buses, if necessary. ING lights. The MASTER WARNING and the AC
FAIL lights can be reset.

Observe avionics operation, and ensure the other PROTECTION

inverter powers all AC-operated equipment. Releas-
ing the switch to the center position repowers the The power source to the inverters is protected by
associated inverter. When the switch is positioned circuit breakers on the left and right circuit-breaker
to INV 2, the sequence is repeated for the No. 2 panels. The inverter switching relay and inverter
inverter system. fail warning light are also protected by an AC
SWITCH circuit breaker (Figure 2-10).
OPERATION
The AC SWITCH circuit breaker, mounted in the
Normal
2 ELECTRICAL POWER
right circuit-breaker panel, provides power for the

following items: AC FAIL light, auto-pilot disen-
The inverters should be activated during accom-
SYSTEMS
gage light and horn, go-around button, and inverter

plishment of the Before Taxi checklist, and they
switch. AC power is not available from the No. 2
should be tested during the Before Takeoff check-
inverter when the AC SWITCH circuit breaker is
list. The inverters should be turned off prior to
disengaged. If the No. 2 inverter is on line when
engine shutdown after parking.
the circuit breaker is tripped, the inverter switch
must be moved to the INV 1 position to restore
Abnormal AC power.
In the event of failure in the AC system, check the
DC inverter circuit breakers and the AC bus circuit CONTROL
breakers (Figure 2-14), and comply with the appro-
priate checklist in the Emergency Procedures sec- The control switch (Figure 2-15) is grouped with
tion of the Flight Manual. If both inverters fail, the the master avionic ON–OFF switch under the
battery switch must be placed in EMER in order to nomenclature of AVIONIC POWER. The control
allow an integral inverter contained in the copilot’s switch has three positions labeled “INV 1,” “OFF,”
C-14D gyro to provide emergency AC power to the and “INV 2.”
copilot’s CDI needle in the VOR mode of operation.
Figure 2-14. AC Circuit-Breaker Subpanel

Figure 2-15. AC Control Switch
AC POWER—UNS MONITORING
0002 THROUGH 0505 The system is monitored by one red AC FAlL light.
This light illuminates for a loss of AC power on
GENERAL the 115-VAC bus due to any one of a number of
reasons such as loss of DC power to the inverter,
Normally, alternating current is provided from voltage fluctuations which cause the inverter to
either of two static inverters powered by the main shut down, etc. Since the AC FAIL light is a red
DC system. AC is distributed through two buses: annunciator light, it will trigger the two MASTER
115 volts and 26 volts (Figure 2-5). WARNING lights.

NORMAL OPERATION AC POWER—UNS 0176

One inverter is used to supply AC power for all sys- AND SUBSEQUENT
tems, and the second inverter is used as a standby
in case of failure of the other. However, it is rec- WITH DUAL FLIGHT
ommended that the inverters be used equally. Both
inverters should be operationally checked prior to
DIRECTOR
flight. With DC power to the left and right main The AC electrical system on these airplanes is
DC extension buses, the inverters are operated as identical to the AC system on UNs 0550 and subse-
2 ELECTRICAL POWER
follows: quent with one exception: there are two AC circuit
breakers installed aft of the copilot’s circuit-breaker
SYSTEMS
• To operate the No. 1 inverter, the control panel instead of four. These breakers are labeled
switch is moved to the INV 1 position, sup- 115-VAC BUS TIE and 26-VAC BUS TIE. They
plying a ground path for the inverter on/off permit automatic bus tie if one inverter fails, allow-
circuit for the No. 1 inverter, and AC power ing the operating inverter to power all AC buses.
from the inverter is directed to the AC power All controls, monitoring, and normal and abnor-
buses. mal procedures are the same as for UNs 0550 and
• To operate the No. 2 inverter, the control subsequent.
switch is moved to the INV 2 position, sup-
plying a ground path for the inverter on/off
circuit for the No. 2 inverter; power is sup-
plied to the switching relay, energizing it,
LIMITATIONS
and AC power from the inverter is directed For specific information on limitations, refer to the
to the AC power buses. FAA-approved Aircraft Flight Manual.
ABNORMAL OPERATION
If an inverter should fail, the cockpit indications EMERGENCY/
will be a red AC FAIL light and two MASTER
WARNING lights plus warning flags on the flight
ABNORMAL
instruments. To restore AC power, the pilot should
For specific information on Emergency/Abnormal
position the inverter switch to the other inverter.
procedures, refer to the FAA-approved AFM.
If both inverters fail, the battery switch must be
placed in EMER in order to allow an integral

inverter contained in the copilot’s C-14D gyro to
provide emergency AC power to the copilot’s CDI
needle in the VOR mode of operation.

QUESTIONS
1. A good battery should supply power to the 7. The light in each engine start button i lluminates
hot battery bus and the emergency bus for to indicate:
approximately: A. Starting is complete.
A. 2 hours B. Opening of the start relay
B. 1 hour C. Closing of the start relay
C. 30 minutes D. Generator disconnect
2 ELECTRICAL POWER
D. 10 minutes
8. The generator field relay opens when:
SYSTEMS
2. The battery bus serves as: A. An internal feeder fault is sensed

A. A power-off DC source B. An overvoltage condition is sensed
B. An emergency power source C. The respective fire switch is pushed
C. An extension bus D. All of the above
D. A tie bus
9. If a battery start is intended, the generator
3. In flight, with the generators on the line, the switches should be placed to:
battery is isolated from any charging source A. OFF
when the battery switch is in:
B. GEN
A. OFF C. RESET
B. BATT D. ON
C. EMER
D. Both A and C 10. Select the correct statement:
A. One inverter will supply all AC electrical
4. If manual termination of a start sequence is power requirements.
desired, the switch to press is:
B. The No. 1 inverter is powered by the emer-
A. ENGINE START gency DC bus.
B. STARTER DISENGAGE C. Illumination of the AC FAIL light will not
C. LH START cause the MASTER WARNING lights to
D. RH START illuminate.
D. Both inverters must be operating to supply
5. The voltage read on the voltmeter with the all AC power requirements.
selector switch in BATT is sensed from the:
A. Battery bus 11. Illumination of the AC FAIL annunciator light
and the MASTER WARNING lights indicate:
B. Left main bus
C. Hot battery bus A. Failure of the No. 1 inverter
D. Right main bus B. Failure of the No. 2 inverter
C. Failure of both inverters
6. If the generators are not operating, the volt- D. Any of the above
meter reads battery voltage when the battery
switch is in:
A. OFF
B. BATT
C. EMER
D. Both B and C

12. If both inverters fail: 17. The correct statement is:

A. Refer to the pilot’s flight instruments, and A. With external power connected and the
land as soon as possible. battery switch in OFF, all DC buses are
B. The flight must be completed in VMC powered from the external power unit.
conditions. B. The battery continues to charge with the
C. Place the battery switch to EMER. generators on the line regardless of the
D. Place the battery switch to OFF. battery switch position.
C. With external power connected and the
2 ELECTRICAL POWER
13. With the battery as the only source of power battery switch in OFF, all DC buses are
and the battery switch in the OFF position, the powered from the external unit except for
SYSTEMS
bus(es) powered are: the battery itself.
D. The battery switch must be out of the OFF
A. Battery bus, hot battery bus
position before the voltmeter will indicate
B. Hot battery bus the voltage of the hot battery bus.
C. Emergency bus, battery bus
D. Emergency bus, battery bus, hot battery 18. Regarding the engine starting sequence (bat-
bus tery start on the ground):
A. It is normally terminated by the pilot with
14. With the battery as the only source of power the STARTER DISENGAGE button.
and the battery switch in the EMER position,
B. The boost pumps and ignition switches
the following bus(es) are powered:
must both be in the ON p osition before
A. Battery bus, hot battery bus the start button is depressed.
B. Emergency bus, battery bus, hot battery C. A minimum of 50% N2 is required on the
bus operating engine prior to starting the sec-
C. Emergency bus only ond engine.
D. Emergency bus, hot battery bus D. It is terminated normally by the speed-
sensing switch on the starter-generator.
15. With the battery as the only source of power
and the battery switch in the BATT position, 19. The incorrect statement is:
the following condition exists: A. The illumination of the STARTER DIS-
A. All DC buses are powered. ENGAGE button is a function of the panel
B. All buses are powered except the emer- lights master switch.
gency bus. B. The generator switches are placed in the
C. Only the left and right main DC buses are OFF position for an EPU start.
powered. C. A failed left 225-ampere current limiter
D. Only the battery, emergency, and hot bat- prevents starting of the left engine.
tery buses receive power. D. The battery switch is placed in the OFF
position prior to EPU start.
16. With only the hot battery and emergency buses
powered, the following item is inoperative:
A. Cockpit floodlights, emergency exit light
B. NAV 1
C. Copilot’s compass system, COM 1
D. NAV 2

20. Regarding a generator-assist start: 24. The BATT O’TEMP light comes on steady,
A. 49 to 50% N2 is set on the operating but:
engine. A. The MASTER WARNING lights will not
B. The operating generator’s switch must be illuminate until the BATT O’TEMP light
placed to OFF before the start button is begins to flash.
depressed. B. It will flash as the battery is cooling down.
C. A maximum of 49% N2 rpm is set on the C. If it extinguishes prior to flight, the air-
operating engine. plane may be dispatched without further
2 ELECTRICAL POWER
D. It is necessary to observe a drop in action.

amperage to below 150 before depress- D. It will extinguish if the battery cools down.
SYSTEMS
ing the second start button (to protect the

225-ampere current limiter).
21. Placing the battery switch in EMER with the

generators on the line:
A. Will cause loss of power to the emergency
bus since the generators are on the line
B. Will not cause the immediate loss of any
buses
C. Will still provide charging power to the
battery
D. Should result in the battery voltage remain-
ing at 28.5 volts
22. The correct statement regarding the LH/RH

GEN OFF annunciator light is:
A. Illumination of one light triggers the
MASTER WARNING lights.
B. Illumination of the light indicates that both
the power and field relays have opened.
C. The light illuminates whenever the power
relay is open.
D. It indicates that the generator is still in its
starter mode.
23. The ignition during start:

A. Occurs when the throttle is brought to idle
B. Is initiated automatically by the
speed-sensing switch at 8 to 10% N2
C. Occurs immediately when the start button
is depressed
D. Is terminated by the fuel control step mod-
ulator when it senses ITT above 300°C

CHAPTER 3
LIGHTING
CONTENTS
INTRODUCTION.................................................................................................................. 3-1
GENERAL ............................................................................................................................. 3-1
INTERIOR LIGHTING.......................................................................................................... 3-2
Cockpit Lighting............................................................................................................. 3-2
Passenger Compartment Lighting................................................................................... 3-3
Emergency Lighting........................................................................................................ 3-4
Baggage Compartment Lighting..................................................................................... 3-4
EXTERIOR LIGHTING......................................................................................................... 3-5
3 LIGHTING
Navigation Lights............................................................................................................ 3-6
Anticollision Lights......................................................................................................... 3-6
Tail Floodlights................................................................................................................ 3-6
Landing/Taxi Lights........................................................................................................ 3-6
Wing Inspection Light..................................................................................................... 3-7
Recognition Lights.......................................................................................................... 3-7
LIMITATIONS........................................................................................................................ 3-8
EMERGENCY/ABNORMAL................................................................................................ 3-8
QUESTIONS.......................................................................................................................... 3-9

3 LIGHTING

ILLUSTRATIONS
Figure Title Page
3-1. Interior Lighting Controls........................................................................................ 3-2
3-2. Map Lights and Controls......................................................................................... 3-2
3-3. Typical Control Panel Lighting................................................................................ 3-3
3-4. Cabin Lighting Control............................................................................................ 3-3
3-5. Rocker Switch.......................................................................................................... 3-4
3-6. Passenger Advisory Signs........................................................................................ 3-4
3-7. Tail Cone Lighting Control...................................................................................... 3-5
3-8. Nose Baggage Compartment Light and Switch...................................................... 3-5
3-9. Exterior Lighting Switches...................................................................................... 3-5
3-10. Navigation and Anticollision Lights........................................................................ 3-6
3 LIGHTING
3-11. Beacon..................................................................................................................... 3-6
3-12. Tail Floodlight and Control Switch......................................................................... 3-7
3-13. Landing/Taxi Light.................................................................................................. 3-7
3-14. Wing Inspection Light............................................................................................. 3-7
3-15. Recognition Light.................................................................................................... 3-7

3 LIGHTING

CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
Lighting on the Citation II is used to illuminate the cockpit area and all flight instruments. The
majority of the instruments are internally lighted. For general illumination, floodlights are used
and a map light is conveniently located for both the pilot and copilot positions. An indirect
lighting strip attached to the bottom side of the instrument glareshield is available as an option.
Standard passenger advisory lights are available for the cabin area, and emergency lights are avail-
able to illuminate the exits in the event of an emergency. Exterior lighting consists of navigation,
anticollision, and landing lights. A wing inspection light is also provided along with, as options,
rotating beacon lights and tail floodlights.
GENERAL
Airplane lighting is divided into interior and exte- Cabin lighting consists of indirect fluorescent
rior lighting. Interior lighting is further divided into lights, passenger reading lights, two floodlights
cockpit, cabin, and emergency lighting. Cockpit illuminating the main cabin door and emergency
lighting consists of instrument panel lights, flood- exit areas, an aft compartment light, and lighted
lights, map lights, and optional indirect lighting. signs.

INTERIOR LIGHTING COCKPIT LIGHTING

Interior lighting is provided for the cockpit, cabin, Cockpit Floodlights
and tail cone area. Instruments are internally light- Two cockpit floodlights located overhead, near the
ed. Switch functions are designated by electrolumi- center of the flight compartment, provide cockpit
nescent panels. All lights except the overhead and lighting and emergency lighting for the instrument
instrument floodlights are controlled by a master panel. Control is accomplished with the FLOOD
switch and are adjusted by rheostats (Figure 3-1). LTS rheostat (Figure 3-1).
An engine instrument floodlight is located on the

fire warning panel on the glareshield. The light
operates when either engine is in the start cycle or
when the FLOOD LTS switch is turned on. Cockpit
floodlight power is supplied by the emergency bus
through the FLOOD circuit breaker on the copilot’s
circuit-breaker panel.
Map Lights
Map lights are located on the left and right forward
overhead panel (Figure 3-2).
Figure 3-1. Interior Lighting Controls
3 LIGHTING
The rheostats are labeled “LEFT,” “CENTER,”

“RIGHT,” and “EL.” The LEFT rheostat con-
trols the intensity of the instrument lighting on
the pilot’s panel, the CENTER rheostat controls
lighting on the center instrument panel, and the
RIGHT rheostat controls instrument lighting on
the copilot’s panel. The rheostat labeled “EL” con-
trols all electroluminescent lighting. Turning the
PANEL LIGHT CONTROL master switch to ON
dims the annunciator panel lights and the landing
gear indicator lights, illuminates the STARTER
DISENGAGE button, and actuates the control
rheostats. Two overhead floodlights and an engine
instrument floodlight are controlled by a single
rheostat switch, which are available for additional
and emergency cockpit lighting. Intensity of the
overhead floodlights and the engine instrument
floodlight is controlled with the FLOOD LTS rheo- Figure 3-2. Map Lights and Controls
stat located to the left of the PANEL LIGHT CON-
TROL master switch.
Their brilliancy is controlled by rheostats located
on the forward side of the left and right side con-
soles. Electrical power to operate the map lights is
routed from circuit breakers on the pilot’s circuit-
breaker panel.

Control Panel Lights The indirect fluorescent lights are controlled by an

OFF–BRIGHT–DIM switch mounted on a switch
The control panel lighting is provided by elec- panel just forward and above the entrance door
troluminescent light panels, consisting of a layer hinge (Figure 3-4).
of phosphor sandwiched between two electrodes
and encapsulated between layers of plastic. White
lettering on a grey background is used on the panel
faces (Figure 3-3).
Figure 3-4. Cabin Lighting Control
When the switch is placed in the BRIGHT posi-

Figure 3-3. Typical Control Panel Lighting tion, the power is supplied through the two pilot
3 LIGHTING
inverters and the control units to the bulbs which
illuminate bright. If the light switch is in the DIM
Control is accomplished with the lighting rheostat position, main DC power is applied to the system,
labeled “EL.” Electroluminescent panels are used and the lights automatically illuminate bright for
on the circuit-breaker panels, switch panel, light approximately three seconds, then go to dim. The
control panel, environmental control panel, landing power to operate the lights is routed from the left
gear control panel, and each throttle pedestal con- main DC bus through the BAR LIGHT circuit
trol panel. Electrical power to the electrolumines- breaker on the power junction box in the tail cone.
cent light panels is supplied by an inverter located
in the nose baggage compartment. The inverter is NOTE
rated at 40–60 VAC and is powered through the
EL PANEL circuit breaker located on the pilot’s It is recommended that ground opera-
circuit-breaker panel. tion of the fluorescent lights be limited
to the BRIGHT position until the en-
gines have been started or until main
PASSENGER COMPARTMENT DC power is continuously available to
LIGHTING the lighting system. During battery en-
gine starts where system voltage drops
The passenger compartment lighting includes all below 24 VDC, operate the lights in the
cabin lights, utility lights, and the lighted signs. BRIGHT position only until the engines
Indirect fluorescent lights and passenger reading are started.
lights, including in the toilet area, are mounted
overhead above the seats.
The passenger reading and cabin compartment
The indirect fluorescent light system consists of a lights are mounted in the overhead console. The
three-position switch, inverters, control units, and passenger reading lights adjust fore and aft, and
twelve fluorescent bulbs. each is controlled by an integrally mounted switch.

The entrance and emergency exit lights do not NOTE

have an integrally mounted switch and are not
directionally controllable. They are controlled from Optional safety chimes, when installed,
the white rocker switch (Figure 3-5) located on the operate in conjunction with the sign to
forward side of the main cabin entrance door and alert the passengers when smoking is
are powered from the hot battery bus. (An aft cabin prohibited or when to fasten seat belts.
compartment light is controlled on and off with this
same switch on earlier model Citation II aircraft.) EMERGENCY LIGHTING
A lighted advisory sign is installed on the forward
(or forward and aft) cabin bulkheads (Figure 3-6). Emergency lighting is a separate and independent
system used to provide illumination in case of
primary electrical power failure or abnormal con-
ditions. The emergency lighting consists of a bat-
tery pack, an inertia switch, and single lights that
respectively illuminate the cabin entrance and the
emergency exit.
The battery consists of 20 nickel-cadmium cells
in a box. Each cell has a nominal voltage of 1.5
volts. The inertia switch is mounted near the emer-
gency battery box located above the cockpit head-
liner. When a force of 5g’s is applied to the inertia
switch, it actuates and turns on the floodlights
3 LIGHTING
above the entry door and above the emergency exit.

Figure 3-5. Rocker Switch The emergency battery does not require recharg-
ing because it is charged by the main DC system
through the hot battery bus.
For normal entry and exit from the airplane, the
floodlights over the entry and emergency exit doors
are operated from the hot battery bus by a switch
at the cabin door. For in-flight use of emergency
lighting, the passenger advisory switch on the
instrument panel operates the emergency exit and
main cabin entrance lights when the switch is in
the PASS SAFETY position. The engine instru-
ment floodlight mounted on the underside of the
engine fire warning tray illuminates any time the
engine start circuit is activated or the cockpit flood-
light switch is in the ON position. It receives power
Figure 3-6. Passenger Advisory Signs from the emergency bus during other than the start
condition. When an engine is started, the power
source for the floodlights is the emergency lights
The lights are controlled by the PASS SAFETY/ battery pack.
SEAT BELT switch on the pilot’s switch panel and
inform passengers when smoking is prohibited and
when to fasten seat belts. The switch has three posi- BAGGAGE COMPARTMENT
tions: PASS SAFETY–OFF–SEAT BELT. In PASS LIGHTING
SAFETY position, both the no smoking and fas-
ten seat belt portions of the signs are illuminated. Baggage and service compartment lighting includes
In the SEAT BELT position, only the fasten seat the tail cone compartment light and the nose bag-
belt portion of the signs is illuminated. In the OFF gage compartment light. They are wired directly to
position, the signs are extinguished. the hot battery bus and consequently do not require
the battery switch to be turned on for operation.

Tail Cone The switch is mounted overhead adjacent to the

light assembly. The normal position for the manual
The manual toggle switch controls electrical power switch applies DC power from the hot battery bus
to the tail cone light when the tail cone access door to the light. During daylight hours or when the light
is open (Figure 3-7). Electrical power for the light is not desired, the manual switch is positioned off.
is supplied from the hot battery bus. A microswitch When the switch is in off and the catch to hold the
installed in the access door frame will remove door open is engaged, the light inside the switch
power from the light when the tail cone door is is illuminated so that it is easy to locate at night.
closed. A microswitch mounted on the left and right nose
baggage door catch turns the light off regardless
of rocker switch position when both nose baggage
doors are closed.
EXTERIOR LIGHTING
The exterior lighting system consists of navigation,
landing/taxi, anti-collision and a wing inspection
light. Optional recognition and tail floodlights can
be provided. The exterior light system provides
necessary illumination for airplane operation dur-
ing the day or night. Exterior lighting controls are
shown in Figure 3-9.
3 LIGHTING
Figure 3-7. Tail Cone Lighting Control
Nose Baggage Compartment

The manual switch assembly of the nose baggage
light system is an illuminated rocker switch (Fig-
ure 3-8).
Figure 3-9. Exterior Lighting Switches
Figure 3-8. Nose Baggage Compartment

Light and Switch

NAVIGATION LIGHTS The optional beacon light is a red rotating beacon

mounted on top of the vertical stabilizer (Figure
A green navigation light is installed in the right 3-11). Control is with the BEACON switch located
wingtip, a red on the left, and a white on the tip of on the pilot’s instrument panel.
the tail cone (Figure 3-10). The navigation lights
are controlled with a NAV switch with ON and
OFF positions located on the pilot’s instrument
panel.
Figure 3-11. Beacon
NAVIGATION LIGHT ANTICOLLISION LIGHT
TAIL FLOODLIGHTS
3 LIGHTING
The optional tail floodlights are also known as

identification lights, logo lights, or telltale lights.
The floodlights are located on the left and right
horizontal stabilizers. The floodlights are fixed-
position lights used primarily for additional air-
plane visibility.
The BEACON light switch (Figure 3-12) has an

NAVIGATION LIGHT additional position (BCN/TL) to provide switch
contacts for the tail floodlights. The light assem-
blies, one installed on the top side of each hori-
zontal stabilizer, illuminate the vertical stabilizer.
LANDING/TAXI LIGHTS
A landing light is mounted on each main gear (Fig-
ure 3-13).
Figure 3-10. Navigation and
Anticollision Lights
The landing lights are used during landings and
as taxi lights during taxiing. Each light is a fixed-
ANTICOLLISION LIGHTS position, sealed-beam light, controlled by LAND-
ING LIGHTS switches with ON and OFF positions
The standard anticollision lights are strobe lights located on the pilot’s instrument panel. The control
mounted in each wingtip (Figure 3-10) and are circuit is interconnected with microswitches actu-
controlled with the ANTI COLL switch located ated by the landing gear doors so that the lights
on the pilot’s instrument panel (Figure 3-9). The come on only when the main landing gear doors
switch furnishes 28-VDC power to the anticolli- are not fully closed.
sion light power supplies. Each light has its own
power supply.

Figure 3-14. Wing Inspection Light
The light is used to visually check the wing lead-

ing edge for ice accumulation. The inspection light
is controlled by the WING INSP switch with ON
and OFF positions located on the pilot instrument
panel. The wing inspection light must be opera-
tional for flight at night in known or forecasted
Figure 3-12. Tail Floodlight and conditions.
3 LIGHTING
Control Switch
RECOGNITION LIGHTS
An optional recognition light, when installed,
is mounted in the leading edge of each wingtip
(Figure 3-15). The purpose of the lights is to aid
in the recognition of the airplane in high-density
areas. The recognition lights are controlled with
the RECOG switch with ON and OFF positions
located on the pilot’s instrument panel.
Figure 3-13. Landing/Taxi Light
WING INSPECTION LIGHT

The wing inspection light is a fixed-position light
located forward of the wing leading edge and
mounted on the left side of the fuselage (Figure
3-14).
Figure 3-15. Recognition Light

LIMITATIONS
For specific information on limitations, refer to the
FAA-approved Aircraft Flight Manual.
EMERGENCY/
ABNORMAL
3 LIGHTING

QUESTIONS
1. The lighting rheostat labeled “LEFT” controls: 4. The map lights are controlled with rheostats
A. Pilot’s instrument panel lights located on:
B. Center instrument panel lights A. The center pedestal
C. Copilot’s instrument panel lights B. The pilot and copilot instrument panels
D. Both A and B C. The overhead lights panel
D. The forward side of the left and right side
2. The lighting rheostat that controls the elec- consoles
troluminescent lighting is labeled:
A. LEFT 5. When the indirect fluorescent lights switch is
positioned to DIM, the lights illuminate:
B. CENTER
C. RIGHT A. Bright for three seconds and then dim
D. EL B. Dim
C. Bright until the switch is reactuated
3. Turning the PANEL LIGHT CONTROL mas- D. After three seconds
ter switch to ON:
A. Activates the control rheostats 6. When the landing gear is retracted, the landing
lights:
B. Dims the annunciator panel lights
C. Illuminates the STARTER DISENGAGE A. Must be manually switched off
3 LIGHTING
button B. Remain illuminated
D. All of the above C. Automatically extinguish
D. Flash the MASTER WARNING lights
until the switches are turned

3 LIGHTING

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 4-1
GENERAL ............................................................................................................................. 4-1
ANNUNCIATOR PANEL...................................................................................................... 4-1
MASTER WARNING LIGHTS............................................................................................. 4-2
INTENSITY CONTROL........................................................................................................ 4-2
TEST FUNCTION.................................................................................................................. 4-2
ILLUMINATION CAUSES.................................................................................................... 4-2
AUDIO WARNING SYSTEM............................................................................................... 4-2
LIMITATIONS........................................................................................................................ 4-7
QUESTIONS.......................................................................................................................... 4-8
4 MASTER WARNING
SYSTEM


4 MASTER WARNING
SYSTEM

ILLUSTRATIONS
Figure Title Page
4-1. Rotary Test Switch........................................................................................................ 4-2
TABLES
Table Title Page
4-1. Annunciator Illumination Causes (UNs 0002 through 0505).................................. 4-3
4-2. Annunciator Illumination Causes (UNs 0550 and Subsequent).............................. 4-5
4-3. Test Indications........................................................................................................ 4-6
4 MASTER WARNING
SYSTEM


4 MASTER WARNING
SYSTEM

CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
The master warning system on the Citation II provides a warning of airplane equipment mal-
4 MASTER WARNING
functions, indication of an unsafe operating condition which requires immediate attention, and
indication a system is in operation.
SYSTEM
GENERAL ANNUNCIATOR PANEL
The MASTER WARNING and annunciator panel The annunciator panel is located on the center
lights system consists of two MASTER WARN- instrument panel and contains a cluster of caution/
ING switchlights and an annunciator panel light warning lights with selected colored lenses and
cluster, which provides a visual indication to the legends arranged according to airplane systems.
operator of certain conditions and/or functions of The annunciator panel lights operate in conjunc-
selected systems. Each annunciator segment has a tion with the MASTER WARNING lights. When
legend which illuminates to indicate an individual a system malfunctions, the associated annuncia-
system fault. Red lights indicate a warning mal- tor illuminates and remains illuminated until that
function which requires corrective action. Amber system malfunction is corrected. If the illuminated
or white lights indicate either a caution malfunction light is red, the MASTER WARNING lights also
that requires attention, but not necessarily immedi- illuminate.
ate action, or normal system operation.

MASTER WARNING
LIGHTS
There are two MASTER WARNING lights, one
located on the pilot’s instrument panel and one on
the copilot’s instrument panel. When any red light
on the annunciator panel illuminates, the MASTER
WARNING lights illuminate simultaneously and
flash until reset. There is only one condition dur-
ing which amber lights on the annunciator panel
cause the MASTER WARNING lights to illumi-
nate. That condition is when both the L and R GEN
OFF lights are illuminated. The seriousness of this
condition warrants MASTER WARNING light
actuation. The master warning light system incor-
porates a reset switch which is actuated by push-
ing in on either MASTER WARNING light lens.
Pressing the MASTER WARNING light resets the
circuit and makes the system available to alert the
operator should another system fault occur. The
MASTER WARNING light will stay illuminated
and flash until reset, even if the malfunction which
caused the light to illuminate has been corrected.
Pressing the MASTER WARNING light does not Figure 4-1. Rotary Test Switch
extinguish the annunciator segment light.
ILLUMINATION CAUSES
INTENSITY CONTROL
Tables 4-1 and 4-2 show each annunciator light
The annunciator lights will dim automatically when placard, color, and cause for illumination.
the PANEL LIGHT CONTROL toggle switch is
placed in the ON position.
4 MASTER WARNING
AUDIO WARNING
SYSTEM
SYSTEM
TEST FUNCTION
Provision to test the audio system and various
A rotary test switch (Figure 4-1) is located on the other system functions is provided and wired into
left side of the pilot’s instrument panel. the same rotary test switch that is used to test the
annunciator system. When the switch is rotated
Positioning the switch to ANNU causes all annun- through each position, the associated system func-
ciators and the MASTER WARNING lights to tions as described in Table 4-3 will occur.
illuminate. Illumination verifies only annunciator
lamp integrity. The master warning flashing con-
dition will not reset while the rotary test switch is
in the ANNU position. A red light above the test
switch illuminates when the switch is in any posi-
tion except OFF. Some other associated system
lights also illuminate when this switch is activated.

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (UNs 0002 through 0505)
Annunciator Cause For Illumination Annunciator Cause For Illumination

The red AC FAIL light advises that The amber GEN OFF light advises
the selected inverter has failed. that the associated generator power
Illumination of the light also triggers relay is open. Illumination of BOTH lights
the MASTER WARNING light. The will trigger the MASTER WARNING light.
inverter power switch may be off.
The red BATT O'HEAT light will illuminate The amber PWR BRK PRESS LO light
steady when the battery temperature is advises that the power brake hydraulic
over 145°F and will flash at temperatures pressure is low. The ANTISKID INOP
over 160°F. Illumination of the light also light will also be on.
triggers the MASTER WARNING light.
The amber AIR DUCT O'HEAT light
The red CAB ALT 10,000 FT light advises advises that the temperature in the duct
that the cabin pressure altitude is above leading to the cabin past the ACM
10,000 feet. Illumination of the light also exceeds safe limits.
triggers the MASTER WARNING light.
The amber EMER PRESS ON light
The amber L/R HYD PRESS LO light advises that emergency pressurization
advises that the left or right hydraulic has been manually selected or
pump flow rate is below normal. automatically activated by an air cycle
machine overheat.
UNs 0002 through 0481, 0483, and 0484:
The red OIL PRESS LO light advises PRECOOL FAIL light indicates that
that oil pressure is below 35 psi in the left the engine bleed-air temperature
or right engine. Illumination of either is excessive.
light also triggers the MASTER
WARNING light.
UNs 0002 through 0481, 0483, and 0484:
The amber ANTISKID INOP light ACM EJECTOR ON light indicates that
advises that the antiskid system is the ejector valve is open (normal for
inoperative, the system is in a test mode, ground operation).
or the control switch is in the off position.
The light is inactive with the gear handle The amber F/W SHUTOFF lights advise
in the UP position. that the left or right fuel and hydraulic
valves are both fully closed. The valves
UNs 0002 through 0436: can be opened by depressing the
There is no ANTISKID position on the ENG FIRE switchlights a second time.
rotary TEST switch.
The amber W/S AIR O'HEAT light advises The amber FUEL PRESS LO lights
that the bleed air to the windshield advise that the fuel pressure is low in the
exceeds safe temperature limits (146°C) left or right engine fuel supply lines.
with the control switch in HI or LOW. With
the switch in OFF, it indicates the shutoff
4 MASTER WARNING
valve has failed open or is leaking bleed
The amber HYD PRESS ON light
air, allowing line pressure to exceed 5 psi.
advises that the hydraulic system
UNs 0482 and 0485 and subsequent is pressurized.
SYSTEM
only:
The amber DOOR NOT LOCKED light
ACM OVER PRESS indicates that the advises that the main cabin, tail cone
secondary overpressure switch has compartment, or either nose baggage
activated. The ground valve is closed door is not locked.
and cannot be reselected until normal
DC power is removed. The amber BLD AIR GND light will
illuminate when the pressurization source
The amber ENG ICE FAIL light illu- is in GND position and the ground valve
minates under any of the following is open.
conditions: UNs 0002 through 0481, 0483, and 0484:
• Nacelle inlet temperature is less Indicates selection of either GND or
than 104°C. BOTH HI on the PRESS SOURCE
• Engine stator anti-ice valve is not selector.
fully open.
• Inboard wing leading edge temper-
ature is below 16°C.
• One or more wing leading edge
heating elements are inoperative.
• Temperature controller has failed.
• Throttle is below the 60% N2
microswitch position.

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (UNs 0002 through 0505) (Cont)

The amber FUEL BOOST ON light Illumination of the white SURFACE
illuminates in conjunction with the FUEL DEICE light twice during the eighteen
PRESS LO light if the FUEL BOOST second surface deice boot cycle
PUMP switch is in NORM. It also indicates proper boot inflation pressure.
illuminates during engine start, The white SPEED BRAKE EXTENDED
crossfeed, or with the FUEL BOOST light advises that the left and right
pump switch in ON. Light illumination speedbrakes are fully extended. The
indicates only that power is applied to HYD PRESS ON light extinguishes
the pump. simultaneously.
The amber HYD LEVEL LO light The amber FUEL FLTR BYPASS light
advises that the reservoir fluid level is advises that the bypass of the fuel filter
below 0.2 gallon (minimum operating is impending or occurring.
volume).
The amber FUEL LEVEL LO light
The amber P/S HTR OFF light advises advises that the fuel quantity is 169–219
that the pitot heat switch is off or, if the pounds usable in the applicable tank
switch is on, that power has been lost to as determined by a float switch.
the pitot tube heater or a static port
heater.
4 MASTER WARNING
SYSTEM

Table 4-2. ANNUNCIATOR ILLUMINATION CAUSES (UNs 0550 and Subsequent)

The red AC FAIL light indicates an AC The amber AIR DUCT O'HEAT light
bus failure or that one or both inverters advises that the temperature in the duct
have failed. Illumination of the light also leading to the cabin past the ACM
triggers the MASTER WARNING light. exceeds safe limits.
The red BATT O'TEMP light will illuminate ACM O'PRESS indicates that the
steady when the battery temperature is secondary overpressure switch has
over 145°F and will flash at temperatures activated. The ground valve is closed
over 160°F. Illumination of the light also and cannot be reselected until normal
triggers the MASTER WARNING light. DC power is removed.
The red CAB ALT 10,000 FT light advises The amber EMER PRESS ON light
that the cabin pressure altitude is above advises that emergency pressurization
10,000 feet. Illumination of the light also has been manually selected or auto-
triggers the MASTER WARNING light. matically activated by an air cycle
machine overheat.
The red OIL PRESS WARN light advises
that oil pressure is below 35 psi in the left The amber F/W SHUTOFF lights advise
or right engine. Illumination of either that the left or right fuel and hydraulic
light also triggers the MASTER valves are both fully closed. The valves
WARNING light. can be opened by depressing the
ENG FIRE switchlights a second time.
The amber HYD FLOW LOW light
advises that the left or right hydraulic The amber FUEL LOW PRESS lights
pump flow rate is below normal. advise that the fuel pressure is low in the
left or right engine fuel supply lines.
The amber ANTISKID INOP light

advises that the antiskid system is The amber HYD PRESS ON light
inoperative, the system is in a test mode, advises that the hydraulic system
or the control switch is in the off position. is pressurized.
The light is inactive with the gear handle
in the UP position.
The amber DOOR NOT LOCKED light
The amber W/S AIR O'HEAT light advises advises that the main cabin, tail cone
that the bleed air to the windshield compartment, or either nose baggage
exceeds safe temperature limits (146°C) door is not locked.
with the control switch in HI or LOW. With
the switch in OFF, it indicates the shutoff The amber BLD AIR GND light will
valve has failed open or is leaking bleed illuminate when the pressurization source
air, allowing line pressure to exceed 5 psi. is in GND position and the ground valve
The amber ENG ANTI-ICE light illu- is open.
4 MASTER WARNING
minates under any of the following
conditions: The amber FUEL BOOST ON light
• Nacelle inlet temperature is less illuminates in conjunction with the FUEL
SYSTEM
than 104°C. LOW PRESS light if the FUEL BOOST
• Engine stator anti-ice valve is not PUMP switch is in NORM. It also illum-
fully open. inates during engine start, crossfeed, or
• Inboard wing leading edge temper- with the FUEL BOOST pump switch in
ature is below 16°C. ON. Light illumination indicates only that
• One or more wing leading edge power is applied to the pump.
heating elements are inoperative. The amber HYD LOW LEVEL light
• Temperature controller has failed. advises that the reservoir fluid level is
• Throttle is below the 60% N2 below 0.2 gallon (minimum operating
microswitch position. volume).
The amber GEN OFF light advises The amber P/S HTR OFF light advises
that the associated generator power that the pitot heat switch is off, or if the
relay is open. Illumination of BOTH lights switch is on, that power has been lost to
will trigger the MASTER WARNING light. a pitot tube heater or a static port heater
in that system.
The amber POWER BRAKE LOW
PRESS light advises that the power
brake hydraulic pressure is low. The
ANTISKID INOP light will also be on.

Table 4-2. ANNUNCIATOR ILLUMINATION CAUSES (UNs 0550 and Subsequent) (Cont)

Illumination of the white SURFACE The amber INVERTER FAlL light
DE-ICE light twice during the twelve advises that the No. 1 or No. 2 inverter
second surface deice boot cycle has failed. The failure of either inverter
indicates proper boot inflation pressure. also triggers the AC FAIL light which
triggers the MASTER WARNING lights.
The white SPEED BRAKE EXTEND Resetting the MASTER WARNING
light advises that the left and right lights will extinguish the AC FAlL annun-
speedbrakes are fully extended. The ciation unless both INVERTER FAIL
HYD PRESS ON light extinguishes lights are illuminated.
simultaneously. UNs 0651 and subsequent:
The amber FUEL FLTR BYPASS light The amber NOSE COMP O'TEMP
advises that the bypass of the respective light advises of a high-temperature
fuel filter is impending or occurring. condition in the nose compartment.
This may cause failure of avionics
equipment, including EFIS displays.
The amber FUEL LOW LEVEL light The amber RECORDER PWR FAIL
advises that the fuel quantity is 169–219 light advises that the flight data
pounds usable in the applicable tank recorder has failed.
as determined by a float switch.
Table 4-3. TEST INDICATIONS
Switch Position Indication Switch Position Indication
OFF The red light is extinguished and the W/S W/S The WS/AIR O’HEAT light will
test system is inoperative. TEMP illuminate, and the bleed-air solenoid
control valve will close if LOW or HI is
selected with the W/S BLEED switch.
FIRE Both red ENG FIRE lights This may not test properly if the aircraft
WARN illuminate, indicating continuity. is cold soaked. Start the engines and
allow the aircraft to warm up, then
recheck prior to flight.
LDG The green NOSE, LH, and RH lights
GEAR and the red GEAR UNLOCKED lights
illuminate, and the gear warning horn
sounds. The horn may be silenced by OVER The audible Mach warning signal
the HORN SILENCE button, provided SPEED sounds.
the flaps are not extended beyond 15°.
4 MASTER WARNING
ANTI SKID UNs 0482 and 0485 and subsequent

only:
SYSTEM
BATT BATT O’HEAT annunciator illuminates,

the master warning lights illuminate, The ANTI-SKID INOP annunciator
TEMP
and the battery temperature gage illuminates and goes out three
indicates 160°F. seconds after the test switch is
moved out of this position.
THRU REV The thrust reverser indicators and

MASTER WARNING lights illuminate ANNU All of the annunciator panel lights and
the MASTER WARNING lights illu-
minate.The engine instrument digital
display will flash “8’s”. Both red turbine
lights will illuminate steady. When both
avionic switches are on, the altitude
alert horn will sound and the altitude
alert light and auto-pilot/flight director
mode selector panel lights will
illuminate. EFIS and FMS lights will
also illuminate. The MASTER WARN-
ING light cannot be reset when the
TEST selector is in the ANNU position.

