Citation Jet 1 - Pilot Training Manual - C525 (Vol 2) PDF

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CITATION CJ1 525

PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
FlightSafety International, Inc.

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

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

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

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

between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.

CONTENTS
SYLLABUS
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 UNIT
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 SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
WALKAROUND
APPENDIX
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER

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CITATION CJ1 525 PILOT TRAINING MANUAL
SYLLABUS
CONTENTS
Page
COURSE INFORMATION ............................................................................................... SYL-1
Learning Center Information...................................................................................... SYL-1
Description of the Learning Center ............................................................................ SYL-1
Initial Course Schedules ............................................................................................. SYL-1
CE-500 Experience Course Schedules ....................................................................... SYL-6
Prior Experience Course Schedules............................................................................ SYL-9
GRADING AND EVALUATION.................................................................................... SYL-14
Completion Standards .............................................................................................. SYL-15
FOR TRAINING PURPOSES ONLY SYL-i

ILLUSTRATIONS
Figure Title Page
SYL-1 61.63/157 or 61.63/157 (135)
Initial/Transition Training—First Week ............................................................. SYL-2
SYL-2 61.63/157 or 61.63/157 (135)
Initial/Transition Training—Second Week ......................................................... SYL-3
SYL-3 525 142 Vol. II Core Course—
“CE-500 Experience 61-63/157” (91 Crew)....................................................... SYL-7
SYL-4 61.63/157 (CE-525) Prior
Experience Schedule—SMTW Weekdays ....................................................... SYL-10
SYL-5 §61.63/157 (CE-525) Prior
Experience Schedule—TFSS Weekdays .......................................................... SYL-11
FOR TRAINING PURPOSES ONLY SYL-iii

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SYLLABUS
COURSE INFORMATION
LEARNING CENTER INFORMATION
FlightSafety International is an aviation training company that provides type-specific training
programs for over 50 different models of aircraft, using a fleet of over 150 simulators. FlightSafety
operates over 38 learning centers, including centers in Europe and Canada.
Training for the CitationJet 525, Citation CJ1 525, and Citation CJ2 525A is conducted at:
Citation Learning Center FlightSafety Texas

FlightSafety International 9027 Airport Blvd.
1851 Airport Road San Antonio, TX 78216
P. O. Box 12323
Wichita, KS 67277
NOTE
The type rating for the CJ, CJ1, and CJ2 is the same; CE-525 for crew or CE-525s for
single pilot. The syllabus is the same for all three airplane series with minor variations
for differences.
DESCRIPTION OF THE LEARNING CENTER

Each classroom and briefing room is adequately heated, lighted, and ventilated to conform to
local building, sanitation, and health codes. The building construction prevents any distractions
from instruction conducted in other rooms or by flight operations and maintenance operations
on the airport.
Classrooms are equipped with computer-based software programs and video presentations that
are presented using wall-mounted projectors onto large classroom screens. In addition, some
classrooms are equipped for presentation of 35-mm slides by front- or rear-screen projection,
controlled from a lectern. A standard overhead projector is available for use in the classroom.
Cockpit panel posters and/or cockpit mockups are also available.
Briefing rooms are equipped with cockpit panel posters, a white liquid chalkboard, a table, and
chairs for individual or small-group briefings. The floor plan of the learning center follows.
INITIAL COURSE SCHEDULES

This CE-525 initial course schedule is changed occasionally to facilitate FAA, client, or train-
ing center requirements.
The initial course schedule (Figures SYL-1 and SYL-2) consists of 26.7 hours of aircraft sys-
tems modules as depicted in the initial schedule days one through four, followed by a two-hour
systems knowledge test and critique on day five.
FOR TRAINING PURPOSES ONLY SYL-1

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TIME MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY SATURDAY SUNDAY

DAY 1 DAY 2 DAY 3 DAY 4 DAY 5 DAY 6 DAY 7
135 135
91 91
SIM 1 SIM 2 Diff/OthrTrg

500 Line 1
530 BRF
600
630
700 A blk Line 2
730 Line 1 BRF
800 FS ADMIN 1+00 Fuel 1+30 Ice and Rain Protection 2+00 Systems Review 4+00 Sim 1 CJ CJ1 CJ2
830 8710-1 Differences
900 Aircraft (General) 1+45 Line 2 A blk 8-13L
930 Hydraulics (General) +30 BRF Line 2 ABCDE
1000 Thrust Attenuators +30 Avionics (SPZ-5000) 2+00 C Test 1DBF Sim 2 SIM
1030 AFM-OM +15 Landing Gear and Brakes 1+00 and BLKS
1100 Lighting +15 Systems Review (Part 25) Critique B blk Line 3
Master Warning +15 2 Hour Line 2 BRF
1130 Powerplant 1+00 Flight Controls +30 Sim 1
1200 Lunch Lunch Lunch Lunch 2DBF
1230 Lunch Lunch Lunch Lunch C blk
1300 Powerplant Pneumatics / Air Conditioning 1+30 Avionics (FMS) 3+00 Systems Systems A & D Test Line 3 Line 3
1330 Fire Protection +30 Integration Integration and BRF 2DBF Sim 2
1400 Electrical 3+00 Abnor./Emer Abnor./Emer Critique
1430 Pressurization 1+00 A B 2 Hour
1500 Systems Systems B Test C blk Line 4
1530 Oxygen +30 Integration Integration and Line 3 BRF
1600 Systems Systems Abnor./Emer Abnor./Emer Critique Sim 1 3DBF
1630 Integration Integration C D 2 Hour
1700 Windshear (if Req) 2.0 High Altitude Training (if Req) 2+00 Norm. Proc. Norm. Proc. Systems E Test Line 4 D blk
Part 135 Pilots (HAT) A 2+00 B Integration and BRF Line 4
1800 Systems Systems Abnor./Emer Critique 3DBF Sim 2
1830 Integration Integration E 2 Hour
1900 Norm. Proc. Norm. Proc. D blk
1930 C D Line 4
2000 Systems Sim 1 4DBF
2030 Integration
2100 Norm. Proc. Line 5
2130 E BRF
2200 4DBF
2230
2300
135 - 525S PILOT ALONE IN SIM REQUIRES 15 E blk
2330 TOTAL SIM HOURS. IF PAIRED, CP TIME COUNTS Line 5
2400 TOWARD 15 TOTAL HOURS Sim 1
2430 One 135 SINGLE Two 135 SINGLE CREW 135 LOFT 525 Type Check Rides
100
PILOT LOFT PILOT LOFTS From 09-28-1999
130
REQUIRES REQUIRE REQUIRED at ICT FSI CTR-018
200 5DBF
1.0 Hour Brief 1.0 Hour Brief 1.0 Hour Brief Scheduled Single Pilot
230
300
2.5 Hour SIM 2.5 Hour 1st Pilot 2.5 Hour SIM 2.5 Hrs./Pilot
330 0.5 Hour Debrief 2.5 Hour 2nd Pilot 0.5 Hour Debrief Crew 2.0 Hrs/Pilot
400 0.5 Hour Debrief
430
500
530
600
Figure SYL-1. 61.63/157 or 61.63/157 (135) Initial/Transition Training—First Week
SYL-2 FOR TRAINING PURPOSES ONLY

TIME MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY SATURDAY SUNDAY TIME

135 135 135 135 135 SIM CHECK 135 SIM/LOFT 135 LOFT
91 91 91 Sim 6 Review if Req 91 SIM/ SIM CHECK 91 SIM CHECK
SIM 2/3 SIM 3/4 SIM 4/5 SIM 5/6 SIM 6/SIM CHECK SIM CHECK/LOFT
500 Line 1 Line 1 Line 1 Line 1 Line 1 500
530 BRF BRF BRF BRF BRF Line 2 530
600 BRF 600
630 B blk 630
700 A blk A blk A blk A blk A blk Line 2 Line 1 700
730 Line 1 Line 1 Line 1 Line 1 Line 1 135 A blk BRF 730
800 Flight 2.0 Sim 2 Sim 3 B Blk Performance Sim 4 Sim 5 Sim 6 LOFT Line 2 A blk 800
830 Planning PFT LOFT B blk Orals Line 1 830
Performance Line 2 2DBF
900 and Line 2 Line 2 Fit Plan Line 2 Line 2 135 900
3+30 Orals Line 5
930 Weight 1.5 BRF BRF Test 3+00 BRF BRF LOFT 930
1DBF (C & D) 1DBF A blk BRF
1000 & Balance 1DBF (C & D) 1DBF 1DBF 1000
1030 (C & D)
C PFT Ck
11-12 Line 1 1DBF 1030
1100 B blk 91/135 E blk 1100
1115 B blk B blk B blk B blk Line 2 Sim Ck Line 5 1115
1130 Line 2 Line 2 Line 2 Line 2 91/135 135 1130
C Blk
1200 Sim3 Sim 4 Sim 5 Sim 6 Sim Ck Line 3 LOFT 1200
PFT
1230 C blk BRF 1230
1300 Line 3 A blk Line 3 Line 3 Line 3 Line 3 C blk 1DBF 5DBF 1300
1330 BRF PFT BRF BRF BRF Orals Line 3 1330
A PFT CK
1400 2DBF 2DBF 2DBF 2DBF 2DBF 135 14-15 1400
A PFT CK
1430 15-16 LOFT E blk Line 5 1430
1500 Flight 2.0 C blk C blk D blk Performance C blk C blk C blk B blk Ln 2 Oral 1330-1530 1500
1530 Planning Line 3 Performance
Line 3 PFT LOFT
Line 3 Line 3 Line 3 PFT Ck 3DBF 1530
1600 and Sim 3 Sim 4 Sim 5 Sim 6 91/135 A blk 1600
3+30 Fit Plan
1630 Weight 1.5 (A, B, & E) Test 3+00 Sim Ck D blk Line 4 Line 5 1630
Orals16-18
1700 & Balance Line 4 Line 4 (A, B, & E) Line 4 Line 4 91/135 1700
1730 (A, B & E) BRF BRF BRF BRF Sim Ck 1730
1800 3DBF 3DBF 3DBF 3DBF 3DBF 1800
1830 Line 4 1830
1900 D blk D blk D blk D blk D blk BRF 1900
1930 Line 4 Line 4 Line 4 Line 4 Line 4 D blk 5DBF 1930
2000 Sim 3 E Blk Sim 4 Sim 5 Sim 6 91/135 Line 4 2000
2030 PFT Sim Ck 135 E PFT 2030
2100 Line 5 Line 5 Line 5 Line 5 Line 5 LOFT Ck 2100
2130 BRF BRF BRF BRF BRF 2130
2200 4DBF 4DBF 4DBF 4DBF 4DBF 4DBF 2200
2230 2230
2300 E blk E blk E blk E blk E blk 2300
2330 Line 5 Line 5 Line 5 Line 5 Line 5 2330
2400 Sim 2 Sim 3 Sim 4 Sim 5 Sim 6 2400
2430 2430
100 100
130 130
230 230
300 300
330 330
400 400
430 430
500 500
530 530
600 600
Figure SYL-2. 61.63/157 or 61.63/157 (135) Initial/Transition Training—Second Week