LIMITATIONS
EMERGENCY/
ABNORMAL
4 MASTER WARNING
SYSTEM

QUESTIONS
1. An annunciator will extinguish: 3. The rotary test switch:
A. When pressed A. Illuminates all annunciators in the ANNU
B. Upon landing position
C. When the malfunction is corrected B. Is spring loaded to OFF
D. If the master warning system is reset under C. Only illuminates all red annunciator in the
all conditions ANNU position
D. Only illuminates all amber annunciators
2. The MASTER WARNING lights illuminate: in the ANNU position
A. When any annunciator panel light
illuminates
B. When a red annunciator panel light
illuminates
C. When both L and R GEN OFF annuncia-
tors illuminate
D. Both B and C

4 MASTER WARNING
SYSTEM

CHAPTER 5
FUEL SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 5-1
GENERAL ............................................................................................................................. 5-1
DESCRIPTION AND OPERATION...................................................................................... 5-2
Fuel Storage..................................................................................................................... 5-2
Major Components.......................................................................................................... 5-3
Controls........................................................................................................................... 5-4
Indicating System............................................................................................................ 5-5
Operation......................................................................................................................... 5-6
FUEL SERVICING................................................................................................................. 5-9
General............................................................................................................................ 5-9
Safety Precautions........................................................................................................... 5-9
Refueling......................................................................................................................... 5-9
LIMITATIONS........................................................................................................................ 5-9
QUESTIONS........................................................................................................................ 5-10
5 FUEL SYSTEM


5 FUEL SYSTEM

ILLUSTRATIONS
Figure Title Page
5-1. Fuel Vent Scoop....................................................................................................... 5-2
5-2. Drain Valve Location............................................................................................... 5-2
5-3. Drain Valve.............................................................................................................. 5-2
5-4. Ejector Pump........................................................................................................... 5-3
5-5. Fuel System Controls............................................................................................... 5-4
5-6. CROSSFEED Selector Switch................................................................................. 5-4
5-7. FUEL QTY and FUEL FLOW Indicators............................................................... 5-5
5-8. Fuel System Normal Operation............................................................................... 5-7
5-9. Fuel System Crossfeed (Left Tank Supplying Both Engines)................................. 5-8
5-10. Filler Port (Typical).................................................................................................. 5-9
5 FUEL SYSTEM


5 FUEL SYSTEM

CHAPTER 5
FUEL SYSTEM
INTRODUCTION
This chapter describes the Citation II fuel system. Each wing contains a fuel tank that normally
supplies its respective engine; however, fuel crossfeed capability is provided.
GENERAL
Two tanks, one in each wing, provide fuel for the annunciator lights and gages. The airframe fuel
5 FUEL SYSTEM
engines. Fuel flow to the engines is accomplished system up to the engine-driven fuel pump is pre-
with electrically driven boost pumps and an ejec- sented in this chapter. For description and opera-
tor pump,which are in each tank. The system is tion of the engine fuel system, refer to Chapter 7,
controlled by switches and a selector on the pilot’s “Powerplant.”
instrument panel, and is monitored by colored

DESCRIPTION AND assembly consists of an adapter, standpipe, cap, and

a chain to attach the cap to the adapter.
OPERATION
Identical filler assemblies are used on each wing.
Each cap is recessed for the flush fitting handles
FUEL STORAGE and marked to indicate open and closed posi-
tions. To remove the cap, lift the handle and rotate
Tanks counterclockwise.
The “wet wing” fuel tank in each wing is an inte-
gral part of the wing structure, which is sealed to Drain Valves
contain fuel. Each tank includes all the wing area
forward of the rear spar, except the main gear wheel Six fuel quick-drain valves and one filter drain
well. Holes in spars and ribs permit fuel movement valve are provided for each tank. Figure 5-2 shown
within the tanks; however, baffles in outboard ribs a typical drain and drain locations on the lower
prevent rapid movement of fuel outboard during side of the left wing. Locations for the right wing
wing-low attitudes. Each tank includes a vent sys- are identical.
tem, fuel quantity probes, a filler cap, sump drains,
ejector pumps, and an electrically driven boost LOWER SURFACE
pump. Combined usable fuel quantity of both tanks OF LEFT WING
is 5,008 pounds.
FILTER
DRAIN
Tank Vents
A vent system is installed in each wing to maintain
positive internal tank pressures within the struc-
tural limitations of the wing. It permits overflow of DRAIN
fuel due to thermal expansion and equalization of VALVES
pressure within the tank as fuel is consumed. The
vent (Figure 5-1) is anti-iced by design. Figure 5-2. Drain Valve Location
Tank Filler The drains (Figure 5-3) are used to remove mois-
ture and sediment from the fuel and to drain resid-
The flush-mounted fuel filler assembly is located ual fuel for maintenance. Each drain contains a
on the upper surface of each wing near the outboard spring-loaded poppet that can be unseated for fuel
end and is used for normal fuel servicing. The filler drainage.
5 FUEL SYSTEM
Figure 5-1. Fuel Vent Scoop Figure 5-3. Drain Valve

MAJOR COMPONENTS Filter

One filter is installed in the engine fuel supply line
Boost Pumps of each wing fuel system. The filter incorporates a
One DC-powered boost pump in each tank sup- differential pressure switch which illuminates the
plies fuel to the engine-driven fuel pump. The boost amber FUEL FILT BYPASS annunciator to warn
pump supplies fuel to its respective engine during of an impending filter bypass. If the annunciator
start. During crossfeed the boost pump is supplying illuminates, the filter must be inspected after land-
fuel to both engines and is also transferring fuel to ing to determine the cause of the contamination
the opposite tank. With the boost pump switch in which blocked the filter.
the normal position and low pressure sensed by a
pressure switch at the engine, the boost pump will Shutoff Valves
automatically activate to provide positive pressure
to the engine driven pump. The pumps are con- Firewall
trolled by switches on the pilot instrument panel. Electrically operated motor-driven firewall shut-
The LH and RH main DC buses supply power for off valves, one in each engine fuel supply line, are
boost pump operation. controlled by red ENG FIRE switchlights on the
glareshield. Normally, the valves are to be closed
Ejector Pumps only in the event of engine fire. When both the fuel
There are three ejector pumps in each wing tank. and hydraulic firewall shutoff valves are closed, the
Each is powered by motive-flow fuel and oper- applicable amber F/W SHUTOFF annunciator will
ates on the venturi principle. The primary ejector illuminate.
receives motive flow from the engine-driven fuel
pump and is the primary source of pressurized fuel NOTE
to the engine-driven fuel pump. The two transfer If an engine is shut down in flight for
ejectors operate on motive flow from the primary reasons other than fire, the valve must
ejector or boost pump, and transfer fuel from the be left open and the fuel boost pump op-
lowest point in the tank to the sump. Figure 5-4 erated to prevent damage to the engine-
shows a functional schematic of an ejector pump. driven fuel pump.
Crossfeed Valve
Motive Flow
Two motor-driven crossfeed valves, normally
closed, isolate the right wing and left wing fuel sys- One solenoid-operated motive-flow shutoff valve
tems. They are electrically operated by a selector in each wing fuel system controls m otive-flow fuel
on the pilot’s instrument panel. Valve opening or from the engine-driven pump to the primary ejector
closing is indicated by momentary illumination of pump. The valves are normally open. During cross-
a green IN TRANSIT light near the selector. When feed operation, the valve of the tank not supplying
the valves are open, fuel flow can occur from either fuel closes when crossfeed is selected. There is no
tank to the opposite wing fuel system. direct indication of valve position.
OUTPUT
MOTIVE FLOW
5 FUEL SYSTEM
INLET
SUCTION
Figure 5-4. Ejector Pump

On UNs 0002 through 0405 not modified by SB When the switch is in the OFF position, the boost
550-28-1, a pressure switch is installed in the pump operates automatically for engine start and
motive-flow line between the engine-driven pump when crossfeed is selected from that tank. In the
and the primary ejector pump. The switch termi- ON position, the pump operates continuously.
nates the engine start sequence when 180 psi is
sensed in the motive-flow line (approximately at The CROSSFEED selector has three positions
28 to 30% N2). On UNs 406 and on, and those labeled LH TANK–OFF–RH TANK (Figure 5-6).
incorporating SB 550-28-14, the pressure switch Moving the selector out of OFF to either of the
has been removed and the start sequence is ter- operating positions selects the tank from which
minated by the generator speed sensing switch at fuel is to be taken.
approximately 38% N2.
Detailed operation of the fuel system during nor-
Manual Shutoff Valve mal and crossfeed operation is presented under
Operation later in this chapter.
A manual shutoff valve is provided in each wing
fuel system. The normally open valve, located in
the lower wing dry bay area, is for maintenance use
only and is not accessible in flight.
CONTROLS
Controls for the fuel system are located on the
pilot’s instrument panel (Figure 5-5). The LH and
RH FUEL BOOST pump switches control the elec-
trically driven boost pumps. Each switch has posi-
tions labeled “NORM–OFF–ON.” During normal
operation of the fuel system, the NORM position
is selected. In this position, the boost pump oper-
ates automatically during engine start, crossfeed
operation, or when low fuel pressure is sensed in
the engine fuel supply line. If the throttle is in cut-
off, the boost pump will not come on automatically
for a low fuel pressure condition, even though the
switch is in NORM.
Figure 5-6. CROSSFEED Selector Switch

5 FUEL SYSTEM
Figure 5-5. Fuel System Controls

Boost Pump Operation Annunciator Lights

With the boost pump in ON, the pump will run as There are five annunciator lights associated with
long as normal DC power is available. With the the fuel system. All are shown in the Annunciator
switch in OFF, the boost pump will run automati- section.
cally for engine start and cross feed. In the NORM
position, the boost pump will run automatically for The amber F/W SHUTOFF light illuminates when
engine start, cross feed and when fuel low pres- both the fuel and hydraulic firewall shutoff valves
sure is sensed at the engine (as long as the throttle have been fully closed when the ENG FIRE switch-
is not in cut off). light is depressed. Depressing the ENG FIRE
switchlight a second time opens the shutoff valves
INDICATING SYSTEM and turns off the F/W SHUTOFF light.
Quantity Indication The amber FUEL PRESS LO light comes on when

fuel pressure drops below 5 psi, and goes out at 7
The fuel system has a capacitance-probe quantity psi increasing pressure.
indicating system which compensates for changes
in density caused by temperature changes. Each The amber FUEL LEVEL LO light, actuated by a
tank contains five quantity probes which supply float switch, comes on when usable fuel in a tank
quantity information to the dual-indicating FUEL drops to approximately 169 to 219 pounds.
QTY indicator on the center instrument panel (Fig-
ure 5-7). The indicator is a vertical scale instru- The amber FUEL BOOST ON light illuminates
ment displaying quantity in pounds for left and anytime a boost pump is energized for operation.
right tanks.
A differential pressure of approximately 4 psi
The indicator operates on main DC power through across either fuel filter will illuminate the amber
LH and RH FUEL QTY circuit breakers in the FUEL FILT BYPASS light. This indicates that
cockpit. Power loss to either scale of the indicator either filter is on the verge of bypassing, and the
is indicated by the illumination of a red OFF flag elements must be inspected after landing.
at the top of the scale.
In addition to the annunciator lights, a green IN
TRANSIT light illuminates when power is applied
to open (or close) the two motor-driven crossfeed
valves and does not extinguish until both valves are
fully opened (or closed).
5 FUEL SYSTEM
Figure 5-7. FUEL QTY and FUEL

FLOW Indicators

OPERATION Crossfeed
During crossfeed, fuel is provided to both engines
Normal and transferred to the opposite tank at a rate of 600
Figure 5-8 illustrates the fuel system operation dur- lbs. per hour. Fuel crossfeed can be used to balance
ing engine starting. the fuel load on the ground with the engines shut
down and normal DC power supplied to the aircraft.
With the FUEL BOOST pump switch in NORM,
depressing an engine START button energizes the Figure 5-9 shows the fuel system when the cross-
fuel boost pump, moving fuel through the manual feed selector is placed in the LH TANK position.
shutoff valve, fuel filter, and firewall shutoff valve Both electrically driven crossfeed valves will open
to the engine-driven fuel pump. (green IN TRANSIT light is on during valve tran-
sit) and the boost pump in the left tank will be
When the engine start terminates, the boost pump energized (LH FUEL BOOST ON annunciator will
is deenergized (FUEL BOOST ON light goes out). illuminate). Three seconds later, the right motive-
Motive-flow fuel from the engine-driven pump is flow shutoff valve is energized closed. The time
directed to the primary ejector pump, which con- delay is built in to allow the crossfeed valves to
tinues to supply fuel for the engine-driven fuel open and stabilize pressure before the motive-flow
pump. Flow from the primary ejector pump is also pressure is shut off from the right engine.
directed to the two transfer ejector pumps which
transfer fuel from the lowest point in the tank to the Left tank boost pump pressure supplies fuel to
sump. The crossfeed valves are closed; therefore, the left engine; it also supplies fuel to the right
each engine is being supplied from its respective engine through the open crossfeed valves. Since the
wing tank. motive-flow shutoff valve in the right fuel system
is closed, motive-flow fuel from the right engine-
The firewall shutoff valve is a motor driven valve driven pump cannot flow to the primary ejector
that can be closed by depressing the red ENG pump in the right tank. Therefore, no fuel pressure
FIRE switchlight located on the glareshield. The from the right tank can oppose the crossfeed pres-
valve can be opened by pressing the ENG FIRE sure from the left tank, and both engines are being
switch light a second time. Valve closing is indi- fed from the left tank.
cated by illumination of the amber F/W SHUTOFF
annunciator. A portion of the fuel being crossfed from the left
to the right fuel system is directed through the
A pressure switch illuminates the FUEL PRESS transfer ejector pumps in the right tank. Therefore,
LO annunciator if fuel pressure becomes too low. left tank fuel is also being transferred to the right
If the FUEL BOOST pump switch is in NORM, tank. Transfer rate is approximately 600 pounds
the boost pump is energized as indicated by illu- per hour. Monitor the FUEL QTY indicator on the
mination of the FUEL BOOST ON annunciator. pilot instrument panel (Figure 5-7) for fuel balanc-
If the boost pump can build the pressure up in the ing. To verify that crossfeed is in fact occurring, it
fuel supply line, the FUEL PRESS LO light will is necessary to monitor the fuel quantity tapes to
go out. However, the boost pump will remain on observe the quantity decreasing in the tank selected
once it is tripped on. and the quantity increasing in the opposite tank.
Figure 5-8 illustrates normal operation of the fuel To terminate crossfeed and return the system to
system. normal operation, move the crossfeed selector to
OFF. This immediately opens the right motive-flow
5 FUEL SYSTEM
shutoff valve. A few seconds later (again on a time

delay), the boost pump is deenergized and both
crossfeed valves are closed (IN TRANSIT light
on as the valves close). The system is now back to
normal operation, each engine being supplied by
its respective tank.

LEGEND
TRANSFER MOTIVE FLOW
MOTIVE FLOW PRESSURE
Revision 0.3
ENGINE FUEL PRESSURE
EJECTOR PUMP/BOOST PUMP PRESSURE
TRANSFER FUEL
STATIC FUEL
TRANSFER EJECTOR
PUMP
FUEL FILTER
BYPASS
TRANSFER EJECTOR CROSSFEED

PUMP VALVES
ELECTRIC BOOST
PUMP
CHECK VALVE
SUMP
FUEL
FILTER
FIREWALL
PRIMARY EJECTOR SHUTOFF VALVE
PUMP
MOTIVE-FLOW
SHUTOFF VALVES
P P
FCU FCU
PRESSURE
SENSORS

OIL COOLER OIL COOLER
5-7
Figure 5-8. Fuel System Normal Operation
5 FUEL SYSTEM
5 FUEL SYSTEM
5-8
LEGEND
TRANSFER MOTIVE FLOW
MOTIVE FLOW PRESSURE
ENGINE FUEL PRESSURE
EJECTOR PUMP/BOOST PUMP PRESSURE
TRANSFER FUEL
STATIC FUEL
TRANSFER EJECTOR
PUMP
FUEL FILTER
BYPASS
TRANSFER EJECTOR CROSSFEED

PUMP VALVES
ELECTRIC BOOST
PUMP
CHECK VALVE
SUMP
FUEL
FILTER
FIREWALL
PRIMARY EJECTOR SHUTOFF VALVE
PUMP
MOTIVE-FLOW
SHUTOFF VALVES
P P
FCU FCU
PRESSURE
SENSORS

OIL COOLER OIL COOLER
Revision 0.3
Figure 5-9. Fuel System Crossfeed (Left Tank Supplying Both Engines)
If electrical power fails during crossfeed operation, SAFETY PRECAUTIONS

both crossfeed valves fail in the position attained
at the time of power loss. The motive-flow valve Refueling should be accomplished only in areas
fails open. If both engines are operating, crossfeed which permit free movement of fire equipment.
ceases since each engine pressure output is essen- Follow approved grounding procedures for the air-
tially equal. plane and the tender.
NOTE When adding anti-icing inhibitor, follow the man-

ufacturer’s instructions for blending. The concen-
If both FUEL BOOST ON annuncia- tration level must be between 0.10 and 0.15% by
tors come on when crossfeed is selected, volume. If a 20-ounce can of HI-FLOW is used to
both boost pumps have been energized inject the additive into the fuel stream, use no less
and crossfeed cannot occur. Cycle the than one can per 156 gallons of fuel and no more
FUEL BOOST pump switch for the than one can per 104 gallons of fuel.
nonselected tank to ON, then back to
NORM. This should deenergize the
pump in the tank not selected and allow REFUELING
crossfeed to begin.
Approved fuels for operation of Citation II air-
planes are listed in the Limitations and Specifica-
FUEL SERVICING tions section.
GENERAL
LIMITATIONS
Fuel servicing includes those procedures necessary
for fueling, adding anti-icing additives, and check- For specific information on limitations, refer to the
ing for contaminants and condensation in the fuel. FAA-approved Aircraft Flight Manual.
Fueling is accomplished through flush filler caps,

one on the outboard section of each wing (Figure
5-10).
EMERGENCY/
ABNORMAL
Anti-icing additives must be added to all approved
fuels not presently containing the additives. For specific information on Emergency/Abnormal
5 FUEL SYSTEM
Figure 5-10. Filler Port (Typical)

QUESTIONS
1. Concerning the fuel system, the incorrect 4. If the L or R FUEL BOOST ON annunci-
statement is: ators illuminate without any action by the
A. The FUEL BOOST pump switches do not crew (engine operating normally), the prob-
have to be on for engine start. able cause is:
B. With the FUEL BOOST pump switch- A. The engine-driven fuel pump has failed.
es off, the respective boost pump will B. The firewall shutoff valve has closed.
automatically be energized whenever the C. The low-pressure sensing switch has ener-
respective START button is depressed, or gized the boost pump.
when crossfeed from that tank is selected. D. The fuel flow compensator has energized
C. It is normal for both fuel boost pumps to the boost pump below 5 psi.
operate during crossfeed operation.
D. The fuel boost pump will be automatical- 5. To verify that crossfeed is in fact occurring, it
ly energized anytime the FUEL BOOST is necessary to:
switches are in NORM and the START
A. Monitor the FUEL QTY indicators for
button is depressed, crossfeed is selected,
appropriate quantity changes.
or low pressure (5 psi) is sensed in the
engine-supply line (throttle at IDLE or B. Only observe that the IN TRANSIT light
above). is out.
C. Ensure both FUEL BOOST ON lights are
2. After engine start, the fuel boost pump is deen- illuminated.
ergized by: D. Ensure that the FUEL BOOST pump
switch for the tank being fed is on.
A. The FUEL BOOST pump switch
B. Start circuit termination
6. When crossfeed is selected by positioning the
C. Discontinuing crossfeed crossfeed switch to LH TANK, and the green
D. A time-delay relay IN TRANSIT light stays on:
A. This is normal.
3. Concerning the fuel system, the correct state-
B. The boost pumps did not actuate.
ment is:
C. One or both crossfeed valves did not fully
A. In the event of DC power loss, the primary close.
ejector pump ceases to o perate and the
D. One or both crossfeed valves did not fully
engine flames out.
open.
B. The respective engine should be shut down
if the respective FUEL FILT BYPASS
7. Operation of the primary ejector pump is
annunciator illuminates.
directly dependent upon:
C. The FUEL BOOST switches should be on
for takeoff and landing. A. DC electrical power
D. The fuel filters should be inspected prior to B. High-pressure fuel from the engine-driven
the next flight if the FUEL FILT BYPASS fuel pump
light illuminates. C. AC electrical power supplied by the No. 1
or No. 2 inverter
D. Flow from the transfer ejector pump
5 FUEL SYSTEM

8. If the engine-driven fuel pump fails:

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

electrical power is lost (battery switch in
EMER with a dual generator failure):
A. The system will remain in crossfeed.
B. The crossfeed valves will fail closed.
C. Both boost pumps will be energized to
terminate crossfeed.
D. The motive-flow shutoff valve will fail
open.
5 FUEL SYSTEM


5 FUEL SYSTEM

6 AUXILIARY POWER
SYSTEM
THE INFORMATION NORMALLY CONTAINED IN THIS CHAPTER IS
NOT APPLICABLE TO THIS AIRCRAFT

6 AUXILIARY POWER
SYSTEM

CHAPTER 7
POWERPLANT
CONTENTS
INTRODUCTION.................................................................................................................. 7-1
GENERAL.............................................................................................................................. 7-1
7 POWERPLANT
MAJOR SECTIONS............................................................................................................... 7-2
Intake and Fan Section.................................................................................................... 7-2
Compressor Section......................................................................................................... 7-2
Combustion Section........................................................................................................ 7-3
Turbine Section................................................................................................................ 7-3
Exhaust Section............................................................................................................... 7-4
Accessory Section........................................................................................................... 7-4
OPERATION.......................................................................................................................... 7-4
ENGINE SYSTEMS............................................................................................................... 7-5
Oil System....................................................................................................................... 7-5
Fuel System..................................................................................................................... 7-6
Ignition System............................................................................................................... 7-8
Instrumentation............................................................................................................. 7-10
Engine Power Control.................................................................................................... 7-12
Synchronizing................................................................................................................ 7-13
THRUST REVERSERS (OPTIONAL)................................................................................ 7-15
General.......................................................................................................................... 7-15
Protection...................................................................................................................... 7-15
Control........................................................................................................................... 7-15
Indication....................................................................................................................... 7-18

Operation....................................................................................................................... 7-18
Emergency Stow............................................................................................................ 7-19
LIMITATIONS...................................................................................................................... 7-19
QUESTIONS........................................................................................................................ 7-20
7 POWERPLANT

ILLUSTRATIONS
Figure Title Page
7-1. General View of JT15D-4 Engine............................................................................ 7-2
7-2. Major Sections......................................................................................................... 7-3
7-3. JT15D-4 Gas Flow................................................................................................... 7-4
7 POWERPLANT
7-4. Oil Servicing Access................................................................................................ 7-5
7-5. Center Instrument Panel.......................................................................................... 7-6
7-6. Engine Oil System................................................................................................... 7-7
7-7. Engine Fuel System................................................................................................. 7-9
7-8. Pilot Switch Panel.................................................................................................. 7-10
7-9. Ignition System...................................................................................................... 7-11
7-10. Throttle Quadrant and Friction Knob.................................................................... 7-12
7-11. ENGINE SYNC Switch......................................................................................... 7-13
7-12. Airstart Envelope................................................................................................... 7-14
7-13. Thrust Reversers.................................................................................................... 7-15
7-14. Thrust Reverser Schematic - Stowed..................................................................... 7-16
7-15. Thrust Reverser Schematic - Deployed................................................................. 7-17
7-16. Thrust Reverser Levers.......................................................................................... 7-18
7-17. Emergency Stow Switches and Indicator Lights................................................... 7-18

7 POWERPLANT

CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
This chapter deals with the powerplant of the Citation II. In addition to the powerplant, this chap-
ter also describes such related systems as engine oil, fuel and ignition, engine instrumentation,
engine power control, engine starting, and engine synchronization.
GENERAL
Thrust is provided for the Citation II by two aft The engines (Figure 7-1) are lightweight, twin-
fuselage-mounted turbofan engines manufactured spool turbofans designated JT15D-4. Each engine
by Pratt & Whitney Aircraft of Canada Limited. develops 2,500 pounds of thrust in static, standard
day, sea level conditions.

7 POWERPLANT
Figure 7-1. General View of JT15D-4 Engine
MAJOR SECTIONS The fan assembly consists of a nose cone, a fan

stage, a single axial compression stage, and two
sets of stator vanes. The nose cone is continuously
For the purpose of explanation, the engine (Figure
anti-iced by engine bleed air whenever the engine
7-2) is divided into six major sections:
is operating. The stator vanes aft of the fan and
forward of the axial compressor are anti-iced when
1. Intake and fan
engine anti-ice is selected on.
2. Compressor
3. Combustion COMPRESSOR SECTION
4. Turbine The compressor consists of a low-pressure com-
5. Exhaust pressor and a high-pressure compressor.
6. Accessories The low-pressure compressor, consisting of the
nongeared fan and booster stage, is an axial com-
INTAKE AND FAN SECTION pressor unit functioning to compress and acceler-
ate air rearward.
This section includes the air intake and the fan
assembly. The outer span section of the fan stage accelerates
a relatively large volume of air at a moderately low
The air intake divides into two concentric ducts aft velocity into the bypass duct. The inner section of
of the fan assembly. One duct forms a full-length the fan accelerates air rearward to the booster stage.
bypass air duct, and the other duct is the inlet air This stage extends only into the primary air path
duct to the engine. A temperature probe called T1 and functions to increase air pressure and direct it
is mounted in the intake air duct. It is anti-iced by to the high-pressure compressor.
bleed air whenever the engine is operating.

HIGH-PRESSURE
CENTRIFUGAL LOW-PRESSURE EXHAUST
COMPRESSOR TURBINES SECTION
BYPASS DUCT AXIAL HIGH-PRESSURE

COMPRESSOR TURBINE
FAN
AIR INTAKE
BYPASS
INLET
CONE
7 POWERPLANT
PRIMARY
PRIMARY GAS PATH
ACCESSORY SECTION
Figure 7-2. Major Sections
The bypass ratio is the difference in air mass flow TURBINE SECTION
between the bypass duct and the engine core. This
is approximately 2.7:1; therefore, the fan contrib- This section consists of a single high-pressure and
utes approximately two-thirds of the total thrust at two low-pressure turbines.
sea level (because, for example, for every pound
of air flowing through the engine core, 2.7 pounds The high-pressure turbine is connected to the high-
flow through the bypass duct). pressure compressor by a rotor shaft. The function
of the high-pressure turbine is to extract sufficient
The high-pressure compressor is a single-stage cen- energy from the expanding combustion gases to
trifugal compressor which receives airflow under drive the high-pressure compressor and the acces-
pressure from the booster stage. It further increases sory section.
the pressure and directs the airflow rearward.
The high-pressure compressor and turbine assem-
bly form the high-pressure spool. The rpm of the
COMBUSTION SECTION high-pressure spool is designated “N2,” or “turbine.”
This section consists of an annular reverse flow
combustion chamber. A precise volume of the The low-pressure turbine is two-stage. It is connect-
compressor airflow enters the combustion cham- ed to the low-pressure compressor by a rotor shaft
ber. Fuel is added by 12 fuel nozzles, and the mix- that runs through the high-pre
ssure compressor
ture is ignited by two igniter plugs. The expanding rotor shaft. The function of the low-pressure turbine
and accelerating gases are directed rearward to the is to extract sufficient energy from the combustion
turbine. gases to drive the low-pressure compressor and fan.

The low-pressure compressor and its turbine form In addition to these accessories, a combination
the low-pressure spool. The rpm of the low-pres- DC starter-generator is mounted on the accessory
sure spool is designated “N1” or “fan.” gearcase to provide the input for engine starting.
EXHAUST SECTION
OPERATION
This section consists of the primary exhaust duct
and the bypass air duct. The primary exhaust duct Air is directed from the nacelle inlet to the engine
includes a tapered cone and struts. The combina- air intake (Figure 7-3). The outer span section of
tion of primary exhaust and bypass airflow pro- the fan compresses and accelerates a large volume
7 POWERPLANT
duces the total propulsive force for the airplane. of air at a low velocity into the full-length bypass
duct.
ACCESSORY SECTION Simultaneously, the inner span section compress-
The accessory section consists of a gear assem- es and accelerates a volume of air to the primary
bly encased and mounted on the underside of the gas path axial compressor stage. Air pressure is
engine. The accessory gear box is driven by the increased by the booster stage and directed to the
high-pressure rotor shaft through a tower shaft high-pressure compressor which accelerates the air
and bevel gear. It functions to drive the following mass and directs it through a diffuser. The diffusion
accessories: process changes the velocity energy to pressure
energy. A relatively small portion of the air enters
• Oil pump the combustion chamber where fuel is added and
ignition occurs. The combustion process produces
• Hydraulic pump expansion and acceleration. The rest of the com-
• Fuel control unit (FCU) and fuel pump pressed air is used to operate various bleed-air
services on the airplane and for internal cooling
• Tach generator (N2) in the engine.
LEGEND
BYPASS AIR
PRIMARY AIR FLOW
COMBUSTION AIR
Figure 7-3. JT15D-4 Gas Flow

The high-pressure turbine extracts energy to drive

its compressor and the accessory section. The
low-pressure turbine extracts energy to drive the
low-pressure compressor (fan and booster). The
remaining energy is directed into the exhaust sec-
tion where it joins with the bypass airflow to pro-
vide thrust.
ENGINE SYSTEMS
7 POWERPLANT
The engine systems include the following:
• Oil system Figure 7-4. Oil Servicing Access

• Fuel system
• Ignition system
Oil Cooling
Oil temperature is maintained within limits by an
• Instrumentation oil-to-fuel heat exchanger.
• Power control
• Synchronization Oil Filter
• Thrust reversing An oil filter with a bypass is used to remove solid
contaminants from the fluid. There is no indication
OIL SYSTEM or annunciation of filter bypass.
General Oil Pressure

The oil system is fully automatic and provides cool- Engine oil pressure is maintained within limits by
ing and lubrication of the engine bearings and the a mechanical relief valve.
accessory section.
Oil Tank Indication

Oil pressure is sensed by dual transmitters within
The oil tank forms an integral part of the compres- the system. A pressure transducer sends the input
sor intermediate case. An oil filler and dipstick to a dual vertical tape gage on the c enter instru-
assembly (Figure 7-4) is accessible for servicing ment panel (Figure 7-5). The gage is calibrated
and checking. Ensure that the dipstick is fully in psi. A pressure switch activates a L or R OIL
secured after checking. The oil quantity should be PRESS LO light.
checked approximately 10 minutes after engine
shutdown. The oil pressure indicating system is powered
from the main DC electrical system. A red OFF
Oil Pump flag appears at the top of the gage scale when DC
power is not available to the gage.
An engine-driven oil pump (including one pressure
and two scavenge elements) provides for pressure An oil pressure switch also senses oil pressure.
lubrication and scavenging. It is mounted on the The switch contacts will close and power a red
accessory section. annunciator labeled L or R OIL PRESS LO when
oil pressure decreases below 35 psi.

7 POWERPLANT
Figure 7-5. Center Instrument Panel
Oil temperature is sensed by a resistance bulb, then The fuel system includes an engine-driven pump, a
transmitted to a dual-scale vertical tape gage on the fuel filter, a fuel control unit (FCU), a step modu-
center instrument panel (Figure 7-5). The scales lator, a flow divider, an emergency shutoff valve,
are calibrated in degrees Celsius and require main two fuel manifolds, and 12 equally spaced spray
DC power. A red OFF flag appears at the top of the nozzles in the combustion chamber.
scale when DC power is not available.
NOTE Fuel Pump

Engine oils approved for use are listed The fuel pump receives a fuel supply at fuel tank
in the Limitations section of the AFM. pump pressure and delivers a high-pressure fuel
Different approved brands are not nor- supply to the FCU. This pump is not a suction pump
mally mixed. and must receive fuel under pressure from the wing
tank. If this pump fails, the engine flames out since
there is no other source of high-pressure fuel avail-
NOTE able to the engine.
The oil level should be checked as a
postflight item. For a valid indication, Fuel Filter
the check should be done approximately
10 minutes after engine shutdown. The A fuel filter with a bypass removes any solid con-
maximum allowable oil consumption is taminants from the fuel.
1 quart every 4 hours measured over a
10-hour period.
FCU
The FCU is hydromechanical and consists of a
Operation computing section, a governing section, and a
metering section.
Figure 7-6 illustrates the operation of the engine
oil system.
Five parameters are sensed by the computing sec-
tion: (1) P3 or compressor discharge pressure, (2)
FUEL SYSTEM PA or ambient pressure, (3) T1 or T2 compres-
sor inlet temperature, (4) N2 rpm, and (5) throttle
General position.
A hydromechanical fuel system supplies metered
fuel for engine starting, acceleration, deceleration,
and steady-state operation.

OIL
Revision 0.3
TANK
#1 #2 #3.5 #3 #4
OIL TEMPERATURE
TRANSMITTER
OIL PRESSURE
TRANSMITTER
LOW OIL PRESSURE

SWITCH

IMPELLER
OIL
PRESSURE PUMP
PUMP
SCAVENGE
PUMP OIL
SCAVENGE FILTER
BYPASS
PUMP LINE
OIL PRESS
WARN
LH RH
FUEL FUEL
IN OUT
OIL COOLER
7-7
Figure 7-6. Engine Oil System
7 POWERPLANT
The governing section senses N2 rpm and throttle The primary outlet supplies fuel for all operation.
position and modifies the signals transmitted by The secondary outlet, in conjunction with the pri-
the computing section to the metering section. The mary, supplies fuel for higher power settings.
resultant of these signals determines the position of
the fuel metering valve and, consequently, the vol-
ume of fuel delivered to the combustion chamber. Indication
A flowmeter senses metered fuel flow downstream
of the FCU and displays fuel flow in pounds per
Step Modulator hour on a dual vertical tape gage on the center
An electrically controlled step modulator on the instrument panel (Figure 7-5). The gage is cali-
7 POWERPLANT
FCU increases fuel scheduling whenever the igni- brated in pounds per hour from 100 to 2,000.
tion system is operating, thus ensuring efficient
engine acceleration. The power source for fuel flow indication is main
DC power. A red OFF flag appears at the top of the
Step modulator response may be checked through gage scale when DC power is not available.
ITT, N1 and N2 indications, all of which will
increase when the ignition is turned on.
Operation
Figure 7-7 illustrates operation of the engine fuel
Flow Divider system.
The flow divider functions to divide the metered
fuel between a primary and a secondary manifold
which supplies fuel to the spray nozzles. The flow IGNITION SYSTEM
divider also ensures against fuel flow to the nozzles
until an efficient fuel pressure is present. During General
engine starting and low power settings, the flow The Citation II incorporates a dual high-energy
divider directs fuel only to the primary nozzles. ignition system consisting of two engine-mounted
Fuel will be directed to both nozzles at higher ignition exciter boxes, shielded cables, and two
power settings. A drain valve on the flow divider igniter plugs mounted in the combustion cham-
drains the residual manifold fuel into a fuel col- ber. (On UNs 0002 through 0470 not modified by
lector whenever the engine is shut down. The col- SB 550-74-1, a single exciter box is provided for
lected fuel is returned to the associated wing fuel high-energy output to both spark igniters.) Dual
tank during the subsequent engine start. plugs are provided for redundancy only. One plug
is sufficient to start or sustain the engine. With one
Emergency Shutoff Valve igniter inoperative, the start will be neither slower
nor hotter.
The primary and secondary fuel supplies from
the flow divider pass through a normally open Ignition operation is divided into automatic and
emergency shutoff valve. This valve is operated selective phases.
mechanically by aft movement of the low-pressure
compressor rotor shaft beyond .070 inch. It will Automatic ignition is available during engine start-
automatically shut the engine down if, for example, ing. It is terminated automatically when the start
such movement is caused by failure of the low- sequence is terminated. Ignition also automatically
pressure compressor rotor shaft, thus preventing activates when engine anti-ice is selected on.
an uncontrollable overspeed of the N1 turbines.
Selective ignition is a continuous operation select-
ed by the pilot. Anytime the ignition circuit is
Fuel Spray Nozzles powered, the step modulator of the FCU is also
The 12 fuel spray nozzles are duplex nozzles. Each activated.
nozzle forms a precise atomized spray pattern that
is conducive to complete combustion.

LEGEND
Revision 0.3
WING TANK SUPPLY (LOW PRESSURE)
HIGH PRESSURE
RETURN
PRIMARY MANIFOLD
SECONDARY MANIFOLD
COOLED OIL
HOT OIL COMBUSTION CHAMBER
(FUEL NOZZLES)
MOTIVE FLOW
FIREWALL
SHUTOFF
VALVE
EMERGENCY
SHUTOFF
MECHANISM

ENGINE PRIMARY SECONDARY
OIL IN MANIFOLD MANIFOLD
DRIVEN
FUEL PUMP FLOW
FUEL METER
FLOW
CONTROL DIVIDER
UNIT
RETURN LINES EPA

OIL OUT
CANISTER
7-9
Figure 7-7. Engine Fuel System
7 POWERPLANT
Control
The ignition system is controlled by a switch for
each engine located on the pilot’s switch panel
(Figure 7-8). The IGNITION switch is labeled ON
and NORM.
When the IGNITION switch is at NORM, automat-

ic ignition will occur during engine starting when
the desired START button (Figure 7-8) is pushed
7 POWERPLANT
and the associated throttle is moved from the cutoff

position (at 8% to 10% rpm). Ignition power, in this
case, is supplied from the hot battery bus through a
throttle-operated microswitch. Ignition and starter
operation are both terminated by a speed-sensing
switch on the starter-generator (or a motive-flow
pressure switch on earlier models) when engine
self-sustaining speed is achieved.
Selecting the IGNITION switch to ON provides

continuous ignition (for the selected engine) Figure 7-8. Pilot Switch Panel
regardless of the position of the throttle. In this
case, the left engine ignition power is supplied by
the right crossover bus, and the right engine igni- INSTRUMENTATION
tion power is supplied from the left extension bus.
The circuit breakers are located on the pilot circuit- General
breaker panel. When the IGNITION switch is at Instrumentation for the powerplant is provided by
NORM, turning on an engine ANTI ICE switch a horizontal row of gages on the top of the center
(Figure 7-8) will also provide continuous ignition instrument panel (Figure 7-5). From left to right
for the selected engine. DC power is supplied from these gages are N1 or fan rpm, interturbine tem-
the same sources as previously described for the perature or ITT, N2 or high-pressure compressor
IGNITION switch. rpm (identified as turbine), oil temperature, and
oil pressure.
NOTE
The IGNITION switch must be on for all
takeoff and landing operations and dur-
N1 (Fan) RPM
ing flight in heavy precipitation, heavy N1 or fan rpm is supplied from a tach generator
turbulence, stalls, or during emergency located on the top side of the compressor case. It is
descents. driven by the low-pressure compressor rotor shaft,
and its output is amplified and displayed on a verti-
cal tape on the dual-scale gage (Figure 7-5), cali-
Indication brated in percentage of rpm. A three-digit lighted
display is also provided below each vertical tape.
A green light (Figure 7-8) near the IGNITION
switch will be on whenever power is available to N1 is the primary thrust indicator for the JT15D-4
the ignition exciter. These lights do not indicate engine. All engine power settings are made with
that the associated ignition exciter is operating or reference to N1.
that the plug is firing.
Normal power supply for the N1 gages is main
Figure 7-9 illustrates operation of the engine igni- DC power.
tion system.

IGNITERS
IGNITION EXCITERS
7 POWERPLANT
TO IGN LIGHT
START CONTROL RELAY
CUTOFF
IDLE
THROTTLE SWITCH
LH IGN CB START IGN PWR CB
RH CROSSOVER BUS HOT BATTERY BUS
LEFT ENGINE SHOWN, RIGHT SIMILAR

LEGEND
HIGH VOLTAGE
HOT BATTERY BUS
RH CROSSOVER BUS
IGNITION LIGHT
Figure 7-9. Ignition System

When electrical power is not available to the gage, Oil Pressure

the lighted display will not be available.
See Oil System, this chapter.
NOTE
Loss of electrical power results in loss of Oil Temperature
the amplifier circuit and the lighted dis- See Oil System, this chapter.
play. The vertical tape will still receive
tach generator output and provide accu-
rate indication of fan rpm when the en- ENGINE POWER CONTROL
gine RPM is in excess of 50% N1.
7 POWERPLANT
General
ITT (Interturbine Temperature) Engine power control is achieved by a throttle
operating in a quadrant on the center pedestal
ITT for the JT15D-4 is a computed synthetic read- (Figure 7-10). Throttle travel is from full aft or
out. Exhaust temperature is sensed by six thermo- cutoff, through idle to full forward or maximum
couples located in the exhaust aft of the turbine. thrust position. A cutoff stop prevents inadvertent
In addition, the temperature rise across the fan is selection of cutoff. A latch on the throttle must be
sensed by four T1 probes (one in front of the fan raised before the throttle can be moved to or from
and three at the aft end of the bypass duct). the cutoff position.
A trim resistor in the thermocouple system is test
cell adjusted. The ITT readout is the resultant
of adding three times the temperature rise in the
bypass duct to the trimmed value of the thermocou-
ple output. Consequently, this system provides an
accurate indication of engine combustion tempera-
ture under all operating variables such as forward
speed, altitude, and power setting. The computed
temperature is displayed by vertical tapes (Figure
7-5), and the scale is calibrated in degrees Celsius.
An OFF flag at the top of each scale is in view
when electrical power is not available. The elec-
trical power source is as described earlier for N1
indication.
Turbine N2 (High-Pressure
Compressor) RPM
Turbine or high-pressure compressor rpm is sup-
plied by a tach generator driven by the accessory
section and is displayed in percentage of rpm by
dual lighted digital indications on the turbine gage
(Figure 7-5) located below the fuel flow gage.
Power failure will produce loss of the lighted dis-

play. A red light below each lighted readout will
come on (and, in conjunction, the digital display, Figure 7-10. Throttle Quadrant and
will flash) if N2 rpm exceeds 96%. The power sup- Friction Knob
ply for the lighted displays is as explained earlier
for N1 rpm.

Thrust reverser control levers are piggyback mounted The synchronizer functions to reduce the charac-
on each throttle. The throttle is mechanically teristic out-of-sync beat of turbine engines, con-
connected to a power lever on the fuel control unit. sequently providing a quieter cabin for maximum
passenger comfort.
Friction adjustment is provided for the throttle
by a twist knob on the right side of the pedestal.
Forward rotation increases friction as indicated by Control
arrows on the knob. The engine synchronizer is controlled by a three-
position rotary switch (Figure 7-11) labeled
“ENGINE SYNC FAN–OFF–TURB.” Turning
Engine Starting
7 POWERPLANT
the switch off permits the controller to run the
Engine starting is divided into two general catego- actuator (located in the right nacelle) to a null or
ries: ground starting and airstarting. center position.
Ground starting is divided into battery starting,

generator-assist starting, and external power unit
(EPU) starting. Airstarting is divided into starter-
assist airstart and windmilling airstart.
For a description of engine starting, see Chapter 2,

Electrical Power Systems.
All types of airstarts must be performed in accor-

dance with the airstart envelope (Figure 7-12). For
control and procedures for a ir-starting, see Chapter
2, Electrical Power Systems.
Figure 7-11. ENGINE SYNC Switch
SYNCHRONIZING Selecting FAN or TURB permits the controller to

synchronize the left and right fan or turbine rpm
General as selected.
The engines on the Citation II incorporate a fan
and/or turbine master slave rpm synchronizer, con- Indication
sisting of a synchronizer controller, an actuator, a
control switch, and a light. The left engine is the When the ENGINE SYNC switch is at FAN or
master engine and the right engine is the slave. TURB position, an amber ENGINE SYNC light
When selected, the system functions to adjust the (Figure 7-11) will be on.
rpm of the right engine to precisely that of the
left engine. The system operates in a very narrow The system is turned on by the pilot when desired
band to prevent serious spooldown of the slave after takeoff. The tach generators (turbine and fan)
engine caused by power loss or failure of the mas- supply rpm signals to the sync controller. The con-
ter engine. troller computes the error difference of the selected
(fan or turbine) inputs and transmits an output sig-
Prior to engaging the synchronizer, the engines nal to the actuator in the right nacelle, which, in
should be manually synchronized with the throttles turn, adjusts the right FCU to synchronize the rpm
to within 1.5%. When power changes are desired, to that of the left engine.
the system should be turned off, the power adjust-
ment made, and the system reengaged. The system
must also be off during takeoff, approach and land-
ing, and single-engine operation.

7 POWERPLANT
Figure 7-12. Airstart Envelope

THRUST REVERSERS PROTECTION

(OPTIONAL) A solenoid lock in the throttle quadrant prevents
increasing reverse thrust RPM until the associ-
ated reverser reaches the fully deployed position.
GENERAL A throttle feedback system will move the FCU
The Citation II may be equipped with hydraulically lever and throttle to idle if the reversers deploy
operated, electrically controlled, target-type thrust inadvertently.
reversers (Figure 7-13) to assist deceleration dur-
ing a landing roll. Thrust reverser operation is limited to ground oper-
7 POWERPLANT
ations only. The control circuitry is wired through
the squat switches of the left and right main land-
ing gear (Figure 7-14).
NOTE
Following an inadvertent deployment of
the reversers, the interconnecting link-
age may be out of rig, and full throttle
power may not be possible. A main-
tenance check should be requested to
determine the cause of the inadvertent
operation, and the rigging of the feed-
back system should be checked and
reset.
CONTROL
The thrust reversers are controlled by reverser
levers (Figure 7-15) piggyback-mounted on the
throttles. Each reverser lever has three positions—
full forward or stow, a detented reverse idle (deploy)
position, and full aft or reverse thrust position.
When a reverser lever is moved to the reverse idle

(deploy) position, the solenoid lock (mentioned
earlier) will prevent further aft movement until the
Figure 7-13. Thrust Reversers reverser is fully deployed.
When deployed, the reversers are maintained in A microswitch in the throttle quadrant provides
position by hydraulic pressure. for electrical control. The switch is closed when
the reverser lever is moved from the stow position,
In normal operation, hydraulic pressure is isolated applying power to (1) close the hydraulic bypass
when the reversers are stowed. They are maintained valve and pressurize the hydraulic system, (2) open
in the stowed position by an overcenter condition the hydraulic isolation valve and direct pressure to
of the operating bar mechanism. the reverser hydraulic system, and (3) energize the
reverser control valve to the deploy position, pro-
vided a ground is provided by either squat switch.

7 POWERPLANT
7-16
ACTUATOR
LEGEND
ISOLATION VALVES
PRESSURE
SUPPLY
RETURN
CONTROL CONTROL
VALVE P P VALVE
RELIEF
SYSTEM BYPASS VALVE

VALVE
F F

FILTER
PUMP PUMP
FIREWALL FIREWALL SQUAT

SHUTOFF SHUTOFF SWITCH
VALVE VALVE
RESERVOIR
Revision 0.3
Figure 7-14. Thrust Reverser Schematic - Stowed
Revision 0.3
ACTUATOR
ISOLATION VALVES
CONTROL CONTROL
VALVE P P VALVE
RELIEF
SYSTEM BYPASS VALVE

VALVE
F F

FILTER
PUMP PUMP
FIREWALL FIREWALL SQUAT

SHUTOFF SHUTOFF SWITCH
VALVE VALVE
RESERVOIR
CIT2 PPT-4 rev 0.0

Figure 7-15. Thrust Reverser Schematic - Deployed
7-17
7 POWERPLANT
INDICATION
Each reverser has three lights on the glareshield
panel—ARM, UNLOCK, and DEPLOY (Figure
7-16). The amber ARM light circuit is completed
by a pressure switch w hich indicates hydraulic
pressure is available to the reverser control valve.
In addition to the three reverser lights, a fourth
light on the annunciator panel labeled HYD PRESS
ON will come on to indicate that the hydraulic
7 POWERPLANT
bypass valve is closed and the hydraulic system is

pressurized.
Figure 7-16. Thrust Reverser Levers
The amber UNLOCK light circuit is completed
by a microswitch which closes when the reverser To stow the reverser, move the reverser lever fully
mechanism initially moves from the mechanically forward and down. This energizes the control valve
locked stowed position. to the stow position, which directs hydraulic pres-
sure to the stow side of the reverser actuators. The
The white DEPLOY light indicates the reverser DEPLOY light will go out, followed almost imme-
door mechanism has reached the fully deployed diately by the UNLOCK, ARM, and HYD PRESS
position. ON lights, indicating that the reverser doors are in
the fully stowed position.
Electrical power for the left thrust reverser is from
the left extension bus and for the right thrust revers- Figure 7-14 illustrates hydraulic operation of the
er from the right crossover bus. thrust reverser system.
OPERATION CAUTION
After landing, when the throttles are at idle and Do not attempt to restow reversers and
the nosewheel is on the ground, raise the thrust take off once reversers have started to
reverser levers to the idle deploy detent. The ARM deploy. Throttle linkage damage may
lights and the HYD PRESS ON light will come occur, resulting in loss of power or
on, followed almost immediately by the UNLOCK flameout.
lights and within 1.5 seconds, the DEPLOY lights.
The reverser lever solenoid lock will release. The
reverser lever may now be moved aft to accelerate
the engine if so desired. This last movement acts
only on the FCU to increase thrust in reverse. The
engine throttles themselves are held in idle by a
mechanical interlock in the pedestal. While reverse
thrust is maintained, the ARM, UNLOCK, and
DEPLOY lights will remain on, as will the HYD
PRESS ON light.
As the airplane decelerates toward 60 KIAS,

reverse thrust should be decreased to achieve idle
reverse power at 60 knots. The thrust reverser indi-
cating lights and the HYD PRESS ON light will
all remain on. Reverse idle may be maintained to
assist further deceleration by drag and attenuation
of thrust. Figure 7-17. Emergency Stow Switches
and Indicator Lights

CAUTION The LH thrust reverser uses left main DC through

the LH thrust reverser CB for normal stow-deploy
Deployment of the thrust reversers, es- operation but uses power from the right main DC
pecially at higher-than-normal landing through the RH thrust reverser circuit breaker for
speeds, causes a noseup pitching mo- emergency stow.
ment which must be countered by for-
ward pressure on the control yoke. If If a fire switch light is pushed for test or for engine
not countered, this could lead to a “por- fire, the isolation valve is deenergized closed and
poise” and possible nosewheel damage. the respective engine’s reversers cannot be hydrau-
lically deployed.
7 POWERPLANT
EMERGENCY STOW
LIMITATIONS
General
An emergency stow system is incorporated which For specific information on limitations, refer to the
bypasses the normal sequencing system. This sys- FAA-approved Aircraft Flight Manual.
tem is used in case of an inadvertent deployment
in flight or if the normal stow system fails.
EMERGENCY/
Control ABNORMAL
A two-position switch (Figure 7-16) for each
reverser is located inboard of the reverser lights. For specific information on Emergency/Abnormal
The switch is labeled STOW SW and has posi- procedures, refer to the FAA-approved AFM.
tions labeled EMER and NORMAL. Moving a
STOW switch to the EMER position will close
the hydraulic bypass valve and cause the con-
trol valve to energize to the stow position. If the
reversers are deployed, the HYD PRESS ON light
will come on and the reverser lights will go out in
the sequence DEPLOY and UNLOCK. The HYD
PRESS ON light and the ARM light will remain
on continuously in the stow position. The reverser
is held stowed with continuous hydraulic pressure
(mechanical overcenter stow locks may be inop-
erable).This system is checked before each flight
following a normal deploy cycle.
If either an ARM or UNLOCK light comes on in

flight, the master warning system will also come
on.
NOTE
For all nor mal and emergency
procedures, consult the AFM.