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Systems Integration is scheduled for two one-hour modules to teach checklist use of normal,
abnormal, and emergency procedures before entering the simulator-training phase. Crew
Resources Management (CRM) is emphasized here and during the whole course of training.
General operational subjects are scheduled for 12.8 hours, teaching weight and balance, per-
formance, flight planning, Airplane Flight Manual (AFM) and Operating Manual (OM), wind-
shear and high altitude training (if required), and CRM modules.
Forty-nine total programmed training hours includes 7.5 hours of briefing and debriefing time.
Each initial simulator training module requires a one-hour briefing and a 0.5-hour debriefing.
§91 crew simulator training consists of six two-hour rides in the left seat as pilot flying (PF)
and seven two-hour rides in the right seat as pilot not flying (PNF). A two-hour practical fol-
lows. Passing the practical adds a CE-525 crew-type rating to an existing USA pilot certificate
or serves as training for a foreign pilot certificate. §135 pilot training is similar, except the crew
must fly Line Oriented Flight Training (LOFT) after completing the practical (see Sim 8 below).
§91 single pilot simulator training consists of six two-hour rides in the left seat as pilot flying
(PF) and three hours in the right seat as pilot not flying (PNF), and a two-hour practical. Passing
the practical adds a CE-525S single-pilot-type rating to an existing USA pilot certificate or serves
as training for a foreign pilot certificate. After completing the practical, the §135 single pilot
must fly a LOFT (see Sim 8 below).
§91 crew simulator and aircraft training consists of five two-hour rides in the left seat as pilot
flying (PF) and six two-hour rides in the right seat as pilot not flying (PNF). A two-hour prac-
tical is accomplished in the simulator. A two-hour training flight is given in a CE-525 aircraft
followed up by a 0.5-hour practical in the aircraft. Passing the practical adds a CE-525 crew-
type rating to an existing USA pilot certificate or serves as training for a foreign pilot certifi-
cate. §135 crew pilot training is similar. No LOFT training is required when flying in the airplane.
§91 single pilot simulator and aircraft training consists of five two-hour rides in the left seat as
pilot flying (PF) and a two-hour practical accomplished in the simulator. A two-hour training
flight is given in a CE-525 aircraft, followed up by a 0.5-hour practical in the aircraft. Passing
the practical adds a CE-525S single-pilot-type rating to an existing USA pilot certificate or serves
as training for a foreign pilot certificate. §135 single pilot training is similar. No LOFT train-
ing is required when flying in the airplane.
Consult the “Maneuvers and Procedures” section of the Pilot Training Manual to study the pro-
files that are reflected in the following simulator training modules.
Initial Course Flight Simulator Module No. 1

The pilot will accomplish all normal checklist procedures, starting, taxi, takeoff, reduced flap
takeoff, area departure, unusual attitudes consisting of steep turns and stalls, emergency descent
and checklists, arrival, precision and nonprecision approaches, landings, taxi, parking and se-
curing, shutdown.

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Includes a review of the above and the pilot will accomplish all normal, abnormal, and emer-
gency checklist procedures, start malfunctions, V 1 cuts, second segment engine inoperative climb,
emergency descent, powerplant failures, engine restarts, precautionary engine shutdown, pre-
cision approach with engine inoperative, nonprecision approach, pressurization, hydraulic,
fuel, landing gear, avionics (EFIS) black-tube approaches.

gency checklist procedures, rejected and crosswind takeoffs, V 1 cuts, stalls and steep turns, pow-
erplant failures, engine restart, engine fire, single engine approaches, precision approach with
engine inoperative, circling and crosswind landings, zero flap visual approach and landing, after
landing checks, parking and securing, emergency evacuation, landing gear and electrical prob-
lems, EFIS black-tube approaches.

Includes a review of the above and the pilot will accomplish cold-weather checks and malfunctions,
start malfunctions, anti-ice/deice system checks and malfunctions, rejected takeoff, V 1 cuts,
crosswind and reduced visibility takeoffs, engine fire, no flap nonprecision circle to land,
missed approach procedures, multi- and single-engine holding procedures, and EFIS black-tube
approaches, electrical malfunctions, windshear, evacuation.

Includes a review of the above and the pilot will accomplish start malfunctions, high and hot
demonstration, V1 cuts, rejected takeoff, stalls and steep turns, multi- and single- engine approaches
and missed approach, autopilot failures, windshear, rejected landing, visual no flap, precision
and nonprecision approaches, general systems failures, and EFIS problems, flight control mal-
function.

Procedures review (as required)

A practical test is given by a training center evaluator (TCE-DE) or FAA representative to con-
firm the pilot can handle any situation given in accordance with the minimum acceptable per-
formance guidelines as established in the ATP and Type-Rating Practical Test Standards. It says
in part: “Showing mastery of the aircraft within the standards outlined in the PTS, with the suc-
cessful outcome of a task never seriously in doubt.”
Initial Course Flight Simulator Module No. 8 (for §135 Pilots Only)
The §135 crew or §135 single pilot LOFT consists of a one-hour briefing, flying two legs of ap-
proximately 1.25 hours each for 2.5 hours, and a 0.5-hour debrief. LOFT provides a transition from
the training environment to the real-world flying environment. Only normal procedures are used
during the first leg. The second leg of the LOFT includes abnormal and emergency procedures.

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CE-500 EXPERIENCE COURSE SCHEDULES

This CE-500 course schedule is changed occasionally to facilitate FAA, client, or training cen-
ter requirements.
Only experienced pilots with CE-500 type ratings who are currently §61.58 qualified can en-
roll in this course. Their prior CE-500 experience reduces the training required to qualify for
the CE-525 or CE-525S type rating as provided in the CitationJet CE-525 Flight Standardization
Board Report as revised.
The (CE-525) CE-500 Experience Course (Previously called Transition Course) (Figure SYL-
3) consists of 17.3 hours of aircraft systems modules as depicted in CE-500 Experience sched-
ule days one through four with a two-hour systems knowledge test and critique on day five.
Systems Integration is scheduled for one one-hour module to teach checklist use of normal, ab-
normal, and emergency procedures before entering the simulator-training phase. Crew Resources
Management (CRM) is emphasized here and during the whole course of training.
General operational subjects are scheduled for 8.6 hours, teaching weight and balance, perfor-
mance, flight planning, Airplane Flight Manual (AFM) and Operating Manual (OM), winds-
hear and high altitude training (if required), and CRM modules.
Total programmed training hours are 29.9, including 3.0 hours of briefing and debriefing time.
Each 500 Experience simulator training module requires a 0.5-hour briefing and a 0.5-hour debriefing.
§91 crew simulator training consists of four two-hour rides in the left seat as pilot flying (PF)
and five two-hour rides in the right seat as pilot not flying (PNF). A two-hour practical follows.
Passing the practical adds a CE-525 crew type rating to an existing USA pilot certificate or serves
as training for a foreign pilot certificate. §135 pilot training is similar, except the crew must fly
Line Oriented Flight Training (LOFT) after completing the practical (see Sim 6 below).
§91 single pilot simulator training consists of four two-hour rides in the left seat as pilot fly-
ing (PF) and three hours in the right seat as pilot not flying (PNF), and a two-hour practical.
Passing the practical adds a CE-525S single pilot type rating to an existing USA pilot certifi-
cate or serves as training for a foreign pilot certificate. After completing the practical, the §135
single pilot must fly a LOFT (see Sim 6 below).
§91 crew simulator and aircraft training consists of three two-hour rides in the left seat as pilot
flying (PF) and four two-hour rides in the right seat as pilot not flying (PNF). A two-hour prac-
followed up by a 0.5-hour practical in the aircraft. Passing the practical adds a CE-525 crew type
rating to an existing USA pilot certificate or serves as training for a foreign pilot certificate. §135
crew pilot training is similar. No LOFT training is required when flying in the airplane.
§91 single pilot simulator and aircraft training consists of three two-hour rides in the left seat
as pilot flying (PF) and a two-hour practical accomplished in the simulator. A two-hour train-
ing flight is given in a CE-525 aircraft followed up by a 0.5-hour practical in the aircraft.
cate or serves as training for a foreign pilot certificate. §135 single pilot training is similar. No
LOFT training is required when flying in the airplane.

TIME SUNDAY MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY SATURDAY SUNDAY TIME
360 & On 91 Review 91 Sim Check
Differences
SIM 1 SIM 2 SIM 3 SIM 4 SIM 5
500 500
530 1BRF 1BRF 1BRF 1BRF 530
600 600
630 630
700 700
730 A,B,C,D,E C,D C,D C,D 730
800 FSI ADMIN 8710-1/ +40 Powerplant 0+45 A blk Hydraulics (General) +30 A blk B BLK Flight Planning 1+30 A blk A blk A blk 800
830 FSI ADMIN 8710-1 Line 1 Thrust Attenuators +15 Line 1 PFT Line 1 Line 1 Line 1 830
845 Aircraft General + 50 Fire Protection +15 Sim 1 Landing Gear and Brakes +45 Sim 2 8-9 Sim 3 Sim 4 Sim 5 845
900 Pneumatics / Air Conditioning 1+30 Check B blk 900
915 Orals 915
930 AFM-OM +05 2BRF Flight Controls +30 Weight & Balance 1+00 930
935 Lighting +15 2BRF 2BRF 2BRF 935
945 Master Warning +10 1DBF 945
1000 Electrical 2+00 1DBF Ice and Rain Protection 1+30 1DBF 1DBF C 1DBF C blk 1000
A BLK Performance 1+30 Test and A blk
1030 Pressurization 1+00 PFT
B blk PFT 1030
1100 B blk 1030-1130 B blk B blk Critique B blk PFT Ck Line 2 1100
1130 Oxygen +30 Line 2 Fuel +30 Line 2 Line 2 2+00 Line 2 Sim 5 1130
1200 Lunch Lunch Sim 1 Lunch Sim 2 Lunch Sim 3 Sim 4 Check C blk 1200
1230 A,B,C,D,E Lunch Lunch Lunch Lunch Orals 1230
1300 Avionics (SPZ-5000) 1+30 A,D 1300
1330 CJ CJ1 CJ2 3BRF 3BRF 3BRF Test and 3BRF 3BRF 1330
1400 DIFF 2DBF 2DBF 2DBF Critique 2DBF 2DBF D blk 1400
1430 13-18L Avionics (FMS) 1+30 A,B,E A,B,E A,B,E 2+00 PFT 1430
1500 Powerplant 0+45 Hydraulics (General) +30 Flight Planning 1+30 B blk 1500
1530 Fire Protection +15 Thrust Attenuators +15 PFT 1530
A blk
1600 1 Pilot 1+00 1 Pilot 1+00 Pneumatics / Air-Conditioning 1+30 C blk Landing Gear and Brakes +45 C blk C blk C blk Orals C blk D blk 1600
1615 Systems Systems Line 3 Line 3 D BLK Line 3 Line 3 1600- Line 3 Orals 1615
1630 Integration Integration Sim 1 Flight Controls +30 Sim 2 PFT Weight & Balance 1+00 Sim 3 Sim 4 1800 Sim 5 1630
1645 Norm,Anorm Norm,Anorm Check 1645
1700 Emer Proc. Emer Proc. Ice and Rain Protection 1+30 B,E 1700
1730 A cpt CRM B sim CRM Pressurization 1+00 4BRF 4BRF Performance 1+30 4BRF Test and 4BRF 1730
1800 3DBF 3DBF 3DBF Critique 3DBF 3DBF 1800
Systems Systems
1830 Oxygen +30 Fuel +30 2+00 1830
Integration Integration
1900 D blk C BLK D blk D blk D blk E blk D blk 1900
C cpt D sim
1930 Line 4 PFT Line 4 Line 4 Line 4 PFT Ck Line 4 1930
2000 Sim 1 EBLK Sim 2 Sim 3 Sim 4 Sim 4 2000
Systems E blk
2030 PFT 2030
Integration Orals
2100 2100
E cpt

2230 NOTE: 91 REQUIRES NO LOFT 2230
2300 E blk E blk E blk E blk E blk 2300
2330 91-525S PILOT ALONE IN SIM REQUIRES 15 Line 5 Line 5 Line 5 Line 5 Line 5 2330
TOTAL SIM HOURS. IF PAIRED, CP TIME COUNTS Sim 3
2400 Sim 1 Sim 2 Sim 4 Sim 5 2400
TOWARD 15 TOTAL HOURS
2430 Check 2430
100 100
130 130
230 230
One 135 SINGLE Two 135 SINGLE CREW 135 LOFT 525 Type Check Rides
300 300
PILOT LOFT PILOT LOFTS From 09-28-1999
330 REQUIRES REQUIRE REQUIRED at ICT FSI CTR-018 330
400 1.0 Hour Brief 1.0 Hour Brief 1.0 Hour Brief Scheduled Single Pilot 400
430 2.5 Hour SIM 2.5 Hour 1st Pilot 2.5 Hour SIM 2.5 Hour/Pilot 430
500 0.5 Hour Debrief 2.5 Hour 2nd Pilot 0.5 Hour Debrief Crew 2.0 Hrs/Pilot 500
0.5 Hour Debrief
530 530
600 600
international
Figure SYL-3. 525 142 Vol. II Core Course—“CE-500 Experience 61-63/157” (91 Crew)
SYL-7
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CE-500 Experience Course Flight Simulator Module No. 1

The pilot will accomplish all normal checklist procedures, starting, taxi, V 1 cut, takeoff, area
departure, unusual attitudes consisting of steep turns and stalls, arrival, circling and nonpreci-
sion approaches, ILS multi- and single-engine approaches, normal, crosswind and reduced flap
takeoffs and landings,V 1 cuts and rejected takeoffs, taxi, parking and securing, shutdown, elec-
trical and autopilot malfunctions.

gency checklist procedures, start malfunctions, evacuation procedures, cold-weather and low-
visibility operations, start malfunctions, anti-ice/deice system checks and malfunctions, instrument
takeoff, rejected takeoff, V 1 cuts, engine failure after takeoff, engine restart in-flight, emergency
descent, precision and precision single-engine approach, nonprecision single-engine approach,
missed approach procedures to a published holding fix and hold, multi- and single-engine hold-
ing procedures, and EFIS black-tube approaches, visual approach no-flap landing, powerplant
failures, pressurization, air conditioning, oil, hydraulic, landing gear malfunctions, fuel, avion-
ics (EFIS) black-tube approaches, flight control, icing.

gency checklist procedures, hot-day procedures, start malfunctions, V 1 cuts, steep turns and stalls,
LOC, NDB, ILS approaches, circling approach to landing, full stop landings, powerplant fail-
ures, engine restart, multi- and single-engine approaches and missed approaches, crosswind land-
ings, EFIS black-tube approaches, windshear, flight control malfunction.


The practical test is given by a training center evaluator (TCE-DE) or FAA representative to
confirm the pilot can handle any situation given in accordance with the minimum acceptable
performance guidelines as established in the ATP and Type Rating Practical Test Standards. It
says in part: “Showing mastery of the aircraft within the standards outlined in the PTS, with the
successful outcome of a task never seriously in doubt.”

(for §135 Pilots Only)

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PRIOR EXPERIENCE COURSE SCHEDULES

This (CE-525) Prior Experience Course schedule is changed occasionally to facilitate FAA, client,
or Training Center requirements.
Only currently experienced CE-525 pilots can enroll in this course.
The (CE-525) Prior Experience Course (previously referred to as type out of recurrent) (Figures
SYL-4 and SYL-5) consists of 6.8 hours (9.4 hours for §135 upgrade training) of aircraft sys-
tems modules as depicted in (CE-525) Prior Experience schedule followed by a systems knowl-
edge test.
Systems Integration is scheduled for a one-hour module during the ground school presenta-
tion to teach checklist use of normal, abnormal, and emergency procedures before entering the
simulator-training phase. Crew Resources Management (CRM) is emphasized here and dur-
ing the whole course of training.
General operational subjects are scheduled for 3.1 hours teaching weight and balance, perfor-
mance, flight planning, Airplane Flight Manual (AFM) and Operating Manual (OM), winds-
hear and high altitude training (if required), and CRM modules.
Total programmed training hours are 13.9, including 3.0 hours of briefing and debriefing time
for the (CE-525) Prior Experience Course.
Total programmed training hours are 15.5, including two hours of briefing and debriefing time
for the §135 Upgrade Course.
Each (CE-525) Prior Experience simulator training module requires a 0.5-hour briefing and a
0.5-hour debriefing.
§91 crew simulator training consists of four two-hour rides in the left seat as pilot flying (PF)
and five two-hour rides in the right seat as pilot not flying (PNF). A two-hour practical follows.
Passing the practical adds a CE-525 crew type rating to an existing USA pilot certificate or serves
as training for a foreign pilot certificate. The §135 crew or single pilot with prior CE-525 ex-
perience must enroll in the §61.63/157 (§135) Upgrade Course. Training is similar, except the
crew must fly Line Oriented Flight Training (LOFT) after completing the practical. (See §61.63/
157 [§135] Upgrade Course Flight Simulator Module No. 5 below.)
§91 single pilot simulator training consists of four two-hour rides in the left seat as pilot fly-
ing (PF) and three hours in the right seat as pilot not flying (PNF), and a two-hour practical.
cate or serves as training for a foreign pilot certificate. The §135 single pilot must fly a LOFT.
(See §61.63/157 [§135] Upgrade Course Flight Simulator Module No. 5 below.)
§91 crew simulator and aircraft training consists of three two-hour rides in the left seat as pilot
flying (PF) and four two-hour rides in the right seat as pilot not flying (PNF). A two-hour prac-
followed up by a 0.5-hour practical in the aircraft. Passing the practical adds a CE-525 crew
type rating to an existing USA pilot certificate or serves as training for a foreign pilot certifi-
cate. §135 crew Upgrade pilot training is similar. No LOFT training is required when flying in
the airplane.