QUESTIONS
1. The primary thrust indicator for the JT15D-4 6. Of the following statements concerning the
is: JT15D-4 engine, the correct one is:
A. Fuel flow A. Fuel from the engine fuel system is used to
B. N1 cool the engine oil through a fuel-oil heat
C. ITT exchanger.
D. N2 B. The engine accessory gearbox has its own
oil lubricating system ( independent of the
7 POWERPLANT
engine itself).
2. If one igniter should fail during engine start:
C. The indication of low oil pressure is only
A. The engine will start normally. the L or R OIL PRESS LO annunciator
B. It will result in a “hot” start. light.
C. Combustion will not occur. D. Electrical power is not required to power the
D. The exciter box will act as a backup and ITT instrument since it is self-generating.
the engine will start.
7. The L or R OIL PRESS LO light on the annun-
3. Ignition during normal engine start is activated ciator panel illuminates whenever:
by: A. Oil temperature exceeds 121°C.
A. Turning the IGNITION switches to ON at B. Oil pressure is less than 35 psi.
8 to 10% N2 C. Oil filter clogs and bypasses oil.
B. Moving the throttle to IDLE at 8 to 10% D. The fuel-oil cooler becomes clogged.
N2
C. Depressing the start button 8. The maximum allowable oil consumption for
D. Nothing. Ignition is not needed during the JT15D-4 engine is:
normal engine start.
A. 1 quart every 10 hours
B. 1 quart every 4 hours (measured over a
4. Ignition during engine start is normally termi-
10-hour period)
nated by:
C. 5 gallon every 40 hours (measured over a
A. Turning the IGNITION switches to OFF 10-hour period)
B. The speed-sensing switch on the starter- D. No specified figure since it depends upon
generator at approximately 38% N2 TBO
C. Turning the boost pump switch off
D. Opening the ignition circuit breakers on 9. If the inner turbine shaft shifts to the rear as
the right-hand circuit-breaker panel much as .070 inch:
A. The engine automatically shuts down.
5. Power will be automatically applied to the
B. The vibration detector causes i llumination
igniters when the IGNITION switch is in
of the master warning lights.
NORM anytime:
C. The synchronizer shuts the engine down.
A. The start button is depressed and the throt-
D. Nothing occurs.
tle is out of idle cutoff.
B. The surface deice system is activated.

C. The engine anti-ice switch is on.
D. Both A and C

10. The following engine instruments are avail- 14. The incorrect statement regarding the use of
able in the event of a loss of main DC electri- thrust reversers is:
cal power: A. They may be used in flight to slow the
A. N1 rpm and ITT airplane.
B. N1 rpm, N2 rpm, and ITT B. They should not be used on touch-and-go
C. N1 rpm (tape only) landings.
D. N1 rpm (tape and lighted display) C. The reversers must be in idle reverse by
60 KIAS.
11. The ENGINE SYNC switch: D. Thrust reverser airplanes have two squat
7 POWERPLANT
switches.
A. Should be in FAN for takeoffs and landings
B. Should be in TURB at altitude
15. The MASTER WARNING lights:
C. Can be placed in FAN or TURB after take-
off and should be left there for the remain- A. Have nothing to do with the reverser
der of the flight system
D. Should be off for large power changes B. Will illuminate if an ARM light i lluminates
while in flight
12. The thrust reversers: C. Will illuminate if the HYD PRESS
ON light remains illuminated after the
A. May be deployed only when the throttles DEPLOY light is illuminated
are in IDLE
D. Will illuminate if a DEPLOY light
B. Must have both emergency stow switches illuminates in flight.
in EMER for takeoffs to guard against
inadvertent deployment during that criti-
cal phase of flight
C. May be left in idle reverse until the a irplane
is brought to a full stop
D. Both A and C
13. When normal deployment of the thrust revers-

ers is obtained, the following annunciator
lights should be illuminated:
A. ARM, UNLOCK, DEPLOY
B. DOOR NOT LOCKED, ARM, UNLOCK,
DEPLOY
C. HYD PRESS ON, ARM, UNLOCK,
DEPLOY
D. DOOR NOT LOCKED, HYD PRESS ON,
DEPLOY

7 POWERPLANT

CHAPTER 8
FIRE PROTECTION
CONTENTS
INTRODUCTION.................................................................................................................. 8-1
GENERAL ............................................................................................................................. 8-1
ENGINE FIRE DETECTION AND INDICATORS.............................................................. 8-2
Sensing Loops and Control Units.................................................................................... 8-2
ENG FIRE and BOTTLE ARMED Switchlights............................................................ 8-2
Fire Detection System Test.............................................................................................. 8-3
ENGINE FIRE EXTINGUISHING........................................................................................ 8-3
8 FIRE PROTECTION
Extinguisher Bottles........................................................................................................ 8-3
Operation......................................................................................................................... 8-4
PORTABLE FIRE EXTINGUISHERS.................................................................................. 8-4
LIMITATIONS........................................................................................................................ 8-4
QUESTIONS.......................................................................................................................... 8-6

8 FIRE PROTECTION

ILLUSTRATIONS
Figure Title Page
8-1. Engine Fire Detection System................................................................................. 8-2
8-2. Fire Warning Switchlights and Controls.................................................................. 8-3
8-3. Rotary Test Switch................................................................................................... 8-3
8-4. Engine Fire Bottles.................................................................................................. 8-3
8-5. Portable Fire Extinguishers...................................................................................... 8-4
8-6. Engine Fire-Extinguishing System.......................................................................... 8-5
8 FIRE PROTECTION

8 FIRE PROTECTION

CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
The Citation II is equipped with engine fire detection and fire-extinguishing systems as standard
equipment. The systems include detection circuits which give visual warning in the cockpit and
controls to activate one or both fire extinguisher bottles. There is a test function for the fire detec-
tion system. Two portable fire extinguishers are stowed inside the airplane.
GENERAL
The engine fire protection system is composed of the first bottle, the second bottle is available for
of two sensing loops, two control units (one for discharge into the same engine. The fire bottles are
each engine) located in the tail cone, one ENG located in the tail cone of the airplane. Abnormal
FIRE warning switchlight for each engine, two ambient temperature will also cause the bottles to
fire extinguisher bottles which are activated from automatically discharge through relief valves into
the cockpit, and a fire detection circuit test. The the tail cone. Selected engine-related systems are
fire-extinguishing system is a two-shot system; if automatically shut down upon activation of the fire
an engine fire is not extinguished with actuation protection system by the pilot.

ENGINE FIRE ENG FIRE switchlight. The detection system is

powered by main DC power supplied through the
DETECTION AND LH and RH FIRE DETECT circuit breakers on
INDICATORS the LH cockpit circuit-breaker panel. Figure 8-1
shows the routing of the fire sensing loop and the
control units.
SENSING LOOPS AND
CONTROL UNITS ENG FIRE AND BOTTLE
Within each engine nacelle are two h eat-sensing ARMED SWITCHLIGHTS
cables, or loops, one mounted around the lower The red LH and RH ENG FIRE warning switch-
engine accessory section and one surrounding the lights are located on the glareshield (Figure 8-2).
engine combustion section (Figure 8-1). The sens- In the event of an engine fire or overheat condi-
ing loops are flexible, stainless steel tubes con- tion, the applicable fire warning switchlight illu-
taining a single wire centered in a semiconductor minates (fire lights do not trigger the MASTER
material. The loops are connected to control units WARNING lights). Depressing an illuminated
that monitor their electrical resistance. As the loop ENG FIRE switchlight illuminates both white
is heated, its electrical resistance decreases. At a BOTTLE ARMED switchlights, which actuate
temperature of 500°F, a circuit is completed to the the fire bottles when depressed.
control unit which illuminates the applicable red
8 FIRE PROTECTION
CONTROL
UNITS
SENSING
CABLE
SUPPORT
FRAME
DETAIL A
Figure 8-1. Engine Fire Detection System

ENGINE FIRE
EXTINGUISHING
EXTINGUISHER BOTTLES
Two extinguishing agent bottles are located in
the tail cone area (Figure 8-4). Both bottles use
common plumbing to both nacelles, providing
the airplane with a two-shot system. The bottles
are charged with monobromotrifluoromethane
(CBrF3) nitrogen pressurized to 600 psi at 70°F.
A pressure gage is mounted on each bottle with an
adjacent temperature correction table. Bottle pres-
Figure 8-2. Fire Warning Switchlights sures are checked during the preflight inspection.
and Controls The extinguishing agent is not corrosive, and its
discharge does not require cleaning of the engine
or nacelle area since it leaves no residue. Release
FIRE DETECTION of the extinguishing agent is accomplished by the
SYSTEM TEST electrical firing of an explosive cartridge on the
The rotary test switch (Figure 8-3) on the pilot bottle.
8 FIRE PROTECTION
instrument panel is used to test the fire detection
system. When FIRE WARN is selected, both ENG
FIRE switchlights will come on.
Figure 8-4. Engine Fire Bottles
The filler fitting on each bottle incorporates a fus-

ible element that melts at approximately 210°F
ambient temperature, releasing the contents
through the filler fitting into the tail cone.
Figure 8-3. Rotary Test Switch

OPERATION
An engine fire or overheat condition is indicated by
illumination of the applicable ENG FIRE switch-
light on the glareshield (Figure 8-2). After verifying
a fire actually exists, lifting the plastic cover and
depressing the illuminated ENG FIRE switchlight
causes both white BOTTLE ARMED switchlights
to illuminate, arming the circuits to the bottles for
operation. In addition, the fuel and hydraulic fire-
wall shutoff valves close (respective FUEL PRESS
LO, HYD PRESS LO, and F/W SHUTOFF annun-
ciators illuminate), and the generator field relay is
tripped off (GEN OFF annunciator comes on). The
circuit to the thrust reverser isolation valve is also
disabled, which prevents inadvertent deployment
of the thrust reverser on that engine.
Depressing either illuminated BOTTLE ARMED

switchlight fires the explosive cartridge on the
selected bottle (Figure 8-6), releasing its contents
into the engine nacelle. The BOTTLE ARMED
8 FIRE PROTECTION
switchlight goes out.
If the ENG FIRE switchlight remains on, indicat-

ing the fire still exists, the remaining BOTTLE
ARMED switchlight may be depressed to release Figure 8-5. Portable Fire Extinguishers
the contents of the remaining bottle into the same
nacelle.
LIMITATIONS
Detection and extinguishing system electrical
power is supplied from the main DC system. For specific information on limitations, refer to the
Depressing the ENG FIRE switchlight a second
time opens the fuel and hydraulic shutoff valves and
disarms the extinguishing system. The generator
field relay is energized when the engine is restarted
EMERGENCY/
with starter assist. If optional thrust reversers are ABNORMAL
installed, the isolation valve will be re-enabled.
PORTABLE FIRE
EXTINGUISHERS
Two hand-held fire extinguishers provide for inte-
rior fire protection. Both are 21/2-pound Halon
fire-extinguishers, charged with nitrogen to 125 psi.
One of the extinguishers is located under the copi-
lot’s seat, the other one in the cabin (Figure 8-5).

Revision 0.3
FIRE DETECTION
BOTTLE NO.1 LOOP
FUSIBLE PLUG

GAUGE
BOTTLE NO.2
LEGEND
FIRE BOTTLE #1 DISCHARGE
FIRE BOTTLE #2 DISCHARGE
FIRE DETECTION LOOP
8-5
Figure 8-6. Engine Fire-Extinguishing System
8 FIRE PROTECTION
QUESTIONS
1. An ENG FIRE switchlight illuminates when: 5. If the contents of a bottle have been discharged
A. It is depressed. into a nacelle and the ENG FIRE switchlight
remains on:
B. The MASTER WARNING lights
illuminate for an engine fire. A. The fire has been extinguished.
C. Temperature in the nacelle area reaches B. The other bottle can be discharged into
500°F. the same nacelle by depressing the other
D. Electrical resistance of the sensing loop BOTTLE ARMED switchlight.
increases due to increasing nacelle C. The fire still exists, but no further action
temperature. can be taken.
D. The same BOTTLE ARMED switchlight
2. Depressing an illuminated ENG FIRE can be depressed again, firing a second
switchlight: charge of agent from the same bottle.
A. Fires bottle No. 1 into the nacelle
6. Depressing the ENG FIRE switchlight a sec-
B. Fires bottle No. 2 into the nacelle
ond time:
C. Fires both bottles into the nacelle
A. Opens the fuel shutoff valve
D. Illuminates both BOTTLE ARMED
switchlights, arming the system B. Opens only the hydraulic shutoff valve
C. Resets the generator field relay
8 FIRE PROTECTION
3. After a bottle has been discharged into a D. All the above

nacelle:
A. No cleaning of the engine and nacelle area
is required.
B. A thorough cleaning of the engine and
nacelle area is required.
C. An inspection of the engine and nacelle
area is required to determine if cleaning
is necessary.
D. None of the above
4. When the fire-extinguishing system is armed

for operation:
A. The FUEL PRESS LO light illuminates.
B. The HYD PRESS LO light illuminates.
C. The GEN OFF light illuminates.
D. All the above

CHAPTER 9
PNEUMATICS
CONTENTS
INTRODUCTION.................................................................................................................. 9-1
GENERAL ............................................................................................................................. 9-1
SYSTEM DESCRIPTION - CITATION II UNS 0482, 0485, AND SUBSEQUENT........... 9-2
Distribution...................................................................................................................... 9-2
Control............................................................................................................................. 9-2
SYSTEM DESCRIPTION - CITATION II UNS 0002-0481, 0483, AND 0484.................... 9-4
Description...................................................................................................................... 9-4
Control............................................................................................................................. 9-4
LIMITATIONS........................................................................................................................ 9-6
QUESTIONS.......................................................................................................................... 9-7
9 PNEUMATICS


9 PNEUMATICS

ILLUSTRATIONS
Figure Title Page
9-1. PRESS SOURCE Selector (Six Position) ............................................................... 9-2
9-2. Pneumatic System Diagram UNs 0482, 0485 and Subsequent............................... 9-3
9-3. PRESS SOURCE Selector (Seven Position) .......................................................... 9-5
9 PNEUMATICS


9 PNEUMATICS

CHAPTER 9
PNEUMATICS
INTRODUCTION
The pneumatic system for the Citation II uses engine compressor bleed air. The air is extracted
from both engines and routed into a pneumatic manifold for distribution to systems requiring
pneumatic air for operation. In the event of single-engine operation, air from one engine is
9 PNEUMATICS
sufficient to maintain all required system functions. Safety devices are incorporated to prevent
excessive pressure, and a control switch and condition indicating lights are integral parts of the
instrument panel. The Citation II uses the AiResearch air cycle machine (ACM) in UNs 0002
through 0481, 0483, and 0484. The Hamilton Standard ACM is installed in UNs 0482, 0485 and
subsequent.
GENERAL
Hot bleed air is extracted from each engine high- • The emergency valve as an alternate means
pressure compressor section and routed to the fol- of pressurizing
lowing systems valves:
• Through check valves for distribution to the
• The left and right flow control valves for use windshield anti-ice, cabin door seal, instru-
by the air cycle machine ment air, deice boots, and pressurization
control systems
• The ground valve for use by the air cycle
machine during ground operation

Control of airflow into the cabin area is accom- CONTROL

plished with the PRESS SOURCE selector located
on the lower instrument panel on the right side of The PRESS SOURCE selector (Figure 9-1) deter-
the pedestal. Sensors located in critical areas of the mines the amount of air that enters the cabin and
air system cause illumination of annunciator lights from what source it is supplied.
on the main annunciator panel located on the center
instrument panel. The control switch has positions labeled
OFF–GND–LH–NORMAL–RH–EMER.
SYSTEM DESCRIPTION - The OFF position closes all environmental bleed-

air valves. The LH and RH flow control shut-
CITATION II UNS off valves are energized CLOSED by DC power
and the EMER valve is deenergized closed. No
0482, 0485, AND air enters the ACM or pressure vessel from the
SUBSEQUENT engines. Bleed air is still available to the service air
system, which includes the cabin door seal, vacuum
ejector pump, copilot’s ADI (UNs 0002 through
DISTRIBUTION 0626) and the deicer boots. If depressurized, ram
air from the tail cone enters the pressure vessel
Bleed air from each engine is routed to the asso- through the normal distribution ducting.
ciated welded cluster assembly, then on to several
places (Figure 9-2). Air from the cluster is routed
through check valves to a ducting system that dis-
tributes the air to the windshield anti-ice system,
the vacuum ejector, and the pneumatic distribution
regulator. The regulator, in turn, distributes the
air to the cabin door seal, instrument air system,
and deice boots. Air from the left engine cluster
is routed to the emergency pressurization valve
for distribution directly to the cabin. The emer-
gency pressurization valve can be opened only in
flight because it is used to provide pressurization
air should normal sources fail. Air from the right
cluster is routed to the ground valve for use by the
air cycle machine (ACM) during ground opera-
9 PNEUMATICS
tion. The valve can be opened only on the ground

and allows a larger draw of bleed air from the right
engine for use by the ACM. Air from both clusters
is routed through flow control and shutoff valves
and manifolded for use by the ACM. Engine bleed
air is routed into the tail cone through a precool-
er before entering the ACM. The same cooling
air routed to the ACM heat exchangers cools the
precooler.
Figure 9-1. PRESS SOURCE Selector

(Six Position)

GROUND VALVE
WINDSHIELD DE-ENERGIZED CLOSED
ANTI-ICE
MANUAL
VALVES
UNS 0002 THRU 0481,
0483 AND 0484
DETAIL A
COPILOT’S
ADI TEMPERATURE
CONTROL OF BLEED
AIR TO HEATED CUFF
DOOR
SEAL DEICE
BOOTS
VACUUM
EJECTOR R
PRESSURIZATION LEGEND
VACUUM BLEED AIR
REGULATED
BLEED AIR
VACUUM
PRESSURE
STATIC AIR
PRESSURE
9 PNEUMATICS
EMERGENCY NORMAL
PRESSURIZATION PRESSURIZATION
A
74% N2
72% N2
P
P
EMERGENCY FLOW CONTROL GROUND WELDED

PRESSURIZATION SHUTOFF VALVES VALVE CLUSTER
VALVE (NORMAL)
Figure 9-2. Pneumatic System Diagram UNs 0482, 0485 and Subsequent

The GND position of the PRESS SOURCE selec-

tor is functional only on the ground. It opens the
SYSTEM DESCRIPTION -
motorized ground valve and allows a larger draw CITATION II UNS 0002
of air from the right engine to enter the pneumatic
manifold. When the valve is open, a BLD AIR THROUGH 0481,
GND light on the annunciator panel illuminates. 0483, AND 0484
If the right engine is advanced above approximate-
ly 72% N2 a primary pressure switch causes the DESCRIPTION
ground valve to close, thus preventing too much
Bleed air from each engine is routed to the asso-
air from being supplied to the ACM manifold. This
ciated welded cluster assembly, then on to several
action causes the BLD AIR GND light to extin-
places (Figure 9-2). Air from the cluster is routed
guish. When the throttle is retarded below 72% N2,
through pneumatic d istribution valves to a ducting
the valve opens again, and the BLD AIR GND light
system that distributes the air to the windshield
re-illuminates. If the primary pressure switch fails
anti-ice system, the vacuum ejector, and the pneu-
to close the valve, and the right engine rpm exceeds
matic distribution regulator. The regulator, in turn,
approximately 74% N2, the secondary pressure
distributes the air to the cabin door seal, instrument
switch closes the ground valve and illuminates the
air system, and deice boots. Air from the left engine
ACM OVER PRESS light. The ground valve will
cluster is routed to the emergency pressurization
not open again until main DC power is interrupted
valve for distribution directly to the cabin. The
by pulling and resetting the NORM PRESS circuit
emergency pressurization valve can be opened only
breaker on the LH circuit breaker panel.
in flight because it is used to provide pressurization
air should normal sources fail. Air from the right
The LH and RH positions limit pneumatic bleed-
cluster is routed to the ground valve for use by the
air input to the ACM. The LH position allows use
air cycle machine (ACM) during ground operation.
of air from the left engine and shuts off air from
The valve should be opened only on the ground and
the right engine. With the RH position selected, the
allows up to 18 pounds per minute of bleed air from
process is reversed.
the right engine for use by the ACM. Air from both
clusters is routed through flow control and shutoff
The NORMAL position deenergizes open the
valves for use by the ACM.
left and right flow control and shutoff valves and
allows bleed air from both engines to pass through
Hot bleed air is routed from the compressor to a
the bleed-air manifold into the ACM. All takeoff
precooler mounted in the bypass duct of the engine.
performance data is based on this position.
This is simply an air-to-air heat exchanger which
9 PNEUMATICS
reduces the temperature of the bleed air to approxi-

When the EMER position is selected, the bleed
mately 260°C (500°F) prior to its entering the tail
air from the left engine is routed directly into the
cone. The operation of the valve which directs the
cabin, bypassing the ACM, provided the aircraft is
hot bleed air into the precooler is pneumatic and
in flight. Temperature and volume are controlled
is not controllable by the pilot. If the tempera-
with the left throttle. Whenever the selector is in
ture of the bleed air down stream of the precooler
EMER or the valve is opened automatically, the
exceeds 282°C (540°F), the L or R PRECOOL
EMER PRESS ON light will illuminate, and all
FAIL annunciator is illuminated to alert the crew
other valves allowing air to the ACM are closed.
to the excessive temperature. The ground valve is
a pressure-regulating valve and as such is not oper-
If a complete DC electrical power failure occurs
ated by pressure switches.
in flight, regardless of the PRESS SOURCE selec-
tor position, the pneumatic air is supplied as if the
switch were positioned to NORMAL. Without CONTROL
electrical power, the emergency pressurization
valve fails closed, and the two normal flow control The PRESS SOURCE selector (Figure 9-3) deter-
valves fail open. mines the amount of air that enters the cabin and
from what source it is supplied.

The control switch has positions labeled OFF–

GND–LH–NORMAL–BOTH HI–RH–EMER.
The OFF position closes all environmental bleed-

air valves. The LH and RH flow control shutoff
valves are energized closed by DC and the EMER
valve is deenergized closed. No air enters the ACM
or pressure vessel from the engines. Bleed air
is still available to the service air system, which
includes the cabin door seal, copilot’s ADI, vacuum
ejector pump and the deicer boots. If depressurized,
ram air from the tail cone enters the pressure vessel
through the normal distribution ducting.
The GND position of the PRESS SOURCE selec-

tor, intended for ground use only, opens the sole-
noid ground valve and allows up to 18 ppm air
from the right engine to enter the pneumatic mani-
fold. When the valve is open, a BLD AIR GND/
HI light on the annunciator panel illuminates. It
takes approximately 60% N2 to achieve full 18
ppm regulated flow.
The LH and RH positions limit pneumatic bleed-

air input to the ACM and service air systems. The
LH position allows use of air from the left engine
and shuts off air from the right engine. With the
RH position selected, the process is reversed. If the Figure 9-3. PRESS SOURCE Selector
LH position is selected, i.e. due to a RH precooler (Seven Position)
overheat and the LH engine then fails, all air to
the ACM and service air system is lost unless the If airborne when the EMER position is selected,
source selector is turned to NORM or RH so the left engine bleed air is routed directly into the
right engine can supply air to these systems. cabin, bypassing the ACM. Temperature and vol-
ume are controlled with the left throttle. Whenev-
9 PNEUMATICS
The NORMAL position deenergizes open the er the selector is in EMER or the valve is opened
left and right flow control and shutoff valves and automatically, the EMER PRESS ON light will
allows bleed air from both engines to pass through illuminate, and all other valves allowing air to the
the bleed-air manifold into the ACM. All takeoff ACM are closed. The emergency pressurization
performance data is based on this position. valve will not open on the ground; however, the
EMER PRESS on annunciator will illuminate if
The BOTH HI position energizes the left and right the EMER position is selected.
flow control and shutoff valves open to allow 9
pounds of air per minute from each engine to the If a complete DC electrical power failure occurs in
ACM. This position is intended for use in flight at flight, regardless of the PRESS SOURCE selector
low power settings. Whenever this mode is selected, position, pneumatic air is supplied as if the switch
the BLEED AIR GND/HI annunciator is illumi- were positioned to NORMAL. Without electrical
nated. The use of the BOTH HI position is prohib- power, the ground and emergency pressurization
ited for takeoffs, landings, and high engine power valves fail closed, and the two flow control and
settings. If main DC is lost, the valves fail to the 6 shutoff valves fail open to the low flow mode. The
ppm LOW FLOW mode. pneumatic distribution valves fail open.

LIMITATIONS
EMERGENCY/
ABNORMAL
9 PNEUMATICS

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


9 PNEUMATICS

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
INTRODUCTION................................................................................................................ 10-1
GENERAL ........................................................................................................................... 10-1
ANTI-ICE SYSTEMS.......................................................................................................... 10-2
Pitot and Static Anti-Ice System.................................................................................... 10-2
Windshield Anti-Ice and Rain Removal System........................................................... 10-2
Engine Anti-Ice System................................................................................................. 10-6
Wing Anti-Ice System................................................................................................... 10-7
DEICE SYSTEM............................................................................................................... 10-10
General....................................................................................................................... 10-10
Operation.................................................................................................................... 10-10
LIMITATIONS ................................................................................................................ 10-12
EMERGENCY/ABNORMAL........................................................................................... 10-12
QUESTIONS..................................................................................................................... 10-16
10 ICE AND RAIN

PROTECTION


10 ICE AND RAIN
PROTECTION

ILLUSTRATIONS
Figure Title Page
10-1. Ice Protection Surfaces.......................................................................................... 10-2
10-2. Pitot-Static Anti-Ice Components.......................................................................... 10-3
10-3. Windshield Anti-Ice Controls................................................................................ 10-4
10-4. Alcohol Sight Gage and Nozzles........................................................................... 10-4
10-5. Windshield Anti-Ice System.................................................................................. 10-5
10-6. Rain Removal Doors and Controls........................................................................ 10-6
10-7. Electrically Heated Leading Edge......................................................................... 10-7
10-8. Engine and Wing Anti-Ice System - Off................................................................ 10-8
10-9. Engine and Wing Anti-Ice System - On................................................................ 10-9
10-10. Deice Boots and Control Switch........................................................................ 10-11
10-11. Wing Inspection Light and Control Switch........................................................ 10-11
10-12. Empennage Deice System - Off.......................................................................... 10-13
10-13. Wing and Empennage Deice System - Operating (Sheet 1 of 2)........................ 10-14
10-14. Wing and Empennage Deice System - Operating (Sheet 2 of 2)........................ 10-15
10 ICE AND RAIN

PROTECTION


10 ICE AND RAIN
PROTECTION

CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The Cessna Citation II is equipped with both anti-icing and deicing systems. The airplane is
approved for flight into known icing conditions when the required equipment is installed and
functioning properly. These systems should be checked prior to flight if icing conditions are
anticipated.
Anti-icing systems are incorporated into the wing, engine components, windshield, and pitot-static
and angle-of-attack systems. These systems should be activated prior to entering icing conditions.
The deicing system consists of pneumatic boots on the wings, vertical stabilizer, and horizontal
stabilizers.
GENERAL
Engine compressor bleed air is used to prevent ice of each engine. The T1 probe and nose cone are
10 ICE AND RAIN
formation on the T1 temperature probe, nose cone, anti-iced c ontinuously during engine operation.
PROTECTION
nacelle inlet, and first set of stator vanes of each Electrical heaters, controlled by a switch on the
engine. Electrically operated valves, controlled by pilot’s switch panel, are used to anti-ice the inboard
a switch on the pilot’s switch panel, control the section of each wing.
flow of bleed air to the inlet duct and stator vanes

Engine bleed air is discharged through nozzles in NOTE

front of the windshield for anti-ice protection of the
windshield. Isopropyl alcohol is available for anti- The angle-of-attack probe heater is not
icing of the left windshield in the event bleed air is on this warning circuit. If power fails
unavailable. Rain removal is provided by deflecting only to this unit, the P/S HTR OFF light
air away from the windshield via a set of doors. will not illuminate.
Figure 10-1 depicts the ice-protection surfaces on CAUTION

the airplane.
Limit ground operation of the pitot-stat-
ic heater system to two minutes to pre-
ANTI-ICE SYSTEMS clude damage to the pitot-static heater.
PITOT AND STATIC WINDSHIELD ANTI-ICE AND

ANTI-ICE SYSTEM RAIN REMOVAL SYSTEM
The PITOT & STATIC ANTI ICE switch controls The windshield may be anti-iced by use of engine
power to the two pitot tube heaters, the four static bleed air, or pilot windshield by alcohol in case the
port heaters (Figure 10-2), and the angle-of-attack bleed-air system fails. The bleed air to the wind-
probe heater. Circuit breakers for the system are shield is controlled by a W/S BLEED switch on
located on the pilot’s circuit-breaker panel and the pilot’s switch panel and two manually operated
require main DC power. On UNs 0682 and subse- WINDSHIELD BLEED AIR valves with knobs
quent, right pitot-static heat is powered from emer- located on the copilot’s instrument panel.
gency DC power.
The switch is a three-position switch labeled HI–
Failure of the system is indicated by illumination OFF–LOW. The control knobs open and close
of the P/S HTR OFF annunciator light. The P/S shutoff valves, modulating the amount of bleed air
HTR OFF light will illuminate whenever either going to the windshield. The w indshield anti-ice
pitot head or any static port heater fails or when the controls are shown in Figure 10-3.
pitot heat switch is in the OFF position.
10 ICE AND RAIN
PROTECTION
Figure 10-1. Ice Protection Surfaces

LH STATIC PORTS (TYPICAL)
RH PITOT TUBE (TYPICAL) PITOT-STATIC ANTI-ICE SWITCH
Figure 10-2. Pitot-Static Anti-Ice Components
The windshield anti-ice system (Figure 10-4) When windshield anti-icing is required, the manual
is activated by placing the W/S BLEED switch WINDSHIELD BLEED AIR valves are opened,
to either HI or LOW. This action deenergizes a and the W/S BLEED switch is selected to LOW
solenoid-operated bleed-air valve and activates a if the OAT is above –18°C or to HI if the OAT is
temperature controller. The bleed-air valve, when –18°C or below. Normal system operation is indi-
deenergized, opens to allow hot engine bleed air to cated by an increase in air noise as the bleed air
flow into the duct. discharges from the nozzles.
The air temperature controller automatically main- An additional temperature sensor is located in the
tains a windshield bleed-air temperature of 138 bleed-air duct, which automatically energizes the
±5°C in the HI position and 127 ±5°C in the LOW electrical solenoid bleed-air valve closed and illu-
position by modulating ram air through a heat minates the W/S AIR O’HEAT annunciator if the
exchanger. The controller receives three inputs: the bleed-air temperature exceeds 146°C.
position of the W/S BLEED switch and input from
each of the two temperature sensors in the bleed- This condition should not occur unless a sustained
air line. The signal generated by the temperature high-power, low-airspeed condition is maintained
controller is transmitted to the motor-operated air or a system malfunction occurs. The overheat sen-
control valve, which controls the amount of ram sor will also automatically reopen the windshield
air that passes through a heat exchanger. Ram air bleed-air solenoid valve and extinguish the annun-
10 ICE AND RAIN
passes across the heat exchanger, cooling the bleed ciator light as the system cools.
PROTECTION
air; then it exhausts overboard through a vent on

the left side of the fuselage, forward of the tail If the overheat light illuminates, the WINDSHIELD
compartment access door. The cooled engine bleed BLEED AIR valves should be partially closed to
air is then directed onto the windshield through a reduce air flow.
series of nozzles.

Figure 10-3. Windshield Anti-Ice Controls
If the W/S AIR O’HEAT light illuminates with the Windshield Alcohol System
W/S BLEED switch in the OFF position, this indi-
cates the bleed-air valve has opened, and the pres- The backup windshield anti-ice system consists of
sure in the duct is sensed via a pressure switch. The an alcohol reservoir, pump, and nozzles to provide
pilot should ensure the WINDSHIELD BLEED up to 10 minutes of continuous alcohol anti-ice
AIR valves are positioned to OFF. This condition capability for the pilot’s windshield only. The sight
is not an overpressure situation, the pressure switch gage for the alcohol reservoir is located in the right-
simply monitors the valve for a partial open condi- hand nose baggage compartment, and the nozzles
tion or seal leakage when the switch is off. are shown in Figure 10-4.
If normal DC failure occurs, the windshield bleed-

air solenoid valve will open, and hot engine bleed
air will be available to the windshield. With an
electrical power failure, the automatic temperature
control and the overheat warning are inoperative,
but if the manual control valves are open, the noise
level will increase as bleed air flows through the
nozzles. The airplane is normally flown with the
manual valves closed; they are opened only when
bleed air to the windshields is desired.
This procedure protects the windshield from inad-

vertent application of hot bleed air and possible
damage in the event of an electrical power loss or
failure of the bleed-air solenoid valve.
The windshield anti-ice system is tested by posi-

tioning the warning and test switch to W/S TEMP
10 ICE AND RAIN
and placing the W/S BLEED switch to either HI

PROTECTION
or LOW. When this is accomplished, a windshield

overheat condition is simulated, and the W/S AIR
O’HEAT annunciator illuminates. When HI is
selected, the overheat temperature sensor is tested; Figure 10-4. Alcohol Sight Gage
when LOW is selected, the pressure sensor is tested. and Nozzles

Revision 0.3
STATOR
T1 PROBE VALVE
ELECTRIC HEATING
ELEMENTS (5) 220ºF T
P3
AIR
T
130ºF to
WS MANUAL 172ºF NACELLE
VALVE VALVE
PRESSURE OVERBOARD
REGULATOR EXHAUST
P
WS BLEED P
T 146°C VALVE
23 PSI
HI 138 ± 5ºC P 5 PSI TC

LO 127 ± 5ºC T WS HEAT TAIL EJECTOR
EXCHANGER FLOW CONTROL
VALVE
TEMP
CTRL VALVE
WING EJECTOR
WINDSHIELD FLOW CONTROL
ALCOHOL VALVES
BOTTLE NACELLE
VALVE
T
130ºF to P3
172ºF AIR
ELECTRIC HEATING

T1 PROBE STATOR
VALVE
LEGEND
WINDSHIELD AIR
HOT BLEED AIR
PRESSURE REGULATED AIR
RAM AIR
10-5
Figure 10-5. Windshield Anti-Ice System
10 ICE AND RAIN

PROTECTION
The capacity of the alcohol reservoir is two quarts, For rain removal, the WINDSHIELD BLEED AIR
and it uses an isopropyl alcohol-based fluid (TT-I- knobs on the copilot control panel should be rotat-
735). The system is designed to be used in the event ed to the MAX position, the PULL RAIN handle
the windshield bleed-air anti-ice system fails. It is pulled out, and the W/S BLEED switch positioned
controlled by the W/S ALCOHOL switch (Figure to LOW. Rain door opening is difficult if the wind-
10-3), which has positions labeled ON and OFF. shield bleed air is already flowing out of the noz-
The e lectrical power source is through the W/S zles. To increase airflow to the pilot windshield
ALCOHOL circuit breaker on the left circuit- during periods of low-power settings, such as dur-
breaker panel. ing landing flare, rotate the copilot WINDSHIELD
BLEED AIR knob to the OFF position. This will
divert all available bleed air to the pilot windshield.
Rain Removal System In addition, the use of a rain repellent agent applied
The rain removal system uses normal bleed-air to the windshield greatly enhances the effectiveness
from the windshield anti-ice system for rain remov- of the rain removal system.
al, with rain doors to provide deflected airflow
over each windshield in heavy rain. The doors are
manually operated by pulling the PULL RAIN
ENGINE ANTI-ICE SYSTEM
handle located under the WINDSHIELD BLEED The engine anti-ice system is a preventive system.
AIR knobs on the copilot’s panel. The rain removal Use of the system should be anticipated and the
doors and the PULL RAIN handle are depicted in system activated when flight into visible moisture
Figure 10-6. is imminent with indicated RAT from +10°C and
colder. Failure to switch on the system before ice
accumulation has begun may result in engine dam-
age due to ice ingestion. For sustained ground oper-
ation in visible moisture at the above temperatures,
the system should be switched on for one minute
out of four with throttles set above 65% N2 rpm.
The system consists of the electrically heated por-

tion of the wing leading edges, bleed-air heated
nacelle inlets and the first row of stationary sta-
tors directly behind the first stage fan and before
the booster stage (Figure 10-8).
With an engine operating, hot bleed air from the

compressor flows continuously to the nose cone
and the T1 temperature probe mounted ahead of
the fan in the engine inlet. Selecting ENGINE
ANTI-ICE ON will initiate engine ignition ON and
activate the wing leading edge heaters, and if the
throttles are advanced, allow bleed air to enter the
nacelle inlet and the first stage stator vanes.
With engines operating and the throttles set above

60% N2 (micro switch position) for more than five
seconds, placing the ENGINE ANTI-ICE switch-
10 ICE AND RAIN
PROTECTION
es ON will cause two bleed-air solenoid valves to

immediately deenergize open allowing bleed air to
flow to the nacelle inlet and the stator vanes (Fig-
ure 10-9). Observing the engine gages at this time
Figure 10-6. Rain Removal Doors will reflect a rise in ITT and a slight drop in rpm.
and Controls

If the throttles are below the 60% N2 micro switch Five electric heating elements are molded into each
position when the ENGINE ANTI-ICE switches wing inboard leading edge, each featuring a circuit
are placed ON, the two bleed-air solenoid valves breaker and a current sensor. The heating elements
will not open (remain energized closed) until the are powered by the respective main DC buses.
throttles are advanced. As the throttles are advanced
above the 60% N2 position, a thermal time delay The system is operative with the ENGINE ANTI-
is activated which removes the ground from the ICE switches on, regardless of throttle position.
bleed-air solenoids after five seconds allowing The heating elements increase skin temperature
the valves open. This five-second time delay is until the forward part of the leading edge reaches
required for faster engine spool-up time during a 78°C, then a temperature controller opens the cir-
missed approach as the throttles are advanced if cuit. When skin temperature drops to 54 ±6°C,
the throttles were reduced below 60% N2 during an the controller closes the circuit for another heat-
approach for landing in icing conditions. ing cycle.
The ENG ANTI-ICE LH/RH annunciators will A temperature overheat sensor, located on the
illuminate when the ENGINE ANTI-ICE switches upper part of the heated surface where skin tem-
are placed ON and extinguish when nacelle inlet perature is not as hot as the forward leading edge,
temperature is 220°F/104°C or above, stator vane opens the heating circuit at 75°C if the tempera-
bleed-air solenoid valve is open, and the wing lead- ture controller fails and reestablishes the circuit at
ing edge heaters are operating and their tempera- 69°C. Actuation of the overheat sensor also illumi-
ture is above 60°F/16°C. nates the ENG ANTI-ICE LH or RH annunciator
as applicable.
CAUTION
A low-temperature switch on the forward leading
During descents and/or approach to edge closes at 16°C skin temperature to illuminate
landings in icing conditions, care should the ENG ANTI-ICE LH or RH annunciator, pro-
be taken to avoid the throttles being re- vided the ENGINE ANTI ICE switches are on. Illu-
duced below the 60% N2 position. If mination of the light until the leading edge warms
this occurs, the ENG ANTI-ICE LH/RH up after initial activation is normal (Figure 10-9).
annunciators will illuminate and the en-
gine bleed-air solenoid valves will close. Proper operation of the engine anti-ice system,
when initially turned on, is indicated by illumina-
tion of the small green lights above each ignition
WING ANTI-ICE SYSTEM switch, illumination of the ENG ANTI-ICE LH or
Each wing’s inboard leading edge incorporates RH annunciators, and an increase of approximately
an electrically heated, brushed-aluminum section 150 amps on each ammeter. A 20 to 30° rise in ITT
located directly in front of each engine inlet (Fig- and a drop in N1 and N2 rpm will also be noted if
ure 10-7). the throttles are set above 60% N2 rpm.
10 ICE AND RAIN

PROTECTION
Figure 10-7. Electrically Heated

Leading Edge

PROTECTION
10 ICE AND RAIN
10-8
STATOR
T1 PROBE VALVE
ELECTRIC HEATING
P3
AIR
T
130ºF to
VALVE VALVE
PRESSURE OVERBOARD
REGULATOR EXHAUST
P
WS BLEED P
T 146°C VALVE
23 PSI

VALVE
TEMP
CTRL VALVE
WING EJECTOR
ALCOHOL VALVES
BOTTLE NACELLE
VALVE
T
130ºF to P3
172ºF AIR
ELECTRIC HEATING

T1 PROBE STATOR
VALVE
LEGEND
WINDSHIELD AIR
HOT BLEED AIR
RAM AIR
SURFACE ICE
Revision 0.3
Figure 10-8. Engine and Wing Anti-Ice System - Off
Revision 0.3
STATOR
T1 PROBE VALVE
ELECTRIC HEATING
P3
AIR
T
130ºF to
VALVE VALVE
PRESSURE OVERBOARD
REGULATOR EXHAUST
P
WS BLEED P
T 146°C VALVE
23 PSI

VALVE
TEMP
CTRL VALVE
WING EJECTOR
ALCOHOL VALVES
BOTTLE NACELLE
VALVE
T
130ºF to P3
172ºF AIR
ELECTRIC HEATING

T1 PROBE STATOR
VALVE
LEGEND
WINDSHIELD AIR
HOT BLEED AIR
PRESSURE REGULATED AIR CONDITION:
ABOVE 60% N2
RAM AIR
SURFACE ICE
10-9
Figure 10-9. Engine and Wing Anti-Ice System - On
10 ICE AND RAIN

PROTECTION
The ENG ANTI-ICE LH or RH annunciator will The system should be activated when ice buildup
remain illuminated until the wings are heated is estimated to be 1/4 to 1/2 inch thick on the wing
60°F/16°C or above, stator vane bleed-air solenoid leading edge. The stall strip bonded to the boot
valve is open, and the nacelle inlet temperature is extends 1/2 inch above the boot and can be used
220°F/104°C or above, or will reilluminate when as a guide to estimate ice thickness. Early activa-
any of the following conditions exist: tion of the system may result in ice bridging on the
wing; accumulations in excess of 1/2 inch may not
• The stator valve fails to open. (A 5-second be removed by boot cycling.
delay is normal from the time the throttle
is advanced above 60% N2 until the valve If electrical power is lost, the system is inoperative,
opens.) and icing conditions must be avoided.
• The nacelle leading edge temperature is Do not activate the system if the OAT temperature
below 104°C. is suspected to be below –40°C. Permanent boot
• The inboard wing section temperature is damage could result.
below 16°C.
A wing inspection light (Figure 10-11) is p rovided
• Failure of one or more wing heating ele- to illuminate the left wing to observe ice buildup
ments occurs. (If the system is cycling with during night flight.
a failed heater, the ENG ANTI-ICE annun-
ciator will illuminate each time the system
cycles on.) OPERATION
• Failure of the temperature controller occurs. With the SURFACE DE-ICE switch in the spring-
(This will cause the light to cycle off when loaded OFF position, all three control valves in the
the leading edges are being heated and on system (Figure 10-12) are deenergized.
when the temperature limit is reached.)
If an electrical failure should occur, both the nacelle In the deenergized condition, all three control
inlet valve and the stator vane valve will fail to the valves are continuously dumping bleed air over-
open position, and the engine will be anti-iced board through venturis that create v acuum for hold-
continuously. ing the boots deflated.
To cycle the boots, momentarily place the SUR-

FACE DE-ICE switch to the SURFACE DE-ICE
DEICE SYSTEM position. This energizes a system timer to initiate
two 6-second cycles. During the first cycle (Fig-
GENERAL ure 10-13), the empennage boots control valve is
energized.
Deicing of the outer wing leading edges and the
vertical and horizontal stabilizer leading edges Regulated bleed-air pressure is applied to inflate
is provided by inflatable boots controlled by the the empennage boots for six seconds. The wing
SURFACE DE-ICE switch on the pilot instrument boot control valves are deenergized, applying a
panel (Figure 10-10). vacuum to hold the wing boots deflated.
Bleed air is available to the system when the During the second six-second cycle, the empen-
engines are operating. A timer controls automatic nage control valve deenergizes, applying a vacuum
to hold the boots deflated. Simultaneously, the two
10 ICE AND RAIN
sequencing of boot operation. Electrical power is

PROTECTION
supplied through the SURFACE DE-ICE c ircuit wing boot control valves are energized, applying
breaker on the left circuit-breaker panel. regulated bleed-air pressure to inflate the wing
boots.