NOTE: Refer to TFSS Schedule to Avoid Sunday Sim Conflicts
TIME SUNDAY MONDAY TUESDAY WEDNESDAY TIME

DAY 1 OF 4 DAY 2 OF 4 DAY 3 OF 4 DAY 4 OF 4
LOCAL SIM 1 & 2 LOCAL

500L 1BRF SIM 3 SIM 4 SIM CHECK 500L
530 1BRF 1BRF 1BRF 530
600 A A A A 600
630 630
700 A blk 4+00 Blocks A blk 4+00 Blocks A blk 3+00 Blocks A blk 700
730 Line 1 Line 1 Line 1 Line 1 730
800 Sim 1 FSI ADMIN (Client Data Form) Sim 1 C Hydraulics (General) Sim 2 Sim 3 800
805 C Aircraft General Thrust Attenuators 805
830 AFM and OM Landing Gear and Brakes 1DBF 830
835 Master Warning Flight Controls 835
900 Electrical Ice and Rain Protection C Flight Planning 900
930 2BRF Electrical 2BRF Pneumatics / Air-Conditioning 2BRF Flight Planning 2BRF 930
1000 1DBF B Avionics 1DBF B Pressurization 1DBF B Weight & Balance 1DBF 1000
1030 Powerplant Oxygen Weight & Balance B 1030
1100 B blk Fire Protection B blk Systems Integration B blk Performance 1100
1130 Line 2 Fuel Line 2 Systems Integration Line 2 Knowledge Test B blk 1130
1200 Sim 1 FSI ADMIN (Client Data Form) Sim 1 A,D Hydraulics (General) Sim 2 Line 2 1200
1205 A,D Aircraft General Thrust Attenuators Sim 3 1205
1230 AFM and OM Landing Gear and Brakes 1230
1300 3BRF Electrical Ice and Rain Protection A,D Flight Planning 1300
1330 Electrical 3BRF Pneumatics / Air-Conditioning 3BRF Flight Planning 3BRF 1330
1400 C 2DBF Avionics C 2DBF Pressurization C 2DBF Weight & Balance C 2DBF 1400
1430 Powerplant Oxygen Weight & Balance 1430
1500 Fire Protection Systems Integration Performance 1500
1530 C blk Fuel C blk Systems Integration C blk Knowledge Test C blk 1530
1600 Line 3 FSI ADMIN (Client Data Form) Line 3 B,E Hydraulics (General) Line 3 B,E Flight Planning Line 3 1600
1605 Sim 1 B,E Aircraft General Sim 1 Thrust Attenuators Sim 2 Flight Planning Sim 3 1605
1630 AFM and OM Landing Gear and Brakes Flight Planning 1630
1635 Master Warning Flight Controls Flight Planning 1635
1700 Electrical Ice and Rain Protection Weight & Balance 1700
1730 4BRF Electrical 4BRF Pneumatics / Air-Conditioning 4BRF Weight & Balance 4BRF 1730
1800 3DBF D Avionics 3DBF D Pressurization 3DBF D Performance 3DBF D 1800
1830 Powerplant Oxygen Knowledge Test 1830
1900 Fire Protection Systems Integration 1900
1930 D blk Fuel D blk Systems Integration D blk D blk 1930
2030 Sim 1 Sim 1 Sim 2 Sim 3 2030
2100 2100
5BRF 5BRF 5BRF 5BRF
2130 2130
2200 E 4DBF E 4DBF E 4DBF E 4DBF 2200
2230 2230
2300 E blk E blk E blk E blk 2300
2400 Sim1 Sim 1 Sim 2 Sim 3 2400
2430 2430
100 100
130 130
200 5DBF 5DBF 5DBF 5DBF 200
230 230
300 NOTE: 300
330 Sunday 1 330
400 Hour Brief 400
430 For 2 Sim 430
500 Periods 500
530 (:30 Min 530
600 Each) 600
Figure SYL-4. §61.63/157 (CE-525) Prior Experience Schedule—SMTW Weekdays

NOTE: Refer to SMTW Schedule to Avoid Sunday Sim Conflicts
TIME THURSDAY FRIDAY SATURDAY SUNDAY TIME

DAY 1 OF 4 DAY 2 OF 4 DAY 3 OF 4 DAY 4 OF 4
SIM 4
LOCAL & SIM CHECK LOCAL
500L SIM 1 SIM 2 SIM 3 500L
600 A A A A 600
630 630
700 4+00 Blocks A blk 4+00 Blocks A blk 3+00 Blocks A blk A blk 700
800 FSI ADMIN (Client Data Form) Sim 1 C Hydraulics (General) Sim 2 Sim 3 Sim 1 800
805 C Aircraft General Thrust Attenuators 805
900 Electrical Ice and Rain Protection C Flight Planning 900
930 Electrical 2BRF Pneumatics / Air-Conditioning 2BRF Flight Planning 2BRF 2BRF 930
1000 Avionics 1DBF B Pressurization 1DBF B Weight & Balance 1DBF B 1DBF B 1000
1100 Fire Protection B blk Systems Integration B blk Performance B blk B blk 1100
1130 Fuel Line 2 Systems Integration Line2 Knowledge Test Line2 Line2 1130
1200 FSI ADMIN (Client Data Form) Sim 1 A,D Hydraulics (General) Sim 2 Sim 3 Sim 1 1200
1205 A,D Aircraft General Thrust Attenuators 1205
1300 Electrical Ice and Rain Protection A,D Flight Planning 1300
1330 Electrical 3BRF Pneumatics / Air-Conditioning 3BRF Flight Planning 3BRF 3BRF 1330
1400 Avionics C 2DBF Pressurization C 2DBF Weight & Balance C 2DBF C 2DBF 1400
1500 Fire Protection Systems Integration Performance 1500
1530 Fuel C blk Systems Integration C blk Knowledge Test C blk C blk 1530
1600 FSI ADMIN (Client Data Form) Line 3 B,E Hydraulics (General) Line 3 B,E Flight Planning Line 3 Line 3 1600
1605 B,E Aircraft General Sim 1 Thrust Attenuators Sim 2 Flight Planning Sim 3 Sim 1 1605
1630 AFM and OM Landing Gear and Brakes Flight Planning 1630
1635 Master Warning Flight Controls Flight Planning 1635
1700 Electrical Ice and Rain Protection Weight & Balance 1700
1730 Electrical 4BRF Pneumatics / Air-Conditioning 4BRF Weight & Balance 4BRF 4BRF 1730
1800 Avionics 3DBF D Pressurization 3DBF D Performance 3DBF D 3DBF D 1800
1830 Powerplant Oxygen Knowledge Test 1830
1900 Fire Protection Systems Integration 1900
1930 Fuel D blk Systems Integration D blk D blk D blk 1930
2030 Sim 1 Sim 2 Sim 3 Sim 1 2030
2100 2100
2200 E 4DBF E 4DBF E 4DBF E 4DBF 2200
2230 2230
2300 E blk E blk E blk E blk 2300
2330 Line 5 Line 5 Line 5 Line5 2330
2400 Sim 1 Sim 2 Sim 3 Sim 1 2400
2430 2430
100 100
130 130
200 5DBF 5DBF 5DBF 5DBF 200
230 230
300 NOTE: 300
330 Sunday 1 330
400 Hour Brief 400
430 For 2 Sim 430
500 Periods 500
530 (:30 Min 530
600 Each) 600
Figure SYL-5. §61.63/157 (CE-525) Prior Experience Schedule—TFSS Weekdays

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§91 single-pilot simulator and aircraft training consists of three two-hour rides in the left seat
as pilot flying (PF) and a two-hour practical accomplished in the simulator. A two-hour train-
ing flight is given in a CE-525 aircraft followed up by a 0.5-hour practical in the aircraft.
cate or serves as training for a foreign pilot certificate. §135 single pilot Upgrade training is
similar. No LOFT training is required when flying in the airplane.
(CE-525) Prior Experience Course Flight Simulator Module No. 1

The pilot will accomplish all normal checklist procedures, starting malfunctions, taxi, pretakeoff
checks, normal and reduced flap takeoffs, crosswind and rejected takeoffs, V 1 cuts, normal climb,
unusual attitudes including steep turns and stalls, powerplant shutdowns and restarts, normal
descent, instrument departure and arrivals, navigation equipment and assigned radials, preci-
sion approach with engine out, nonprecision approach, circling approach to landing, normal
and crosswind landings, single-engine landing, visual approach to a landing, zero flap landing,
after landing checks, parking and securing, air hazard avoidance, ATC procedures and phrase-
ology flight control problems, EFIS black-tube approach.