Figure 10-10. Deice Boots and Control Switch
DETAIL A
10 ICE AND RAIN
Figure 10-11. Wing Inspection Light and Control Switch

PROTECTION

After 12 seconds all three control valves are deen-

ergized, and vacuum is applied to all boots to hold
them deflated (Figure 10-14) until another cycle
of operation is initiated with the SURFACE DE-
ICE switch.
As each set of boots is inflated, a pressure switch

illuminates the white SURF DEICE annunciator to
indicate actuating pressure has been applied.
In the event the boots remain inflated at the end of

a cycle or it is desired to abort the cycle, place the
SURFACE DE-ICE switch in the RESET position.
This overrides the system timer and deenergizes
the control valves, allowing the boots to deflate.
LIMITATIONS

EMERGENCY/
ABNORMAL
10 ICE AND RAIN
PROTECTION

VACUUM VACUUM
P
23 PSI
REGULATOR
EITHER ENGINE LEGEND

SURFACE TIMER OPERATING HOT BLEED AIR
DE-ICE (12 SECONDS) AMBIENT AIR
P
VACUUM VACUUM
10 ICE AND RAIN
PROTECTION
Figure 10-12. Empennage Deice System - Off

PROTECTION
10 ICE AND RAIN
10-14
STATOR
T1 PROBE VALVE
ELECTRIC HEATING
P3
AIR
T
130ºF to
VALVE VALVE
PRESSURE OVERBOARD
REGULATOR EXHAUST
P
WS BLEED P
T 146°C VALVE
23 PSI

VALVE
TEMP
CTRL VALVE
WING EJECTOR
ALCOHOL VALVES
BOTTLE NACELLE
VALVE
T
130ºF to P3
172ºF AIR
ELECTRIC HEATING

T1 PROBE STATOR
VALVE
LEGEND
WINDSHIELD AIR
HOT BLEED AIR FIRST CYCLE
RAM AIR
SURFACE ICE
Revision 0.3
Figure 10-13. Wing and Empennage Deice System - Operating (Sheet 1 of 2)
Revision 0.3
STATOR
T1 PROBE VALVE
ELECTRIC HEATING
P3
AIR
T
130ºF to
VALVE VALVE
PRESSURE OVERBOARD
REGULATOR EXHAUST
P
WS BLEED P
T 146°C VALVE
23 PSI

VALVE
TEMP
CTRL VALVE
WING EJECTOR
ALCOHOL VALVES
BOTTLE NACELLE
VALVE
T
130ºF to P3
172ºF AIR
ELECTRIC HEATING

T1 PROBE STATOR
VALVE
LEGEND
WINDSHIELD AIR
HOT BLEED AIR SECOND CYCLE
RAM AIR
SURFACE ICE
10-15
Figure 10-14. Wing and Empennage Deice System - Operating (Sheet 2 of 2)
10 ICE AND RAIN

PROTECTION
QUESTIONS
1. The correct statement regarding the pitot-static 4. If the W/S AIR O’HEAT light illuminates with
anti-ice system is: the W/S BLEED switch in OFF, there is:
A. Electrical power is not required (if bleed A. A 5-psi pressure sensed in the duct
air is available). B. A 5-psi pressure buildup in the duct, and
B. The squat switch will not allow full power the light is to alert the pilot to open the
to the heating elements while the airplane WINDSHIELD BLEED AIR valve to
is on the ground. relieve the pressure to prevent damage to
C. Failure of one static port heater will illu- the duct
minate the P/S HTR OFF annunciator. C. A system malfunction; the light should
D. Electrical power is always available to the never illuminate with the W/S BLEED
pilot’s system (fail-safe operation of the switch in OFF
emergency bus in the event of a dual gen- D. An overtemperature in the duct
erator failure).
5. The W/S AIR O’HEAT light will illuminate:
2. Regarding the windshield anti-ice system: A. If 5-psi pressure is sensed in the duct with
A. The W/S BLEED switch controls volume the W/S BLEED switch in OFF
(HI or LOW). B. If the temperature of the air going to the
B. The W/S BLEED switch controls windshield exceeds 146° C with the W/S
temperature. BLEED switch in the HI or LOW position
C. Electrical power must be available to open C. Neither A nor B
the solenoid control valve in the tail cone. D. Both A and B
D. Temperature is controlled by the WIND-
SHIELD BLEED AIR valves. 6. In order to operate the rain removal system,
the pilot should:
3. Regarding use of the W/S BLEED switch: A. Open the rain doors only.
A. HI position should be used with an OAT B. Open the rain doors, and turn on the W/S
above –18°C. ALCOHOL switch.
B. LOW position should be used with an OAT C. Open the rain doors, position the WIND-
below –18°C. SHIELD BLEED AIR knobs to MAX, and
C. HI position should be used if greater air- position the W/S BLEED switch to LOW.
flow is desired. D. Open the rain doors, and position the W/S
D. It deenergizes the solenoid control valve BLEED switch to LOW.
open when HI or LOW is selected.
7. The windshield alcohol system:
A. Is a backup system for the windshield anti-
ice system
B. Energizes ejectors which apply a lcohol
to both the pilot’s and the copilot’s
windshields
C. Utilizes a pump that supplies alcohol to
10 ICE AND RAIN
the pilot’s windshield only for a maximum

PROTECTION
of ten minutes
D. Both A and C

8. The surface deice system: 12. An incorrect statement regarding engine anti-
A. Should not be activated until ice thickness ice is:
exceeds 1/2 inch A. When the ENGINE ANTI-ICE switches
B. Should not be activated until ice thickness are turned on, the two green lights above
exceeds 1/4 inch the ignition switches should illuminate.
C. Will function during an electrical failure B. The throttles must be above 60% N2 rpm
because it is pneumatically operated before the wing leading edge anti-ice sys-
D. Has a maximum ice accumulation limit of tem is activated.
one inch C. The T1 temperature probe is anti-iced
whenever the engine is operating.
9. Switching on both engine anti-ice systems in D. All the above
flight increases the reading on each of the gen-
erator ammeters by: 13. Switching on the engine anti-ice system with
A. 120 amps the engines idling at 50% N2 causes:
B. 300 amps A. An increase in ITT, an increase in amper-
C. 60 amps age, and illumination of the ENG ICE
FAIL annunciators for at least 5 seconds
D. 150 amps
B. An increase in amperage only
10. Regarding the P/S HTR OFF light: C. A drop in N2 rpm and a rise in ITT
D. Illumination of the ENG ANTI-ICE
A. It will illuminate if the PITOT & STATIC
annunciators and an increase in a mperage
switch is OFF.
B. Illumination of the light could mean the
14. The ENG ANTI-ICE annunciator will
loss of electrical power to one of the pitot
illuminate when:
tubes.
C. If power is lost to one heated static port on A. The wing leading edge temperature is
the pilot system, the light will illuminate. below 16°C.
D. All the above B. The nacelle temperature exceeds 104°C.
C. The bleed-air valve to the nose cone (bul-
11. A correct statement concerning the s urface let) closes.
deice system is: D. The ENGINE ANTI-ICE switch is in OFF.
A. The SURFACE DE-ICE switch must be
held in the SURFACE DE-ICE position
for 12 seconds to ensure that all deice
boots receive inflation pressure.
B. The SURFACE DE-ICE switch must be
cycled to RESET to reset the timer circuit
after each use.
C. The system should not be used below
–40°C.
D. Illumination of the white SURFACE
DEICE annunciator after the SURFACE
DE-ICE switch has been cycled to SUR-
10 ICE AND RAIN
FACE DE-ICE indicates a lack of bleed

PROTECTION
air to the boots.


10 ICE AND RAIN
PROTECTION

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
CONTENTS
INTRODUCTION................................................................................................................ 11-1
GENERAL ........................................................................................................................... 11-1
SYSTEM DESCRIPTIONS................................................................................................. 11-2
Air Conditioning—UNs 0482, 0485, and Subsequent.................................................. 11-2
Air Conditioning—UNs 0002 through 0481, 0483, and 0484...................................... 11-7
Air Distribution.......................................................................................................... 11-13
Supplemental Cockpit Ventilation.............................................................................. 11-14
Optional Flood Cooling.............................................................................................. 11-15
Optional Freon Air Conditioning (Zephyr)................................................................ 11-16
LIMITATIONS................................................................................................................... 11-16
QUESTIONS..................................................................................................................... 11-17

11 AIR CONDITIONING

11 AIR CONDITIONING
ILLUSTRATIONS
Figure Title Page
11-1. PRESS SOURCE Selector..................................................................................... 11-2
11-2. Air-Conditioning Controls - UNs 0482, 0485, and Subsequent............................ 11-3
11-3. Air Cycle Machine - UNs 0482, 0485, and Subsequent........................................ 11-4
11-4. Environmental System - UNs 0482, 0485, and Subsequent.................................. 11-6
11-5. PRESS-ENVIRON Panel - UNs 0002 through 0481, 0483, and 0484.................. 11-7
11-6. Precooler - UNs 0002 through 0481, 0483, and 0484........................................... 11-9
11-7. Air Cycle Machine - UNs 0002 through 0481, 0483, and 0484......................... 11-10
11-8. Cabin Air Distribution System........................................................................... 11-12
11-9. Cockpit Fan Outlets............................................................................................ 11-14
11-10. OVHD Fan Switch.............................................................................................. 11-15
11-11. Flood Cooling Outlet.......................................................................................... 11-15
11-12. FLOOD COOLING Switch................................................................................ 11-15
11-13. Freon System Control Panel............................................................................... 11-16

11 AIR CONDITIONING

11 AIR CONDITIONING
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The air-conditioning system for the Citation II provides conditioned air to both cockpit and cabin
areas. Engine bleed air provides the air required to operate the system. The cabin and cockpit
temperature is regulated by mixing hot bleed air with air cooled by an air cycle machine (ACM).
Fans are provided to circulate cabin air. An optional flood cooling system provides a means to
rapidly reduce the cabin temperature.
GENERAL
The crew is provided automatic and manual tem- Through the use of the pressurization source selec-
perature controls to operationally condition the tor switch, the pilot can select left, right, or both
cabin and cockpit environment. Hot bleed air is engines to supply bleed air for system operation on
tapped off each engine and pneumatically con- the ground or in flight. The cabin can be supplied
trolled, manifolded, and routed to the air cycle with ambient air in the event the ACM is inopera-
machine in the tail cone. The air is cooled and dis- tive and the cabin is unpressurized.
tributed through ducting to the cockpit and cabin
outlets.

11 AIR CONDITIONING
SYSTEM DESCRIPTIONS
AIR CONDITIONING—UNS
0482, 0485, AND SUBSEQUENT
General
Bleed air from the engines normally passes through
two solenoid-operated flow control valves that
restrict the bleed flow to six pounds per minute
per engine, equating to 78 cu/ft per minute per
engine at 15°C/59°F. The bleed-air line from the
right engine branches in the tail cone. One branch
is routed to the normal flow control valve and
the other to a motor-operated ground valve. The
ground valve can be opened only on the ground
and allows a larger draw of bleed air from the right
engine for use by the ACM (up to 18 pounds per
minute).
Control
Figure 11-1. PRESS SOURCE Selector
The source of the bleed air used by the
air-conditioning system is selected with the PRESS
SOURCE selector (Figure 11-1). This selector, pressure switch closes the ground valve and illu-
along with the other controls associated with the minates the ACM OVER PRESS light. The ground
air-conditioning system, is located on a tilt panel valve will not open again until main DC power is
forward of the throttle quadrant. interrupted and then reestablished.
The NORMAL position opens the flow control When the EMER position is selected in flight, the
shutoff valves and allows air from each engine to bleed air from the left engine is routed directly into
pass into the ACM. This is the position in which the cabin, bypassing the ACM. Temperature is con-
the valves fail if main DC power is lost. trolled by volume through the left throttle setting
and the bleed air to the ACM is shut off. When the
The GND position opens the ground valve and selector is in EMER or the valve opens automati-
allows a larger draw (up to 18 PPM) of air from cally, the EMER PRESS ON light illuminates. If
the right engine to enter the ACM. When the valve the EMER position is selected on the ground, the
is not fully closed, a BLEED AIR GROUND light EMER PRESS ON annunciator illuminates, but no
illuminates. air is supplied to the cabin.
If the right engine is advanced above approxi- The OFF position closes the valves controlling
mately 72% N2, a primary pressure switch causes engine bleed air, and no pressurization or tempera-
the motorized ground valve to close, thus prevent- ture control is available.
ing too much air from being supplied to the ACM.
When the valve closes, the BLEED AIR GROUND Precooler
light extinguishes. When the throttle is retarded
below 70% N2, the valve opens again and the light The bleed air from the engines passes through a
reilluminates. If the primary (72% N2) pressure precooler that is mounted in the ACM ambient-air
switch fails to close the valve and the right engine duct. This air-to-air heat exchanger cools the bleed
rpm exceeds approximately 74% N2, the secondary air before it reaches the ACM heat exchangers.

11 AIR CONDITIONING
The cooling medium used across the exchanger is

ambient air. This air is drawn into the tail compart-
ment and blown through the duct by a fan attached
to the ACM turbine shaft.
Air Cycle Machine

After the air passes through the precooler in the
ram-air duct, it enters the ACM primary heat
exchanger (Figure 11-3). The air then passes into
the ACM compressor, through the secondary heat
exchanger, and finally across the cooling turbine.
This entire process reduces the temperature of the
bleed air supplied by the engines.
Water Separator
A water separator is provided to remove mois-
ture from the conditioned air before it enters the
cabin. The conditioned air from the ACM enters
the water separator where it is filtered and excess
water is removed. The conditioned air is then duct-
ed through a check valve into the cabin ducts for
distribution. The moisture is then injected into the
air flowing over the heat exchangers to increase
cooling efficiency.
Temperature Control
The cabin temperature is controlled by a temper-
ature-select rheostat or a MANUAL HOT–MAN-
UAL COLD switch (Figure 11-2).
Figure 11-2. Air-Conditioning Controls -
The temperature is controlled by allowing some of UNs 0482, 0485,
the engine bleed air to bypass the ACM through a and Subsequent
mixing valve. The valve is positioned by an elec-
tric motor that requires main DC electrical power In addition, the controller receives a temperature
to operate. This valve can be opened (warmer tem- input from the supply duct temperature sensor in
perature setting) and closed (cooler temperature the tail cone. The cabin controller compares all of
setting) by either the automatic or manual mode the electrical inputs and then sends an output signal
of temperature control. to the mixing valve motor in order to change the
supply temperature. For example, if the selector is
The cabin temperature is controlled automatically rotated clockwise by the pilot, a higher tempera-
when the temperature rheostat is in the automatic ture has been selected. The controller receives this
range. This temperature selector is a rheostat which input, compares it to the signals received from the
sends a variable temperature setting to a cabin cabin and supply duct sensors, and then causes the
temperature controller. The controller compares mixing valve to open up, allowing more bleed air
the desired setting to the actual cabin temperature to bypass the ACM, thus increasing the tempera-
provided by a cabin temperature sensor. This sen- ture in the cabin.
sor is located in the top of the cabin between the
main cabin entrance door and the emergency exit.

11 AIR CONDITIONING
COLD AIR
2°C (35°F) TURBINE
FAN DRAWS TAIL

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

PRECOOLER
SPRAYED OVER HEAT
EXCHANGE UNITS SECONDARY
HEAT
EXCHANGER
LEGEND 435°F ENGINE BLEED AIR VOLUME
410°F OVERTEMP (CONTROLLED BY BYPASS
CONDITIONED AIR
ANTICIPATOR SENSOR VALVE–TEMPERATURE CONTROL)
COOLING AIR VENTED
HOT BLEED AIR DETAIL A
FRESH AIR ACM
STATIC AIR
COLD AIR
SOLENOID VALVE SPRING-LOADED
TO A "FAIL SAFE" POSITION
MOTOR-DRIVEN VALVE WATER

OR MECHANICAL VALVE SEPARATOR
T MIXING
T VALVE
A
GND
VALVE
EMER
VALVE P P
LH FLOW RH FLOW
CONTROL CONTROL
SHUTOFF SHUTOFF
VALVE VALVE
Figure 11-3. Air Cycle Machine - UNs 0482, 0485, and Subsequent

11 AIR CONDITIONING
In the automatic mode, the system has a supply air When the ACM overheats on the ground, the emer-
low temperature limit of 35°F (2°C) to prevent the gency pressurization valve does not open because
formation of ice in the water separator. The input to it has been deactivated by the left main gear squat
the controller for this is from the supply duct tem- switch. However, the EMER PRESS ON annuncia-
perature sensor located downstream of the water tor light does illuminate. The reset procedures are
separator in the supply duct. the same as for in flight.
With the temperature rheostat in the MANUAL When the emergency pressurization valve is pro-
position, the mixing valve is controlled manually viding the source of air for pressurizing the cabin,
by the MANUAL HOT–MANUAL COLD switch. the pilot is unable to control the temperature except
The switch has three positions and is spring-load- through manipulation of the left throttle. Reducing
ed to the center OFF position. When the switch is power on the left engine reduces the temperature
deflected toward MANUAL HOT, the mixing valve and volume of air entering the cabin. Reducing
is driven open, allowing more hot bleed air to mix it too much may cause a rise in cabin altitude,
with the cold air exhausted from the ACM. When depending on aircraft altitude. The source of air
the switch is released, the mixing valve remains at for the emergency pressurization system is from
the last position. Holding the switch toward MAN- the left engine only (Figure 11-4).
UAL COLD drives the mixing valve to the closed
position, thus lowering the temperature. The mix- The air duct from the ACM to the cabin is protected
ing valve, when manually controlled, travels from from overheat damage by a duct overheat sensor. If
fully open to fully closed in approximately ten the temperature in the duct exceeds 157°C (315°F),
seconds. Caution should be observed when operat- the AIR DUCT O’HEAT annunciator light illumi-
ing in the manual mode to prevent water separator nates. This condition will most likely occur when
freeze-up (Figure 11-4). heat is being demanded and most of the bleed air
is bypassing the cooling process of the ACM. The
pilot should select MANUAL with the temperature
System Protection select rheostat and close the mixing valve by hold-
If the bleed-air temperature in the duct between the ing the MANUAL HOT–MANUAL COLD switch
compressor and turbine sections exceeds 435°F to MANUAL COLD. Approximately ten seconds
(224°C) (Figure 11-4), the overheat relay causes is required to drive the mixing valve from the fully
the flow control and shutoff valves or the ground hot to the fully cold position. The pilot should also
valve (depending on which is open) to close and the check that the TEMP circuit breaker on the left
emergency pressurization valve to open. In flight, circuit-breaker panel is in. Loss of power or open-
the ACM shuts down. The cabin is pressurized by ing of the circuit breaker renders the temperature
bleed air from the left engine. This condition is control system inoperative in both automatic and
indicated by the EMER PRESS ON annunciator manual modes.
light and an increased noise level in the cabin. If
the overheat condition in the ACM exists for lon- If complete DC electrical power failure occurs in
ger than 12 seconds, the emergency lockout relay flight regardless of the PRESS SOURCE selector
is energized, and the ACM remains inoperative. If position, the system operates as though the switch
the ACM cools down within 12 seconds, it reverts is in the NORMAL position. If the selector is in
to its previous setting; the emergency pressuriza- the NORMAL position when the electrical failure
tion valve closes. occurs, the air-conditioning system will continue
to operate in that mode. Without electrical power,
To reset the system for normal operation after a the emergency pressurization valve fails closed. In
shutdown for longer than 12 seconds, it is neces- addition, temperature control is lost because the
sary to rotate the PRESS SOURCE selector to the motor-operated mixing valve fails to the position
EMER position and then reselect a position other set when electrical power is lost (Figure 11-4).
than GND or OFF. This condition is most likely
to occur when maximum cooling is demanded of
the system.

11 AIR CONDITIONING
11-6
LEGEND
COLD CONDITIONED AIR
DEFOG
AMBIENT AIR
BLEED AIR FOOTWARMER
ACM AIR
SIDE WINDOW
DEFOG
DEFOG FAN
WEMAC
FLOW DIVIDER
100ºF
SENSOR
100ºF DOOR
EMER
PRESS LINE OVERHEAD FAN
315ºF AIR DUCT

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

SENSOR SEPARATOR 435ºF OVERHEAT SWITCH

MIXING
EMER T VALVE
PRESS ACM
VALVE 42 PSI
GROUND BLEED
P P 38 PSI AIR VALVE
NORM FLOW
CTRL VALVES
WELDED TO WING/
TO VENTURI FOR PRESSURIZATION CLUSTER TAIL DEICE
TO WINDSHIELD TO DOOR
23 PSI
SEAL
Revision 0.3
Figure 11-4. Environmental System - UNs 0482, 0485, and Subsequent
11 AIR CONDITIONING
AIR CONDITIONING— Control

UNS 0002 THROUGH The source of bleed air used to pressurize the
0481, 0483, AND 0484 cabin is determined by the selection made with
the PRESS SOURCE selector (Figure 11-5).
General
The PRESS SOURCE selector has seven p ositions:
Air from two ports on the compressor case is routed
through a precooler (heat exchanger) prior to enter- 1. OFF—In this position, all bleed-air control
ing the air cycle machine (ACM). The precooler, valves are closed. Therefore no bleed air is
located in the bottom of the engine nacelle between being supplied to the ACM or the cabin from
the nacelle skin and the bypass duct, uses ram air any source.
from the bypass duct to cool the bleed air before 2. GND—In this position, the right cutoff and
entering the ACM. Two dual, solenoid-operated, pressure-regulating valve is opened, allowing
flow-control valves, one mounted in each engine up to 18 ppm of bleed air (235 cu ft per min-
bleed-air line, limit the bleed outflow from the ute at 15°C/59°F) to enter the ACM from the
respective engine through the ACM and into the right engine only. This position is for ground
cabin. The flow control valves will allow 6–9 ppm use only and will illuminate the BLEED AIR
of air into the ACM as selected by the PRESS GND/HI annunciator.
SOURCE selector in the cockpit. The bleed line 3. LH—The left flow control and shutoff valve
from the right engine branches after it enters the will open, permitting up to 6 ppm of bleed air
tail-cone area, and a shutoff and pressure-regulating (78 cu ft per minute at 15°C/59°F) from only
valve is installed which allows up to 18 ppm of air the left engine to flow to the ACM.
(235 cu ft per minute at 15°C/59°F) to flow to the
ACM. The valve is energized open and is normally 4. NORMAL—Opens both the left and right
used only for ground operations. An emergency flow control and shutoff valves, permitting
pressurization control valve is installed in the left up to 12 ppm of bleed air (156 cu ft per min-
engine bleed-air line and is used to route bleed air ute at 15°C/59°F) to the ACM (6 ppm from
directly from the precooler to the cabin for emer- each engine). In this position, the valves de-
gency pressurization. energize open. The takeoff thrust setting is also
based upon this position.
Figure 11-5. PRESS-ENVIRON Panel - UNs 0002 through 0481, 0483, and 0484

11 AIR CONDITIONING
5. BOTH HI—The left and right flow control and If the outlet temperature exceeds 282°C, an L or
shutoff valves contain two solenoid-operated R PRECOOL FAIL annunciator will illuminate.
valves: primary and override. The primary If either light illuminates, power on that engine
valve, when open, allows 6 ppm flow; the should be reduced until the light goes out (if practi-
override valve will allow an additional flow cal). If not practical, or if the light does not go out,
of 3 ppm. In the BOTH HI position, both the air from only the other engine should be selected
left and right flow control valves are in the with the PRESS SOURCE selector.
high mode, each allowing 9 ppm (117.5 cu
ft per minute at 15°C/59°F) for a total of 18
ppm (235 cu ft per minute at 15°C/59°F. This Cooling Turbine
position should fulfill the requirement for The cooling turbine consists of a turbine wheel and
increased conditioned air as required. Opera- an impeller mounted on a single shaft enclosed by
tion in this position is not approved for takeoff, a turbine torus and a compressor torus. The turbine
landing, or high engine power settings. shaft rotates in a self-acting, Teflon-coated, foil air
6. RH—The right flow control and shutoff valve bearing. The bearing segments grip the shaft with
will open, permitting up to 6 ppm of bleed air a preload. The assembly does not rotate freely at
(78 cu ft per minute at 15°C/59°F) from only startup as does a ball-bearing-mounted assembly.
the right engine to flow to the ACM. During startup, air is drawn into the converging
wedges until the pressure differential opposing the
7. EMER—Opens the emergency pressurization load equals the weight of the shaft. The bearings
valve, permitting left engine bleed air from the automatically adjust the film clearance accord-
precooler to bypass the ACM and flow directly ing to load, speed, ambient air temperature, shaft
to the cabin. A restrictor in the line reduces air- expansion, and misalignment. Since no lubricant
flow; however, the only temperature control is is used in the cooling turbine, periodic inspection
left throttle modulation.The emergency pres- is not required. A differential pressure switch in
surization line in the tail cone is coiled for heat the normal bleed-air supply line ensures that the
dissipation as the bleed air flows to the cabin. turbine and compressor shaft are up to speed prior
Operation of the emergency pressurization to the bleed-air extraction needed for operation of
system is indicated by increased noise level, an ejector pump to induce ram-air flow across the
temperatures above normal, and illumination heat exchangers on the ground.
of the EMER PRESS ON annunciator. Emer-
gency pressurization is operative in flight only. Bleed air from the precooler enters the ACM from
The left main gear squat switch prevents the any of the bleed-air sources and passes through a
emergency pressurization valve from opening heat exchanger for further cooling (Figure 11-7).
with the airplane on the ground.
The air is compressed by the turbine-driven
Precooler compressor and is routed through a second heat
exchanger. The air then drives the turbine, which
Air from two ports on the compressor case is routed extracts energy and further cools the air. Air from
through a precooler prior to reaching the tail-cone the turbine enters an expansion chamber where it
area (Figure 11-6). is further cooled.
The precooler is a bypass-air/bleed-air heat
exchanger. Air from the bypass duct is routed Heat Exchanger
through a control valve to the precooler and then
overboard through louvers on the lower inboard The heat exchanger is a primary/secondary, air-to-
side of the engine nacelle. Compressor bleed air air unit that reduces bleed-air temperature in two
is routed through the precooler and into the tail- passes. On the first pass, the air is partially cooled
cone area. The precooler control valve modulates in the primary section of the heat exchanger and is
the flow of bypass air to maintain the temperature then ducted to the compressor section of the ACM.
of the engine bleed air at the precooler outlet at an It is compressed and returned to the secondary sec-
acceptable level. tion and then to the turbine section of the ACM.

11 AIR CONDITIONING
OVERBOARD
PRECOOLER
DETAIL A
Figure 11-6. Precooler - UNs 0002 through 0481, 0483, and 0484
The cooling medium in the heat exchanger is ram The cluster-type ejector pump consists of a ring of
air, which flows through both sections in one pass six jets which, through venturi effect, induce a flow
and then vents overboard. The source of ram air is of ram air across the heat exchangers. In flight, this
a closed duct connected to a ram-air scoop in the induced flow is not necessary. Therefore, a logic
dorsal fin. control panel on the power junction box receives
inputs from the brakes and throttle switches to
Due to the lack of ram air on the ground, airflow ensure that the ejector pump operates only on the
must be induced through the duct by the use of an ground. When engine power is above 85% N2 and
ejector (jet) pump. The ejector pump, located on the brakes have been released, the ejector valve is
the exit side of the heat exchanger, is powered by closed.
bleed air supplied by the normal bleed-air supply.

11 AIR CONDITIONING
COOL AIR
RAM
TURBINE COMPRESSOR
AIR
DORSAL FIN BYPASS VALVE

INLET
HEAT EXCHANGER
WATER FROM UNITS
SEPERATOR
SPRAYED OVER
COOLING AIR
HEAT EXCHANGERS
VENTED OVER
BOARD
P
ACM EJECTOR
LEGEND OVERHEAT SHUT OFF VALVE
TEMPERATURE SENSOR
CONDITIONED AIR (435°F/224°C)
COLD AIR BLEED AIR
P PRESSURE DIFFERENTIAL
HOT BLEED AIR
SWITCH (>2.8 PSI)
FRESH AIR
DETAIL A
STATIC AIR ACM
SOLENOID VALVE
SPRING-LOADED TO A
"FAIL SAFE" POSITION
NO—NORMALLY OPEN
NC—NORMALLY CLOSED
AIR DUCT OVER HEAT

SENSOR (315°F)
BYPASS MIXING VALVE

(ELECTRICAL/PNEUMATIC IN AUTO MODE)
(PNEUMATIC ONLY IN MANUAL MODE)
EMERGENCY
PRESSURIZATION VALVE
(SQUAT SWITCH IN FLIGHT) GROUND VALVE
BYPASS NC BYPASS
AIR NC AIR
NO NO
FLOW CONTROL SHUTOFF

VALVE (NORMAL)
PRECOOLER PRECOOLER
Figure 11-7. Air Cycle Machine - UNs 0002 through 0481, 0483, and 0484

11 AIR CONDITIONING
In addition, the ejector pump shutoff valve does not Operation

open until bleed-air pressure in the normal supply
line and in the line between the compressor and the The temperature control system operates in either
turbine reaches 2.8 psid. This ensures that the tur- of two modes: automatic or manual. A solenoid
bine shaft is up to speed before the large amount of shutoff valve, controlled by a DC-powered selec-
air required for operation of the jet pump is taken tor switch in the cockpit, controls mode selection.
from the normal bleed-air supply line. When the When energized, the valve places the system in
ejector pump valve is not fully closed, the ACM automatic mode; when deenergized, the system is
EJECTOR ON annunciator will be illuminated. in manual mode.
Automatic Mode
Water Separator
When the selector switch is in AUTOMATIC, the
A water separator is provided to remove mois- solenoid shutoff valve is energized to operate in
ture from the conditioned air before it enters the automatic with the automatic solenoid.
cabin. The conditioned air from the ACM enters
the water separator where it is filtered and excess Energizing the solenoid shutoff valve blocks the
water is removed. The conditioned air is then duct- 23 psi manual pressure source and opens the 15
ed through a check valve into the cabin ducts for psi pneumatic line from the automatic temperature
distribution. The moisture is injected into the air control system to the bypass mixing valve. The
flowing over the heat exchangers to increase cool- automatic control system regulates the air pres-
ing efficiency. sure to control the operation of the mixing valve
to maintain selected temperature as desired by the
flight crew.
Temperature Control
General Operating in AUTOMATIC provides overheat pro-
tection for the ACM air duct outlet. If outlet tem-
Cabin temperature is maintained in either the man- perature is too high, bias air pressure on the mixing
ual or automatic mode of operation with automatic valve is reduced allowing it to close slightly to
being the normal mode. In addition to its own set- decrease temperature. Conversely, if the outlet
ting, the temperature controller uses temperature temperature is too cold, the water separator may
signals from sensors in the tail cone and the cabin freeze and restrict air flow to the cabin and/or cause
to position the bypass mixing valve. Modulation ice chips to flow through the cabin air distribution
of the valve controls the amount of hot bleed air ducts. While operating in AUTOMATIC, if the
that mixes with cold air from the ACM turbine to outlet temperature is becoming too cold, bias air
maintain the desired temperature. If manual con- pressure is increased, allowing the mixing valve to
trol is selected, the valve is positioned by move- open slightly, preventing the water separator from
ment of the manual temperature selector. During freezing (Figure 11-8).
manual mode operation, the automatic mode is
disabled. The temperature control system is pneu-
matic, using regulated bleed air to position the CAUTION
bypass mixing valve. Normal bleed-air supply to During periods of high temperature and
the automatic temperature control is from the right high humidity conditions, care should
engine through a 15-psi regulator. Manual temper- be exercised to refrain from taking off
ature control uses air from either engine through with the temperature control system in
the 23-psi surface deice pressure regulator. If the MANUAL and FULL COLD.
right engine fails, manual mode must be selected to
maintain cabin temperature. If operating on emer-
gency DC power, temperature may be regulated
manually (Figure 11-8).

11 AIR CONDITIONING
FOOT WARMER
VALVE
F
MOTOR VALVE
(100˚ F) RECIRCULATING
AIR DUCT
AIR DUCT OVER HEAT

SENSOR (315° F)
BYPASS MIXING VALVE
(ELECTRICAL IN AUTO MODE)
(PNEUMATIC IN MANUAL MODE)
EMERGENCY
PRESSURIZATION VALVE
(SQUAT SWITCH IN FLIGHT)
ACM GROUND
VALVE
BYPASS NC BYPASS
AIR NC AIR
NO NO
FLOW CONTROL
SHUTOFF VALVE
(NORMAL)
PRECOOLER PRECOOLER
LEGEND
CONDITIONED AIR
OVERHEAD DUCTING
HOT BLEED AIR
FRESH AIR
STATIC AIR
SOLENOID VALVE SPRING-LOADED
TO A “FAIL SAFE” POSITION
NO NORMALLY OPEN (DE-ENERGIZED)
NC NORMALLY CLOSED (ENERGIZED)
Figure 11-8. Cabin Air Distribution System (Uns 0002 through 0481, 0483, 0484)

11 AIR CONDITIONING
Manual Mode Because the air for emergency pressurization is

supplied only by the left engine, a drastic reduc-
When the selector switch is placed in MANUAL, tion in left engine power could cause an increased
the solenoid shutoff valve is deenergized, opening cabin altitude.
the pneumatic line from the 23-psi manual pres-
sure source to the bypass mixing valve through an The air duct from the ACM to the cabin is protect-
orifice. Control pressure is regulated by the manual ed from overheat damage by an overheat sensor.
temperature selector in the cockpit. Clockwise rota- If duct temperature exceeds 157°C (315°F), the
tion of the manual temperature rheostat increases AIR DUCT O’HEAT annunciator will illuminate.
control pressure, further opening the bypass mix- Illumination of the light could indicate that the
ing valve and increasing air temperature. Coun- automatic temperature control function may have
terclockwise rotation of the selector decreases air driven the bypass mixing valve to the fully open
temperature. During manual mode operation, the position. The pilot should select MANUAL on the
automatic mode is disabled. selector switch and rotate the manual temperature
control to COLD to close the bypass mixing valve
While operating in the automatic mode, electri- (the valve closes in approximately ten seconds).
cal failure will result in the solenoid shutoff valve The TEMP circuit breaker on the left circuit-break-
reverting to the manual mode position. er panel should be checked for engagement. Elec-
trical power to the selector switch solenoid is from
System Protection the right crossover bus through the TEMP circuit
An overheat sensor installed between the com- breaker. Loss of power on that bus or opening of
pressor and turbine sections of the ACM prevents the circuit breaker automatically switches the tem-
excessively hot air from entering the turbine. If air perature control system to manual mode.
in the duct between the sections exceeds 224°C
(435°F), the overheat relay causes all bleed-air If complete main DC electrical failure occurs, the
valves related to the ACM to close and the emer- left and right flow control and shutoff valves revert
gency pressurization valve to open. The ACM will to the 6-ppm flow position, ensuring a constant
shut down; the cabin will be pressurized by bleed supply of air for cabin pressurization. The emer-
air from the left engine. This condition will be indi- gency pressurization valve (EMER) and the shut-
cated by illumination of the EMER PRESS ON off and pressure regulation valve (GND) revert to
annunciator and increased noise level in the cabin. the closed position. Temperature control reverts to
If the ACM cools down within 12 seconds, it will manual mode.
revert to normal operation. The emergency pressur-
ization valve will close. If the overheat lasts longer AIR DISTRIBUTION
than 12 seconds, the emergency lockout relay ener-
gizes, and the ACM remains inoperative. To reset Description
the system for normal operation after a shutdown,
rotate the PRESS SOURCE selector to the EMER The cabin air distribution system consists of an
position and then reselect LH, RH, NORMAL, or overhead conditioned air duct and outlets. The pas-
BOTH HI. During an ACM overheat on the ground, senger footwarmer and armrest warmer manifolds
the emergency pressurization valve does not open. are supplied by an underfloor conditioned air duct
It has been deactivated by the left main gear squat which supplies the windshield defog outlets and
switch. However, the EMER PRESS ON annuncia- the crew side console outlets. Figures 11-4 and
tor illuminates. Reset procedures are the same as 11-8 illustrate the air distribution system. The con-
in-flight procedures. ditioned air enters the cabin through a single duct
and then branches at a flow divider, part going to
When the emergency pressurization system is pro- the cockpit and part going to the main and auxil-
viding cabin pressurization, the pilot will be unable iary plenums, then on to the passenger section. Air
to control the temperature except by modulation circulation through both the overhead ducting and
of the left throttle. Reducing power on the left underfloor ducting can be increased by actuating
engine will reduce the temperature and volume of the overhead fan and defog fans, respectively.
air entering the cabin.

11 AIR CONDITIONING
Operation tions: HI, OFF, and LOW. The pilots’ footwarmer

outlet must be closed to obtain maximum defog-
With the engines operating, selecting a source of ging at the windshields. When the footwarmer
bleed air for the ACM with the PRESS SOURCE outlet is closed, a side window defog valve is also
selector provides conditioned air to the cabin closed, preventing moist air from finding its way
(excluding EMER and OFF positions). The air into the area between the side windowpanes and
flows from the water separator through ducting to condensing as it meets the cold-soaked outer pane
the cabin, passing through a check valve at the aft of glass.
pressure bulkhead.
The temperature of the air in the supply duct deter- SUPPLEMENTAL COCKPIT
mines the position of the recirculating air inlet door. VENTILATION
At temperatures below 38°C (100°F), the door is
fully closed and conditioned air flows through both Two fans (one fan on some airplanes) are installed
the overhead and underfloor distribution ducts. in the forward cabin divider: one in the right divider
With a temperature above 38°C (100°F), the door and one in the left divider except on airplanes with
is fully open; all of the hot air from the ACM is a forward deluxe refreshment center. Air flows
diverted to the underfloor ducting system. Air from from the passenger compartment through the fans
the overhead ducts is now recirculated cabin air to the crew compartment. Figure 11-9 shows the
only, which is cooler than the air coming from the cockpit ventilation fan outlets.
ACM. The air flowing through the overhead duct-
ing is distributed and controlled by manipulation
of the individual Wemac outlets. Increased airflow
through these Wemac outlets can be obtained by
selecting HI or LOW with the OVHD fan switch
on the copilot’s instrument panel. The baggage
compartment smoke detector duct is also attached
to the overhead fan duct, which requires the fan to
be operating any time the aft cabin baggage/toilet
area is unoccupied and the privacy curtain is closed
(UNs 0002 through 0626). On UNs 0627 and sub-
sequent, this requirement has been eliminated.
The air that flows to the underfloor ducting is divid-

ed by the flow divider assembly. Part of the air flows Figure 11-9. Cockpit Fan Outlets
to the flight compartment and part to the passen-
ger footwarmer and armrest warmer manifolds. The fans are controlled by the OVHD fan switch
The position of the flow bias valve is determined located on the copilot’s panel (Figure 11-10). The
by the AIR FLOW DISTR selector (Figure 11-8). switch has three positions: HI, OFF, and LOW.
It is a five-position selector that allows selection
of increased or decreased airflow to the cabin or
cockpit. For example, selecting the CKPT posi-
tion diverts most of the air to the flight compart-
ment, while selecting CABIN diverts most of the
air to the armrest and footwarmer manifolds. Using
the defog fan in conjunction with the flow divider
increases the airflow to the flight compartment.
Maximum flow can be obtained by selecting CKPT
with the AIR FLOW DISTR selector and selecting
HI with the defog fan switch. The defog fan switch
is located adjacent to the overhead fan switch on
the copilot’s instrument panel and has three posi-

11 AIR CONDITIONING
Operation
The FLOOD COOLING control switch (Figure
11-12) is located next to the pressurization control-
ler on the center panel in the cockpit. It is a two-
position switch labeled ON and OFF.
Figure 11-10. OVHD Fan Switch
OPTIONAL FLOOD COOLING

General
The flood cooling system provides an air outlet
grille on the upper aft pressure bulkhead to supply Figure 11-12. FLOOD COOLING Switch
a high volume of cool air directly from the ACM
(Figure 11-11). It bypasses the normal overhead
and underfoot duct system and eliminates the heat- When the FLOOD COOLING switch is in OFF, the
ing of the conditioned air by the hot-soaked distri- conditioned air is directed through the normal dis-
bution ducting. It is intended for cooling purposes tribution system. When the switch is placed to the
only and may be used only below 10,000 feet. ON position, the conditioned air is blocked off from
The right generator must be operable to power the the normal distribution system; all conditioned air
system. is directed into the flood cooling duct.
Installed in the flood duct is a DC-powered axial

blower which increases the flow of air. At low
power settings, with the FLOOD COOLING switch
selected ON, the ACM does not supply enough
conditioned air to the blower, so it draws in ambi-
ent air from the tail cone and mixes it with the
conditioned air.
As the engine power is increased, thus increasing

the supply of conditioned air, the ambient air check
valve closes. All of the air entering the cabin is then
conditioned air.
Figure 11-11. Flood Cooling Outlet

11 AIR CONDITIONING
The flood cooling control is wired directly to the

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

Figure 11-13. Freon System Control Panel
CONDITIONING (ZEPHYR)
General The aft blower may be operated in high or low
speed or turned off, depending on the AFT FAN
An optional Freon air-conditioning system is avail- switch position (HI, LO, or OFF). The blowers may
able as a factory installation (Fort Worth Airworks be used at any time to increase ventilation.
Freon STC). The Freon air conditioner assists in
rapid cooling of the airplane. It is usable on the Placing the MODE switch in A/C powers the
ground and up to an altitude of 18,000 feet. This compressor and the forward blower. The twist
unit delivers 16,500 BTUs of cold air through dual dimmable COMP ON light illuminates any time
evaporators and dual blower fans. The outlet blower the compressor is operating. The system may not
ducts are located on the floor in the aft cabin and be used in the A/C mode above 18,000 feet. The
the forward cabin. aft blower may be operated in high or low speed or
turned off in A/C mode.
These outlets are louvered to direct cold air forward
from the aft cabin outlet, and both forward and aft A ground auxiliary power unit or both generators
from the forward cabin outlet. The forward outlet must be on line to operate the air-conditioning sys-
directs air into the cockpit and into the cabin. tem. The system draws approximately 90 amperes
with the compressor operating. A 15-ampere circuit
The Freon compressor is located in the tail cone. breaker for the Freon system is located on the left
The total air-conditioning package weighs approxi- circuit-breaker panel in the cockpit.
mately 85 pounds and has a negligible effect on
airplane CG due to location of the compressor and
associated components.
LIMITATIONS
Operation For specific information on limitations, refer to the
The Freon air-conditioning control panel is located FAA-approved Aircraft Flight Manual.
on the copilot’s instrument panel (Figure 11-13).
The MODE switch, with positions labeled A/C,
FAN, and OFF, controls power to the system. EMERGENCY/
Two fan switches, labeled AFT FAN and FWD
FAN, control blower speeds. An amber COMP ABNORMAL
ON light, when illuminated, indicates compressor
engagement. For specific information on Emergency/Abnormal
Placing the MODE switch in the FAN position turns
on the forward blower and leaves the compressor
off (COMP ON light is out). The forward blower
may be operated in high or low speed, depending
on the FWD FAN switch position (HI or LO).