Cold-day demonstration includes a review of the above and the pilot will accomplish all nor-
mal, abnormal, and emergency checklist procedures, start malfunctions, taxi, pretakeoff checks,
cold-weather anti-ice and deice checks, malfunctions, and operations, low-visibility operations,
normal and instrument takeoffs, crosswind and rejected takeoffs, V 1 cuts, takeoff with lower
than standard minimums, engine restarts in flight, emergency descent, area departure and ar-
rival, navigation equipment and assigned radials, holding, precision approach, precision ap-
proach with engine inoperative, nonprecision approach, nonprecision approach with engine
inoperative, missed approach from ILS, missed approach with a powerplant failure, EFIS
black-tube approach, normal and crosswind landings, rejected landing to a missed approach,
zero flap landing, landing from a visual approach, landing from ILS, icing on airplane, air haz-
ard avoidance, ATC procedures and phraseology, engine, pressurization, air conditioning, oil,
hydraulic, landing gear malfunctions, fuel, flight controls, electrical.

gency checklist procedures, hot-day demonstration, start malfunction, normal takeoff, V 1 cut,
windshear during climb, normal climb, steep turns and stalls, engine shutdown and restart, nor-
mal descent, area departure and arrival, navigation equipment and assigned radials, holding ILS
approach, LOC, NDB, approaches, nonprecision approach with engine inoperative, circling ap-
proach to landing, missed approaches from a precision and nonprecision approach, windshear
during landing, navigation receiver failure, nonprecision approach with black tubes, normal and
crosswind landings, zero flap landing, landing from a visual approach, rejected landing to a missed
approach, powerplant failures, engine restart, multi- and single-engine approaches and missed
approaches, EFIS black-tube approaches, flight control malfunctions, and avionics failures.

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The practical test is given by a training center evaluator (TCE-DE) or FAA representative to
confirm the pilot can handle any situation given in accordance with the minimum acceptable
performance guidelines as established in the ATP and Type Rating Practical Test Standards. It
says in part: “Showing mastery of the aircraft within the standards outlined in the PTS, with the
successful outcome of a task never seriously in doubt.”
§61.63/157 (§135) Upgrade Course Flight Simulator Module No. 5

(for §135 Pilots Only)

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GRADING AND EVALUATION

Pilot performance during simulator and flight training shall be graded as: Proficient (1), Normal
Progress (2), Additional Training Required (3), Unsatisfactory (4), or Discussed (D).
The criteria for evaluation shall be as follows:
• PROFICIENT (1)—The client is able to easily perform the procedure or maneuver; in the
language of Part 61.43: “showing that he is the master of the aircraft, with the successful
outcome of a procedure or maneuver never seriously in doubt.” Or, in the language of Part
135.293: “... the pilot is the obvious master of the aircraft, with the successful outcome
of the maneuver never seriously in doubt.”
• NORMAL PROGRESS (2)—The client is making satisfactory progress toward proficiency
in the procedure or maneuver but still requires assistance from the instructor. However,
the instructor is satisfied that, with additional practice as provided in the FAA-approved
curriculum, the client will become fully proficient in the maneuver or procedure.
• ADDITIONAL TRAINING REQUIRED (3)—The client’s progress is not satisfactory.
However, the instructor is of the opinion that additional training over and above that
specified in the FAA-approved curriculum will enable the client to meet applicable com-
pletion standards.
• UNSATISFACTORY (4)—The client shows basic deficiencies, such as lack of knowledge,
skill, or ability to perform the required procedures or maneuver. If the present level of
performance and progress is maintained, it is doubtful that the client will be able to
achieve the applicable completion standards required by the FAA-approved curriculum.
Further training shall be taken only after a review by the Center Manager.
• DISCUSSED (D)—This designation indicates that the item was discussed but not performed
in the simulator or aircraft. The discussion revealed a satisfactory knowledge of the ap-
propriate procedure, aircraft system, etc.
• TRAINED (T)—Trained in maneuver for procedures only, no flight training credit taken.
• C O M P L E T E D ( C ) — N o g r a d e g iv e n . I t e m i s c o m p l e t e d ( u s e d f o r S y s t e m s
Integration/LOFT).
• SIMULATOR TRAINING—The pilot is required to achieve a grade of 1 (proficient) by
the completion of simulator training. Additional training will be provided in the portion
of the flight in which the pilot experienced difficulty. Decision to terminate training for
a pilot who demonstrates substandard performance will be made by the Center Manager.
• FLIGHT TRAINING—The pilot is required to achieve a grade of 1 (proficient) by the com-
pletion of flight training. Additional training will be provided in the portion of the flight
in which the pilot experienced difficulty. Decision to terminate training for a pilot who
demonstrates substandard performance will be made by the Center Manager.

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COMPLETION STANDARDS
Completion is based on proficiency. Syllabus times are estimates. Pilots must demonstrate sat-
isfactory performance through formal and informal examinations in the classroom and flight
simulator, and in flight to ensure they meet the knowledge and skill requirements necessary to
meet the course objectives. The Minimum Acceptable Performance Guidelines are as follows:
• Each pilot shall fly the flight simulator and/or aircraft within the appropriate standard.
Depending on the type of operation, passenger seating, configuration within the aircraft,
and/or pilot’s level of certification, the tolerance of the appropriate standard will be spec-
ified in one of the following publications:
• Instrument Rating Practical Test Standards
• Airline Transport Pilot and Type Rating Practical Test Standards
• The instructor and/or training center evaluator will determine the applicable standards prior
to the start of any training or evaluation session. The required standards will be discussed
with the pilot being trained.
The Minimum Acceptable Performance Guidelines are as established in the Airline Transport
Pilot and Type Rating Practical Test Standards, FAA-S-8081-5 (As Revised). It states in part:
“...showing mastery of the aircraft within the standards outlined in the PTS, with the success-
ful outcome of a task never seriously in doubt.”
The standards outline is as follows:
Practical Test Standards

Prior to Final ............................................................................ ±5°
±100 feet
±10 knots
Departure, Cruise, Holding, Arrival ........................................... ±10°
±100 feet
±10 knots
SteepTurns ............................................................................... 45 ±5°
±100 feet
±10 knots
±10° rollout
Circling .................................................................................... Should not exceed
30° bank
–0/+100 feet
±5 knots
±5° heading/track
(NOTE: 135 operations
descent 1,000 feet/minute
maximum)

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Missed Approach ...................................................................... ±100 feet

±5 knots
±5°
Approaches to Stalls ................................................................. Recognize perceptible
buffet/stall warning
device, recover at first
indication, striving for
minimum loss of
altitude, airspeed, and
heading deviation.
In Flight After Takeoff
Powerplant Failures ............................................. ± 100 feet ± 5 knots
± 10 knots ± 5°
± 10° heading
Precision Nonprecision
IFR Approaches .................................................. 1/4 scale 1/4 scale deflection
deflection* ±5° bearing pointer
Final ................................................................... ±5 knots –0/+50 feet MDA

±5° knots
*During a precision approach, allow no more than 1/4 scale deflection of either the glide slope
or localizer indications to decision height, the missed approach point, or the point over the run-
way where glide slope must be abandoned to accomplish a normal landing.
“Unsatisfactory Performance” is defined as “Consistently exceeding the tolerances stated in the

task objective, or failure to take prompt, corrective action when those tolerances are exceeded.”
Any action, or lack thereof, by the applicant that requires corrective intervention by the exam-
iner to maintain safe flight shall be disqualifying.

CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
Structures ......................................................................................................................... 1-2
Nose Section ..................................................................................................................... 1-5
Flight Compartment ......................................................................................................... 1-5
Entrance Door and Emergency Exit................................................................................. 1-5
Cabin ................................................................................................................................ 1-6
Wing ................................................................................................................................. 1-9
Tail Cone Compartment ................................................................................................... 1-9
Empennage..................................................................................................................... 1-10
SYSTEMS ............................................................................................................................. 1-10
Electrical System ........................................................................................................... 1-10
Fuel System.................................................................................................................... 1-10
Engines........................................................................................................................... 1-10
Ice Protection ................................................................................................................. 1-10
Hydraulic System........................................................................................................... 1-11
Flight Controls ............................................................................................................... 1-11
Environmental Controls ................................................................................................. 1-11
Avionics ......................................................................................................................... 1-11
PUBLICATIONS................................................................................................................... 1-11
FOR TRAINING PURPOSES ONLY 1-i

ILLUSTRATIONS
Figure Title Page
1-1 Cessna Citation CJ1.................................................................................................. 1-2
1-2 Exterior Three-View Drawing .................................................................................. 1-3
1-3 Braking Taxi Turning Distance ................................................................................ 1-4
1-4 Engine Hazard Areas................................................................................................ 1-4
1-5 Baggage Door Microswitch...................................................................................... 1-5
1-6 Sight Gages............................................................................................................... 1-5
1-7 Entrance Door, Pins, Interior Handle, and Latch Release ........................................ 1-6
1-8 Door Locking Indicator Windows ............................................................................ 1-7
1-9 Emergency Exit (Interior and Exterior).................................................................... 1-7
1-10 Interior Arrangements .............................................................................................. 1-8
1-11 Wing Trailing Edge .................................................................................................. 1-9
1-12 Wing Leading Edge .................................................................................................. 1-9
1-13 Stall Strips ............................................................................................................... 1-9
1-14 Tail Cone Baggage Door ........................................................................................ 1-10
1-15 Empennage............................................................................................................. 1-10
FOR TRAINING PURPOSES ONLY 1-iii