11 AIR CONDITIONING
QUESTIONS
1. When controlling the cabin temperature with 6. The source of bleed air when the EMER
the manual temperature switch, the mixing PRESS ON annunciator is illuminated in flight
valve is positioned from full hot to full cold is:
in approximately: A. Either the left or right engine
A. 18 seconds B. The left engine only
B. 6 seconds C. The right engine only (provided that the
C. 3 seconds GND position is not selected)
D. 10 seconds D. Ram air
2. The AIR DUCT O’HEAT annunciator light 7. The OAT is 90°F; as the airplane passes
illuminates when the: through 4,000 feet on climbout, the EMER
A. ACM shuts down. PRESS ON light illuminates, and the noise
level in the cockpit increases:
B. Temperature of air in the duct to the cabin
is excessive. A. The ACM has shut down due to an over-
C. Temperature of the air going to the wind- heat; select EMER with the PRESS
shield is excessive. SOURCE selector and a cooler temper-
ature with the automatic temperature
D. EMER source is selected unless the left
selector.
throttle is retarded.
B. The ACM has shut down; turn the PRESS
SOURCE selector OFF, and call for the
3. If the ACM overheat switch has activated and
checklist.
the ACM has shut down, it may be reset by
placing the PRESS SOURCE selector in: C. The ACM has shut down due to an over-
heat; adjust to a warmer temperature,
A. EMER select EMER with the PRESS SOURCE
B. GND selector, and call for the checklist.
C. NORMAL D. The ACM has not shut down; select MAN
D. Either LH or RH and full cold to cool it down, thus prevent-
ing damage.
4. Selecting the HI position with the OVHD fan
switch:
A. Increases the airflow from the o verhead
ducts
B. Increases airflow from the underfloor
ducts
C. Increases the airflow in the windshield
defog system
D. Keeps the toilet area ventilated
5. Closing the footwarmers on descent:

A. Cuts off airflow to the windshields
B. Cuts off all fresh air to the side windows
C. Increases airflow to the side windows for
defogging on descent
D. Results in side window fogging

11 AIR CONDITIONING

CHAPTER 12
PRESSURIZATION
CONTENTS
INTRODUCTION................................................................................................................ 12-1
12 PRESSURIZATION
GENERAL ........................................................................................................................... 12-1
SYSTEM DESCRIPTION.................................................................................................... 12-2
Pressurization Controller............................................................................................... 12-2
Outflow Valves............................................................................................................... 12-4
OPERATION................................................................................................................. 12-4
LIMITATIONS...................................................................................................................... 12-5
QUESTIONS........................................................................................................................ 12-6
ILLUSTRATIONS
Figure Title Page
12-1. Pressurization System - In Flight Mode (Deenergized)........................................ 12-3
12-2. Pressurization Controls and Indicators.................................................................. 12-4
12-3. Manual Emergency Dump Valve........................................................................... 12-4

12 PRESSURIZATION

CHAPTER 12
PRESSURIZATION
12 PRESSURIZATION
INTRODUCTION
The pressurization system on the Citation II is used to maintain a lower cabin (pressure vessel)
altitude than actual airplane altitude. This is accomplished by controlling the amount of air
allowed to escape overboard from the cabin. On the Citation II, the pressurization and air-
conditioning systems employ a common airflow; therefore, cabin pressurization is accomplished
with conditioned air.
GENERAL
Two elements are required to provide cabin pres- The cabin pressure control system includes a
surization. One is a constant source of air. The other pressure controller, two outflow valves, two cabin
is a method of controlling the flow of air out of the altitude limit valves, two maximum differential
airplane to achieve the desired differential pressure pressure valves, and a pneumatic relay. An emer-
and resultant cabin altitude. In the Citation II, the gency dump valve and a regulated vacuum supply
inflow of air to the cabin is fairly constant (through complete the cabin pressure control system.
a wide range of engine power settings), and the out-
flow of air is controlled by the two outflow valves
located on the aft pressure bulkhead.

Cabin pressurization is obtained by releasing con- The three solenoid air valves are connected to
ditioned air under pressure into the fuselage and the airplane electrical system through the NORM
limiting the rate at which the air is exhausted to PRESS circuit breaker on the left circuit-breaker
the atmosphere. The purpose of the pressurization panel. Ground for the valves’ circuitry is complet-
control system is to keep the cabin of the airplane ed through two parallel throttle switches on the
as near sea level pressure as possible throughout aft quadrant and the left gear squat switch. These
the varying altitudes during flight. The pressur- three solenoid valves are further discussed under
ized area of the airplane can be maintained at sea Operation.
level pressure up to a flight altitude of approxi-
12 PRESSURIZATION
mately 23,000 feet and at a pressure altitude of It is the function of the controller to meter control
approximately 8,000 feet while the airplane is air (vacuum) to the outflow valves so that desired
at 43,000 feet. These pressures impose a normal cabin altitude and rate of climb are achieved. The
cabin-to-atmosphere pressure differential up to 8.8 controller consists of two chambers separated by
psi on the airplane structure. a movable diaphragm. One chamber senses cabin
pressure while the other chamber references ambi-
Ram air is used to provide positive pressure to the ent pressure outside the pressure vessel. Pressure
tail cone (relative to outside static pressure) to pre- differences between the two chambers, resulting
clude entry of any external fluids. from changes in altitude, cause the diaphragm to
move and route control air to the pneumatic relay.
SYSTEM DESCRIPTION The pneumatic relay amplifies this signal and, in
turn, controls the two outflow valves. Cabin pres-
sure is then increased or decreased until equilib-
PRESSURIZATION rium between the two chambers is established.
CONTROLLER Desired cabin altitude is selected by rotating the
cabin altitude selector knob. This applies a spring
The pressurization control system uses a variable bias to the movable diaphragm and changes the
isobaric controller to drive two identical outflow pressure between the two chambers causing cabin
valves through a compensated pneumatic relay pressure altitude to climb or descend.
(Figure 12-1). Both outflow valves modulate the
flow of air discharging from the cabin during nor- The rate at which the cabin climbs or descends is
mal operation. Either or both valves open auto- controlled by the cabin rate knob. This valve bleeds
matically if required to provide positive pressure air between the two sealed chambers and, in con-
relief protection. Each valve is connected to a junction with an isobaric bellows, determines the
cabin altitude limit control unit, which automati- rate at which the spring pressure is applied to the
cally overrides any pressurization control system movable diaphragm when a new cabin altitude is
failure that would cause cabin altitude to exceed selected.
13,000 ±1,500 feet.
The cabin altimeter and cabin rate-of-change indi-
The system incorporates three solenoid valves that cators are located on the center pedestal, adjacent
are functional primarily during ground operations to the pressurization controller (Figure 12-2). The
(Figure 12-1). Solenoid A, located on the con- cabin altimeter presents existing cabin altitude on
troller, is a normally open valve that is energized the outer scale and pressure differential on the inner
closed when either or both throttles are above 85% scale. The pressure differential needle indicates
N2 and the airplane is on the ground. This valve multiple malfunctions of the outflow system if a
remains closed during the takeoff roll to disable the pressure differential in excess of 8.8 psi is shown
rate-control function of the controller and allow the on the gage. The cabin rate-of-change indicator
pneumatic relay to control pressurization. shows the rate at which the cabin is ascending or
descending.
Solenoids B and C are two-way, two-position, nor-
mally closed valves. The valves are energized open
when either throttle is below 80% N2 and the air-
plane is on the ground.

LEGEND
Revision 0.3
BLEED AIR
AMBIENT AIR
VACUUM
CONTROL AIR
AMBIENT
AIR
MAX DIFFERENTIAL
PRESSURE VALVE
AUXILIARY
VOLUME PNEUMATIC
TANK RELAY
CABIN ALTITUDE
LIMIT VALVE
“B”
VALVE “C”
N.C. VALVE CABIN ALTITUDE
N.C. LIMIT VALVE
“A”
VALVE
N.O.
MANUAL
DUMP
VACUUM VALVE
EJECTOR

BLEED AIR
MAX DIFFERENTIAL
PRESSURE VALVE
AMBIENT
AIR
12-3
Figure 12-1. Pressurization System - In Flight Mode (Deenergized)
12 PRESSURIZATION
12 PRESSURIZATION
Figure 12-2. Pressurization Controls

and Indicators
OUTFLOW VALVES
Figure 12-3. Manual Emergency
There are two forces at work on the outflow valves Dump Valve
at all times. The first is a spring which is always
attempting to close the respective valve, restrict-
ing the outflow of air and causing the cabin to The outflow valves are calibrated to regulate cabin
descend, or pressurize. Offsetting this spring is the differential pressure at 8.7 ±0.1 psi. During taxi
control air (vacuum) regulated by the cabin pres- mode operation, vacuum through solenoid “C” is
sure controller and amplified by the pneumatic routed to fully open both outflow valves, assuring
relay. This tends to pull the outflow valve off the the airplane is depressurized during all ground
seat allowing air to escape, climbing, or depressur- operations. This is accomplished by solenoid valve
izing, the cabin. In the event that control vacuum “C” being energized open by the left squat switch
should exceed limits due to a malfunction, cabin and either or both throttles being below 80% N2
altitude limit valves are provided to prevent cabin (Figure 12-1).
altitude from exceeding 13,000 ±1,500 feet. If the
control vacuum exceeds the barometric reference OPERATION
in the cabin altitude limit valves, they open and
allow cabin air to enter the control air line, reduc- Prior to takeoff, the desired cruise altitude plus
ing the vacuum. This causes the out-flow valves to 1,000 feet is selected on the pressurization con-
move toward the closed position and reestablish troller dial labeled ACFT (Figure 12-2). Cabin
cabin pressure. A manual emergency dump valve altitude at this cruise altitude is then displayed on
(Figure 12-3) located in the vacuum line can be the adjacent scale labeled CABIN. Position the rate
utilized to route vacuum directly to the outflow control selector so that the pointer falls within the
valves and dump all cabin pressure in case of an nominal white arc.
in-flight emergency.
The dump valve lever is covered by a guard to pre-

vent accidental operation.

During the takeoff roll, advancement of the throttles However, if the airplane vacuum system fails,
above 85% N2 causes the three solenoid valves to the pressure controller becomes inoperative, the
close, moving the outflow valves into the control- outflow valves close, and the cabin pressure is
ling range and trapping ambient pressure for refer- maintained at 8.7 psid (full differential) by the dif-
ence by the pneumatic relay. This action removes ferential pressure limiters installed in each outflow
applied airplane vacuum from the outflow valves (C valve. Partial depressurization may be accom-
closed), permitting the pneumatic relay to assume plished by selecting LH or RH on the source selec-
control (B closed). The result is that the outflow tor and reducing the appropriate throttle. This cuts
valves are positioned partially closed, allowing source air from 12ppm (156 cu ft per minute) to
12 PRESSURIZATION
the cabin to prepressurize to approximately 60 less than 6ppm (78 cu ft per minute) flow rate. Full
feet below field pressure altitude. The rate control depressurization is completed by selecting OFF on
function of the controller is disabled (A closed) to the source selector which stops all air flow into the
provide the pneumatic relay with a field altitude pressure vessel. This allows existing differential
pressure as a reference signal during takeoff roll, pressure to moderately leak out to achieve zero
until lift-off. The net result is that the outflow valves differential pressure before touchdown.
and control elements are in the controlling position
at lift-off and provide sufficient pressurization to
prevent a pressure bump at lift-off. After lift-off, all
solenoids are deenergized (A open, B and C closed)
LIMITATIONS
and normal control of cabin pressurization and rate
is returned to the controller.
When preparing to land, the crew should select
200 feet above the landing field pressure altitude
on the controller and a rate compatible with the EMERGENCY/
intended rate of descent. When the cabin reaches
the selected altitude, the system maintains the cabin ABNORMAL
at 200 feet above field pressure altitude until the
airplane descends below this level. The valves are For specific information on Emergency/Abnormal
controlled open as the airplane passes through the procedures, refer to the FAA-approved AFM.
200-foot level, assuring an unpressurized cabin
during landing.
At touchdown, with the throttles at less than the

80% N2 position, the left landing gear squat switch
opens solenoid valve C. With the airplane previ-
ously unpressurized, the full-open signal provided
by the solenoid valve has little effect. This fea-
ture ensures the cabin is unpressurized for ground
operations.
Since the only electrical circuit involved in the

pressurization system is the takeoff and landing
function of the squat switch and throttle switches,
loss of electrical power does not affect the ability
to pressurize or depressurize the airplane in flight.

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

A. Fail-safes open if electrical power is lost
B Is effective whether vacuum is available or
not
C. Is intended for ground use only in the
event of a vacuum failure
D. Depends upon vacuum to have any effect
on pressurization

CHAPTER 13
HYDRAULIC POWER SYSTEM
CONTENTS
INTRODUCTION................................................................................................................ 13-1
GENERAL ........................................................................................................................... 13-1
MAJOR COMPONENTS..................................................................................................... 13-2
Reservoir....................................................................................................................... 13-2
Pumps............................................................................................................................ 13-2
System Bypass Valve..................................................................................................... 13-2
Firewall Shutoff Valves.................................................................................................. 13-2
13 HYDRAULIC POWER
Filters............................................................................................................................. 13-4
SYSTEM
Flow Switches............................................................................................................... 13-4
Operation....................................................................................................................... 13-5
HYDRAULIC SUBSYSTEMS............................................................................................ 13-5
LIMITATIONS...................................................................................................................... 13-5
QUESTIONS........................................................................................................................ 13-6

13 HYDRAULIC POWER
SYSTEM

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

13 HYDRAULIC POWER
SYSTEM

CHAPTER 13
HYDRAULIC POWER SYSTEM
13 HYDRAULIC POWER
SYSTEM
INTRODUCTION
The Citation II hydraulic system is pressurized by two engine-driven pumps, one on each engine.
The system provides pressure for three subsystems: landing gear, speedbrakes, and optional thrust
reversers. System operation is monitored by annunciator lights.
GENERAL
The hydraulic system is classified as “open center”, The reservoir is pressurized to provide an adequate
bypassing pump output to return with essentially supply of fluid to the pumps under all operating
no buildup of pressure. Fluid bypassing ceases and conditions. Fluid is filtered prior to entering a sub-
pressure is provided when operation of a subsys- system and enroute to the reservoir.
tem is initiated.
Annunciator lights warn of low fluid level in the
The pumps are supplied with fluid through electric reservoir, low hydraulic pressure, and indicate
motor-operated firewall shutoff valves controlled when the system is pressurized. (All annunciators
from the cockpit. are shown in the Annunciator Panel section.)

The wheel brake system is hydraulically powered PUMPS

by a separate, completely independent hydraulic
system. The constant-volume gear pumps, driven by the
accessory section of the engines, are rated at 3.25
gpm each. The pumps are in operation when the
MAJOR COMPONENTS engines are operating. Either pump is capable of
operating all subsystems.
RESERVOIR SYSTEM BYPASS VALVE

The reservoir (Figure 13-3) is mounted in the tail
The solenoid-operated system bypass valve is the
cone area on the engine carry-through beams. It is
heart of the system. It is spring-loaded open to
pressurized to 15–16 psi by hydraulic system pres-
route pump output to the return line. When ener-
sure applied to a small piston in the reservoir neck.
gized by selecting the operation of a subsystem,
When the hydraulic system is not under pressure,
the valve electrically closes and hydraulic pressure
an internal spring provides 2.7–4.0 psi pressure
is produced. If electrical power is interrupted, the
on the fluid.
valve fails open. A mechanical relief valve in par-
allel with the bypass valve maintains the system
A visual fluid level indicator on the aft end indi-
pressure at a maximum of 1,500 psi.
cates FULL when properly serviced with 0.5 gallon
of fluid, OVERFULL at 0.65 gallon, or REFILL
13 HYDRAULIC POWER
at 0.2 gallon. If the fluid level drops to 0.2 gallon, FIREWALL SHUTOFF VALVES
the amber HYD LEVEL LO annunciator illumi-
nates. Checking reservoir fluid level is an exterior A hydraulic firewall shutoff valve is installed in the
SYSTEM
inspection item. A relief valve on top of the res- supply line to each hydraulic pump. The valves are
ervoir opens at approximately 30 psi to prevent electric motor operated and are controlled by ENG
over-pressurization. It can be manually opened for FIRE switchlights on the glareshield (Figure 13-2).
bleeding or fluid release.
The valves are normally kept open and are closed
To service the reservoir, pressurizing equipment only in the event of an engine fire or to perform
such as a hydraulic mule or hand-operated pump maintenance tests. Valve closing is indicated by
must be used. Servicing connections are provided illumination of the respective amber F/W SHUT-
on the right underside of the fuselage below the OFF (L or R) annunciator.
right engine (Figure 13-1).
Figure 13-2. ENG FIRE Switchlights
Figure 13-1. Hydraulic Servicing

Connections

RELIEF
VALVE
LOW FLUID
SUCTION SWITCH
RETURN/DRAIN
REFILL FULL
VENT
RELIEF
PISTON VALVE
SPRING
MANUAL
PRESSURE
RELEASE LOW FLUID
LEGEND
SWITCH
PRESSURE
ER
OVULL
SUPPLY FU
LL
F
ELECTRICAL
L
FIL
RE
13 HYDRAULIC POWER
FLUID LEVEL
SUCTION
SYSTEM
INDICATOR
RESERVOIR
PRESSURIZATION
RETURN/DRAIN
SUCTION
Figure 13-3. Hydraulic Reservoir

FILTERS FLOW SWITCHES

The system incorporates three fluid filters, two for A flow switch installed in each pump pressure line
filtering fluid leaving the pumps and one for filter- controls the L/R HYD PRESS LO annunciator.
ing return fluid prior to entering the reservoir. Each As flow from a pump exceeds 1.33 gpm, a circuit
filter incorporates a bypass valve that opens at 100 opens to extinguish the applicable annunciator.
psid if the filter element clogs. There is no cockpit Decreasing flow to 0.35–0.55 gpm will close the
indication of any filter bypass. circuit, illuminating the annunciator. A check valve
in the flow switch prevents backflow into the pump.
FLOW FLOW
SWITCH SWITCH
F F
LANDING
GEAR
13 HYDRAULIC POWER
SPEED-
BRAKES
SYSTEM BYPASS
SYSTEM
VALVE
FILTER FILTER
THRUST
REVERSER
P
RELIEF
VALVE
FILTER
HYD FIREWALL FIREWALL HYD

SHUTOFF SHUTOFF PUMP
LEGEND PUMP
VALVE VALVE
PRESSURE
SUPPLY
RESERVOIR
RETURN
Figure 13-4. Hydraulic System Schematic

On UNs 0002 through 0049, the flow switch incor- Depressing an ENG FIRE switchlight closes the
porates a differential pressure switch. When a dif- hydraulic shutoff valve and the fuel shutoff valve
ferential pressure of 25 psi or more exists, the for that engine, which illuminates the respective
pressure switch will close to illuminate the amber L/R F/W SHUTOFF annunciator light. In addi-
HYD PRESS LO annunciator related to the pump tion, the generator is electrically disconnected as
that has low pressure when the system is in “open the field relay trips, the fire-extinguishing system
center” mode. When the system is fully pressurized is armed and the thrust reverser isolation valve is
(1,500 psi), a differential of 170 psi or more will disabled.
cause the pressure switch to illuminate the light. In
this system, both HYD PRESS LO lights cannot
be on simultaneously.
HYDRAULIC
OPERATION SUBSYSTEMS
When an engine is started, the pump draws fluid Hydraulically powered subsystems include landing
from the reservoir through the normally open fire- gear, speedbrakes, and optional thrust reversers.
wall shutoff valve (Figure 13-4). Three hydraulic subsystems are presented in
Chapter 14, Landing Gear and Brakes, in Chapter
Pump output flow, through the flow switch, opens 15, Flight Controls, and in Chapter 7, Powerplant.
a circuit to extinguish the L/R HYD PRESS LO
light.
13 HYDRAULIC POWER
Assuming that no subsystem is being operated, the
LIMITATIONS
SYSTEM
deenergized system bypass valve is open, bypass- For specific information on limitations, refer to the
ing pump output to return. As the second engine is FAA-approved Aircraft Flight Manual.
started, the remaining HYD PRESS LO annuncia-
tor is extinguished.
When the operation of any subsystem is initiat- EMERGENCY/

ed, a circuit is completed to energize the system
bypass valve to the closed position (closed cen-
ABNORMAL
ter). As pressure increases, the HYD PRESS ON For specific information on Emergency/Abnormal
annunciator illuminates. System pressure is lim- procedures, refer to the FAA-approved AFM.
ited to 1,500 psi as the system relief valve opens.
When the selected operation is completed, the cir-
cuit to the system bypass valve opens. The deen-
ergized valve spring-loads to the open position,
again bypassing pump output to return. The system
depressurizes, and the HYD PRESS ON annuncia-
tor goes out. The system remains in the essentially
unpressurized (open center) condition until another
subsystem is selected for operation.
When an engine is shut down, the applicable HYD

PRESS LO annunciator illuminates. With both
engines shut down, both HYD PRESS LO annun-
ciators illuminate. Loss of a pump during system
operation is indicated by illumination of the appli-
cable annunciator.

QUESTIONS
1. The system bypass valve is: 6. The reservoir quantity indicator is located:
A. Spring-loaded closed A. In the right forward baggage compartment
B. Spring-loaded open B. On the copilot’s instrument panel
C. Energized closed C. On the right engine near the oil filter
D. Both B and C D. In the tail cone area
2. Depressing an ENG FIRE switchlight: 7. Reservoir fluid level below 0.2 gallon is indi-
A. Shuts off hydraulic fluid to the pump cated by illumination of the:
B. Trips the generator field relay A. L or R HYD LEVEL LO annunciator
C. Arms the fire-extinguishing system B. HYD PRESS ON annunciator
D. All of the above C. HYD LEVEL LO annunciator
D. HYD PRESS LO annunciator
3. Closing of a hydraulic firewall shutoff valve is
indicated by: 8. Hydraulic system operation is indicated by
A. A warning horn illumination of the:
B. Illumination of the applicable F/W SHUT- A. HYD LEVEL LO annunciator
13 HYDRAULIC POWER
OFF annunciator if the fuel shutoff valve B. HYD PRESS ON annunciator

also closes C. L or R HYD LEVEL LO annunciator
SYSTEM
C. Illumination of the HYD PRESS ON D. HYD PRESS LO annunciator

annunciator
D. None of the above 9. Of the following statements concerning the
hydraulic system, the correct one is:
4. When using one of the subsystems, if normal A. The HYD PRESS ON annunciator illumi-
DC power is lost, the system bypass valve: nates any time the engine-driven pumps
A. Spring-loads to the closed position are operating.
B. Is not affected B. A HYD PRESS ON annunciator illumi-
C. Spring-loads to the open position nating while the gear is extending may
D. None of the above indicate a failed hydraulic pump.
C. The HYD LEVEL LO annunciator illumi-
5. The hydraulic system provides pressure to nates whenever reservoir fluid level is 0.5
operate the: gallon.
D. A HYD PRESS LO a nnunciator
A. Landing gear, speedbrakes, and thrust
illuminating may indicate a failed hydrau-
reversers
lic pump.
B. Landing gear and speedbrakes only (all
airplanes)

C. Antiskid brakes, landing gear, and flaps
D. Speedbrakes, landing gear, and wheel
brakes

10. The thrust reversers:

A. May be deployed only when the throttles
are in IDLE
B. Must have both emergency stow switches
in EMER for takeoffs to guard against
inadvertent deployment during that criti-
cal phase of flight
C. May be left in idle reverse until the a irplane
is brought to a full stop
D. Both A and C
13 HYDRAULIC POWER
SYSTEM

13 HYDRAULIC POWER
SYSTEM

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
INTRODUCTION................................................................................................................ 14-1
GENERAL ........................................................................................................................... 14-1
LANDING GEAR................................................................................................................ 14-2
General.......................................................................................................................... 14-2
Controls and Indicators................................................................................................. 14-4
Operation.................................................................................................................... 14-10
NOSEWHEEL STEERING............................................................................................... 14-10
BRAKES............................................................................................................................ 14-11
General....................................................................................................................... 14-11
Operation.................................................................................................................... 14-12
Emergency Brakes...................................................................................................... 14-14
LIMITATIONS................................................................................................................... 14-14
14 LANDING GEAR
QUESTIONS..................................................................................................................... 14-15
AND BRAKES


14 LANDING GEAR
AND BRAKES

ILLUSTRATIONS
Figure Title Page
14-1. Right Main Gear and Door.................................................................................... 14-2
14-2. Main Landing Gear Actuator................................................................................. 14-3
14-3. Nose Landing Gear and Doors.............................................................................. 14-4
14-4. Nosewheel Spin-Up System.................................................................................. 14-5
14-5. Landing Gear Control Panel.................................................................................. 14-5
14-6. Landing Gear Handle Locking Solenoid and Switches......................................... 14-5
14-7. Gear Position Indications....................................................................................... 14-6
14-8. Landing Gear Schematic - Retraction................................................................... 14-7
14-9. Landing Gear Schematic - Extension.................................................................... 14-8
14-10. Landing Gear Schematic - Emergency Extension................................................. 14-9
14-11. Park Brake Handle.............................................................................................. 14-12
14-12. Antiskid Power/Emergency Brake System......................................................... 14-13
14 LANDING GEAR
AND BRAKES


14 LANDING GEAR
AND BRAKES

CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The Citation II landing gear is electrically controlled and hydraulically actuated. When retracted,
the nose gear and the struts of the main gear are enclosed by mechanically actuated doors. The
14 LANDING GEAR
main gear wheels remain uncovered in the wheel wells. Gear position and warning are provided
AND BRAKES
by colored indicator lights and a warning horn.
Nosewheel steering is mechanically actuated through linkage from the rudder pedals. A self-
contained shimmy damper is located on top of the nose gear strut.
Power braking is provided with or without antiskid. Emergency braking is also provided.
GENERAL
Each inboard-retracting main gear utilizes two Gear position indication is provided by one red and
hydraulic actuators—one for gear actuation and three green position indicator lights on the land-
one for uplock release. Two hydraulic actuators ing gear control panel. In addition, a warning horn
perform identical duties for the forward-retracting sounds when throttle or flap and gear position are
nose gear. An electrically positioned control valve not compatible.
directs hydraulic pressure for gear operation.

The mechanically actuated nosewheel steering

system is actuated by cable linkage from the rud-
der pedals. The system is enabled with the gear
extended, on or off the ground. Nose gear centering
is accomplished mechanically during retraction.
The power brake system uses a separate hydraulic

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

strut, two hydraulic actuators, torque links, a land- The nose gear assembly (Figure 14-3) includes a
ing light, a single wheel with a multiple disc brake, strut, two hydraulic actuators, torque links, a single
and a squat switch on the left main gear only that wheel, and a self-contained shimmy damper.
senses in-flight/on-ground conditions. If the air-
plane is equipped with thrust reversers, a squat The nose gear is held in the retracted position by a
switch is also installed on the right main gear. spring-loaded/hydraulic uplock mechanism that is
released by a hydraulic actuator prior to gear exten-
The main gear is locked in the retracted position sion. When the gear is extended, an internal locking
by a spring-loaded/hydraulic uplock actuator. Prior mechanism in the gear actuator engages to lock the
to extension, this uplock actuator must be released gear down. This locking device is similar to the one
by hydraulic pressure before the hydraulic pressure in the main gear actuator. No external downlock
can reach the main hydraulic actuator to extend the pin is required for the nose gear. The nose gear is
gear. When the gear is extended, an internal locking mechanically centered during retraction.
mechanism within the main gear actuator engages
the mechanical locking ring (Figure 14-2).

VISUAL
INDICATOR
(NOT LOCKED)
LEGEND
PNEUMATIC EXTENSION
RETRACTED
HYDRAULIC EXTENSION
HYDRAULIC RETRACTION
VISUAL
INDICATOR
(LOCKED)
RETRACT
PORT
PNEUMATIC HYDRAULIC
EXTEND EXTEND
PORT PORT
14 LANDING GEAR
AND BRAKES
LOCKING
PISTON PISTON
LOCKING
RING
EXTENDED AND LOCKED
Figure 14-2. Main Landing Gear Actuator

The pilot’s (left) WINDSHIELD BLEED AIR

valve control may be turned on during approach
if rain removal or anti-icing is desired; howev-
er, wheel acceleration rate will be reduced. As
the nosewheel touches down, position the NOSE
WHEEL SPIN-UP control to OFF.
During operation of the spin-up system, engine

power should be above 60% N2 to ensure adequate
bleed air.
CONTROLS AND INDICATORS

The landing gear is controlled by the LDG GEAR
control handle to the left side of the center panel
(Figure 14-5). Gear position is shown by one red
and three green indicator lights on the gear control
Figure 14-3. Nose Landing Gear
panel. A warning horn provides warning of abnor-
and Doors
mal conditions.
Three doors are actuated by nose gear movement Controls

to completely enclose the nose gear and wheel at The LDG GEAR control handle actuates switches
retraction. The two forward doors are closed with to complete circuits to the extend or retract sole-
the gear extended or retracted and are open only noid of the gear control valve. On the ground,
during gear transit. The aft door remains open with a spring-loaded plunger holds the handle in the
the gear extended. The nose gear tire incorporates a DOWN position, preventing inadvertent move-
chine to deflect water away from the engine inlets ment of the handle to the UP position (Figure
during takeoff, landing and taxi operations. 14-6). The DC power for the gear position indica-
tor lights, warning horn, and the locking solenoid
Nosewheel Spin-Up System on the gear handle is through the LDG GEAR cir-
cuit breaker on the left circuit-breaker panel. (This
An optional gravel runway system is available to circuit breaker is in the WARNING section of the
14 LANDING GEAR
reduce gravel spray at nosewheel touchdown. On panel and should not be confused with the GEAR
AND BRAKES
airplanes so equipped, the nosewheel spinup is ini- CONTROL circuit breaker in the SYSTEMS sec-
tiated by positioning the W/S BLEED air switch tion of the same panel.)
to either the LOW or the HI position, the WIND-
SHIELD BLEED AIR valve controls to OFF, and Airborne, with the left main gear squat switch in
the NOSE WHEEL SPIN-UP control to ON (Fig- the in-flight position, the locking solenoid is ener-
ure 14-4). This directs engine bleed air to the sys- gized to retract the plunger. This frees the handle
tem for wheel spin-up. for movement to the UP position.
Within 90 seconds, the N/W RPM indicator should This safety feature cannot be overridden. If the
illuminate green as wheel speed increases into the solenoid fails or electrical power is lost, the gear
1,600–2,400 rpm range. Maintain wheel speed handle cannot be moved to the UP position.
within this range by adjusting the NOSE WHEEL
SPIN-UP control. Overspeed is indicated by the The gear handle must be pulled out of a detent prior
N/W RPM indicator changing from green to red. to movement to either the UP or DOWN position.

Figure 14-4. Nosewheel Spin-Up System
PLUNGER
RETRACT SWITCH
EXTEND SWITCH
14 LANDING GEAR
AND BRAKES
LOCKING FW
SOLENOID D
Figure 14-6. Landing Gear Handle Locking
Solenoid and Switches
Figure 14-5. Landing Gear Control Panel The red GEAR UNLOCKED light indicates an
unsafe gear condition. It illuminates when the gear
handle is moved out of the UP detent and remains
Indicators on until all three gear are down and locked. At
The green NOSE, LH, and RH lights on the gear retraction, the light comes on when any downlock
control panel indicate gear down and locked. As is released and remains on until all three gear are
each gear locks down, its respective green light is up and locked.
illuminated.

Normal indication with the gear down is three Warning Horn

green lights illuminated. All lights should be out
with the gear retracted. A warning horn sounds if one or more gear are not
locked down and one or both throttles are retarded
Figure 14-7 shows indicator light displays for vari- below 70% N2 rpm. On airplanes SNs 0627 and
ous gear positions. The GEAR UNLOCKED light subsequent, this only occurs when the airspeed is
and warning horn can both be tested by positioning below approximately 150 knots and either throttle
the rotary TEST switch to LDG GEAR. is below 70% N2. The horn can be silenced by
depressing the HORN SILENCE PUSH button on
the gear control panel (Figure 14-5) or a switch on
the pilot’s control wheel.
DOWN AND LOCKED UP AND LOCKED

14 LANDING GEAR
AND BRAKES
NOSE GEAR NOT ONE OR MORE GEAR

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

PRESSURE
MAIN LANDING RETURN MAIN LANDING
Revision 0.3
GEAR ACTUATOR GEAR ACTUATOR
GEAR
CONTROL LANDING GEAR
SOLENOID DUMP VALVE
VALVE
UPLOCK UPLOCK
ACTUATOR ACTUATOR
ASSEMBLY ASSEMBLY
SHUTTLE
VALVE NITROGEN
BLOWDOWN
BOTTLE
FILL
TO
BRAKES

NOSE LANDING
GEAR ACTUATOR
AUX GEAR
ASSEMBLY
CONTROL
UPLOCK
ACTUATOR
ASSEMBLY
LEGEND
SYSTEM HIGH PRESSURE
RETURN PRESSURE
EMERGENCY NITROGEN
14-7
Figure 14-8. Landing Gear Schematic - Retraction
14 LANDING GEAR
AND BRAKES
AND BRAKES
14 LANDING GEAR
PRESSURE
14-8
GEAR
SOLENOID DUMP VALVE
VALVE
UPLOCK UPLOCK
ACTUATOR ACTUATOR
ASSEMBLY ASSEMBLY
SHUTTLE
VALVE NITROGEN
BLOWDOWN
BOTTLE
FILL
TO
BRAKES

NOSE LANDING
GEAR ACTUATOR
AUX GEAR
ASSEMBLY
CONTROL
UPLOCK
ACTUATOR
ASSEMBLY
LEGEND
RETURN PRESSURE
EMERGENCY NITROGEN
Revision 0.3
Figure 14-9. Landing Gear Schematic - Extension
PRESSURE
Revision 0.3
GEAR
SOLENOID DUMP VALVE
VALVE
UPLOCK UPLOCK
ACTUATOR ACTUATOR
ASSEMBLY ASSEMBLY
SHUTTLE
VALVE NITROGEN
BLOWDOWN
BOTTLE
FILL
TO
BRAKES

NOSE LANDING
GEAR ACTUATOR
AUX GEAR
ASSEMBLY
CONTROL
UPLOCK
ACTUATOR
ASSEMBLY
LEGEND
RETURN PRESSURE
EMERGENCY NITROGEN
14-9
Figure 14-10. Landing Gear Schematic - Emergency Extension
14 LANDING GEAR
AND BRAKES
The warning horn also sounds if flaps are extended interrupted, and the valve returns to the neutral
beyond 15° with one or more gear not down and position. With pressure no longer being applied to
locked regardless of any other condition. Under the gear actuator, the internal locking mechanism
these conditions, the horn cannot be silenced. within each actuator assumes the downlocked posi-
tion, as indicated by extension of the downlock
visual indicator pins (Figure 14-2) and illumination
OPERATION of the green NOSE, LH, and RH position indicator
lights on the gear control panel.
General
In addition to energizing the gear control valve, Emergency Extension
LDG GEAR handle movement to the UP or DOWN
position also closes the hydraulic system bypass If the hydraulic system fails or an electrical mal-
valve, creating pressure as indicated by illumina- function exists in the landing gear system, the gear
tion of the HYD PRESS ON annunciator. At the uplocks can be manually released for gear free fall.
completion of either cycle, the bypass valve opens, An air bottle which is charged to 1,800 to 2,050 psi
and the HYD PRESS ON annunciator goes out. is located in the right nose baggage compartment.
This bottle is used for gear downlocking.
The DC power for the landing gear control circuit
is through the GEAR CONTROL circuit breaker Emergency extension is initiated by pulling the
located in the SYSTEMS section of the left circuit- AUX GEAR CONTROL T-handle and rotating
breaker panel. clockwise (Figure 14-10). This mechanically
releases the gear uplocks, allowing the gear to
free fall. If necessary, use the rudder to yaw the
Retraction airplane to fully extend the main gear actuators.
Placing the LDG GEAR handle in the UP position After the gear has extended, pull the round knob
energizes the retract solenoid of the gear control behind the T-handle. This releases air bottle pres-
valve. The control valve is positioned to direct pressure to the gear actuators and, at the same time,
sure to the retract side of each gear actuator and to opens a dump valve to assure a path for fluid return
preload the uplocks. The downlock mechanism in to the reservoir and to inhibit any further hydraulic
each actuator releases, and retraction begins (Fig- operation of the gear. Air pressure drives the gear
ure 14-8). actuators to the fully extended position, where they
are maintained by the internal lock mechanism in
As each gear reaches the fully retracted position, each actuator. Once the air bottle has been actuat-
ed, hydraulic operation of the gear is not possible.
14 LANDING GEAR
it is engaged by a spring-loaded uplock mecha-

AND BRAKES
nism, and an uplock switch is actuated. When all Maintenance action is required after an emergency
three uplock switches have been actuated, the gear extension to restore normal operation of the land-
control valve circuit is interrupted, and the valve ing gear. The optimum speed for this procedure is
returns to the neutral position. All position indica- 150 KIAS or less with the flaps retracted.
tor lights on the control panel are out.
Extension NOSEWHEEL STEERING

Placing the LDG GEAR handle in the DOWN Nosewheel steering is manually actuated through
position energizes the extend solenoid of the gear cables and mechanical linkage connected to the
control valve (Figure 14-9). The valve is positioned rudder pedals. Steering is operative with the gear
to direct pressure to the uplock actuators, releasing extended; with the gear retracted, rudder pedal
the gear uplocks. When the uplocks have released, movement does not deflect the nosewheel.
pressure continues to the gear actuators. As each
gear reaches the fully extended position, a down-
lock switch is actuated. When all three downlock
switches are actuated, the control valve circuit is

Normally, steering is limited by rudder pedal stops Braking is initiated by rudder pedal-actuated mas-
to 20° nosewheel deflection either side of center. A ter cylinders. If both the pilot and copilot attempt to
spring-loaded bungee in the system provides addi- apply the brakes simultaneously, the one applying
tional wheel deflection via castering accomplished the greater force on the brake pedals has control,
with application of differential engine power or since they are plumbed together in series.
braking. The nosewheel is mechanically centered
during retraction. System components include a hydraulic accumula-
tor and a reservoir pressurized by cabin air. Reser-
For towing, ensure that the flight control lock is voir fluid level and accumulator air precharge are
disengaged and should not exceed 95° nosewheel exterior inspection items.
deflection. If 95° is exceeded, the attachment bolts
will be sheared, with resultant loss of steering Use of the antiskid system permits maximum brak-
capability. ing without wheel skid under all runway conditions.
A speed transducer in each main gear wheel trans-
CAUTION mits wheel speed signals to an electronic control
box. Detection of sudden deceleration of a wheel
If the nosewheel steering bolts are (impending skid) causes the control box to com-
sheared (indicated by loss of nosewheel mand the antiskid valve to interrupt pressure being
steering with the rudder pedals), flight applied to the brakes. When the transducer signal
should not be attempted. This is due to returns to normal, braking pressure is restored to
the possibility of the nosewheel not re- the brakes. Touchdown protection is a feature of the
maining centered after takeoff even with antiskid system that prevents touching down with
the gear extended. locked brakes. The wheels must be rotating (same
speed transducer voltage) and weight-on-wheels
(squat switch) for normal operation of the power
Flying the airplane with an inoperative nosewheel brake and antiskid system. Optimum braking is
steering system can also result in v iolent nosewheel obtained by deployment of speedbrakes at touch-
shimmy. down, then firmly applying and holding the brakes
until the desired speed has been reached. Do not
Since the nosewheel deflects with rudder pedal pump the brakes.
movement any time the gear is extended, the pedals
should be centered just prior to nosewheel touch- On UNs 0002 through 0436, touchdown or locked-
down during a crosswind landing. wheel protection is not available. Allow the wheels
to spin up prior to brake application to prevent
14 LANDING GEAR
possible tire blowout. In addition, the system must
AND BRAKES
BRAKES be switched off during taxi (refer to the approved
Airplane Flight Manual). There is no test of the
antiskid system initiated by gear extension or the
GENERAL rotary test switch.
The power brake system uses a multidisc brake
assembly in each main gear wheel, powered by a NOTE
hydraulic system that is completely independent The antiskid system is not operative
of the airplane hydraulic system. The system auto- with the parking brake set.
matically maintains constant pressure for brake
operation. The brakes are normally used as anti-
skid power brakes but can be operated as power UNs 0437 and on incorporate touchdown protec-
brakes without antiskid protection. In the event that tion, locked wheel cross-over, dynamic self-test,
brake system hydraulic pressure is lost, emergency and turning differences. These airplanes may be
braking is available. taxied with the antiskid switch ON and have a
self-test.

OPERATION On the ground, test the antiskid system by

momentarily selecting ANTISKID on the rotary
With the LDG GEAR handle DOWN and main TEST switch. The ANTI-SKID INOP light should
DC power available, a pressure switch controls the illuminate and then go out in approximately 3
DC motor-driven hydraulic pump to maintain 900– seconds after the TEST switch is moved from the
1,300 psi for brake operation (Figure 14-12). An ANTISKID position. Airborne test of the system is
accumulator dampens pressure surges. The power automatically accomplished when the LDG GEAR
brakes and antiskid system receive DC power from handle is placed DOWN. Results should be the
the SKID CONTROL circuit breaker on the left same as those obtained during the on-ground test.
circuit-breaker panel. If the antiskid system fails the self-test, the ANTI-
SKID INOP light will remain illuminated.
The master cylinders are supplied with fluid from
the brake reservoir. Depressing the brake pedals
applies master cylinder pressure to actuate the Parking Brakes
power brake valve, which meters pump pressure The parking brakes can be set by applying the
to the brake assemblies in direct proportion to brakes in the normal manner and then pulling out
pedal force. the PARK BRAKE handle (Figure 14-11) on the
left lower side of the pilot’s instrument panel. This
With the ANTI-SKID switch on the LDG GEAR mechanically actuates the parking brake valve (Fig-
panel in the ON position and a groundspeed of at ure 14-12), trapping fluid in the brakes. Release the
least 12 knots, maximum braking without wheel parking brakes by pushing in the PARK BRAKE
skid is available. Any tendency of a wheel to rap- handle.
idly decelerate (skid) is detected by the wheel speed
transducer, and the antiskid valve is signaled to
momentarily dump pressure from both brakes. As
wheel speed returns to normal, dumping ceases
and pressure is once again increased in the brake
assemblies.
When the wheel speed drops below approximately

12 knots, the antiskid function disengages.
Braking on each main wheel is controlled by the

applicable master cylinder and pedal; therefore,
14 LANDING GEAR
differential braking is available.

AND BRAKES
The ANTI-SKID switch, located on the LDG

GEAR control panel, is normally in the ON posi-
tion. In the OFF position, the antiskid system is
deactivated, and the ANTI-SKID INOP annun- Figure 14-11. Park Brake Handle
ciator is on. The power brakes receive DC power
through the SKID CONTROL circuit breaker on
the left circuit-breaker panel. NOTE
Do not set the brakes subsequent to a
If a fault develops in the antiskid system, the ANTI- hard stop. Brake heat transfer to the
SKID INOP annunciator light comes on, and the wheels could melt the fusible plugs, de-
system should be switched off. Brake operation flating the tires.
remains the same except that antiskid protection is
not available. When brake system pressure drops
below 750 psi, the ANTI-SKID INOP and PWR
BRK PRESS LO annunciators will illuminate.