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CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Cessna Citation CJ1. 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 flight 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.
An annunciator section in this manual displays all annunciator and other light indica-
tions and can be folded out for reference while reading this manual.
GENERAL
The Citation CJ1 is certified in accordance systems simplicity with ease of access to re-
with Part 23 Normal Category and Part 36 duce maintenance requirements. Low takeoff
(noise). Takeoff and landing performance and and landing speeds permit operation at small
other special condition certification require- and unimproved airports. Medium bypass tur-
ments are equivalent to Part 25. It combines bofan engines contribute to overall operating
efficiency and performance.
FOR TRAINING PURPOSES ONLY 1-1

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STRUCTURES
The Citation CJ1 (Figure 1-1) is a pressur- Figure 1-2 shows a three-view drawing of the
ized low-wing monoplane. Two Williams- Citation CJ1 containing the approximate ex-
Rolls FJ-44-1A turbofan engines are pylon- terior and cabin dimensions. Figure 1-3 shows
mounted on the rear fuselage. braking taxi turning distance, and Figure 1-4
is a diagram of engine hazard areas.
Figure 1-1. Cessna Citation CJ1
1-2 FOR TRAINING PURPOSES ONLY

46.38 FEET
12.96 FEET
DIHEDRAL
WING 5° 18.75 FEET
ENG PYLONS 23° ELEVATOR
HORIZ TAIL 0.00°
THRUST
ATTENUATORS
AILERON
EMERGENCY EXIT TRIM TAB
(LH ONLY)
SPEED BRAKE
(UPPER AND LOWER) MAIN GEAR CABIN
DOOR DOOR
POSITION
LIGHT (WHITE)
BAGGAGE EMERGENCY EXIT
DOORS (RIGHT SIDE ONLY) 5 VORTEX GENS/SIDE
NOSE GEAR
DOORS RUDDER
TRIM TAB
BAGGAGE 13.80 FEET

DOORS
15.40 FEET TAIL CONE ACCESS

DOOR (L SIDE ONLY)
42.58 FEET
HYDRAULIC RESERVOIR
ACCESS (RIGHT SIDE)
Figure 1-2. Exterior Three-View Drawing

WALL TO
WALL CURB TO
59.34 FEET CURB
(18.09m) 22.63 FEET
(6.90m)
12.58 feet
(3.83 m)
16.34 FEET
(4.98m)
Figure 1-3. Braking Taxi Turning Distance
70 feet
(20 m)
20 FEET
(6m)
DISTANCE IN FEET
0 20 40 60 80 100 120 140 160
0 10 20 30 40 60
DISTANCE IN METERS
Figure 1-4. Engine Hazard Areas

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NOSE SECTION
The nose section is an unpressurized area
containing the avionics compartment, an
equipment area, and a baggage storage area.
The avionics area is accessible through a re-
movable radome, whereas the 20.4-cubic feet,
400-pound storage compartment has two
swing-up doors.
DOOR NOT The nose storage doors each in-

LOCKED corporate a mechanical lock.
The door locking system oper-
ates a microswitch in each key lock assembly,
w h i c h i s c o n n e c t e d t o t h e D O O R N OT
LOCKED warning circuit. A manual light
switch is located in the compartment. A mi-
croswitch located at the left and right storage Figure 1-6. Sight Gages
door assembly (Figure 1-5) will extinguish
the storage compartment light as the doors
are closed if the manual light switch is left on. CAUTION
Ensure that the key is removed prior
to flight to prevent possible ingestion
of the key into an engine.
FLIGHT COMPARTMENT
Two complete crew stations are provided with
dual controls, including control columns,
brakes, and adjustable rudder pedals with fore,
mid, and aft detents. There are two fully ad-
justable seats with five-way seat belts and
shoulder harnesses.
Figure 1-5. Baggage Door Microswitch
ENTRANCE DOOR AND
A pneumatic actuator on each door holds the EMERGENCY EXIT
door in the full open position until the door is
closed. The windshield alcohol and brake The entrance door is located on the forward left-
reservoirs, the power brake accumulator, and hand side of the fuselage (Figure 1-7). The en-
a pneumatic nitrogen bottle are all located be- trance door opens outboard and is held open by
hind the right aft bulkhead of the nose storage a mechanical “pull to release” latch. The latch
compartment (Figure 1-6). 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
pulled before the door can be closed.

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Figure 1-7. Entrance Door, Pins, Interior Handle, and Latch Release
The entrance door is secured in the closed po- An emergency exit, located on the aft right-
sition by 12 locking pins attached to a handle. hand side of the cabin fuselage (Figure 1-9),
The handle linkage can be operated from the in- opens inboard. It is a plug-type door installa-
side or outside of the door. The exterior han- tion and has a provision for inserting a lock-
dle can be secured with a key lock for security. ing pin with red streamer to prevent
unauthorized entry while the airplane is on
The lower forward locking pin the ground. The pilot must ensure that this
DOOR NOT
activates a microswitch in the pin is removed prior to flight. Both the cabin
LOCKED
door warning light circuit that entrance door and emergency exit door can be
illuminates the DOOR NOT LOCKED an- opened from outside or inside the airplane.
nunciator light whenever the door is not se- The emergency exit door is not connected to
cured. The door also incorporates five visual the door warning circuit.
indicator windows in the locking system to
show closed and secured (Figure 1-8). The
lower forward locking pin depresses a plunger CABIN
opening a valve to allow bleed air to inflate the The cabin extends from the forward to the aft
pneumatic cabin door seal. The door seal is in- pressure bulkhead and measures approximately
stalled in the door perimeter to prevent cabin 11.15 feet in length, 4.9 feet in width, and
pressure loss. 4.75 feet in height. Figure 1-10 shows two in-
terior arrangements.
DOOR If the door seal loses inflation
SEAL pressure, the DOOR SEAL an-
nunciator light illuminates.
Cabin pressurization will not be lost because
the secondary seal (which is not inflatable) will
hold the cabin pressure.

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an extra passenger seat, but eliminates the

100-pound rear baggage storage area.
The cabin area is provided with dropout,

constant-flow oxygen masks for emergency
use. The cabin overhead panels contain indi-
vidual air outlets and seat lighting for pas-
senger comfort. Indirect lighting for the cabin
(optional) is provided by two rows of fluo-
rescent bulbs running the length of the cabin,
controlled by a switch near the cabin entrance.
A vortex generator is mounted under the gen-

erator cooling-air inlet on each engine cowl to
reduce the aft cabin sound level.
Figure 1-9. Emergency Exit

(Interior and Exterior)
Figure 1-8. Door Locking Indicator

Windows
A typical interior arrangement consists of four

forward/rearward facing passenger seats and
one side facing seat. There is a toilet under the
escape hatch with a 100-pound, 4-cubic foot
cabin storage area. An option moves the toilet
to the left side of the fuselage abeam the emer-
gency exit door, and with a seat belt provides

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1 2 1 2
7 7
3 4 3 4
5 6 5 6
T T
STANDARD OPTION 1
Figure 1-10. Interior Arrangements

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WING
The wing is a one-piece assembly natural
laminar flow (NLF) airfoil that attaches to
the bottom of the fuselage, constructed of
aluminum. Each wing is a fuel tank. Hy-
draulically actuated speedbrakes, flaps, and
main landing gear are attached to each wing
(Figure 1-11).
The leading edge of the wings are anti-iced

by engine bleed-air heat (Figure 1-12). Stall
strips are attached to the leading edge pan-
els (Figure 1-13).
Figure 1-13. Stall Strips
TAIL CONE COMPARTMENT

The tail cone compartment is an unpressurized
area and contains the major components of
the hydraulic, environmental, electrical dis-
tribution, flight controls, and engine fire ex-
tinguishing systems. Access is through an
entrance door on the left-hand side of the fuse-
lage below the engine. This entrance door
opens the tail cone baggage compartment (Fig-
ure 1-14). It holds 300 pounds in 30.2-cubic
feet of space.
Figure 1-11. Wing Trailing Edge The tail cone compartment door is secured at
the aft side by mechanical latches and a key
lock and is hinged at the left forward edge.
DOOR NOT A microswitch, operated by the

LOCKED key lock, is connected to the
DOOR NOT LOCKED warn-
ing circuit. A light switch on the forward edge
of the door opening is powered from the hot
battery bus and provides illumination of the
tail cone area for preflight inspection pur-
poses. A microswitch installed in the door
track will extinguish the light when the door
is closed if the manual switch is left on.
Figure 1-12. Wing Leading Edge