LEGEND
HYDRAULIC MANUAL BRAKE PRESSURE
SYSTEM
Revision 0.3
RESERVOIR SYSTEM HIGH PRESSURE
STATIC PRESSURE
EMERGENCY NITROGEN
HYDRAULIC
MASTER CYLINDERS PUMP
FILTER
FILL VALVE
P
PRESSURE ACCUMULATOR
SWITCH
ANTISKID
CONTROL
VALVE
ANTISKID
P CONTROL UNIT
MOTOR
PRESSURE SWITCH
PARKING BRAKE
VALVE

SHUTTLE
VALVE
EMERGENCY
BRAKE VALVE
EMERGENCY BRAKE OVERBOARD

NITROGEN BOTTLE
14-13
Figure 14-12. Antiskid Power/Emergency Brake System
14 LANDING GEAR
AND BRAKES
EMERGENCY BRAKES LIMITATIONS

In the event the hydraulic brake system fails, a
pneumatic brake system is available. The system For specific information on limitations, refer to the
uses air pressure from the pneumatic bottle, which FAA-approved Aircraft Flight Manual.
can also be used for emergency landing gear exten-
sion. Air bottle pressure is adequate for stopping
the airplane even if the landing gear has been pneu- EMERGENCY/
matically extended.
ABNORMAL
On UNs 0002 through 0460, if the power brake
pump should fail (no fluid loss in the brake s ystem), For specific information on Emergency/Abnormal
manual braking without antiskid p rotection may procedures, refer to the FAA-approved AFM.
be available when the a ccumulator pressure is
exhausted. Be ready to use the emergency brakes,
if required.
Operation
Pulling the red EMER BRAKE PULL lever aft
mechanically actuates the emergency brake valve
(Figure 14-12). The valve meters air pressure
through shuttle valves to the brake assemblies in
direct proportion to the amount of lever movement.
Since air pressure is applied to both brakes simul-

taneously, differential braking is not p ossible.
Returning the lever to its original position releas-
es pressure from the brakes and vents it overboard,
releasing the brakes.
NOTE
Do not depress the brake pedals while
14 LANDING GEAR
applying emergency air brakes. Shuttle

AND BRAKES
valve action may be disrupted, allowing

air pressure to enter the hydraulic lines
and rupture the brake reservoir.
The emergency brakes should be applied only

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

QUESTIONS
1. On the ground, the LDG GEAR handle is pre- 6. The gear warning horn cannot be silenced
vented from movement to the UP position by: when one or more gears are not down and
A. Mechanical detents locked and:
B. A spring-loaded locking solenoid A. Flaps are extended beyond the 15°
C. Hydraulic pressure position.
D. A manually applied handle locking device B. Airspeed is less than 150 KIAS.
C. Either throttle is retarded below 70% N2
2. The landing gear uplock mechanisms are: rpm.
D. Both throttles are retarded below 70% N2
A. Mechanically held engaged by springs
rpm.
B. Hydraulically disengaged
C. Electrically engaged and disengaged 7. When the LDG GEAR handle is positioned
D. Both A and B either UP or DOWN:
A. The bypass valve (in the hydraulic system)
3. Landing gear downlocks are disengaged: is energized open.
A. When hydraulic pressure is applied to the B. The bypass valve is energized closed.
retract side of the gear actuators C. The bypass valve is not affected.
B. By action of the gear squat switches D. The HYD PRESS ON annunciator light
C. By removing the external downlock pins goes out.
D. By mechanical linkage as the gear begins
to retract 8. Emergency extension of the landing gear is
accomplished by actuation of:
4. Each main gear wheel incorporates a fusible A. A switch for uplock release and application
plug that: of air pressure
A. Blows out if the tire is overserviced with B. One manual control to release the uplocks
air and apply air pressure for extension
B. Melts, deflating the tire if an overheated C. Two manual controls—one to mechani-
brake temperature occurs cally release the uplocks and another to
C. Is thrown out by centrifugal force if maxi- apply air pressure for gear extension and
14 LANDING GEAR
mum wheel speed is exceeded downlocking
AND BRAKES
D. None of the above D. None of the above
5. At retraction, if the nose gear does not lock in 9. Nosewheel steering is operative:
the up position, the gear panel light indication A. Only on the ground
will be:
B. With the gear extended or retracted
A. Red light on, green LH and RH lights on C. With the gear extended, in flight or on the
B. Red light out, green LH and RH lights on ground
C. Red light on, all three green lights out D. None of the above
D. All four lights out


10. The power brake valve is actuated: 14. Concerning landing gear auxiliary extension,
A. Mechanically by the rudder pedals the correct statement is:
B. Mechanically by the emergency airbrake A. If three green lights are observed after
control lever yawing the airplane, it is not necessary to
C. Hydraulically by master cylinder pressure use the pneumatic bottle.
D. Automatically at touchdown B. The optimum airspeed for this procedure
is 150 KIAS.
11. Do not actuate the brake pedals while applying C. The LDG GEAR handle is placed in
brakes with the emergency brake system the DOWN position to release the gear
because: uplocks in order to allow the red T-handle
to release the doors.
A. Air bubbles will be induced into the brake
D. After the gear is extended by this pro-
fluid.
cedure, it can be retracted in flight if the
B. The shuttle valve may allow air pressure hydraulic system is returned to normal
into the brake reservoir, rupturing it. operation.
C. The shuttle valve will move to the neutral
position, and no braking action will occur. 15. Concerning the landing gear, an incorrect
D. The brakes will be “spongy.” statement is:
A. The AUX GEAR CONTROL T-handle
12. The DC motor-driven hydraulic pump in the is inoperative with loss of DC electrical
brake system operates: power.
A. During the entire time the LDG GEAR B. The pneumatic system should be used
handle is in the DOWN position to assure positive locking of the actua-
B. As needed with the LDG GEAR handle tors following a free-fall gear extension
DOWN in order to maintain system even though all three green lights are
pressure illuminated.
C. Only when the PWR BRK PRESS LO C. The LDG GEAR warning circuit breaker
annunciator illuminates on the left circuit breaker panel controls
D. Even when the LDG GEAR handle is UP the power to the landing gear position
to keep air out of the system as the air- light, warning horn and solenoid lock.
plane climbs to altitude D. The GEAR CONTROL circuit breaker on
the left circuit breaker panel controls the
14 LANDING GEAR
13. Concerning the landing gear, the correct state- power to the landing gear control valve;
AND BRAKES
ment is: if open, the gear cannot be extended or

retracted normally.
A. The red GEAR UNLOCKED light will
illuminate and the warning horn will
sound whenever either or both throttles 16. The wheel brakes:
are retarded below 70% N2 and the gear A. Will be inoperative with a HYD LEVEL
is up. LO light illuminate.
B. The gear warning horn can be silenced B. Must be applied with the emergency
when the gear is not down and locked and system if a HYD LEVEL LO light is
the flaps are extended beyond 15°. illuminated.
C. The landing gear pins must be inserted on C. Use a different type of approved fluid from
the ground due to loss of hydraulic pres- that used by the airplane h ydraulic system.
sure as the engines are shut down. D. Are totally independent of the open center
D. The landing gear is secured in the extend- airplane hydraulic system.
ed position by mechanical locks.

17. When the emergency brakes are used:

A. The EMER BRAKE PULL lever should
be pumped in order to build up sufficient
pressure to stop the airplane.
B. The normal toe brakes must also be applied
to allow the bottle pressure to reach the
brakes.
C. Differential braking is not available.
D. Braking action will be insufficient if the
gear has been extended pneumatically,
since that process will exhaust the bottle
pressure.
18. The parking brake:

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


14 LANDING GEAR
AND BRAKES

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
INTRODUCTION................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-1
General.......................................................................................................................... 15-1
Control Lock System..................................................................................................... 15-2
TRIM SYSTEMS................................................................................................................. 15-3
General.......................................................................................................................... 15-3
Rudder and Aileron Trim............................................................................................... 15-3
Elevator Trim................................................................................................................. 15-4
SECONDARY FLIGHT CONTROLS.................................................................................. 15-5
General.......................................................................................................................... 15-5
Flaps.............................................................................................................................. 15-5
Speedbrakes................................................................................................................... 15-6
STALL WARNING............................................................................................................ 15-14
YAW DAMPING............................................................................................................... 15-14
LIMITATIONS................................................................................................................... 15-14
QUESTIONS..................................................................................................................... 15-15 15 FLIGHT CONTROLS


15 FLIGHT CONTROLS

ILLUSTRATIONS
Figure Title Page
15-1. Flight Control Surfaces.......................................................................................... 15-2
15-2. Flight Control Lock Handle................................................................................... 15-3
15-3. Rudder and Aileron Trim Systems......................................................................... 15-3
15-4. Elevator Trim System............................................................................................ 15-4
15-5. Flap Handle and Position Indicator....................................................................... 15-5
15-6. Flap Motors............................................................................................................ 15-6
15-7. Flap System - Retracted........................................................................................ 15-7
15-8. Flap System - Extended......................................................................................... 15-8
15-9. Speedbrake System................................................................................................ 15-9
15-10. Speedbrake Extension......................................................................................... 15-10
15-11. Speedbrake Retraction........................................................................................ 15-12
15-12. Speedbrake Blowdown (Electrical Failure)........................................................ 15-13
15-13. Stall Strip............................................................................................................ 15-14
15-14. Yaw Damper System........................................................................................... 15-14
15 FLIGHT CONTROLS


15 FLIGHT CONTROLS

CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
The primary flight controls of the Citation II consist of ailerons, rudder, and elevators. They are
manually actuated by rudder pedals and conventional control columns and can be immobilized
by control locks when on the ground. Trim is mechanical in all three axes. Electrical elevator trim
is also provided.
Secondary flight controls consist of electrically powered flaps and hydraulically actuated speed-
brakes. Stall warning is provided by a stall strip on the leading edge of each wing. Yaw damping
is provided as a function of the autopilot.
PRIMARY FLIGHT CONTROLS

15 FLIGHT CONTROLS
GENERAL
The ailerons, rudder, and elevators are manually control surfaces through cables and bellcranks.
operated by either the pilot or the copilot through The rudder pedals can be adjusted to three separate
a conventional control column and rudder pedal positions for comfort by depressing a spring-loaded
arrangement. Control inputs are transmitted to the latch on the side of the rudder pedal.

Fences are mounted on the inboard edge of the right CONTROL LOCK SYSTEM
aileron and on the inboard edge of the left aileron
trim tab to aid the ailerons in returning to neutral. With the control locks engaged, both of the throttles
are locked in cutoff and the aileron, rudder, and
The rudder, right elevator, and left aileron are each elevator are locked in a neutral position. To engage
equipped with a trim tab mechanically actuated the control lock, the throttles must be in cutoff and
from the cockpit. the controls held in a neutral position while the
CONTROL LOCK handle (Figure 15-2) located
The elevator tab can also be electrically positioned at the base of the pilot instrument panel is pulled
by a pitch trim switch on the pilot’s control wheel. out and rotated 45° counter clockwise.
A pitch trim switch on the copilot’s control wheel
is optional. To unlock the flight controls and throttles, rotate the
handle 45° clockwise, and push in until it returns
All flight control surfaces, including primary, sec- to the horizontal position.
ondary, and trim tabs, are shown in Figure 15-1.
TRIM TAB
ELEVATOR
RUDDER
TRIM TAB
FLAP
SPEEDBRAKE
TRIM TAB
15 FLIGHT CONTROLS
AILERON
Figure 15-1. Flight Control Surfaces

WARNING RUDDER AND AILERON TRIM

Since the nosewheel steering and the Operation
rudder are mechanically connected Rudder or aileron trim is initiated by rotation of the
through the rudder pedal linkage, the aileron trim or rudder trim wheel on the pedestal
airplane must not be towed with the con- (Figure 15-3).
trol locks engaged. To do so can damage
the nosewheel steering system. Do not
fly the airplane if the nosewheel steer-
ing is inoperative. This condition cannot
be detected until steering is attempted
during taxi.
TRIM SYSTEMS
GENERAL
Rudder and aileron trim are mechanical and are
operated by cables from trim wheels in the cockpit.
Mechanical and electrical trim are provided for the
right elevator and are controlled by a trim wheel
on the pedestal and a pitch trim switch on the left
control wheel.
Figure 15-2. Flight Control Lock Handle
LEGEND
MECHANICAL
15 FLIGHT CONTROLS
AFT END OF
PEDESTAL VERTICAL
Figure 15-3. Rudder and Aileron Trim Systems

Cable systems transmit motion to position the tabs. ELEVATOR TRIM

A mechanical indicator adjacent to each trim wheel
indicates direction of trim input. The rudder tab is a Manual Trim
servo tab. It deflects at a rate half that of the rudder
to aid the pilot in rudder deflection. It is the only Manual elevator trim is initiated by rotating the
servo tab on the airplane. elevator trim wheel (Figure 15-4).
Motion is mechanically transmitted to position the

trim tab on the right elevator. As the tab moves,
a pointer on the elevator TRIM indicator moves
toward the NOSE DOWN or NOSE UP position,
as applicable.
LEGEND
MECHANICAL
ELECTRICAL
MANUAL TRIM
PILOT
CONTROL
15 FLIGHT CONTROLS
WHEEL
ELECTRICAL TRIM
Figure 15-4. Elevator Trim System

Electrical Trim The speedbrakes consist of panels on the top and

bottom of the wing forward of the flaps. Speed-
Electrical trimming of the elevators is accom- brakes provide drag to allow high rates of descent,
plished with a trim switch on the outboard side of descents with increased power settings to provide
the pilot control wheel (Figure 15-4). Thumb actua- enough bleed air for engine anti-icing (see Chap-
tion of the switch completes a circuit to an electric ter 10), and aid in braking during landing rollout.
motor which provides a mechanical output to the
trim actuator in the trailing edge of the right hori-
zontal stabilizer. FLAPS
Installation of a pitch trim switch on the copi- General
lot’s control wheel is optional. The pilot pitch trim
The flap selector handle (Figure 15-5) has a single
inputs override those made by the copilot.
detent at the 15° position, but can be set to posi-
tion the flaps anywhere between 0° and 40°. Han-
The electric pitch trim is actuated by depressing
dle movement actuates switches that energize two
both halves of the pitch trim switch. Movement
electric motors for flap movement. Flap position
of only one section of the split switch should not
is shown on a pointer to the left of the flap handle.
result in movement of the pitch trim. This should
The indicator is mechanically positioned by flap
be checked on the preflight to prevent a potential
panel movement.
runaway trim. As the pitch trim switch is depressed
the elevator trim tab is positioned by an electric
trim motor. Trim travel will be indicated by rotation
of the pitch trim wheel, and trim position indicator
moving in the appropriate direction.
Runaway or malfunctioning trim can be interrupted

by depressing the AP/TRIM DISC switch on the
control wheel or stopped by pulling the PITCH
TRIM circuit breaker on the left circuit-breaker
panel.
SECONDARY FLIGHT Figure 15-5. Flap Handle and

Position Indicator
CONTROLS
Power to position the flaps (Figure 15-6) consists
GENERAL of two DC motors interconnected by driveshafts,
The secondary flight controls consist of wing flaps sprockets, and a chain drive. Normally, both motors
and speedbrakes. Through mechanical linkage the operate in unison; however, either motor is capable
flaps are electrically controlled and actuated. The of actuating both flaps through their full operating
speedbrakes are electrically controlled and hydrau- range. Motive force is transmitted through cables
lically actuated. to both flaps simultaneously.
Two Fowler flaps, one on each wing, can be posi-

15 FLIGHT CONTROLS
tioned from zero to 40°. Mechanical interconection

of the left and right wing flap segments prevent
asymmetric flap operation and permit operation
of both flap panels with one of the two flap motors
inoperative.

MOTOR GEARBOX
Figure 15-6. Flap Motors
Operation If electrical power is lost, the flaps cannot be moved

from the position where power failure occurred.
Moving the flap handle to any position mechani-
cally actuates one of two control switches located The flap extension time from 0 to 40° is six sec-
inside the center pedestal. These control switches onds. The retraction time from 40 to 0° is three
actuate the flaps by providing electrical power to seconds.
both of the flap motors to position the flaps in the
appropriate direction (Figure 15-7 and 15-8). The
flap position indicator, which is connected to the SPEEDBRAKES
flap panels, will reposition the control switch to
remove power from the flap motors once the flaps General
reach the selected position. Inherent drag of the
There are two speedbrake segments on each wing,
motors and gearboxes holds the flaps in position.
one on top and one on the bottom. Each wing con-
Limit switches prevent overrun in either the fully
tains one actuator that is mechanically connected
15 FLIGHT CONTROLS
up or fully down position.

to both the upper and lower speedbrake segment.
The speedbrakes have two positions—extended and
retracted. The system includes two hydraulic actua-

Revision 0.3
ELECTRIC FLAP INNER BELL
OUTER BELL
MOTORS CRANKS
CRANKS

RETRACTED
15-7
Figure 15-7. Flap System - Retracted
15 FLIGHT CONTROLS
15 FLIGHT CONTROLS
15-8
ELECTRIC FLAP INNER BELL
OUTER BELL
MOTORS CRANKS
CRANKS

EXTENDED
Revision 0.3
Figure 15-8. Flap System - Extended
tors, a solenoid valve, four speedbrake segments, fluid lines to the actuators. The speedbrakes are
and a white SPD BRAKE EXTENDED annuncia- maintained in the extended position with trapped
tor. The system control switch and extended speed- hydraulic pressure.To retract the speedbrakes, place
brakes are shown in Figure 15-9. the switch in the RETRACT position. The hydrau-
lic system again pressurizes, the safety valve is
deenergized and moves to the open position, and
Operation the speedbrake solenoid valve is positioned to
Placing the speedbrake switch in the EXTEND direct pressure for retraction (Figure 15-11).
position causes the hydraulic system bypass valve
to close, providing hydraulic pressure as indicated When the speedbrakes leave the fully extended
by illumination of the HYD PRESS ON annuncia- position the SPD BRAKE EXTENDED annun-
tor. The speedbrake solenoid valve is also energized ciator will extinguish. The speedbrakes retract into
to direct hydraulic fluid to extend the actuators mechanical locks, and the hydraulic system will
which move the speedbrakes segment out of their depressurize. The mechanical locks consist of two
mechanical downlocks and extend them (Figure pins on the lower speed brake panel hydraulically
15-10). The safety valve, in parallel with the con- forced into retaining clips in the lower wing.
trol valve, is also energized closed.
If either throttle is advanced past 85% N2 with
Airplanes UNs 0002 through 0231, except those speedbrakes extended, circuitry is completed to
modified by SB 550-27-4, have a two-position the solenoid and bypass valve for speedbrake
SPEED BRAKE switch spring-loaded to the retraction.
RETRACT position. Operation is the same as on
other airplanes except the speedbrakes can be held If electrical failure occurs with the speedbrakes
extended with the throttles above 85% N2 by hold- extended, the safety valve (Figure 15-12) spring-
ing the switch in the EXTEND position. The three- loads open, allowing the speedbrakes to blow
position switch can be fitted to these airplanes by down. If normal DC power is lost with the speed-
SB 550-27-4. brakes retracted, mechanical locks will hold the
speedbrakes retracted and they cannot be extended.
With the speedbrakes on both wings fully extended,
the white SPD BRAKE EXTENDED annunciator
illuminates. Simultaneously, the hydraulic system
bypass valve opens to relieve pressure, and the
amber HYD PRESS ON annunciator goes out.
The solenoid valve returns to neutral, blocking all
15 FLIGHT CONTROLS
Figure 15-9. Speedbrake System

15 FLIGHT CONTROLS
TO LANDING
GEAR
SPEEDBRAKE
15-10
CONTROL VALVE LEGEND
PRESSURE
SUPPLY
RETURN
LH SPEEDBRAKE RELIEF RH SPEEDBRAKE

ACTUATOR VALVE ACTUATOR
SAFETY
SYSTEM
VALVE
BYPASS VALVE

SPEEDBRAKES EXTENDING
Revision 0.3
Figure 15-10. Speedbrake Extension (Sheet 1 of 2)
TO LANDING
GEAR
SPEEDBRAKE
Revision 0.3
PRESSURE
SUPPLY
RETURN

SAFETY
SYSTEM
VALVE
BYPASS VALVE

SPEEDBRAKES EXTENDED
15-11
Figure 15-10. Speedbrake Extension (Sheet 2 of 2)
15 FLIGHT CONTROLS
15 FLIGHT CONTROLS
TO LANDING
15-12
GEAR
SPEEDBRAKE
PRESSURE
SUPPLY
RETURN

SAFETY
SYSTEM
VALVE
BYPASS VALVE

Revision 0.3
Figure 15-11. Speedbrake Retraction
TO LANDING
GEAR
SPEEDBRAKE
Revision 0.3
PRESSURE
SUPPLY
RETURN

SAFETY
SYSTEM
VALVE
BYPASS VALVE

15-13
Figure 15-12. Speedbrake Blowdown (Electrical Failure)
15 FLIGHT CONTROLS
STALL WARNING
Stall warning consists of a stall strip on the leading
edge of each wing (Figure 15-13). The stall strips
create turbulent airflow at high angles of attack,
causing elevator buffet to warn of approaching
stall conditions. Buffet occurs prior to the actual
stall at approximately VSI + 10 knots in the clean
configuration and VSO + 5 knots in the landing
configuration.
Figure 15-14. Yaw Damper System
LIMITATIONS
EMERGENCY/
ABNORMAL
Figure 15-13. Stall Strip procedures, refer to the FAA-approved AFM.
YAW DAMPING
Yaw damping is a function of the autopilot, con-
sisting of automatic application of rudder against
transient motion in the yaw axis. With the autopi-
lot engaged, the yaw damper is engaged automati-
cally. If the yaw damper only is desired, it can be
engaged by depressing the YD ENGAGE switch on
the autopilot control panel (Figure 15-14). The yaw
damper is disengaged by pressing the AP/TRIM
DISC switch on either control yoke, or pressing
the GA button on the left throttle. The yaw damper
will NOT disengage when a trim switch is pressed
or when the YD ENGAGE button on the autopilot
panel is pushed.
15 FLIGHT CONTROLS

QUESTIONS
1. The ailerons are operated by: 5. Regarding the gust lock:
A. Hydraulic pressure A. The engines may be started with it
B. Mechanical inputs from the control wheels engaged.
C. A fly-by-wire system B. The airplane should not be towed with it
D. An active control system that totally elimi- engaged.
nates adverse yaw C. It may be engaged for towing.
D. If the airplane is towed past the 60° limit,
2. The aileron trim tab is operated by: nosewheel steering may be lost. It is still
permissible to fly the airplane if the gear
A. An electrically operated trim tab motor
is left extended.
B. A hydraulically operated trim tab motor
C. A mechanical trim knob on the throttle 6. Extended speedbrakes are maintained in that
control quadrant position by:
D. Changing the angle of the aileron “fence”
A. Hydraulic pressure (HYD PRESS ON
light remains illuminated).
3. Regarding the rudder:
B. Trapped fluid in the lines from the sole-
A. The pilot’s and copilot’s pedals are noid valve
interconnected. C. Internal locks in the actuators
B. The trim tab actuator is powered only D. External locks on the actuators
electrically.
C. The servo is connected to the air data com- 7. The amber HYD PRESS ON light on the
puter to restrict rudder pedal deflection at annunciator panel will illuminate during
high airspeeds. speedbrake operation:
D. It is independent of the nosewheel steering
A. When the speedbrakes are fully extended
on the ground.
B. While the speedbrakes are extending and
retracting
4. The elevator:
C. Both A and B
A. Trim tab is controlled only electrically.
D. Neither A nor B
B. Runaway trim condition can be allevi-
ated by pulling the PITCH TRIM circuit
breaker.
C. Electric pitch trim has both high- and low-
speed positions.
D. Trim tab is located on the left elevator
only.

15 FLIGHT CONTROLS


15 FLIGHT CONTROLS

16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
INTRODUCTION................................................................................................................ 16-1
Pilot Flight Instruments................................................................................................. 16-1
Copilot Flight Instruments............................................................................................ 16-2
Multifunction Display (MFD) System (Optional)......................................................... 16-3
Flight Guidance............................................................................................................. 16-4
roline II........................................ 16-5
Communication/Navigation Equipment—Collins P
Pulse Equipment............................................................................................................ 16-8
Area Navigation—GNS-X Flight Management System............................................... 16-9
Instrument Panel Annunciators.................................................................................. 16-10
True Airspeed Computer Valve Switches................................................................... 16-10
Honeywell Primus II Remote Radio System (Optional)............................................ 16-10
Angle-of-Attack System (Safe Flight Instrument Corporation)
-UNs 0637 and Subsequent .................................................................................... 16-10
Airspeed Indicators.................................................................................................... 16-11
Vertical Speed Indicators............................................................................................ 16-12
Turn and Bank............................................................................................................ 16-12
Digital Clock.............................................................................................................. 16-12
Outside Air Temperature Indicator............................................................................. 16-12
Magnetic Compass..................................................................................................... 16-13
Flight Hour Meter....................................................................................................... 16-13
EFIS Annunciators..................................................................................................... 16-13
FLIGHT INSTRUMENTATION—UNs 0210 THROUGH 0626..................................... 16-14
General....................................................................................................................... 16-14

16 AVIONICS
Pilot Flight Instruments.............................................................................................. 16-14

HSI............................................................................................................................. 16-14
ADI............................................................................................................................. 16-14
Copilot Flight Instruments......................................................................................... 16-14
Flight Guidance.......................................................................................................... 16-15
Communications/Navigation Equipment................................................................... 16-17
Pulse Equipment......................................................................................................... 16-19
Distance Measuring Equipment (DME)..................................................................... 16-20
Area Navigation......................................................................................................... 16-20
Angle-of-Attack System (Optional)........................................................................... 16-20
Airspeed Indicators.................................................................................................... 16-21
Vertical Speed Indicators............................................................................................ 16-22
Turn and Bank............................................................................................................ 16-22
Clock.......................................................................................................................... 16-23
Outside Air Temperature Indicator............................................................................. 16-23
Magnetic Compass..................................................................................................... 16-23
Flight Hour Meter....................................................................................................... 16-23
FLIGHT INSTRUMENTATION—UNS 0002 THROUGH 0209..................................... 16-24
PITOT-STATIC SYSTEM.................................................................................................. 16-24
Pitot Tubes.................................................................................................................. 16-24
Static Ports.................................................................................................................. 16-24
Air Data Computer..................................................................................................... 16-24
STATIC DISCHARGE WICKS......................................................................................... 16-26
LIMITATIONS................................................................................................................... 16-26

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1. EFIS Instruments................................................................................................... 16-2
16-2. Display Controller.................................................................................................. 16-2
16-3. Heading and Course Select Knobs........................................................................ 16-2
16-4. Copilot Flight Instruments..................................................................................... 16-2
16-5. Standby Gyro Switch............................................................................................. 16-3
16-6. Multifunction Display (MFD) System................................................................... 16-3
16-7. MFD Controller..................................................................................................... 16-3
16-8. Heading Reversion Switch..................................................................................... 16-4
16-9. FD Mode Control Panel......................................................................................... 16-4
16-10. Autopilot Control Panel (UNs 0627 and Subsequent)........................................... 16-4
16-11. AP TRIM DISC Button......................................................................................... 16-5
16-12. VNAV Computer/Controller.................................................................................. 16-5
16-13. CTL-22, 32, 62, and 92 Controls........................................................................... 16-6
16-14. RMI-36 Radio Magnetic Indicator (RMI)............................................................. 16-6
16-15. LH GYRO SLAVE Switches................................................................................. 16-7
16-16. Audio Control Panel.............................................................................................. 16-7
16-17. DME IND-42A Indicator....................................................................................... 16-8
16-18. EFIS Display Controller........................................................................................ 16-8
16-19. Radio Altimeter...................................................................................................... 16-8
16-20. TAS COMP Switches......................................................................................... 16-10
16-21. Angle-of-Attack Indicator.................................................................................. 16-11
16-22. Airspeed Indicator.............................................................................................. 16-12
16-23. Vertical Speed Indicator...................................................................................... 16-12
16-24. Devtron Model M877 Clock............................................................................... 16-12

16 AVIONICS
16-25. OAT Indicator..................................................................................................... 16-13

16-26. Magnetic Compass............................................................................................. 16-13
16-27. Flight Hour Meter............................................................................................... 16-13
16-28. RD-650A HSI..................................................................................................... 16-14
16-29. AD-650A ADI.................................................................................................... 16-14
16-30. Copilot Flight Instruments.................................................................................. 16-15
16-31. Standby Gyro Switch.......................................................................................... 16-15
16-32. Mode Control Panel............................................................................................ 16-16
16-33. Autopilot Control Panel (UNs 0210 through 0626)........................................... 16-16
16-34. TCS Button......................................................................................................... 16-17
16-35. VNAV Controller................................................................................................ 16-17
16-36. VHF Transceiver, NAV, and Transponder Audio Panel....................................... 16-17
16-37. Collins ADF-60 Control Panel............................................................................ 16-18
16-38. Radio Magnetic Indicator (RMI)........................................................................ 16-18
16-39. LH GYRO SLAVE Switches.............................................................................. 16-19
16-40. Audio Control Panel........................................................................................... 16-19
16-41. Collins DME Indicator....................................................................................... 16-20
16-42. Angle-of-Attack Sensing Vane........................................................................... 16-21
16-43. AOA Indicator..................................................................................................... 16-21
16-44. Airspeed Indicator.............................................................................................. 16-22
16-45. Vertical Speed Indicator...................................................................................... 16-22
16-46. Turn-and-Bank Indicator.................................................................................... 16-22
16-47. Pilot ADI............................................................................................................. 16-22
16-48. Davtron Model 811B Clock................................................................................ 16-23
16-49. Magnetic Compass............................................................................................. 16-23
16-50. Flight Hour Meter............................................................................................... 16-23

16 AVIONICS
16-51. Pitot Tube............................................................................................................ 16-24
16-52. Static Ports.......................................................................................................... 16-24
16-53. Pitot-Static System............................................................................................. 16-25
16-54. Static Wicks (Typical)......................................................................................... 16-26
Revision 0.3 FOR TRAINING PURPOSES ONLY 16-v

16 AVIONICS
16-vi FOR TRAINING PURPOSES ONLY Revision 0.3

16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
The Citation II avionics covered in this chapter include flight instrumentation, the pitot-static
system, and the static discharge wicks. Specific avionics systems vary with aircraft unit numbers
and customer preference. Many optional avionics items are available. The user should consult the
applicable supplements in the AFM, Section III of the Operating Manual, and vendor manuals for
information on avionics systems installed in specific airplanes.
FLIGHT INSTRUMENTATION -
UNs 0627 AND SUBSEQUENT
PILOT FLIGHT INSTRUMENTS
The standard flight instrument configuration consists of a dual-tube Honeywell EDZ-605 electronic flight
instrument system (EFIS) located on the pilot instrument panel (Figure 16-1). The pilot EFIS consists
of two identical and interchangeable electronic displays, a symbol generator, a display controller, and an
instrument control. The heart of the EFIS system is the symbol generator, which receives and processes
all airplane sensor inputs. The data is then transmitted to the two EFIS display tubes. The pilot controls
display formatting with the display controller (Figure 16-2). The heading and course select knobs are on
the instrument control panel (Figure 16-3), located on the center pedestal.

16 AVIONICS
WX
Figure 16-2. Display Controller
Figure 16-3. Heading and Course

Select Knobs
Figure 16-1. EFIS Instruments

Figure 16-4. Copilot Flight Instruments
COPILOT FLIGHT
INSTRUMENTS Standby Attitude Gyro
A standby attitude indicator is available. It normal-
The copilot’s instrument panel incorporates an
ly operates on main DC electrical power through
electrically powered attitude director indicator
the STDBY GYRO circuit breaker on the left cir-
(ADI) and an RD-450 horizontal situation indicator
cuit-breaker panel. Power to the gyro is controlled
(HSI), both powered from the emergency DC bus.
by the standby gyro switch (Figure 16-5), with
Separate airspeed indicators, vertical speed indi-
STDBY GYRO, OFF, and TEST positions, locat-
cators, altimeters, and radio magnetic indicators
ed on the pilot lower instrument panel (Figure
(RMIs) are installed on both sides of the instrument
16-5). An emergency battery pack in the nose
panel for the pilot and copilot. The pilot’s encoding
avionics compartment is an emergency source of
altimeter is electrically driven by the air data com-
power for the standby gyro if main DC bus volt-
puter. The copilot altimeter is conventional, being
age falls below minimum. This is indicated by an
operated by barometric pressure.
amber POWER ON light adjacent to the standby
gyro switch, provided the switch is in the STDBY
GYRO position.

16 AVIONICS
MULTIFUNCTION DISPLAY
(MFD) SYSTEM (OPTIONAL)
An optional MDZ-605 multifunction display
(MFD) system may be installed on the lower cen-
ter instrument panel (Figure 16-6). The MFD tube
serves as a radar indicator or as a backup to the
EFIS system. The MFD symbol generator can be
used to back up the EFIS symbol generator. The
MFD display tube can also be used to back up the
PULL EFIS EHSI display tube. The MFD system expands
TO on the navigation mapping capability of the EFIS.
CAG
E
DTRK MAG 0 1 6 HDG FMS

3 0 8 MAG 9.3NM
25
HP
ICT 12.5
Figure 16-5. Standby Gyro Switch RW01L
N037° 38.1’ ICT
W097° 26.8’ 0.00 L – – – MIN
The battery pack also provides power for emer-
gency instrument lighting for the copilot primary
flight instruments.
The battery pack is continuously charged by the Figure 16-6. Multifunction Display

main DC electrical system and should be fully (MFD) System
charged in the event of an electrical power fail-
ure. The standby gyro power switch must be in the The MFD system is controlled by an MFD control-
STDBY GYRO position for automatic transfer to ler that is normally installed on the center pedes-
emergency battery power. The gyro will operate tal (Figure 16-7). The controller is used to select
for a minimum of 30 minutes on emergency bat- various modes of operation: MAP, PLAN, weath-
tery power. When the switch is held to the TEST er, checklist (normal and emergency), and EFIS
position, a selftest of the emergency battery pack backup modes.
and associated electrical circuits is accomplished.
The green light adjacent to the switch illuminates
if the test is satisfactory and the battery pack is
MAP
fully charged. PLAN
WX NORM EMER
INC MFD
The standby gyro is caged by pulling the PULL TO R
VOR HSI HSI RCL SKP
CAGE knob and rotating it clockwise. N

G
SG SG
APT DAT PAG ENT

DEC
MODE DIM
CAUTION
Figure 16-7. MFD Controller
When uncaging, do not release the
PULL TO CAGE knob suddenly so that
it snaps back; this may damage the gyro.

16 AVIONICS
Heading Reversion Switch

The heading reversion switch is located on the pilot
lower instrument panel (Figure 16-8). It allows
selection of the copilot C-14D directional gyro as
an alternate heading source for the pilot’s EHSI.
The switch normally displays HDG NORMAL
in green. In the event the pilot C-14D gyro fails,
depressing the heading reversion switch selects
Figure 16-9. FD Mode Control Panel
the copilot C-14D gyro to drive the pilot EHSI.
The reversion switch illuminates the amber HDG The FD OFF switch causes the command bars to
REV light to indicate reversionary mode. Both the bias out of view on the EHSI. However, operation
pilot and copilot HSIs are now being driven by the of the flight director with the auto-pilot is unaf-
copilot C-14D gyro. fected, but without a visible command cue.
HDG
NORMAL Autopilot Control Panel
HDG The autopilot control panel, located on the center
REV pedestal, provides for engagement of the autopilot
and yaw damper, as well as manual control of the
Figure 16-8. Heading Reversion Switch autopilot through the TURN knob and the PITCH
wheel (Figure 16-10). The push-on AP and YD
FLIGHT GUIDANCE switches are illuminated when engaged. Neither the
autopilot nor the yaw damper can be disengaged
SPZ-500 Autopilot/Flight using these switches. The autopilot and yaw damp-
Director System er are disengaged with the AP TRIM DISC button
on the pilot or copilot control wheel (Figure 16-11).
The SPZ-500 autopilot/flight director instrument
system is a complete automatic flight control sys-
tem, which includes a flight director, automatic
pilot, air data computer, auto-pilot controller, ver-
tical navigation system including altitude alerter,
touch control steering, rate gyro, and autopilot
servos. The system operates through the EFIS
displays for mode annunciations, command cue
display, and vertical and horizontal navigation
displays. The air data system provides pressure
altitude, altitude reporting, altitude preselect, IAS
hold, and vertical speed hold. The complete system
may be flown manually or automatically and meets Figure 16-10. Autopilot Control Panel
Category II equipment requirements. (UNs 0627 and Subsequent)
Mode Control Panel Depressing the SOFT RIDE switch reduces autopi-
lot gains while still maintaining stability in rough
The mode control panel consists of 11 push-on/ air. This mode may be used with any flight director
push-off back-lighted switches that select various mode selected.
functions for flight director/autopilot modes of
operation (Figure 16-9). The status of the select- When engaged, the BANK LIMIT mode limits
ed mode is then displayed by amber lights when the autopilot bank angle to 12 ± 2°, and LOW illu-
armed and by green lights when engaged or cap- minates in the switchlight. This mode is operative
tured. The flight director modes display ARM and only when the flight director is in the HDG mode
CAP along the top of the EADI, in white and green and when using the HEADING knob on the instru-
respectively. ment controller.

16 AVIONICS
VNAV Computer/Controller
The VNAV computer/controller (VNCC) pro-
vides the data inputs for altitude preselect mode
(ALT SEL), altitude alert, and vertical navigation
(VNAV) mode (Figure 16-12). Data is entered into
the computer by rotating the data selector to the
desired position and then setting the required value
with the data SET knob. An operating DME must
be selected to the NAV receiver providing naviga-
tion information to the flight director. The VNAV
information is valid only when flying directly to or
from a VOR/DME station.
Figure 16-11. AP TRIM DISC Button Honeywell 100 FT
The TEST EACH FLT button (Figure 16-10) acti-

vates a test of the autopilot torque (current) monitor
030 NM
TO
STAEL
SET
ALT
and must be checked prior to each flight. During FR

the test, the AP TORQUE light on the pilot’s upper VANG
DEG
instrument panel illuminates, followed by autopi- DIM
lot disengagement in approximately two seconds.
The AUTO-PILOT OFF annunciator on the pilot’s
upper instrument panel illuminates and the auto- Figure 16-12. VNAV Computer/Controller
pilot-off warning horn sounds for one second.
The copilot may fly VNAV by selecting VOR 2
The trim indicators adjacent to the TRIM leg- on the pilot EFIS display controller and flying the
end illuminate if an out-of-trim condition occurs. VNAV information, which is also displayed on the
Either UP or DOWN illuminates in amber when a copilot’s HSI.
sustained trim input is being applied to the eleva-
tor servo.
COMMUNICATION/
Touch Control Steering (TCS) NAVIGATION EQUIPMENT—
COLLINS PROLINE II
The touch control steering (TCS) button on the
pilot’s control wheel enables the airplane to be VHF COMM Transceivers
maneuvered manually during autopilot operation
without cancellation of any selected flight director Dual VHF-22A transceivers are located in the nose
modes. Depressing the TCS button (Figure 16-11) avionics bay. They are individually controlled by
causes autopilot interruption only while it is held CTL-22 control heads located on the right side of
depressed; releasing the button re-engages the the center instrument panel (Figure 16-13). The
autopilot. The TCS button may be used to estab- COMM 1 antenna is located on the underside of
lish a new reference for the flight director operat- the fuselage, and the COMM 2 antenna is mounted
ing in the indicated airspeed (IAS) mode, vertical in the vertical stabilizer cap. The COMM 1 radio
speed (VS) mode, or altitude hold (ALT) mode. is powered from the emergency DC bus.
If the flight director is not engaged in any vertical
modes, then the TCS button can be used as a pitch
sync reference for the command bar.

16 AVIONICS
VHF Navigation Receivers The No. 2 ADF (if installed) bearings are displayed
on the RMIs by the double-bar bearing pointers
Dual VIR-32 navigation receivers provide VOR, and on the pilot EHSI by the double-bar (green)
localizer, glide-slope, and marker beacon capabil- bearing pointer.
ity. The receivers are located in the nose avionics
compartment. CTL-32 controls are located on the
lower right side of the center instrument panel Radio Magnetic Indicator (RMI)
(Figure 16-13). Each system has 200 VOR/LOC Dual RMI-36 radio magnetic indicators are mount-
operating channels and 40 glide-slope channels and ed on both instrument panels (Figure 16-14). ADF
automatic DME channeling. Multiple outputs drive and VOR magnetic bearing information is dis-
the flight director, EHSI, RMIs, and the autopilot. played on each RMI. The single-bar bearing point-
All basic functions have a built-in self-test. Consult ers display VOR 1 and ADF 1. The double-bar
Section III of the Airplane Operating Manual for bearing pointers display VOR 2 and ADF 2. Push-
self-test procedures. The NAV 2 receiver is pow- type selector switches for each pointer are mounted
ered from the emergency DC bus. on the lower case of the RMI. The compass card
Collins Collins Collins
for each RMI is driven by the opposite-side com-
1 1 8. 2 0 XFR
1 2 1. 9 0 XFR
1 5 1 4. 0 XFR pass system.
1 2 6. 7 0 MEM
1 2 5. 1 5 MEM
1 7 0 0. 0 MEM
MEM MEM MEM
ON
SQ COM ON
SQ COM ADF TONE
ADF
OFF STO OFF STO STO
OFF OFF ANT
OFF
TEST TEST TEST

ACT ACT ACT
Collins Collins
1 0 9. 1 0 XFR 1 0 9. 1 0 XFR I
4200
1 1 3. 8 0 MEM
1 1 3. 8 0 MEM
TA/RA
I
MEM MEM D
T
NAV NAV XPDR/TCAS

ON HLD ON HLD
STO STO VFR TA
OFF OFF TA/
ALT
RA
OFF ON
PUSH
TEST TEST SBY FL
ACT ACT PUSH
TST
1/2
Figure 16-13. CTL-22, 32, 62,

and 92 Controls
Automatic Direction Finder

(ADF)
A Collins ADF-462 is installed in the nose avion-
ics bay and is controlled by a CTL-62 electronic
control head mounted on the right side of the cen- Figure 16-14. RMI-36 Radio Magnetic
ter instrument panel (Figure 16-13). The control Indicator (RMI)
head has two digital readouts to display the active
frequency and a preset frequency. Four additional C-14D Compass Systems
frequencies may be stored in memory. ADF mag-
netic bearings are displayed on the RMIs and on The pilot EHSI, the copilot RMI, and the flight
the pilot’s EHSI. An optional additional ADF may director are driven by the pilot No. 1 C-14D slaved
be installed, in which case the operation is iden- gyro system. The system consists of a directional
tical to that of the No. 1 system. The No. 1 ADF gyro, a flux detector, a mode selector switch, a
bearings are displayed on the RMIs by the single- remote compensator, and a slaving indicator on the
bar bearing pointers and on the pilot EHSI by the EHSI. The pilot system is powered by the main DC
single-bar (blue) bearing pointer. electrical system.

16 AVIONICS
The LH GYRO SLAVE switch, located on the
lower left switch panel (Figure 16-15), has two
positions labeled “MAN” and “AUTO.”
Figure 16-16. Audio Control Panel
A rotary microphone selector switch has four stan-

dard positions: COMM 1, COMM 2, PASS SPKR,
and EMER/COMM 1. A fifth position labeled “HF”
is included if an optional HF radio is installed.
COMM 1 or COMM 2 connects the microphone
Figure 16-15. LH GYRO SLAVE Switches being used to the respective VHF transmitter. PASS
SPKR provides for announcements to the passen-
gers through the cabin speakers; COMM 1, COMM
These positions allow the compass to be oper- 2, and HF audio is muted. EMER/ COMM 1 pro-
ated in the slaved or free DG mode. In the AUTO vides for the use of COMM 1 when operating only
(slaved) mode, the compasses align at approximate- on emergency DC power. The EMER/COMM 1
ly 3 to 5° per second. When MAN is selected, the position bypasses the audio amplifier, necessitat-
EHSI and the copilot compass card can be moved ing the use of a headset. Volume control is available
left or right at a rate of 30° per minute by toggling only at the radio control head. Transmitting remains
the LH–RH switch. In this mode, the slaving indi- normal from all microphone sources.
cator on the EHSI disappears. Under normal oper-
ating conditions, the gyros remain in the AUTO A three-position AUTO SEL switch with SPKR,
(slaved) mode. OFF, and HDPH positions automatically selects
the proper speaker or headphone to match the posi-
The copilot C-14D compass system is identical to tion of the rotary microphone selector switch. All
the pilot system. The copilot system drives the right audio sources can be monitored at any time by the
side HSI and the pilot RMI. The copilot C-14D use of the appropriate SPKR–OFF–HDPH switch
compass system is powered from the emergency regardless of the microphone selector switch or the
DC bus. In the event of a main DC power failure, AUTO SEL switch positions. A MKR MUTE but-
positioning the battery switch to EMER regains ton silences the marker beacon audio for approxi-
the copilot HSI. mately 30 seconds.
A two-position switch on each control wheel
Audio Control Panels (Figure 16-11) has a MIC position for keying the
Two audio control panels (Figure 16-16) provide transmitters and an INPH position for interphone
individual audio selection by each pilot. Three- communications when using the lip phone or the
position switches labeled “SPKR,” “OFF,” and oxygen mask microphone. If a hand-held micro-
“HDPH” enable all audio inputs to be selected to phone is used, transmission is determined by the
the overhead speakers or headphones. A two-posi- position of the MIC selector switch.
tion IDENT–VOICE switch is used with the NAV
and ADF switches to monitor either voice or coded The pilot and copilot audio panels are powered
identifiers. Two concentric MASTER VOLUME from the emergency DC bus. Circuit breakers
knobs control the headset or speaker volume of all labeled “AUDIO 1” and “AUDIO 2” are located
selected audio sources. A PASS SPKR VOLUME on the left circuit-breaker panel. In the event main
knob controls the output volume of the passenger DC power is lost, the audio panels and the overhead
compartment speakers. speakers continue to operate (COMM 1 and NAV
2 audio will be received).

16 AVIONICS
PULSE EQUIPMENT
WX
Transponders
Two Collins TDR-90 transponders, each with 4096
Mode A code capability, are installed in the nose
avionics bay. A single CTL-92 electronic controller
with digital readouts is installed on the lower cen-
ter instrument panel (Figure 16-13). The transpon-
ders have automatic altitude reporting (Mode C) Figure 16-18. EFIS Display Controller
capability, which is electronically provided to the
transponders by the pilot altimeter. A two-position Radio Altimeter
1/2 switch on the controller selects the No. 1 or Radio altitude is displayed in the lower right corner
No. 2 transponder. An IDENT button is located of the pilot EADI and on the conventional radio
on the front of the controller and on each control altimeter indicator on the pilot or copilot instru-
wheel. Any of these three switches will activate the ment panel (Figure 16-19). The altitude display in
identification circuit. the EADI operates from –20 to 2,500 feet. Between
200 and 2,500 feet, the display is in ten-foot incre-
Distance Measuring Equipment ments. Below 200 feet, it is in 5-foot increments.
Above 2,500 feet, the display disappears. A rising
(DME) runway appears on the EADI when the absolute
The DME installation consists of one DME-42 altitude of less than 200 feet is reached.
receiver-transmitter and one IND-42A indicator
(Figure 16-17). Dual DME-42s and dual IND-42As
may be installed as an option. The IND-42A indi- DH
cator does not control selection of DME data. It
is used only to display data that has been selected 0
1
by the NAV receivers. Depressing the CH button RADAR ALT 2
alternately selects between NAV 1 and NAV 2. The X 100 FEET
mode selector (SEL) switch sequentially selects KT 3
(knots), MIN (minutes-to-station), and ID. 20
4
15
10 5
TEST
Figure 16-19. Radio Altimeter
Weather Radar—Primus 650

ColoRadar
Figure 16-17. DME IND-42A Indicator The Primus 650 ColoRadar system is an X-band
alphanumeric digital radar with display designed
for weather location and ground mapping. The sys-
DME information is displayed on the pilot’s EHSI. tem can be operated in conjunction with the EFIS
Depressing the NAV SEL button on the EFIS dis- and the MFD equipment to provide radar video
play controller (Figure 16-18) determines which displays. Storm intensity is displayed at five color
NAV receiver is providing the distance readout. levels, with black representing weak or no returns
and green, yellow, red, and magenta showing pro-
gressively stronger returns.

16 AVIONICS
In the ground mapping mode, levels of returns are The NDB maintains 50,000 navigation points in
displayed as black, cyan, yellow, and magenta. The its data base, as well as 256 operator-generated
system consists of a receiver-transmitter antenna in waypoints. Forty-nine flight plans with up to 30
the nose section and a controller. Some functions waypoints each may be stored. The NAV data base
of the MFD and the EFIS systems interface with must be updated every 28 days by a data transfer
the radar. Consult the Airplane Operating Manual unit (DTU). The connection for the portable DTU
and vendor handbooks for operating instructions. is located at the lower right side of the copilot
instrument panel.
AREA NAVIGATION—GNS-X The CDU provides the pilot’s interface with the
FLIGHT MANAGEMENT system. It has a full alpha keyboard with a CRT to
SYSTEM provide system readouts and to accept the pilot’s
inputs into the system.
General
The GNS-X FMS is a comprehensive navigation Autotune Annunciator/Switch
management system that integrates multiple sys- A NAV 1/AUTOTUNE switchlight located on the
tems and sensors into a total package capable of center instrument panel can be used to control auto-
precise navigation and aircraft performance com- tuning of the GNS-X. Pressing the switch alter-
putations. The system uses information from vari- nately selects and deselects autotuning capability.
ous navigation sources, including DME, VOR, If the switchlight is illuminated, the FMS may auto-
its own integral LORAN-C, and optional VLF/ tune the NAV 1 if needed for navigation. If NAV 1
OMEGA, if installed. It alerts the flight crew to any has been channeled manually, the GNS-X will not
irregularities such as the loss of enough sensors to autotune until the switch is pressed. If NAV 1 is
compute a valid position. If the loss of a sensor over selected on the EFIS, it will not autotune.
a predetermined length of time occurs, the system
enters a dead reckoning (DR) mode and informs
the pilot on the control display unit (CDU). CAUTION
The system provides steering information to the Exercise caution that unanticipated
pilot through the flight director and the EHSI. autotuning of NAV 1 does not occur
When connected to the autopilot, it provides roll when the GNS-X is operating. Autotun-
steering commands. The NAV computer computes ing is evidenced by an automatic change
fuel flow information, providing a current fuel sta- of frequency in the NAV receiver con-
tus and airplane gross weight throughout the flight, trol head.
provided it is programmed prior to takeoff. The
system also provides active flight plan data to be
displayed on the EHSI or the MFD tubes.
Components that form the GNS-X system include a

NAV management unit (NMU), which also houses
its own LORAN-C components, a configuration
module, a control display unit (CDU), an antenna,
and an optional VLF/ OMEGA sensor (if installed).
The CDU is installed on the center pedestal.
The NMU is the heart of the system. It incorporates

the NAV computer, the VORTAC positioning unit
(VPU), the navigation data bank (NDB), memory
capability, and the LORAN-C sensor.

16 AVIONICS
INSTRUMENT PANEL
ANNUNCIATORS CLOSED
Additional annunciators are located on the pilot’s
instrument panel directly above the EADI. They
are installed as redundant annunciators (duplicating
those on the CDU) to remind the pilot of selected
conditions or to call attention to the occurrence of
certain events. They are as follows:
OPEN
• BATT—Battery (present only when the
optional VLF/OMEGA is installed). It illu- STATIC PITOT
minates when the GNS-X RPU is being
electrically powered by its own internal TAS COMP
standby battery.
Figure 16-20. TAS COMP Switches
• SX—Parallel track. Illuminates when the
GNS-X has been programmed for course When the shutoff valves are closed, manual true
guidance with respect to a course offset airspeed must be provided to the GNS-X FMS.
from, but parallel to, the leg shown on the To ensure the FMS is not receiving erroneous true
CDU. airspeed data, pull the TAS circuit-breaker on the
• WPT—Waypoint. Illuminates when the air- right circuit-breaker panel.
plane is within 30 seconds of the next leg
change.
• MSG—Message. Light is on in addition to
HONEYWELL PRIMUS II
the message light on the CDU. When the REMOTE RADIO SYSTEM
VPU sensor is not supplying navigation or (OPTIONAL)
position update data, the MSG light flashes,
and the message page describes the failure. The Honeywell Primus II remote radio system may
be installed as an option. If this system is installed,
• DR—Dead reckoning. Illuminates when the VHF communication, navigation, ADF, tran-
the GNS-X system is in the dead reckon- sponder, and DME control heads are replaced with
ing mode. programmable CRT tubes. The standard audio con-
On UNs 0651 and subsequent, a NOSE COMP trol panel is replaced by Primus II audio control
O’TEMP light is added to the annunciator panel panels. Consult Section III of the Airplane Oper-
(refer to Chapter 4, “Master Warning Systems”). ating Manual and the Honeywell pilot’s handbook
The light advises the crew that an overtemperature for operating instructions.
condition exists in the nose avionics compartment.
ANGLE-OF-ATTACK SYSTEM
TRUE AIRSPEED COMPUTER (SAFE FLIGHT INSTRUMENT
VALVE SWITCHES CORPORATION)—UNs 0637
Pitot-static pressure for the A and B true airspeed AND SUBSEQUENT
computer is obtained from the copilot’s pitot-static The angle-of-attack (AOA) system is powered by
system. Two shutoff valve switches labeled “STAT- the main DC electrical system. The AOA circuit
IC” and “PITOT,” with OPEN and CLOSED posi- breaker is located on the left circuit-breaker panel.
tions, are located on the copilot’s panel (Figure The system incorporates a signal summing unit
16-20). They are provided to isolate the true air- (computer), external sensing vane flap position
speed computer from the copilot’s instruments if sensor, and an angle-of-attack indicator (Figure
a leak or other malfunction develops in the true 16-21).
airspeed system.

16 AVIONICS
The red arc from 0.85 to 1.0 is a warning zone
that indicates the beginning of low-speed buffet
followed by a full stall.
If the AOA system loses electrical power or

becomes inoperative for other reasons, the indica-
tor needle deflects to the top of the scale and stows
at the 1.0 indication. A red X appears at the EADI
slow-fast indicator.
The optional “heads up” approach indexer displays

three illuminated symbols (red, green, and yellow)
used to indicate angle of attack. Illumination of
the symbols is progressive as the airplane angle
of attack changes. When airspeed is on reference
(0.6), the green center circle illuminates. As air-
speed decreases from the 0.6 reference (angle of
attack increasing), the green circle illumination
dims and the top red chevron illumination increases
until it is fully bright; the circle extinguishes. As
Figure 16-21. Angle-of-Attack Indicator angle of attack becomes excessive, the top chev-
ron begins to flash. When airspeed is increasing
An optional indexer light may be installed on the from the 0.6 on-speed reference (angle of attack
top side of the pilot glareshield near the center of decreasing), the circle again dims and the bottom
the windshield. This indexer provides a “heads up” yellow chevron brightens until the green circle is
display of deviation from the approach reference. extinguished and the bottom chevron is fully bright.
The vane-type AOA sensor, including the transduc- The top red chevron points down, indicating the
er, is mounted on the right forward fuselage. The angle of attack should be decreased by lowering
wedge-shaped vane streamlines with the relative the nose to eliminate the deviation. The bottom
airflow. The transducer sends signals to the com- yellow chevron points upward, indicating that the
puter. The flap position sensor provides signals to angle of attack should be increased by raising the
the computer, allowing compensation for any flap nose to eliminate the deviation.
position selected. The computer then provides sig-
nals to drive the AOA indicator, EADI fast-slow The optional indexer is active any time the nose
indicator, and the optional “heads up” indexer. gear is down and locked and the airplane is air-
The signals generated are accurate throughout the borne. There is a 20-second delay after take-off
weight and CG range of the aircraft. before the indexer becomes operative.
The AOA indicator is a full-range gage, calibrat- The AOA vane is anti-iced electrically through the
ed from 0.1 to 1.0 and marked with red, yellow, pitot-static heater system (refer to Chapter 10, “Ice
and white arcs. The 0.1 mark represents a very and Rain Protection”). There is no annunciator to
low angle of attack; 1.0 indicates the aircraft has indicate AOA heater failure.
exceeded the critical angle of attack and has stalled.
The area from 0.1 to 0.57 represents the normal
operating range, except for approach and land- AIRSPEED INDICATORS
ing. The white arc from 0.57 to 0.63 covers the
approach and landing range, with the middle of the The pilot and copilot airspeed indicators (Figure
arc (0.6) indicating the optimum landing approach 16-22) are identical and are operated by uncor-
airspeed (VREF). The yellow range of 0.63 to 0.85 rected pitot-static inputs. Mach input is from the
represents a caution area, indicating approach of air data computer. A knob on the lower left corner
the critical angle of attack. of the indicator controls a movable index that can
be set to any airspeed as a reference.

16 AVIONICS
TURN AND BANK

The pilot is provided with a built-in turn n eedle
in the EADI which is displayed at all times except
when an ILS frequency is tuned in on a NAV radio
and selected on the EFIS display controller. A con-
ventional inclinometer is attached to the lower edge
of the EADI case. The copilot’s standard instru-
ments do not include a turn needle.
DIGITAL CLOCK
The Davtron model M877 clock (Figure 16-24)
can display four functions: local time, GMT, flight
time, and elapsed time. Two v ersions of the elapsed
time function may be selected: count up or count
down. Normally, the clock is mounted on the pilot
instrument panel with provisions for an optional
additional clock on the copilot instrument panel.
Figure 16-22. Airspeed Indicator
VERTICAL SPEED INDICATORS

The two instantaneous vertical speed indicators
(IVSIs) (Figure 16-23) indicate vertical velocity of
0 to 6,000 fpm, either up or down. Accelerometers
sense any change in normal acceleration and dis-
place the needle before an actual pressure change
occurs. This causes much less time lag between
airplane displacement and instrument indication.
Figure 16-24. Devtron Model M877 Clock
OUTSIDE AIR TEMPERATURE

INDICATOR
An OAT indicator (Figure 16-25) is mounted below
the clock on the pilot’s instrument panel. It dis-
plays air temperature uncorrected for ram rise. Two
scales and a single pointer are used to indicate both
Celsius and Fahrenheit readings. The temperature
sensor is located inside the right dorsal fin ram-
air inlet.
Figure 16-23. Vertical Speed Indicator

16 AVIONICS
Figure 16-27. Flight Hour Meter
EFIS ANNUNCIATORS
Pilot EFIS
Cooling fans are installed in the avionics bay to pro-
vide cooling airflow for the EFIS equipment. Con-
Figure 16-25. OAT Indicator sequently, the following annunciators are installed
on the upper portion of the pilot’s instruments:
MAGNETIC COMPASS
• DISP FAN—Cooling fan inoperative
A standard liquid-filled magnetic compass is
mounted above the glareshield (Figure 16-26). • EADI HOT—EADI tube overheating
• EHSI HOT—EHSI tube overheating
• S
G HOT—Pilot’s EFIS symbol generator
overheating
MFD System (Optional)

The following annunciators are installed on the
center instrument panel:
• MFD FAN—MFD cooling fan inoperative

• MFD HOT—MFD tube overheating
• M
FD SG HOT—MFD symbol generator
overheating
Figure 16-26. Magnetic Compass
FLIGHT HOUR METER

The flight hour meter (Figure 16-27) displays the
total flight time on the airplane in hours and tenths.
The left landing gear squat switch activates the
meter when airplane weight is off the gear. A small
indicator on the face of the instrument rotates when
the hour meter is in operation.

16 AVIONICS
FLIGHT ADI
INSTRUMENTATION— Various ADIs may be installed, from 4-inch with
double-cue flight director (FD) command displays
UNs 0210 THROUGH (one horizontal and one vertical) or a single-cue
0626 FD display to 5-inch double-cue or single-cue FD
command displays. The most common ADI instal-
lation is the AD-650A 5-inch ADI (Figure 16-29),
GENERAL which incorporates the single-cue flight director
command display. The AD-650A also incorporates
Standard flight instrument configuration consists of 12 annunciator lights on top of the case “eyebrow”
Sperry electrical/mechanical flight instruments on that indicate which vertical and horizontal modes
both the pilot and copilot instrument panels. The are engaged in the flight director. The ADI also dis-
standard avionics package consists of dual audio plays, but is not limited to, angle-of-attack, glide-
control panels, dual VHF COMM transceivers, slope, turn-and-bank, expanded localizer, and radio
dual NAVs, dual RMIs, ADF, DME transponder, altitude information.
autoflight system, and weather radar. Included as
a part of the autoflight system is altitude preselect,
altitude alerting, altitude reporting, and vertical
navigation.
PILOT FLIGHT INSTRUMENTS

The pilot flight instrument panel includes an atti-
tude director indicator (ADI) and a horizontal situ-
ation indicator (HSI).
HSI
The RD-650A HSI (Figure 16-28) has various
displays that indicate NAV sources in use, a bear-
ing pointer that indicates relative bearing to the
selected navaid (VOR or ADF), course selections,
DME readouts, etc. Heading and course knobs are
remotely located on the center pedestal. Figure 16-29. AD-650A ADI
COPILOT FLIGHT
INSTRUMENTS
The copilot instrument panel is equipped with a
basic bleed-air-driven attitude gyro and a basic
HSI, electrically powered from the emergency DC
bus system (Figure 16-30). Separate airspeed indi-
cators, vertical speed indicators, altimeters, and
RMIs are installed on both the pilot and copilot
instrument panels. The pilot’s encoded altimeter
is electrically driven by the air data computer. The
copilot’s altimeter is a conventional barometric
altimeter.
Figure 16-28. RD-650A HSI

16 AVIONICS
PULL
TO
CAG
E
Figure 16-30. Copilot Flight Instruments
Standby Attitude Gyro

A standby attitude indicator is available. It normal- Figure 16-31. Standby Gyro Switch
ly operates on main DC electrical power through
the STDBY GYRO circuit breaker on the left cir- The standby gyro is caged by pulling the PULL TO
cuit-breaker panel. Power to the gyro is controlled CAGE knob and rotating it clockwise.
by the standby gyro switch (Figure 16-31), with
STDBY GYRO, OFF, and TEST positions, locat- CAUTION
ed on the pilot lower instrument panel (Figure
16-5). An emergency battery pack in the nose When uncaging, do not release the
avionics compartment is an emergency source of PULL TO CAGE knob suddenly so that
power for the standby gyro if main DC bus volt- it snaps back; this may damage the gyro.
age falls below minimum. This is indicated by an
amber POWER ON light adjacent to the standby
gyro switch, provided the switch is in the STDBY FLIGHT GUIDANCE
GYRO position. The battery pack also provides
power for emergency instrument lighting for the SPZ-500 Autopilot/Flight
copilot primary flight instruments.
Director System
The battery pack is continuously charged by the The SPZ-500 autopilot/flight director instrument
main DC electrical system and should be fully system is a complete flight control system which
charged in the event of an electrical power fail- includes a flight director, automatic pilot, pilot’s
ure. The standby gyro power switch must be in the attitude director indicator (ADI), pilot’s horizontal
STDBY GYRO position for automatic transfer to situation indicator (HSI), air data computer with
emergency battery power. The gyro will operate associated outputs, autopilot controller, vertical
for a minimum of 30 minutes on emergency bat- navigation system including altitude alerter, touch
tery power. When the switch is held to the TEST control steering (TCS), a rate gyro, and autopilot
position, a selftest of the emergency battery pack servos.
and associated electrical circuits is accomplished.
The green light adjacent to the switch illuminates
if the test is satisfactory and the battery pack is
fully charged.

16 AVIONICS
The system operates through the pilot’s ADI and

HSI for mode annunciations, command cues, and
vertical and horizontal navigation displays. The
air data system provides pressure altitude, altitude
reporting, altitude preselect, IAS hold, and vertical
speed hold. The system may be flown manually or
automatically, and meets Category II equipment
requirements on UNs 0162 and subsequent. On
UNs prior to 0162, the system meets Category II
requirements for flight director mode only.
Mode Control Panel Figure 16-33. Autopilot Control Panel

(UNs 0210 through 0626)
The mode control panel (Figure 16-32) consists of
11 push-on, push-off back-lighted switches. The Depressing the SOFT RIDE switch reduces autopi-
status of the selected mode is displayed by amber lot gains while still maintaining stability in rough
lights when armed or green lights when engaged or air. This mode may be used with any flight director
when capture has occurred. On the top face “eye- mode selected.
brow” of the ADI, capture modes are also annun-
ciated. The FD OFF switch causes the command The TEST EACH FLT button activates a test of
bar(s) to bias out of view on the ADI; however, the current monitor for the autopilot and must be
flight director operation with the autopilot is unaf- checked prior to each flight. Pressing the button
fected but without a visible command cue. causes the autopilot to disengage by simulating a
failure in the torque limiters. Disengagement must
be within approximately two seconds after depress-
ing the button. The AUTOPILOT OFF light on the
pilot instrument panel illuminates; the autopilot
warning horn sounds. On UNs 0162 and subse-
quent, the AP TORQUE light also illuminates.
The TRIM light on the control panel illuminates

UP or DN when a sustained signal is being applied
to the elevator servo.
Figure 16-32. Mode Control Panel
Autopilot Control Panel CAUTION

The autopilot control panel on the center pedestal The servo trim pressure should be
(Figure 16-33) provides the means of engaging trimmed out manually before disen-
the autopilot and yaw damper, as well as manually gaging the autopilot if the TRIM light
controlling the autopilot through the TURN knob illuminates.
and PITCH wheel. On UNs 0162 and subsequent,
the torque adaptive autopilot provides two levels
of torque authority automatically for both the pitch Touch Control Steering (TCS)
and roll axes. The torque switching is accomplished The touch control steering (TCS) button on the
through a barometric pressure (set to 14,500 feet), pilot’s control wheel (Figure 16-34) enables the
which is installed in the copilot’s static system. airplane to be maneuvered manually during auto-
pilot operation without cancellation of any selected
The AP switch is used to engage the autopilot and flight director modes.
the yaw damper. The YD switch engages the yaw
damper only. Use of the yaw damper while manu-
ally controlling the airplane aids in stability and
passenger comfort.

16 AVIONICS
COMMUNICATIONS/
NAVIGATION EQUIPMENT
VHF COMM Transceivers
Dual VHF-20A transceivers (VHF-22A on UNs
0550 and subsequent) are located in the nose avi-
onics bay with control heads on the center instru-
ment panel. The COMM 1 antenna is located on the
underside of the fuselage. The COMM 2 antenna is
mounted in the vertical stabilizer cap. The COMM
1 radio is powered from the emergency DC bus.
VHF Navigation Receivers

Dual VIR-30A receivers (VIR-32 on UNs 0550
Figure 16-34. TCS Button and subsequent) provide VOR, localizer, glides-
lope, and marker beacon capability. The receiv-
Depressing and holding the TCS button causes ers are located in the nose avionics compartment,
autopilot operation to be interrupted. Releasing with control heads located on the center instrument
the button reengages the autopilot. When flying panel (Figure 16-36). Each system has 200 VOR/
the airplane manually and using the flight director, LOC operating channels, 40 glide-slope channels,
the command bars may be matched to the existing and automatic DME channeling. Multiple outputs
pitch attitude or the vertical modes may be reset drive the flight director HSI, RMIs, auto-pilot,
by using the TCS button (ALT HLD, VS, or IAS). course deviation indicator and RNAV, if installed.
All basic functions have a built-in self-test. Consult
Section III of the Airplane Operating Manual for
VNAV Computer/Controller self-test procedures. The NAV 2 receiver is pow-
The VNAV computer/controller (VNCC) pro- ered from the emergency DC bus.
vides the data inputs for altitude preselect mode
(ALTSEL), altitude alert, and vertical navigation
(VNAV) mode (Figure 16-35). Data is entered into
the computer by rotating the data select switch to
the desired position and then setting the required
value with the data set knob. The VNAV oper-
ates only when using NAV 1 with the DME set to
NAV 1 and locked on the selected VORTAC (not
in HOLD). VNAV information is valid only when
flying directly to or from a VOR/DME station.
Figure 16-36. VHF Transceiver, NAV, and

Transponder Audio Panel
Figure 16-35. VNAV Controller

16 AVIONICS
NOTE Radio Magnetic Indicator (RMI)

Communication/navigation radio con- Dual RMl-30 radio magnetic indicators are mount-
trol heads may vary from one airplane ed on the left and right instrument panels (Figure
to another, depending on unit numbers 16-38). ADF and VOR information is displayed on
and customer options. Regardless of the each RMI. The single-bar bearing pointers display
type of control head, they are mounted VOR 1 or ADF 1. The double-bar pointers present
on the center instrument panel and op- VOR 2 or ADF 2 information. Push-type selectors
erate essentially the same. Refer to the are mounted on the lower case of the RMIs for
vendor handbooks for specific operating selecting desired information. The compass card
instructions. for each RMI is driven by the opposite side com-
pass system. In the event of RMI compass card fail-
Automatic Direction Finder ure, the VOR pointer remains slaved to the compass
(ADF) card and continues to indicate magnetic bearing
to the selected station. The ADF pointer indicates
The Collins ADF-60 is an automatic direction relative bearing to the selected station.
finder system operating in the frequency range of
190 to 1749.5 kHz, tunable at .5 kHz intervals and
providing 3,120 channels. Tuning is accomplished
by concentric knobs on the control panel located on
the center instrument panel (Figure 16-37).
Figure 16-38. Radio Magnetic

Indicator (RMI)
C-14D Compass System

The pilot HSI, the flight director (when NAV 1
Figure 16-37. Collins ADF-60 is selected on the mode control panel), and the
Control Panel copilot RMI are driven by the pilot C-14D slaved
gyro system. The system consists of a directional
The receiver is located in the nose avionics equip- gyro, a flux detector, two mode selector switches,
ment bay. The antenna is mounted on the under- a remote compensator, and a slaving indicator on
side of the fuselage. ADF information is displayed the HSI. The pilot system operates from the main
on each RMI by the singlebar bearing pointer. DC bus system.
The bearing pointer on the pilot’s HSI may also
be selected to ADF by pushing a selector switch Two LH GYRO SLAVE switches located on the
on the left side of the HSI case (UNs 0210 and left switch panel (Figure 16-39), one with AUTO
subsequent). If a second optional ADF system is and MAN positions and the other with LH and RH
installed, the d
ouble-bar bearing pointers on the positions, allow selection of automatic (slaved) or
RMIs display ADF 2 bearing information. manual (unslaved) operation of the pilot’s C-14D
compass system.

16 AVIONICS
Two concentric MASTER VOLUME knobs control
the headset or speaker volume of all selected audio
sources. A PASS SPKR VOLUME knob controls
the output volume of the passenger compartment
speakers.
A rotary microphone selector switch has four stan-

dard positions: COMM 1, COMM 2, PASS SPKR,
and EMER/COMM 1. A fifth position labeled “HF”
is included if an optional HF radio is installed.
COMM 1 or COMM 2 connects the microphone
Figure 16-39. LH GYRO SLAVE Switches in use to the respective VHF transmitter. The PASS
SPKR position permits announcements to the pas-
In the AUTO mode, the compasses align at approxi- sengers through the cabin speakers, but COMM 1,
mately 3 to 5° per second. When MAN is selected, COMM 2, and HF audio is muted. EMER/ COMM
the HSI and the copilot’s RMI compass card can 1 provides for the use of COMM 1 when operating
be moved left or right at a rate of 30° per minute only on emergency DC power. The EMER/COMM
by toggling the LH–RH switch. In the MAN mode, 1 position bypasses the audio amplifier, necessi-
the slaving indicator on the HSI disappears. Under tating the use of a headset, and volume control is
normal operating conditions, the gyros remain in available only at the radio control head. Transmit-
the AUTO (slaved) mode. ting remains normal from all microphone sources.
The copilot C-14D compass system is identical A three-position AUTO SEL switch with SPKR,
to the pilot system. The copilot system drives the OFF, and HDPH positions automatically selects the
copilot HSI and the pilot RMI compass card. The proper speaker or headphone to match the position
copilot system receives electrical power from the of the rotary microphone selector switch. All audio
emergency DC bus. In the event of a main DC sources can be monitored at any time by use of the
power failure, placing the battery switch to the appropriate SPKR–OFF–HDPH switch, regardless
EMER position restores the copilot’s HSI operation. of the microphone selector switch or the AUTO
SEL switch positions. A MKR MUTE button
silences the marker beacon audio for a pproximately
Audio Control Panels 30 seconds.
Two audio control panels are installed to provide
individual audio selection by each pilot (Figure A two-position switch on each control wheel has
16-40). Switches with SPKR, OFF, and HDPH a MIC position for keying the transmitters and an
positions enable all audio inputs to be selected INPH position for interphone communications
to the overhead speakers or headphones. A two- when using the lip phone or the oxygen mask
position IDENT–VOICE switch is used with the microphone. If a hand-held microphone is used,
NAV and ADF switches to monitor either voice or transmission is determined by the position of the
coded identifiers. MIC selector switch.
PULSE EQUIPMENT
Transponders
A Collins TDR-90 transponder with a 4096 Mode
A code capability is located in the center instru-
ment panel (Figure 16-36).
Figure 16-40. Audio Control Panel

16 AVIONICS
The transponder also has Mode C capability to The Collins ALT-55B radio altimeter is optional for
provide automatic altitude reporting. An IDNT UNs 0356 and subsequent. This system operates
switch is located on the controller and a remote essentially the same as the other systems except
IDNT button on each control wheel. If an optional for an additional feature on the pilot’s ADI. Digital
second transponder is installed, a transfer (TFR) readouts are incorporated to display absolute alti-
switch is located on the c ontroller to select the tude above ground level from 2,000 to 200 feet in
desired transponder. 10-foot increments, and from 200 feet to ground
level in 5-foot increments. A decision height (DH)
window is included on the ADI to set desired deci-
DISTANCE MEASURING sion height.
EQUIPMENT (DME)
The Collins DME-40 (DME-42 on UNs 0550 and Weather Radar
subsequent) provides the pilot with slant range dis-
tance information to the selected VORTAC, as well Various weather radar systems may be installed.
as time-to-station and groundspeed readouts. Dual Refer to Section III of the Airplane Operating Man-
DMEs are optional. The indicator mounted on the ual and vendor handbooks for operating instruc-
instrument panel (Figure 16-41) does not control tions for the system installed. Most of the systems
selection of DME data; it is used only to display have, in addition to weather mapping, a ground
data that has been selected by the NAV receivers. mapping mode. The radar display scope is mounted
on the center instrument panel. Remote control-
lers may be located on the pilot, copilot, or center
instrument panels.
These radar systems are normally powered from

the main DC electrical system; however, antenna
stabilization requires AC power from the inverters.
AREA NAVIGATION
Various optional area navigation systems may be
installed at customer request. Refer to Section III of
the Airplane Operating Manual and vendor hand-
books for operating instructions.
ANGLE-OF-ATTACK SYSTEM
Figure 16-41. Collins DME Indicator (OPTIONAL)
The Teledyne angle-of-attack (AOA) system con-
Radio Altimeter (Optional) sists of a transmitter, a flap position sensor, and an
An optional Sperry AA-215 radio altimeter (Col- indicator. A “heads up” approach indexer may be
lins ALT-50 on UNs 0162 and subsequent) installed installed on the pilot windshield center post as an
on the pilot instrument panel provides absolute optional addition to this system.
altitude readout from 2,500 feet AGL (2,000 feet
for ALT-50) to ground level. In addition to the alti- The AOA transmitter is the basic sensor which
tude display, auxiliary outputs are available to drive detects airflow direction at the side of the fuselage
the rising runway bar on the pilot’s ADI. On UNs by means of a conical probe with slots (Figure
0162 and subsequent, an additional readout on the 16-42) that rotates to achieve uniform airflow. The
ADI indicates absolute altitude at 200 feet above probe is heated for anti-icing by actuation of pitot-
ground level, calibrated in 50-foot increments until static anti-icing (refer to Chapter 10, “Ice and Rain
touchdown. Protection”).

16 AVIONICS
1.0 represents full stall: 100% of the available lift
is being produced. At 0, zero lift is being produced.
The red arc range is a warning area from begin-
ning of low-speed buffet to full stall. The yellow
range indicates a caution area where the airplane is
approaching a critical angle of attack. The green arc
is the normal operating range. The AOA indicator
has reference indices at .8, where low-speed buffet
begins, and at .6, which is optimum approach speed
(1.3 VSO), which equates to maximum endurance
and maximum angle of climb. An index mark (tri-
angle) at .35 represents maximum range.
Figure 16-42. Angle-of-Attack The optional “heads up” approach indexer displays
Sensing Vane three illuminated symbols (red, green and yellow)
used to indicate angle of attack. Illumination of the
NOTE symbols is progressive as angle of attack changes
A warning light is not included to alert When airspeed is on reference (0.6), the green cen-
the crew if anti-icing heat to the probe ter circle illuminates.
is lost.
As airspeed decreases from the 0.6 reference (angle
A flap position sensor provides a signal to the AOA of attack increasing), the green circle illumination
indicator to compensate for flap position. The indi- dims and the top red chevron illumination increases
cator computes angle of attack from transmitter until it is fully bright, and the circle extinguishes.
and flap sensor signals for all configurations and As angle of attack becomes excessive, the top chev-
weights to provide accurate AOA readouts to the ron begins to flash. When airspeed is increasing
flight crew. from the 0.6 on-speed reference (angle of attack
decreasing), the circle again dims and the bottom
The full-range AOA indicator installed on the pilot yellow chevron brightens until the green circle is
instrument panel is calibrated from 0 to 1.0 and is extinguished and the bottom chevron is fully bright.
marked with red, yellow, and green arcs (Figure
16-43). Lift is presented as a percentage. The top red chevron points downward, indicating
that the angle of attack should be decreased by
lowering the nose to eliminate the deviation. The
bottom yellow circle points upward, indicating that
the angle of attack should be increased by raising
the nose to eliminate deviation.
AIRSPEED INDICATORS
The pilot and copilot airspeed indicators, oper-
ated by uncorrected pitot-static inputs, are identi-
cal (Figure 16-44). Mach input is from the air data
computer. A knob on the lower left corner of the
instrument controls a movable index that can be set
to any airspeed as a reference. Slots in the airspeed
dial at 262 and 277 KIAS show red below 14,000
feet and from 14,000 to 28,000 feet, indicating
VMO limits (standard 9,500 pounds ZFW). The
Mach limit of .705 above 28,000 feet is indicated
Figure 16-43. AOA Indicator by a single red radial line.

16 AVIONICS
TURN AND BANK

With 4-inch ADI
The pilot and copilot turn-and-bank indicators
(Figure 16-46) are powered by main DC electrical
power from the T&B circuit breakers on the left
circuit-breaker panel. An OFF flag comes into view
if electrical power is interrupted.
Figure 16-44. Airspeed Indicator
On aircraft certified at 11,000 pounds ZFW, a sin-

gle slot at 262 KIAS shows red from low altitude to
30,500 feet. The Mach limit of .705 above 30,500
feet is indicated by a single red radial line.
VERTICAL SPEED INDICATORS

Two instantaneous vertical speed indicators (IVSIs)
indicate vertical velocity of 0 to 6,000 fpm up or
down (Figure 16-45). Accelerometers sense chang- Figure 16-46. Turn-and-Bank Indicator
es in normal acceleration and displace the needle
before actual pressure change occurs, resulting in
much less time lag between airplane displacement With 5-inch ADI
and instrument indication. The pilot turn-and-bank indicator is incorporated
into the ADI (Figure 16-47). The copilot’s turn-
and-bank indicator is powered by main DC power
from a RH T&B circuit breaker on the left circuit-
breaker panel.
Figure 16-45. Vertical Speed Indicator
Figure 16-47. Pilot ADI

16 AVIONICS
CLOCK
An eight-day clock with a 24-hour dial is mounted
on the pilot instrument panel. GMT and local time
can be set simultaneously.
An optional Davtron Model 811B six-digit dis-

play clock (Figure 16-48) presents either 24-hour
24 W 30 33
STEER
0 0 330
0 2 70300330
FO
elapsed flight time or elapsed time from the stop-
R 0
watch function, as selected by the pilot. A sepa-
359 2
rate battery supplies power to keep the time circuit
70 3
30
functional when airplane electrical power is off.
24 402
COMPASS CORRECTION
8
60 0
CALIBRATE WITH
90 0
2
6
1
RADIO ON
90 120AIRPATH
1501802210
122 151 180
Figure 16-49. Magnetic Compass
FLIGHT HOUR METER

The flight hour meter, normally mounted on the
copilot instrument panel, displays the total airplane
flight time in hours and tenths (Figure 16-50). The
left landing gear squat switch activates the meter
when weight is off the gear. A small indicator on
the face of the instrument rotates when the hour
meter is in operation.
Figure 16-48. Davtron Model 811B Clock
OUTSIDE AIR TEMPERATURE

INDICATOR
An OAT indicator below the clock on the pilot
instrument panel displays air temperature uncor-
rected for ram rise. Two scales and a single pointer
indicate both Celsius and Fahrenheit readings. The Figure 16-50. Flight Hour Meter
temperature sensor is located inside the right dorsal
fin ram-air inlet.
MAGNETIC COMPASS
A standard liquid-filled magnetic compass is
mounted above the glareshield (Figure 16-49).

16 AVIONICS
FLIGHT STATIC PORTS

INSTRUMENTATION— Upper and lower static vent ports are located on
each side of the fuselage below and slightly for-
UNS 0002 THROUGH ward of the cockpit windows (Figure 16-52). As
0209 shown in Figure 16-53, dual pickups are provided
to the pilot and copilot instruments from both sides
Standard flight instrument configuration is essen- of the airplane. The dual pickups are provided to
tially the same as for UNs 0210 through 0626, with reduce sideslip effects on the static system. All
only minor differences. Refer to Section III of the static ports are heated and controlled by the PITOT
Airplane Operating Manual and vendor handbooks & STATIC switch.
for operating instructions.
PITOT-STATIC SYSTEM
The pitot-static system supplies dynamic and static
air pressure for operation of the air data computer
(ADC), Mach/airspeed indicator, altimeter, vertical
speed indicator, Mach/ airspeed warning switch,
and cabin differential pressure indicator. The pitot-
static system is shown in Figure 16-53.
PITOT TUBES
Figure 16-52. Static Ports
The pitot tubes are mounted on each lower side
of the fuselage nose (Figure 16-51). They provide The copilot altimeter is a barometric instrument.
independent supplies as shown in Figure 16-53. Due to the low vibration levels in turbojet air-
planes, an electric motor with an eccentric shaft is
Both pitot tubes are electrically heated. Pitot heat attached to the barometric altimeter to ensure its
is controlled by a single PITOT & STATIC toggle accuracy by constantly vibrating it. It is powered
switch located in the ANTI ICE group on the pilot by the RH ALT circuit breaker on the left circuit-
instrument panel (see Chapter 10, “Ice and Rain breaker panel.
Protection”, for additional information).
AIR DATA COMPUTER

The air data computer (ADC) electrically drives the
pilot altimeter and provides input to the flight direc-
tor/autopilot system. Other equipment supplied by
the ADC and the data received vary, depending on
the installation of specific avionics systems.
Figure 16-51. Pitot Tube

16 AVIONICS
LEFT PITOT RIGHT PITOT
TUBE TUBE
MACH
AIRSPEED
LIMIT
SWITCH
MACH
MACH
IAS ALT IAS ALT
VSI VSI
CABIN
DIFFERENTIAL
PRESSURE
INDICATOR
AIR DATA
COMPUTER
(ADC)
UPPER LEFT UPPER RIGHT

STATIC PORT STATIC PORT
LOWER LEFT LOWER RIGHT

STATIC PORT STATIC PORT
LEGEND
PILOT'S PITOT
COPILOT'S PITOT
PILOT'S STATIC
COPILOT'S STATIC
ELECTRICAL
Figure 16-53. Pitot-Static System

16 AVIONICS
STATIC DISCHARGE
WICKS
A static electrical charge, commonly referred to as
“P” (precipitation) static, builds up on the surface
of an airplane while in flight and causes interfer-
ence in radio and avionics equipment operation.
The static wicks are installed on all trailing edges
(Figure 16-52) and dissipate the static electricity
in flight.
Figure 16-54. Static Wicks (Typical)
LIMITATIONS
EMERGENCY/
ABNORMAL

CHAPTER 17
OXYGEN SYSTEMS
CONTENTS
INTRODUCTION................................................................................................................ 17-1
17 OXYGEN SYSTEMS
OXYGEN SYSTEM............................................................................................................. 17-1
General.......................................................................................................................... 17-1
Component Description................................................................................................. 17-2
System Operation.......................................................................................................... 17-4
LIMITATIONS...................................................................................................................... 17-4
QUESTIONS........................................................................................................................ 17-6
ILLUSTRATIONS
Figure Title Page
17-1. Oxygen Pressure Gage........................................................................................... 17-2
17-2. Oxygen Selector.................................................................................................... 17-2
17-3. Overboard Discharge Indicator.............................................................................. 17-3
17-4. Crew Oxygen Mask............................................................................................... 17-3
17-5. Crew Oxygen Mask Stowage................................................................................. 17-3
17-6. Passenger Oxygen Mask........................................................................................ 17-4
17-7. Oxygen System...................................................................................................... 17-5

17 OXYGEN SYSTEMS

CHAPTER 17
OXYGEN SYSTEMS
17 OXYGEN SYSTEMS
INTRODUCTION
This chapter covers the oxygen system installed on the Citation II. Oxygen is supplied to the crew
and passengers during pressurization system malfunctions, or whenever required.
OXYGEN SYSTEM ily intended to provide emergency oxygen since a

cabin altitude of 8,000 feet is normally maintained
by the pressurization system up to the maximum
GENERAL certified altitude.
The oxygen system consists of the crew and pas- The system consists of an oxygen storage cylinder
senger distribution systems. Oxygen is available with an integral shutoff valve and pressure regula-
to the crew at all times and can be made avail- tor, servicing fitting, crew and passenger masks,
able to the passengers either automatically above altitude pressure switch, overboard discharge disc,
a predetermined cabin altitude, or manually at any and a control selector on the pilot’s console.
altitude by a cockpit control. The system is primar-

COMPONENT DESCRIPTION
Oxygen Cylinder Assembly
The oxygen cylinder, installed in the tail-cone
area of the fuselage immediately aft of the tail-
cone access door, may have a 22-cubic-foot or
64-cubic-foot capacity. On UNs 0002 through
0254 not incorporating SB 550-35-2, the oxygen
17 OXYGEN SYSTEMS
bottle is located in the right side of the nose bag-

gage compartment, beneath the compartment floor.
A shutoff valve and pressure regulator located on
the cylinder control the flow of oxygen to the dis-
tribution system. The shutoff valve is normally
open; the regulator reduces line pressure to 70 psi.
The cylinder is serviced through the filler port in
the tail-cone area with aviators’ breathing oxygen
only (MIL-0-27210).
Pressure Gage Figure 17-1. Oxygen Pressure Gage

A direct-reading oxygen pressure gage is located
on the right side of the copilot’s instrument panel
(Figure 17-1). The gage reads cylinder pressure
any time the system is charged, regardless of the
positions of the shutoff valve on the cylinder. The
fully serviced system should read 1,600–1,800 psi.
The system should be serviced anytime the gage

indicates out of the green arc. It must be serviced
if pressure drops below 400 psi, and the system
must be purged if the bottle is allowed to deplete
to empty.
Controls
The OXYGEN selector on the pilot’s console (Fig- UNs 0501 AND SUBSEQUENT
ure 17-2) controls oxygen flow to the passengers
or restricts it to crew use only. NORMAL, CREW
ONLY, and MANUAL DROP positions mechani-
cally actuate a control valve for distribution as
desired. On UNs 0002 through 0500, the oxygen is
controlled by two levers instead of one rotary valve.
UNs 0002 THROUGH 0500
Figure 17-2. Oxygen Selector

Overboard Discharge Indicator The optional mask is a quick-donning mask with

an integral microphone and a regulator with three
A green overboard discharge indicator (disc) is positions. Selecting the EMER position on the
located aft of the tail-cone access door on the fuse- mask regulator makes pressure breathing pos-
lage (Figure 17-3). On UNs 0002 through 0254 not sible by providing a steady flow to the mask. In
incorporating SB 550-35-2, the disc is located on the 100% position, the user is assured oxygen is
the right side of the nose section, directly below the being received when there is no apparent restric-
nose access door. The disc provides a visual indi- tion to breathing. The NORM position is for diluter
cation that an overpressure condition has occurred demand. The masks must be stowed in a retainer
17 OXYGEN SYSTEMS
in the oxygen cylinder and that the bottle is now just aft of each crewmember’s side window (Figure
empty. If the disc is ruptured, maintenance must be 17-5) to qualify as quick-donning masks. When
performed before flight. using the mask with fumes or smoke present, select
the EMER position.
Oxygen Masks
Figure 17-4. Crew Oxygen Mask
Figure 17-3. Overboard Discharge

Indicator
The standard mask is supplied with the 22-cubic-

foot oxygen cylinder. An optional sweep-on mask is
supplied with the optional 64-cubic-foot cylinder.
The standard mask incorporates a microphone and

an oxygen regulator. The regulator has a control Figure 17-5. Crew Oxygen Mask Stowage
for selection of diluter demand operation or 100%
flow. It qualifies as a quick-donning mask when
worn around the neck. It should be set to 100%.

The CREW ONLY position of the selector blocks

flow at the oxygen control valve, s hutting off all
flow to the passengers. In this position, only the
crew has oxygen.
WARNING
No smoking is permitted when using
oxygen. Oil, grease, soap, lipstick, lip
17 OXYGEN SYSTEMS
balm and other fatty materials consti-

tute a serious fire hazard when in con-
tact with oxygen.
LIMITATIONS
Figure 17-6. Passenger Oxygen Mask
Passenger masks (Figure 17-6) are stowed in over- EMERGENCY/

head containers and can be dropped automatically
or manually. Oxygen does not flow to the mask ABNORMAL
until the lanyard is pulled.
SYSTEM OPERATION
With the OXYGEN selector in the NORMAL posi-
tion, low-pressure oxygen at 70 psi is available
to both crewmembers through outlets on the side
consoles and to the solenoid valve on the oxygen
selector (Figure 17-7).
The solenoid valve is normally spring-loaded

closed, blocking flow to the passenger distribu-
tion system. If cabin altitude exceeds 13,500 feet,
an altitude pressure switch energizes the solenoid
valve open. Oxygen flowing into the passenger
distribution system releases latches on the mask
compartment doors, allowing the doors to open and
the masks to fall out. If cabin pressure is restored to
normal values, the solenoid valve is deenergized at
8,000 feet cabin altitude, shutting off oxygen flow
to the passengers.
If DC power fails, the solenoid valve cannot route

oxygen to the passenger system. Placing the OXY-
GEN selector in MANUAL DROP routes oxygen
flow through the manual control valve, dropping
the masks.