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SYSTEMS
ELECTRICAL SYSTEM
The CJ1 is an all DC aircraft. The 29V DC
buses are supplied from two starter-generators.
Engine starting and secondary DC power is
available from either the battery or an exter-
nal source.
FUEL SYSTEM
Figure 1-14. Tail Cone Baggage Door The fuel system has two distinct, identical
halves. Each wing tank stores and supplies
the fuel to its respective engine. Fuel transfer
EMPENNAGE capability is provided. All controls and indi-
The empennage consists of a vertical stabilizer cators are located in the cockpit.
with high T-tail mounted horizontal stabiliz-
ers (Figure 1-15). The leading edges of the hor- ENGINES
izontal stabilizers are deiced by rubber boots.
Two (Williams-Rolls) FJ-44-1A turbofan en-
Five vortex generators are mounted on each
gines are pylon-mounted on the rear fuselage,
side of the vertical just under the horizontal
and each produces 1,900 pounds thrust.
positioned downward, one above the other,
just in front of the rudder.
Ice protection, fire detection, and extin-
guishing systems are incorporated. Thrust at-
tenuators are installed on each engine to assist
in deceleration during a landing roll and to
avoid excessive use of brakes while taxiing.
The engine pylons have ram-air inlets to pro-
vide cooling air to cabin air and windshield air
heat exchangers located in the tail cone.
ICE PROTECTION
Ice protection is provided to the wing leading
edges by hot bleed air. Bleed air is used for
heating the nacelle and the generator air inlets.
The horizontal stabilizer is deiced by inflat-
able boots. Engine bleed air can be discharged
through nozzles directed across the outer wind-
Figure 1-15. Empennage shields. Isopropyl alcohol is available to anti-
ice the left windshield in the event that bleed
air is not available. Electrical heaters anti-ice
the pitot-static systems, an angle-of-attack
vane, T T2, and pylon air inlet ducts.

FlightSafety
international
HYDRAULIC SYSTEM calizer/glide slope/marker beacon receivers.

Engine-driven hydraulic pumps supply pres-
sure for operation of the landing gear, speed- PUBLICATIONS
brakes, flaps, and thrust attenuators through
an open center system. The main gear are The FAA-approved Airplane Flight Manual
equipped with antiskid-controlled wheel (AFM) is required and contains the limita-
brakes, operated hydraulically from a separate tions, operating procedures, Part 25 perfor-
hydraulic system. Pneumatic backup is avail- mance data pertinent to takeoffs and landings,
able for landing gear extension and braking. and weight and balance data. It does not con-
tain climb, cruise, descent, or holding per-
formance information. The AFM always takes
FLIGHT CONTROLS precedence over any other publication.
Primary flight control is accomplished through The Citation CJ1 Operating Manual contains
conventional cable-operated surfaces. Trim- expanded descriptions of the airplane systems
ming is provided by aileron, elevator, and rud- and operating procedures. It contains enroute
der tabs. The elevator trim is both mechanically flight planning information (climb, cruise,
and electrically actuated. Hydraulically op- descent, and holding data) as well as some
erated speedbrakes are installed on the upper takeoff and landing performance information.
and lower wing surfaces. The flaps are hy-
draulic and are installed on the trailing edges The Cessna Citation CJ1 Checklist contains ab-
of the wing. Nosewheel steering is mechani- breviated operating procedures and abbreviated
cally controlled by the rudder pedals. performance data. If any doubt exists or if the
conditions are not covered by the checklist, the
ENVIRONMENTAL CONTROLS AFM must be consulted. The FlightSafety ver-
sion of the Cessna Citation CJ1 Checklist is in
Cabin pressurization utilizes bleed air from the a slightly different format.
engines. The air entering the cabin is condi-
tioned by pylon ram scoop air and or vapor The Citation CJ1 Weight and Balance Manual
cycle A/C. Cabin pressurization is control- contains detailed information in the form of
lable and the system can maintain sea level tables and diagrams. However, it is not re-
pressure up to 22,027 feet, and approximately quired to be in the airplane because the basic
8,000 feet cabin a cruise altitude of 41,000 feet. empty weight and moment and means of de-
These pressures are based on a maximum dif- termining the center-of-gravity location are all
ferential of 8.6 psi. contained in the AFM.
The oxygen system supplies sweep-on masks The AlliedSignal KLN-900 GPS Pilot’s Guide,
in the cockpit and the cabin through dropout P/N 006-08796-0000, dated July 1996 or later
masks automatically deployed in the event of revision, must be immediately available to the
excessive cabin altitude. flight crew when navigation is predicated on
the use of this system.
AVIONICS The Universal UNS-1 (Csp/-1k/UNS-1k) FMS
The standard factory-installed avionics pack- Pilot’s Operating Manual, Universal Systems
age includes weather radar, dual transponders Report No. 2423 sv 601 (UNS-1Csp) or 2423
with altitude encoding, autopilot, and a Collins sv 602 (UNS-1Csp or UNS-1k), latest change
Pro Line 21 integrated EFIS flight director sys- must be immediately available to the flight
tem. Communication is provided by two VHF crew when navigation is predicated on the use
transceivers. Navigation equipment includes of this system.
digitally tuned ADF, DME, and two VOR/lo-

FlightSafety
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The Global-Wulfsberg GNS-XLs Operator’s

Manual, Global Wulfsberg Report No. 144 1
dated May 1995, or later revision, must
be immediately available to the flight crew
whenever navigation is predicated on the use
of the system.
The AlliedSignal KLN-90B GPS Pilot’s Guide,

P/N 006-08773-0000 ORS 20, dated Decem-
ber 1994 or later revision, must be immediately
available to the flight crew when navigation
is predicated on the use of this system.
The Garwin GPS-400 Pilot’s Guide, P/N 190-

00140-60 dated August 1999, or later revi-
sion, as applicable to the specific software
modification status and sensor installation,
must be immediately available to the flight
crew when navigation is predicated on the use
of this system.

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-1
DC POWER ............................................................................................................................. 2-2
Battery................................................................................................................................ 2-2
Starter-Generators .............................................................................................................. 2-2
External Power................................................................................................................... 2-3
Control ............................................................................................................................... 2-9
Monitoring ....................................................................................................................... 2-10
Protection ......................................................................................................................... 2-11
OPERATION......................................................................................................................... 2-12
Normal ............................................................................................................................. 2-12
Abnormal ......................................................................................................................... 2-13
QUESTIONS ......................................................................................................................... 2-17

ILLUSTRATIONS
Figure Title Page
2-1 Battery Location ....................................................................................................... 2-2
2-2 Battery Disconnect Switch ....................................................................................... 2-2
2-3 External Power Receptacle....................................................................................... 2-3
2-4 Generator Circuit...................................................................................................... 2-4
2-5 External Power Circuit ............................................................................................. 2-4
2-6 Electrical System Schematic—SNs 0360 and Subsequent ...................................... 2-6
2-7 Circuit-Breaker Panels—SNs 0360 and Subsequent (One PFD) ............................. 2-7
2-8 Circuit-Breaker Panels—SNs 0360 and Subsequent (Two PFDs) .............................2-8
2-9 AFT Baggage Compartment J-Box Panel .................................................................2-9
2-10 Engine Start Buttons .............................................................................................. 2-10
2-11 DC Electrical Controls ........................................................................................... 2-10
2-12 Electrical Controls and Indicators .......................................................................... 2-11
2-13 Audio Control Panel............................................................................................... 2-15
TABLE
Table Title Page
2-1 Emergency Bus Items............................................................................................... 2-5

CHAPTER 2
ELECTRICAL POWER SYSTEMS
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INTRODUCTION
This chapter provides a description of the electrical power system used on the Citation
CJ1. Included is information on the DC system. The DC system consists of storage, gen-
eration, distribution, and system monitoring. Provision is also made for a limited sup-
ply 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 three right buses connected by a crossfeed
power for the Citation CJ1. Two generators are bus. This arrangement allows either genera-
the primary power sources (one generator is tor to power the entire system or, working in
capable of supplying all standard require- parallel, to share the system load. The hot bat-
ments). Secondary sources, battery or exter- tery and emergency buses normally are tied to
n a l p o w e r, m a y a l s o b e u s e d . N o r m a l the main system, but they may be isolated to
distribution of DC power is via three left and only the battery or external power sources.

FlightSafety
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When the airplane is on the ground, an exter-

nal DC power unit (EPU) may be used to sup-
ply electrical power to all buses.
DC POWER
BATTERY
A standard nickel-cadmium battery provides
25 volts rated at 28 ampere-hours. Optional bat-
teries available are a 25-volt 44-ampere hour
nicad battery and a 24-volt 44-ampere hour Figure 2-2. Battery Disconnect Switch
lead acid battery. The battery, located in the tail
cone compartment (Figure 2-1), is provided considered a battery start. A battery in good
with a manual quick-disconnect and is acces- condition should supply power to all buses
sible through the tail cone door. for a minimum of ten minutes with maximum
load. If only the hot battery and emergency
buses are powered, battery life should be a
minimum of 30 minutes.
STARTER-GENERATORS
Two engine-driven DC starter-generators, one
mounted on each engine accessory gearbox,
are the primary source of power and supply all
DC buses. Each generator is air cooled, rated
at 30 volts DC, regulated to 29 volts, 300 am-
Figure 2-1. Battery Location peres, and is capable of 50% overload to 450
amperes for two minutes. The generators are
The battery is connected to the hot battery bus. used as motors for engine starting, then become
A battery disconnect relay is installed between generators at the completion of the start cycle.
the battery and its ground to provide an Each generator system is operated indepen-
electrical disconnect during certain conditions. dently, but power is distributed through sys-
tems that are in parallel except under fault
A BATTERY DISC switch (Figure 2-2) is in- conditions. The generators share loads equally
stalled in the cockpit behind the pilot’s oxy- (10% of total load) during normal operation
gen valve. This switch opens the battery via an equalizer connection between the gen-
disconnect relay. It is used in case of a battery erator control units.
overheat or stuck start relay.
DC power from the engine-driven generators
The nicad battery is susceptible to, and must is distributed to two feed buses (Figure 2-4).
be protected from, overheat due to excessive The two feed buses are paralleled through two
charging or discharging. The nicad battery is 225-ampere current limiters connected to the
limited to three engine starts per hour. During crossfeed bus. Generator power is routed to the
an external power start, the battery is separated hot battery bus through the battery relay, and
from its ground by the battery disconnect relay also to the emergency bus from the crossfeed
to prevent battery discharge during the EPU bus. The battery and emergency relays are
start cycle. An external power unit start is not operated by the battery switch.