Revision 0.3
COPILOT OXYGEN
28 VDC SHUTOFF
FACE MASK 5A VALVE
ALTITUDE PRESSURE
SWITCH (13,500 FT)
SHUTTLE
VALVE
CHECK
VALVE PRESSURE
OXYGEN REGULATOR
GAUGE
FLOW FUSES OXYGEN
OVERHEAD BOTTLE
DROP BOXES BULKHEAD
FILLER VALVE & OVERBOARD

PROTECTIVE CAP DISCHARGE
INDICATOR
PILOT TO ALTITUDE
FACE MASK PRESSURE SWITCH
OVERHEAD
DROP BOX

TO ADDITIONAL
OVERHEAD BOXES
SOLENOID
REGULATED
OXYGEN
Figure 17-7. Oxygen System
17-5
17 OXYGEN SYSTEMS
QUESTIONS
1. The cockpit oxygen pressure gage reads 5. If the oxygen selector is placed in CREW
A. The oxygen pressure which is present at ONLY:
the crew masks A. The passenger masks cannot be dropped
B. Electrically derived system low pressure automatically.
C. Bottle pressure B. The passenger masks will not deploy auto-
D. Electrically derived system high pressure matically, but they can still be dropped
17 OXYGEN SYSTEMS
manually.
2. Passenger masks are dropped when the: C. The passengers will still receive o xygen if
the cabin altitude is above 8,000 feet.
A. OXYGEN selector is in NORMAL and
D. Normal DC power is removed from the
cabin altitude exceeds 13,500 feet.
passenger mask door actuators, thus pre-
B. Cabin altitude exceeds 13,500 feet, venting them from dropping the masks.
regardless of OXYGEN selector position.
C. OXYGEN selector is in MANUAL DROP, 6. If normal DC power is lost with the oxygen
regardless of altitude. selector in NORMAL:
D. Both A and C
A. The passenger masks will deploy imme-
diately, regardless of the cabin altitude.
3. If DC power fails, placing the OXYGEN selec-
B. The passenger masks cannot be dropped
tor in:
manually.
A. MANUAL DROP deploys the passenger C. The oxygen pressure gage on the c o-pilot’s
masks, regardless of the cabin altitude. panel will be inoperative.
B. MANUAL DROP deploys the passenger D. Automatic dropping of the passenger
masks only if 13,500 feet cabin altitude is masks will not occur.
exceeded.
C. CREW ONLY does not restrict oxygen to
the crew only if the cabin altitude is above
13,500 feet.
D. Any of the three operating positions will
not route oxygen to the passengers—they
have their own oxygen.
4. The purpose of the altitude pressure switch is

to:
A. Bypass oxygen flow directly to the pas-
sengers regardless of OXYGEN selector
position.
B. Open a solenoid at 13,500 feet cabin alti-
tude, allowing oxygen flow to the passen-
ger oxygen distribution system.
C. Close a solenoid valve at 13,500 feet
cabin altitude, stopping oxygen flow to
the passengers.
D. Restore cabin altitude to 8,000 feet so that
oxygen is not required.

CHAPTER 18
WEIGHT AND BALANCE
CONTENTS
GENERAL ........................................................................................................................... 18-1
Weight............................................................................................................................ 18-1
Balance.......................................................................................................................... 18-1
Basic Formula................................................................................................................ 18-2
Weight Shift Formula.................................................................................................... 18-2
Weight Addition or Removal......................................................................................... 18-2
DEFINITIONS...................................................................................................................... 18-2
18 WEIGHT AND BALANCE

FORMS................................................................................................................................. 18-3
Form 1783-1.................................................................................................................. 18-3
Forms 1783-3, 1783-4A, and 1783-5............................................................................ 18-3
Center-of-Gravity Envelope.......................................................................................... 18-3
Form 1650..................................................................................................................... 18-3
Weight-and-Balance Worksheet.................................................................................... 18-3


ILLUSTRATIONS
Figure Title Page
18-1. Form 1783-1.......................................................................................................... 18-4
18-2. Form 1783-4A....................................................................................................... 18-5
18-3. Form 1783-5.......................................................................................................... 18-6
18-4. Form 1783-3.......................................................................................................... 18-7
18-5. Center-of-Gravity Envelope................................................................................... 18-8
18-6. Form 1650.............................................................................................................. 18-9
18-7. Weight-and-Balance Worksheet (Sheet 1 of 2)................................................... 18-10
18-8. Weight-and-Balance Worksheet (Sheet 2 of 2)................................................... 18-11

18-9. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 1 of 6)....... 18-12


CHAPTER 18
WEIGHT AND BALANCE

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

BASIC FORMULA DEFINITIONS

Weight x Arm = Moment
Manufacturer’s Empty Weight—Weight of struc-
This is the basic formula upon which all weight and ture, powerplants, furnishings, systems, and other
balance calculations are based. Remember that the items of equipment that are an integral part of a
arm or CG location can be found by adapting the particular configuration
formula as follows:
Standard Empty Weight—Manufacturer’s empty
weight plus standard items
Arm = Moment
Weight
Standard Items—Equipment and fluids not an inte-
gral part of a particular airplane and not a varia-
WEIGHT SHIFT FORMULA tion for the same type of airplane. These items may
include, but are not limited to, the following:
Distance
Weight shifted = the CG is shifted a. Unusable fuel
Total weight Distance the
weight is shifted b. Engine oil
c. Toilet fluid
The above formula can be utilized to shift weight
if the CG is found to be out of limits. Use of this d. Serviced fire extinguisher and emergency oxy-
formula avoids working the entire problem over gen equipment
again by trial and error. e. All hydraulic fluid and brake fluid
f. Trapped fuel
WEIGHT ADDITION
OR REMOVAL Basic Empty Weight—Standard empty weight plus
installed optional equipment
If weight is to be added or removed after a weight
and balance has been computed, a simple formu- Operational Takeoff Weight—Maximum autho-
la can be used to figure the shift in the center of rized weight for takeoff. It is subject to airport,
gravity. operational, and related restrictions. This is the
weight at the start of the takeoff run and must not
Weight added Distance the exceed maximum design takeoff weight.
(or removed) = CG is shifted
New total weight Distance between Operational Landing Weight—Maximum autho-
the weight arm and rized weight for landing. It is subject to airport,
the old CG arm operational, and related restrictions. It must not
exceed maximum design landing weight.
If it is desired to find the weight change needed to
accomplish a particular CG change, the for-mula Useful Load—Difference between maximum
can be adapted as follows: design taxi weight and basic empty weight. It
includes payload, usable fuel, and other usable
Weight (to be) added Distance the fluids not included as operational items.
(or removed) = CG is shifted
Old total weight Distance between Usable Fuel—Fuel available for airplane
the weight arm and propulsion.
the new CG arm
Unusable Fuel—Fuel remaining after a fuel runout
test has been completed in accordance with gov-
ernmental regulations. It is the drain-able unusable
fuel only.

Trapped Fuel—Fuel remaining when the airplane This same point applies to the aft cabin and tail
is defueled by normal means using the procedures cone compartments as well. All of the tables have
and attitudes specified for drain-ing the tanks. arms listed for the various locations except the fuel
table. Notice that the arm varies depending on the
Actual Zero Fuel Weight—Basic empty weight quantity of usable fuel.
plus payload. It must not exceed max-imum design
zero fuel weight.
CENTER-OF-GRAVITY
Payload—Maximum design zero fuel weight minus ENVELOPE
basic empty weight. This is the weight available for
crew, passengers, baggage, and cargo. After summing all the weights and moments, it is
necessary to determine whether the CG is within
allowable limits.
FORMS This graph represents the allowable CG envelope.
The Cessna Weight and Balance forms that can be The way to plot the location of the CG on the graph
found in an average airplane’s approved AFM are is to determine the CG location in inches aft of
discussed below, and examples of the forms are datum, then plot it against the weight. To determine
included in Figures 19-1 through 19-8 at the end of the CG arm, the total moment (moment/100 x 100)
this section. If the airplane has a different seating is divided by the total airplane weight.

configuration from the one depicted in the example,
the form appropriate to that configuration will be
found in the AFM. FORM 1650
The Weight and Balance Record amends the Weight
FORM 1783-1 and Balance Data Form—1783-1. After delivery,
if a service bulletin is applied to the airplane or if
The airplane weight, CG arm, and moment (divid- equipment is removed or added that would affect
ed by 100) are all listed at the bottom of this form the CG or basic empty weight, it must be recorded
as the airplane is delivered from the factory. Ensure on this form in the AFM. The crew must always
that the basic empty weight figures listed are cur- have access to the current airplane basic weight
rent and have not been amended. and moment in order to be able to perform weight
and balance computations.
FORMS 1783-3, 1783-4A,
AND 1783-5 WEIGHT-AND-BALANCE
The tables already have computed momments/100
WORKSHEET
for weights in various seating lo-cations in the air- A logical step-by-step process is outlined for deter-
plane. Notice in the baggage compartment tables mining weight and CG limits by this form. The
that the last weight that a moment/100 is listed payload computations are made in the left column,
for under the nose compartment column is 350 while the rest of the computations are done in the
pounds. This corresponds to the placarded limit right column. A completed Weight-and-Balance
in that compartment. Remember that this limit is Worksheet is shown in Figure 19-8. A graphical
structural in nature. It is based on the maxi-mum depiction showing the changes in weight and bal-
weight that the flooring and supporting structure ance as the aircraft is loaded.
in that area can support.

UNIT NUMBER REGISTRATION NUMBER DATE

SERIAL NUMBER
AIRPLANE WEIGHING FORM
REFERENCE
DATUM AIRPLANES -0627 AND ON
250
261.56 MAC
80.98
FS 94.00 FS 206.00
200
WATER LINE (WL) — INCHES
150
100
NOSE JACK POINT WING JACK POINT
(FS 93.70)
221.80
(FS 315.50) NOTE
50 IT IS THE RESPONSIBILITY OF THE
218.20 OPERATOR TO ENSURE THAT THE
300.21 AIRPLANE IS LOADED PROPERLY
315.50
0
0 50 100 150 200 250 300 350 400 450 500 550 600 650
FUSELAGE STATION (FS) — INCHES
LOCATING CG WITH AIRPLANE ON LANDING GEAR

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

CG Arm of Net Weight) ( ) Inches
Airplane = 315.15 – = ( ) Aft of
Nose and Wing Jack Point Datum
Weight Totaled ( )
AIRPLANE AS WEIGHED TABLE

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

WEIGHT CG ARM MOMENT
ITEM (POUNDS) (INCHES) (INCH-POUNDS/100)
AIRPLANE (CALCULATED OR AS WEIGHED)

(INCLUDES ALL UNDRAINABLE FLUIDS AND FULL OIL)
DRAINABLE UNUSABLE FUEL AT 6.75 POUNDS PER GALLON 52.80 298.40 157.60
BASIC EMPTY WEIGHT
Figure 18-1. Form 1783-1

MODEL 550 WEIGHT AND

CITATION II BALANCE DATA
SERIAL NUMBER
CREW AND PASSENGERS COMPARTMENTS
WEIGHT AND MOMENT TABLES
OPTION 1 SEAT ARRANGEMENTS
AIRPLANES -0627 AND ON
CREW AND PASSENGER CREW AND PASSENGER

MOMENT/100 MOMENT ARMS
SEAT 1 OR 2 SEAT 5 OR SEAT 7 OR SEAT 9 OR AFT
SEAT 2 SEAT 3 SEAT 4 SEAT 6 SEAT 8 SEAT 10 TOILET
WEIGHT ARM = ARM = ARM = ARM = ARM = ARM = ARM =
(POUNDS) FS 131.00 FS 214.00 FS 208.00 FS 251.00 FS 288.00 FS 170.00 FS 325.00
*FS 74.00
50 65.50 107.00 104.00 125.50 144.00 85.00 162.50
60 78.60 128.40 124.80 150.60 172.80 102.00 195.00
70 91.70 149.80 145.60 175.70 201.60 119.00 227.50
80 104.80 171.20 166.40 200.80 230.40 136.00 260.00
90 117.90 192.60 187.20 225.90 259.20 153.00 292.50
100 131.00 214.00 208.00 251.00 288.00 170.00 325.00
110 144.10 235.40 228.80 276.10 316.80 187.00 357.50 1 2
120 157.20 256.80 249.60 301.20 345.60 204.00 390.00 FS 131.00

130 170.30 278.20 270.40 326.30 374.40 221.00 422.50
140 183.40 299.60 291.20 351.40 403.20 238.00 455.00
150 796.50 321.00 312.00 376.50 432.00 255.00 487.50
160 209.60 342.40 332.80 401.60 460.80 272.00 520.00
170 222.70 363.80 353.60 426.70 489.80 289.00 552.50 FS 170.00
180 235.80 385.20 374.40 451.80 518.40 306.00 9 10
190 248.90 406.60 395.20 476.90 547.20 323.00
200 262.00 428.00 416.00 502.00 576.00 340.00
210 275.10 449.40 436.80 527.10 604.80 357.00
220 288.20 470.80 457.60 552.20 633.60 374.00 FS 208.00 4
230 301.30 492.20 478.40 577.30 662.40 391.00 3
FS 214.00
240 314.40 513.60 499.20 602.40 691.20 408.00
250 327.50 535.00 520.00 627.50 720.00 425.00
260 340.60 556.40 540.80 652.60 748.80 442.00 FS 234.70
270 353.70 577.80 561.60 677.70 777.60 459.00
280 366.80 599.20 582.40 702.80 806.40 476.00 FS 251.00
290 379.90 620.60 603.20 727.90 835.20 493.00 5 6
300 393.00 642.00 624.00 753.00 864.00 510.00
310 406.10 663.40 644.80 778.10 892.80 527.00
320 419.20 684.80 665.60 803.20 921.60 544.00
330 432.30 706.20 686.40 828.30 950.40 561.00 FS 288.00 7 8
340 445.40 727.60 707.20 853.40 979.20 578.00
*FS 321.00
FS 325.00 T
NOTE: SEAT 9 MAY BE REPLACED WITH AN
OPTIONAL REFRESHMENT CENTER. *FS 338.00
NOTE: WHEN A WIDE DOOR OPTION IS INSTALLED

THE SEAT ARRANGEMENT IS THE SAME AS
OPTION 1 SEAT ARRANGEMENT EXCEPT SEAT
9 MAYBE REPLACED WITH A 16-INCH CLOSET.
*FS 442.00
Figure 18-2. Form 1783-4A


SERIAL NUMBER
BAGGAGE AND CABINET COMPARTMENTS
WEIGHT AND MOMENT TABLES
BAGGAGE COMPARTMENT CONTENTS
MOMENT/100
NOSE
COMPARTMENT
CABIN COMPARTMENT TAILCONE COMPARTMENT BAGGAGE
WEIGHT
(POUNDS)
ARM =
FS 74.00
ARM =
FS 214.00
ARM =
FS 321.00
ARM =
FS 338.00
ARM =
FS 414.00
COMPARTMENT
NOSE
20 14.80 64.20 67.60 82.80 88.40
40 29.60 128.40 135.20 165.60 176.80 COMPARTMENT
60 44.40 192.60 202.80 248.40 265.20 FS 74.00
80 59.20 256.80 270.40 331.20 353.60
100 74.00 321.00 338.00 414.00 442.00
120 88.80 385.20 405.60 496.80 530.40
140 103.60 449.40 473.20 579.60 618.80
160 118.40 513.60 540.80 662.40 707.20
180 133.20 577.80 608.40 745.20 795.60
200 148.00 642.00 676.00 828.00 884.00
220 162.80 706.20 910.80
240 177.60 770.40 993.60

260 192.40 834.60 1076.40
280 207.20 898.80 1159.20
300 222.00 963.00 1242.00
320 236.80 1027.20
340 251.60 1091.40
360 259.00 1123.50
380 1155.60
400 1219.80
1284.00
RIGHT FORWARD
MIDSHIP CABINET 8 INCH REFRESHMENT
CONTENTS CENTER CONTENTS
MOMENT/100 MOMENT/100
REFRESHMENT FORWARD
WEIGHT CENTER WEIGHT COMPARTMENT
(POUNDS) ARM = FS 234.70 (POUNDS) ARM = FS 156.00
5 11.70 5 7.80
10 23.50 10 15.60
15 35.20 15 23.40
20 46.90 20 31.20 CABIN
25 58.70 25 39.00 COMPARTMENT
30 70.40 30 46.80 FS 321.00
35 82.10 35 54.60
40 93.90 40 62.40 FS 338.00
LEFT FORWARD 28-INCH

16 INCH CLOSET REFRESHMENT
CONTENTS CENTER
MOMENT/100 MOMENT/100
WEIGHT WEIGHT
(POUNDS) ARM = FS 160.00 (POUNDS) ARM = FS 165.00
10 16.00 10 16.50 TAILCONE

20 32.00 20 33.00
30
COMPARTMENT
30 48.00 49.50
40 64.00 40 66.00 FS 414.00
50 80.00 50 82.50
60 96.00 60 99.00
70 112.00 70 115.00 FS 442.00
80 128.00 80 132.00
90 144.00 90 148.50
100 160.00 100 165.00


SERIAL NUMBER
FUEL LOADING WEIGHT AND MOMENT TABLES

MOMENT/100
WEIGHT ARM VARIES
(POUNDS) (INCH-POUNDS)
100 298.16
200 591.18
300 879.08
400 1165.42
500 1448.40
600 1732.53
700 2014.80
800 2298.84
900 2581.92

1000 2866.30
1100 3150.18
1200 3434.52
1300 3718.52
1400 4003.23
1500 4287.76
1600 4572.24
1700 4856.56
1800 5141.16
1900 5425.64
2000 5709.90
2100 5994.04
2200 6278.47
2300 6562.82
2400 6846.96
2500 7131.00
2600 7415.33
2700 7699.60
2800 7984.34
2900 8269.06
3000 8554.05
3100 8839.04
3200 9124.80
3300 9410.62
3400 9696.97
3500 9983.40
3600 10,270.08
3700 10,556.84
3800 10,843.87
3900 11,131.00
4000 11,418.20
4100 11,705.50
4200 11,993.31
4300 12,281.18
4400 12,569.04
4500 12,856.86
4600 13,144.73
4700 13,432.48
4800 13,720.56
4900 14,008.46
5008 14,320.34

CITATION 550/551
15000
Maximum Ramp
14, 300 lbs.
Maximum T/O
14000 14, 100 lbs. Maximum Ramp
13,500 lbs.
Maximum Land
13,500 lbs. Maximum T/O Maximum Ramp
13000 13,300 lbs. 12,700 lbs.
GROSS WEIGHT — POUNDS
Maximum Land Maximum T/O

12,700 lbs. 12,500 lbs.
12000
Maximum Land
12,000 lbs.
11000 Maximum ZFW Optional ZFW Optional ZFW

11,000 lbs. 11,000 lbs. 11,000 lbs.
10000
Standard ZFW Standard ZFW
9,500 lbs. 9,500 lbs.
9000
8000
UNs 627 UNs 002
& Subsequent Model 551
thru 626
7000
6000
276 278 280 282 284 286 288 290 292 294
INCHES
Figure 18-5. Center-of-Gravity Envelope

WEIGHT AND
BALANCE DATA
WEIGHT AND BALANCE RECORD
(CONTINOUS HISTORY OF CHANGES IN STRUCTURE MODIFICATION
OR WEIGHT AND BALANCE)
WEIGHT CHANGE BASIC

DESCRIPTION EMPTY
DATE ITEM OF WEIGHT
ADDED (+) REMOVED (+)
STRUCTURE
MODIFICATION
OR EQUIPMENT WEIGHT ARM MOVEMENT WEIGHT ARM MOVEMENT WEIGHT MOVEMENT
IN OUT (POUNDS) (INCHES) /100 (POUNDS) (INCHES) /100 (POUNDS) /100

Figure 18-6. Form 1650

CITATION 550/551
Uns 002 & Subsequent
2 Calculate Payload Weight and Moment
Item Weight MOM/100
Basic Empty Weight

or
Basic Operating Weight
+ Payload
Zero Fuel Weight *
ZFW MOM
Zero Fuel Weight
= ZFW CG
Item Arm Weight MOM/100
Pilot 131.0 3 Calculate Fuel Load and Ramp Weight

Copilot 131.0
Item Weight 4
Seat 3 Calculate
Zero Fuel Weight * Takeoff Fuel
Seat 4 Total Fuel

+ Flight Fuel
Seat 5
+ Reserve Fuel
– Taxi Fuel
Seat 6 Ramp Weight
Seat 7 Takeoff Fuel
Seat 8
Toilet 325.0 5 Calculate Takeoff Weight, Moment and CG
Item Weight MOM/100

Nose 74.0
Zero Fuel Weight *
Cabin 321.0
+ Takeoff Fuel
338.0
+ Takeoff Weight
*Tailcone (Fwd) 414.0
Takeoff MOM
Tailcone (Aft) 442.0 Takeoff Weight
= Takeoff CG
Payload 6 Calculate Landing Weight
* UNs 627 & Subsequent

Item Weight
Zero Fuel Weight *
+ Reserves
Landing Weight
7
* See limitations
on reserve
Figure 18-7. Weight-and-Balance Worksheet (Sheet 1 of 2)

CITATION 550/551
15000
Maximum Ramp
14, 300 lbs.
Maximum T/O
13,500 lbs.
Maximum Land
13,500 lbs. Maximum T/O Maximum Ramp
13000 13,300 lbs. 12,700 lbs.
Maximum T/O
Maximum Land 12,500 lbs.
12,700 lbs.
12000
Maximum Land
12,000 lbs.
11000 Maximum ZFW Optional ZFW Optional ZFW

11,000 lbs. 11,000 lbs. 11,000 lbs.
10000
9,500 lbs. 9,500 lbs.
9000
8000

UNs 627 UNs 002 Model 551
& Subsequent thru 0626
7000
6000
276 278 280 282 284 286 288 290 292 294
INCHES
Weight Adjustment:
Wt. Shifted CG Moved Inches

Total Weight
= Wt. Shifted Inches
Weight Adjustment:
Original CG +/- Correction = Adjusted CG
Takeoff Weight Limitations Landing Weight Limitations
1. TFL Runway Available 1. LFL Runway Available

2. SE climb capability 1.6%, 2nd Segment 2. Climb capability 2.1% SE
3. SE climb capability to clear any obstacle in 3.2% ME
in takeoff flight path 3. Brake energy limits
4. Takeoff weight maximum certified takeoff weight
5. Landing weight maximum certified landing
weight at destination
Figure 18-8. Weight-and-Balance Worksheet (Sheet 2 of 2)

The Weight-and-Balance Worksheet illustrated below was developed by FlightSafety. The worksheet pro-
vides a simple and logical method for pilots to use to calculate weight and balance for each flight.
Item Weight MOM/100
Basic Empty Weight

or
+ Payload
Zero Fuel Weight *
ZFW MOM
Zero Fuel Weight
= ZFW CG
Pilot 131.0 3 Calculate Fuel Load and Ramp Weight

Copilot 131.0
Item Weight 4
Seat 3 Calculate
Zero Fuel Weight * Takeoff Fuel
Seat 4 Total Fuel
+ Flight Fuel
Seat 5
+ Reserve Fuel
– Taxi Fuel
Seat 6 Ramp Weight
Seat 7 Takeoff Fuel
Seat 8
Item Weight MOM/100

Nose 74.0
Zero Fuel Weight *
Cabin 321.0
+ Takeoff Fuel
338.0
+ Takeoff Weight
Takeoff MOM
Tailcone (Aft) 442.0 Takeoff Weight
= Takeoff CG
Payload 6 Calculate Landing Weight
* UNs 627 & Subsequent Item Weight
Zero Fuel Weight *
+ Reserves
Landing Weight
7
* See limitations
on reserve
NOTE:
THIS WORKSHEET IS DIVIDED INTO TWO PARTS. PAYLOAD IS CALCULATED IN THE LEFT PART OF THE WORK-
SHEET. THE PAYLOAD INFORMATION IS THEN INCLUDED IN THE WEIGHT-AND-BALANCE CALCULATIONS IN THE
RIGHT BLOCK.
USE OF THE FORM AND THE SEQUENCE OF ENTRIES IS ILLUSTRATED STEP-BY-STEP ON THE FOLLOWING
PAGES. THE SEQUENCE ILLUSTRATES WEIGHT-AND-BALANCE CALCULATIONS FOR LOADING THE FOLLOWING
PASSENGERS, CARGO, AND FUEL.
LOADING INFORMATION:
TOTAL FUEL 4,200 LB

PILOT 180 LB
COPILOT 160 LB
PASSENGER 180 LB
PASSENGER 200 LB
PASSENGER 140 LB
PASSENGER 150 LB
PASSENGER’S BAGGAGE 100 LB
CARGO PACKAGE 50 LB
Figure 18-9. Weight-and-Balance Worksheet - Sample Loading Problem (Sheet 1 of 6)

1
THE FIRST STEP IN COMPLETING WEIGHT-AND-BALANCE COMPUTATIONS IS TO DETERMINE THE
TOTAL WEIGHT AND MOMENT OF THE PAYLOAD. THIS IS ACCOMPLISHED USING THE LEFT
PORTION OF THE WORKSHEET.
THE PILOT AND COPILOT ALWAYS OCCUPY SEATS 1 AND 2. OTHER PASSENGERS ARE SEATED
ACCORDING TO THE SEATING CHART PROVIDED BY CESSNA OR BASED UPON PERSONAL
PREFERENCE.
THE ARMS FOR EACH PASSENGER AND CARGO LOCATION ARE DETERMINDED BY
REFERRING TO THE LOADING CHARTS PROVIDED BY CESSNA.
PASSENGER WEIGHTS ARE ENTERED BASED ON THE ACTUAL WEIGHTS.

AVERAGE WEIGHTS MAY ALSO BE USED FOR EACH PASSENGER
THE MOMENT FOR EACH PASSENGER CAN BE

DETERMINED BY REFERENCE TO THE LOADING
Pilot 131.0 180 235.8 CHARTS PROVIDED BY CESSNA OR BY

MULTIPLYING THE WEIGHT TIMES THE ARM FOR
Copilot 131.0 160 209.6
EACH PASSENGER AND ITEM OF CARGO.
Seat 3
Seat 4
BY CONVENTION, THE MOMENT IS DIVIDED BY 100.
Seat 5 251.0 180 451.8
THIS PROVIDES “SHORTER” NUMBERS THAT FIT IN
Seat 6 251.0 200 502.0 SMALL SPACES. FOR EXAMPLE, THE ACTUAL
MOMENT FOR SEAT 6 IS 50,200 INCH-POUNDS
Seat 7 288.0 140 403.2
(251.0 X 200 LB).
Seat 8 288.0 150 432.0
Toilet 325.0
Nose 74.0 50 37.0 ITEMS OF CARGO MAY BE LOCATED IN THE NOSE

COMPARTMENT, CABIN OR TAILCONE. THERE ARE
Cabin 321.0
SPECIFIC WEIGHT RESTRICTIONS FOR EACH
338.0 LOCATION. THE LOADING CHARTS INDICATE THE
*Tailcone (Fwd) MAXIMUM WEIGHT THAT IS ALLOWED IN EACH
414.0
LOCATION.
Tailcone (Aft) 442.0 100 442.0
PLACEMENT OF CARGO SHOULD NOT BE DONE
HAPHAZARDLY. CARGO SHOULD BE SECURED AND
Payload 1160 2713.4 LOCATED TO PROVIDE THE MOST FAVORABLE
CENTER OF GRAVITY LOCATION.
* UNs 627 & Subsequent
THE WEIGHTS AND MOMENTS OF THE PILOTS, PASSENGER, AND

MOMENT. THE TOTALS ARE THEN COPIED TO THE WEIGHT-AND-
BALANCE WORKSHEET.

2
THE SECOND STEP IS TO DETERMINE THE ZERO FUEL WEIGHT, MOMENT, AND ARM.
BASIC EMPTY WEIGHT 2 Calculate Payload Weight and Moment
Item Weight MOM/100

FROM THE AIRCRAFT RECORDS COPY THE BASIC
EMPTY WEIGHT (BEW) AND MOMENT IN THE Basic Empty Weight
SPACE PROVIDED ON THE WORKSHEET. or 8000 23240.0
PAYLOAD
+ Payload 1160 2713.4
Zero Fuel Weight * 9160 25953.4
ADD THE MOMENT OF THE EMPTY AIRCRAFT TO
THE PAYLOAD MOMENT. ENTER THE TOTAL IN THE ZFW MOM
= 283.3 ZFW CG
Zero Fuel Weight
SPACE PROVIDED.
ZERO FUEL WEIGHT 3 Calculate Fuel Load and Ramp Weight
ADD THE BASIC EMPTY WEIGHT AND THE PAYLOAD Item Weight 4
WEIGHT. THIS IS THE ZERO FUEL WEIGHT (ZFW). Calculate
Zero Fuel Weight * 9160 Takeoff Fuel
ENTER THE NUMBER IN THE SPACE PROVIDED.
+ Flight Fuel 3200 Total Fuel
DIVIDE THE ZFW MOMENT BY THE ZERO FUEL + Reserve Fuel 1000
WEIGHT. THE ZFW ARM MUST BE WITHIN AFT – Taxi Fuel
Ramp Weight 13360

BOUNDARY OF THE ENVELOPE.
Takeoff Fuel
3
THE THIRD STEP IS TO ADD THE TOTAL
FUEL LOAD AND FIND THE RAMP WEIGHT. 5 Calculate Takeoff Weight, Moment and CG
Item Weight MOM/100
TOTAL FUEL LOAD Zero Fuel Weight *

+ Takeoff Fuel
ENTER FLIGHT FUEL LOAD IN THE SPACE
PROVIDED (INCLUDES TAXI FUEL). ENTER + Takeoff Weight
RESERVE FUEL. Takeoff MOM
= Takeoff CG
Takeoff Weight
RAMP WEIGHT
ADD THE ZERO FUEL WEIGHT AND THE TOTAL 6 Calculate Landing Weight
FUEL LOADS. THE RESULT IS THE RAMP WEIGHT. Item Weight

Zero Fuel Weight *
+ Reserves
Landing Weight
7
* See limitations
on reserve
NOTE:
THE ZERO FUEL WEIGHT (ZFW) AND THE RAMP WEIGHT MAY NOT EXCEED THE CERTIFIED LIMITS.
IF THE ZERO FUEL WEIGHT (ZFW) EXCEEDS THE CERTIFIED LIMIT, PASSENGERS OR CARGO MUST BE
REMOVED TO REDUCE THE WEIGHT.
IF THE RAMP WEIGHT EXCEEDS THE CERTIFIED LIMIT, EITHER THE FUEL LOAD OR THE PAYLOAD MUST BE
REDUCED.

Item Weight MOM/100

Basic Empty Weight
or 8000 23240.0
+ Payload 1160 2713.4
4
THE FOURTH STEP IS TO DETERMINE THE ZFW MOM
= 283.3 ZFW CG
TAKEOFF WEIGHT, MOMENT, AND ARM. Zero Fuel Weight
TAKEOFF FUEL 3 Calculate Fuel Load and Ramp Weight
Item Weight 4
ENTER THE TAKEOFF FUEL WEIGHT (TOTAL FUEL
Calculate
LOAD MINUS 200 LB TAXI FUEL). Zero Fuel Weight * 9160 Takeoff Fuel
+ Flight Fuel Total Fuel

USING THE FUEL LOADING CHART PROVIDED BY 3200
4200
CESSNA, DETERMINE THE MOMENT FOR THE + Reserve Fuel 1000

– Taxi Fuel
TAKEOFF FUEL WEIGHT. Ramp Weight 200
13360
Takeoff Fuel
TAKEOFF WEIGHT
4000
ADD THE TAKEOFF FUEL WEIGHT AND THE ZERO
FUEL WEIGHT. THE TAKEOFF WEIGHT MUST BE 5 Calculate Takeoff Weight, Moment and CG
EQUAL TO OR LESS THAN THE CERTIFIED LIMIT.
Item Weight MOM/100
ADD THE TAKEOFF FUEL MOMENT AND THE ZERO Zero Fuel Weight * 9160 25953.4
FUEL WEIGHT MOMENT.
+ Takeoff Fuel 4000 11418.2
DIVIDE THE TAKEOFF MOMENT BY THE TAKEOFF + Takeoff Weight 13160 37371.6
WEIGHT. THE RESULT IS THE TAKEOFF ARM. THE Takeoff MOM
TAKEOFF ARM MUST BE WITHIN THE ENVELOPE = 284.0 Takeoff CG
Takeoff Weight
LIMITS.
5
THE FIFTH STEP IS TO DETERMINE THE 6 Calculate Landing Weight
LANDING WEIGHT Item Weight

Zero Fuel Weight * 9160
LANDING FUEL + Reserves 1000
Landing Weight 10160
ENTER THE PROJECTED RESERVE FUEL IN THE
SPACE PROVIDED.
LANDING WEIGHT
ADD THE RESERVE FUEL AND THE ZERO FUEL

WEIGHT. THE LANDING WEIGHT MUST NOT EXCEED
CERTIFIED LIMITS.

CITATION 550/551
Uns 002 & Subsequent
Item Weight MOM/100

Basic Empty Weight
or 8000 23240.0
+ Payload 1160 2713.4
ZFW MOM
Zero Fuel Weight
= 283.3 ZFW CG
Pilot 131.0 180 235.8 3 Calculate Fuel Load and Ramp Weight
Copilot 131.0 160 209.6 Item Weight 4

Calculate
Seat 3 Zero Fuel Weight * 9160 Takeoff Fuel
Seat 4 + Flight Fuel Total Fuel

3200
4200
Seat 5 251.0 180 451.8 + Reserve Fuel 1000
– Taxi Fuel
Seat 6 251.0 200 502.0 Ramp Weight 13360 200
Seat 7 288.0 140 403.2 Takeoff Fuel
4000
Seat 8 288.0 150 432.0
Item Weight MOM/100

Nose 74.0 50 37.0 Zero Fuel Weight * 9160 25953.4
Cabin 321.0 + Takeoff Fuel 4000 11418.2
338.0 + Takeoff Weight 13160 37371.6
Takeoff MOM
Tailcone (Aft)
= 284.0 Takeoff CG
442.0 100 442.0 Takeoff Weight
Payload 1160 2713.4 6 Calculate Landing Weight
* UNs 627 & Subsequent Item Weight

Zero Fuel Weight * 9160
LOADING INFORMATION
+ Reserves 1000
TOTAL FUEL 4,200 LB
PILOT 180 LB Landing Weight 10160
COPILOT 160 LB
PASSENGER 180 LB
PASSENGER 200 LB 7
PASSENGER 140 LB * See limitations
PASSENGER 150 LB
PASSENGER'S BAGGAGE 100 LB
on reserve
CARGO PACKAGE 50 LB

RAMP WEIGHT TAKEOFF WEIGHT
THE RAMP WEIGHT IS THE ZERO FUEL THE TAKEOFF WEIGHT IS EQUAL TO THE RAMP
WEIGHT PLUS THE TOTAL FUEL LOAD. IT IS WEIGHT MINUS TAXI FUEL (200 LB). THE TAKEOFF
DEPICTED AS 4 . POINT IS DEPICTED AS 3 .
FUEL
15000 THE TOTAL FUEL LOAD IS
Maximum Ramp
14, 300 lbs.
DETERMINED BY THE MISSION
Maximum T/O
14000 REQUIREMENTS. AS FUEL IS
13,500 lbs.
Maximum Land
LOADED, THE WEIGHT
13000 3 13,500 lbs. Maximum T/O
13,300 lbs.
Maximum Ramp
12,700 lbs. INCREASES VERTICALLY. THE
BALANCE POINT WILL MOVE
Maximum T/O
Maximum Land 12,500 lbs.
12000 12,700 lbs. FORWARD AS FUEL IS
Maximum Land
12,000 lbs. CONSUMED. FUEL IS
11000 Maximum ZFW Optional ZFW Optional ZFW DEPICTED AS THE LINE
11,000 lbs. 11,000 lbs. 11,000 lbs.
BETWEEN 2 AND 3 .

10000
9,500 lbs. 9,500 lbs.
9000 2
ZERO FUEL WEIGHT (ZFW)
1
8000 THE ZERO FUEL WEIGHT IS
UNs 627 UNs 002 Model 551 THE TOTAL OF THE BASIC
& Subsequent thru 626
7000 EMPTY WEIGHT PLUS THE
PAYLOAD. THE ZERO FUEL
WEIGHT IS DEPICTED AS
6000
POINT 2 IN THE ENVELOPE
276 278 280 282 284 286 288 290 292 294
DIAGRAM.
INCHES
LANDING WEIGHT PAYLOAD BASIC EMPTY WEIGHT (BEW)
THE AIRCRAFT MAY LAND AT ANY THE PAYLOAD INCLUDES THE THE BASIC EMPTY WEIGHT
TIME AFTER TAKEOFF IF THE CREW, PASSENGERS, AND CARGO. DOES NOT INCLUDE ANY
WEIGHT OF THE AIRCRAFT IS LESS THE BALANCE POINT (ARM) PAYLOAD OR USEABLE FUEL.
THAN THE MAXIMUM CERTIFIED NORMALLY MOVES FORWARD AS THE BALANCE POINT IS
LANDING WEIGHT. THE WEIGHT PAYLOAD INCREASES. THE NORMALLY AFT OF THE
AND BALANCE POINT FOR PAYLOAD IS DEPICTED AS THE ENVELOPE BOUNDARY.
LANDING WILL BE BETWEEN POINT LINE BETWEEN 1 AND 2 .
3 (TAKEOFF) AND POINT 2 (ZERO THE BASIC EMPTY WEIGHT IS
FUEL). INDICATED IN THE DIAGRAM
AS 1 . THIS THE POINT
WHERE (LB) AND THE EMPTY
CG ARM (IN.) INTERSECT.


CHAPTER 19
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
INTRODUCTION................................................................................................................ 19-1
GENERAL ........................................................................................................................... 19-2
FORMULAS......................................................................................................................... 19-2
ILLUSTRATIONS
Figure Title Page
19-1. Calculation of Takeoff Performance...................................................................... 19-3
19-2. Calculation of Landing Performance..................................................................... 19-4
19 FLIGHT PLANNING
AND PERFORMANCE


19 FLIGHT PLANNING
AND PERFORMANCE

CHAPTER 19
FLIGHT PLANNING AND
PERFORMANCE
19 FLIGHT PLANNING
AND PERFORMANCE
INTRODUCTION
Performance is calculated using a combination of charts and tables in the Aircraft Flight Manual
and the Aircraft Performance Manual. The takeoff and landing performance data is found in Sec-
tion IV—“Performance” and Section VII “Advisory” of the AFM. The climb, cruise, and descent
performance data is found in the Performance Manual.

GENERAL A simplified block diagram of the calculation of

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

climb requirements chart only guarantees second
segment climb performance, not any of the other
segments.
The following are the minimum climb gradients as

specified by FAR Part 25:
• 1st segment ................................ 0% gross

• 2nd segment ............................... 1.6% net
• 3rd segment ....................................... N/A
• Final segment ......................... 1.2% gross
NOTE
The gross climb gradient reduced by a
required factor and used for calculation
of take-off flight path.
FORMULAS
Runway Slope =
19 FLIGHT PLANNING
AND PERFORMANCE
Change in Elevation Between

Ends of the Runway (Rise) x 100
Runway Length (Run)
Gradient (in %) =
Feet per NM x 100
6076
Climb rate (feet per minute) =

Groundspeed x Gradient

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

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

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

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

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

requirements?
AFM Section IV: Calculate
SECOND SEGMENT TAKEOFF NET NO
CLIMB GRADIENT – PERCENT
Climb NO
requirements Recalculate performance
met? at a lower aircraft weight
YES
Complete
Figure 19-1. Calculation of Takeoff Performance

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

to landing
YES Contaminated
runway?
AFM Section VII: NO

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

less than
required?
Must reduce the airplane NO

landing weight
19 FLIGHT PLANNING
AND PERFORMANCE
YES FAR 135

Operations?
Divide the landing NO

distance by 0.6
Determine the takeoff/go-around thrust setting using the approach climb and
landing climb gradient tables in the event that a go-around is necessary
Complete
Figure 19-2. Calculation of Landing Performance

APPENDIX
ANSWERS TO QUESTIONS
CHAPTER 1 CHAPTER 5 CHAPTER 10 CHAPTER 14
No 1. C 1. C 1. B
Questions 2. B 2. B 2. D
Apply 3. D 3. D 3. A
4. C 4. A 4. B
CHAPTER 2 5. A 5. D 5. C
1. C 6. D 6. C 6. A
2. D 7. B 7. D 7. B
3. D 8. A 8. B 8. C
4. B 9. D 9. D 9. C
5. C 10. D 10. C
6. D CHAPTER 6 11. C 11. B
7. C No 12. B 12. B
8. D Questions 13. D 13. D
9. B Apply 14. A 14. B
10. A 15. A
11. D CHAPTER 7 CHAPTER 11 16. D
12. C 1. B 1. D 17. C
13. B 2. A 2. B 18. C
14. D 3. B 3. A
15. A 4. B 4. A CHAPTER 15
16. B 5. D 5. B 1. B
17. D 6. A 6. B 2. C
18. D 7. B 7. C 3. A
19. D 8. B 4. B
20. A 9. A CHAPTER 12 5. B
21. B 10. C 1. B 6. B
22. C 11. D 2. B 7. B
23. A 12. D 3. D
24. D 13. C 4. A CHAPTER 16
14. A 5. D No
CHAPTER 3 15. B or D Questions
1. A CHAPTER 13 Apply
2. D CHAPTER 8 1. D
3. D 1. C 2. D CHAPTER 17
4. D 2. D 3. B 1. C
5. A 3. A 4. C 2. D
6. C 4. D 5. A 3. A
5. B 6. D 4. B
CHAPTER 4 6. A 7. C 5. A
1. C 8. B 6. D
2. D CHAPTER 9 9. D
APPENDIX
3. A 1. B 10. D
2. B
3. A
4. C
Revision 0.3 FOR TRAINING PURPOSES ONLY APP-1

CHAPTER 18
No
Questions
Apply
CHAPTER 19
No
Questions
Apply
APPENDIX
APP-2 FOR TRAINING PURPOSES ONLY Revision 0.3

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.731 in Spine formula: sheets x 0.0045 + 0.02 for wrap Spine formula: 158 x 0.0045 + 0.02 = .

The best safety device in any aircraft is a well-trained crew. TM

PILOT TRAINING MANUAL

Pilot Training Manual

Atlanta Learning Center

Long Beach Learning Center

Paris Learning Center

San Antonio Learning Center

Copyright © 2018 FlightSafety International, Inc.

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

*Zero in this column indicates an original page.

Chapter 1 AIRCRAFT GENERAL

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-i

CITATION II PILOT TRAINING MANUAL

INTENTIONALLY LEFT BLANK

1-ii FOR TRAINING PURPOSES ONLY Revision 0.3

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-iii

CITATION II PILOT TRAINING MANUAL

INTENTIONALLY LEFT BLANK

1-iv FOR TRAINING PURPOSES ONLY Revision 0.3

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-1

CITATION II PILOT TRAINING MANUAL

GENERAL The pilot-in-command must have a Citation type

Figure 1-1. Cessna Citation II

1-2 FOR TRAINING PURPOSES ONLY Revision 0.3

SPEED BRAKE NAVIGATION/

EMERGENCY EXIT CABIN DOOR

RIGHT SIDE VIEW

RAM AIR INLET

18.17 FEET TAILCONE ACCESS DOOR

Figure 1-2. Exterior Three-View Drawing (Sheet 1 of 2)

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-3

CITATION II PILOT TRAINING MANUAL

SPEED BRAKE NAVIGATION/

EMERGENCY EXIT CABIN DOOR

RIGHT SIDE VIEW

RAM AIR INLET

18.17 FEET TAILCONE ACCESS DOOR

Figure 1-3. Exterior Three-View Drawing (Sheet 2 of 2)

1-4 FOR TRAINING PURPOSES ONLY Revision 0.3

Figure 1-4. Braked Taxi Turnaround

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-5

CITATION II PILOT TRAINING MANUAL

Figure 1-6. Baggage Door Uplatch

A locking mechanism on each door holds the door

The nose baggage doors each incorporate two

On UNs 0002 through 0603, 0605, and 0607 not

1-6 FOR TRAINING PURPOSES ONLY Revision 0.3

UNs 0002 THROUGH 0626

UNs 0627 AND SUBSEQUENT

Figure 1-8. Citation II Instrument Panel

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-7

CITATION II PILOT TRAINING MANUAL

The entrance door is secured in the closed posi-

Figure 1-10. Entrance Door, Pins, Interior

1-8 FOR TRAINING PURPOSES ONLY Revision 0.3

Figure 1-12. Emergency Exit

Revision 0.3 FOR TRAINING PURPOSES ONLY 1-9

CITATION II PILOT TRAINING MANUAL

BAGGAGE REFRESHMENT CENTER TOILET

BAGGAGE REFRESHMENT CENTER TOILET

1-10 FOR TRAINING PURPOSES ONLY Revision 0.3

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