EXTERNAL POWER CAUTION

An external power unit may be connected to Some external power units do not
the airplane DC system through a receptacle have reverse current protection. If
located in the fuselage below the left engine the unit is turned off while connected
nacelle (Figure 2-3). External power is routed to the airplane, rapid discharge and
to the hot battery bus (Figure 2-5). The bat- damage to the battery can result. Al-
tery charges from the external power unit ways disconnect the EPU from the
regardless of the battery switch position. airplane when not in use.
Before connecting an external power unit, the
voltage of the EPU should be regulated to 29 Connecting the external power source ener-
volts maximum, and the amperage output gizes the external power relay, connecting the
should be between 800 and 1,100 amperes. external power source to the hot battery bus.
When using the external power for prolonged Placing the battery switch to the BATT posi-
ground operation (over 30 minutes), the bat- tion energizes the battery relay, allowing ex-
tery should be disconnected to preclude over- ternal power to be connected to the crossfeed
heating the battery. Do not use the battery bus, emergency bus, and the left and right feed
disconnect switch. buses. The external power relay is deenergized
to remove external power from the hot battery
bus when either generator power relay is
c l o s e d . T h i s i s t o p r ev e n t t h e a i r p l a n e
generators and the EPU from applying power
to the airplane buses simultaneously.
CAUTION
If the battery is charged using the
external power unit, it must be visu-
ally monitored. Current from the
external power unit is not regulated
and a battery overheat may occur.
Figure 2-3. External Power Receptacle
NOTE
Normal starter current draw is ap-
proximately 1,000 ampere at peak.
External power units with variable
maximum current shutoff should be
set to 1,100 amperes.

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LH FEED CROSSFEED RH FEED
225 20A 225
A A
TO EMERGENCY
BAT BUS
LH OFF RH
GEN BAT EMER GEN
PWR PWR
OFF OFF
EMER
GCU V V GCU
V LH RH
START START
LH GEN HOT BATTERY BUS RH GEN
LEGEND
BATTERY POWER LH NORMAL BUS POWER RH NORMAL BUS POWER
Figure 2-4. Generator Circuit
VOLTMETER
HOT BAT BUS
BATTERY EXT POWER

DISABLE RELAYS
EXT
POWER
RELAY
BATTERY
DISCONNECT
RELAY
EXT OVERVOLTAGE
POWER SENSOR
Figure 2-5. External Power Circuit

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Distribution • Voltmeter—It reads hot battery bus volt-

age in BATT or EMER and zero voltage
Direct current is distributed throughout the in OFF. In OFF, the voltmeter will read
airplane by ten buses (Figure 2-6). The main generator output voltage when LH or
junction box in the tail cone compartment RH GEN is momentarily selected on the
contains two feed buses, the crossfeed bus, and voltage selector switch.
the hot battery bus. Two feed extension buses,
two crossover buses, and the emergency buses • ELT, (optional)—If it is turned on by
are located in the cockpit. the G switch, the 3-second pushbutton
uses hot battery bus power to turn the
ELT off.
The two feed buses normally are powered by
the right and left generators and are tied to- • Emergency Battery Pack—Powers the
gether by the crossfeed bus. They may also re- engine instrument and cockpit flood-
ceive power from the battery or an external lights during the start sequence. A 5-G
power unit. force activates an inertia switch to power
the cabin entry door white light and
The hot battery bus is always connected di- “EXIT” light, the emergency exit door
rectly to the battery. It may receive power “EXIT” light and white light, the two
from an external power unit, and, during nor- right wing walkway lights, and the op-
mal operation, is powered from any generator. tional LH/RH footwell strip lights.
The crossfeed bus functions solely as a bus NOTE

tie connecting the hot battery bus, the emer- If the optional footwell strip lights
gency bus, and the two feed buses into one in- are installed a second emergency bat-
tegral system. tery pack is installed.
From each feed bus in the tail cone, an exten-
sion bus provides distribution of power to The emergency bus is located on the right
components through controls and circuit break- circuit-breaker panel, with an emergency
ers in the cockpit. The left and right feed ex- branch bus to the left circuit-breaker panel.
tension buses are located behind the pilot and
copilot circuit-breaker panels, respectively Emergency bus items are as follows:
(Figure 2-7).
Table 2-1. EMERGENCY BUS ITEMS
In order to permit logical grouping of circuit
breakers (e.g., left and right ignition), circuit LH CB PANEL RH CB PANEL
connection is provided from the right or left
feed extension bus to the opposite circuit- • L STBY N1 COMM 1
breaker panel through the right and left • R PITOT STATIC NAV 1 AND MARKER
crossover buses. BEACON
• AS/ALT VIB AUDIO 1 AND 2
The hot battery bus items are:
• LDG GEAR (WARNING) R STBY N1
• Lights—Nose compartment light, cabin • FLOOD STDBY HSI
entry door “EXIT” and white light, emer- • FLAP CONTROL AHRS 2
gency exit door “EXIT” and white lights,
the two right wing walkway lights, the • GEAR CONTROL
optional LH/RH footwell strip lights,
and the aft baggage compartment light.

LH CB PANEL RH CB PANEL
EMER EMER
RH X OVER LH X OVER
LH FEED EXT RH FEED EXT

35 35
75
CIRCUIT BREAKERS
CURRENT LIMITERS
75
80 80
LH FEED CROSSFEED BUS RH FEED

225 225
20 A
A BATTERY
DISABLE BATT
GEN RELAY GEN
OFF LH OFF OFF
EMER RH
POWER BATT
LH RELAY PWR LH RH
RELAY RELAY
RELAY
EMER
GCU GCU
V START V V
RELAY 20 A
LH GEN HOT BATTERY BUS RH GEN
EXT OVER
POWER VOLTAGE
BATT RELAY SENSOR
BATT BATTERY
DISC DISCONNECT
EPU
RELAY
NORMAL
Figure 2-6. Electrical System Schematic—SNs 0360 and Subsequent

LEFT CB PANEL— SINGLE OR DUAL PFD

ENGINE INSTRUMENTS ENVIRONMENTAL ENGINE FUEL
L STBY L L DCUS L DCU L L FUEL L NORM EMER L FUEL L L FW L L

N1 EDC PRIM SEC OIL PRESS FLOW FUEL QTY PRESS PRESS CONTROL BOOST SHUT-OFF FIRE DET IGNITION
5 5 5 5 5 5 5 5 5 5 15 7.5 5 5
ANTI-ICE MISC INSTRUMENTS
R FUEL R R FW R R
L PITOT L AOA W/S BLEED W/S BLEED STBY DEFOG FRESH AIR CONTROL BOOST SHUTOFF FIRE DET IGNITION
STATIC ENGINE HEATER AIR TEMP AIR GYRO CLOCK FAN FAN TEMP 5 15 7.5 5 5
7.5 5 15 5 5 5 5 5 10 5
WARNING
R PITOT R TAIL W/S AS/ALT AIR AFT EVAP FWD BATT WARN WARN LDG
STATIC ENG DEICE ALCOHOL VIB FLT/HR COND FAN EVAP FAN TEMP LTS I LTS II GEAR
7.5 5 5 5 5 5 5 15 20 5 5 5 5
DC POWER L BUS LIGHTS SYSTEMS
L
ANTI- WING L EL L THRUST ANG OF ENG PITCH SPEED BRAKE
START L BUS COLL NAV INSPECT PANEL PANEL ATTEN ATTACK SYNC TRIM BRAKE SYSTEM
7.5 NO. 1 NO. 2 NO. 3
7.5 5 5 5 5 5 5 5 5 5 15
75 75 75
R CB R CENTER R THRUST EQUIP FLAP GEAR SKID
PANEL FLOOD PULSE BEACON PANEL PANEL ATTEN COOL CONTROL CONTROL CONTROL
35 5 5 5 5 5 5 5 5 5 5
LEFT FEED EXTENSION RIGHT CROSSOVER EMERGENCY BUS
RIGHT CB PANEL—SINGLE PFD WITH COPILOT ROUND INSTRUMENTS (STD)

AVIONICS DC ENGINE INSTRUMENTS
COMM NAV NAV 1 XPDR ADF DME R R FUEL R OIL R R DRU R DRU R STBY
1 1 CONVERT 1 1 1 FUEL QTY FLOW PRESS EDC PRI SEC N1
10 5 5 5 5 5 5 5 5 5 5 5 5
COMM NAV NAV 2 XPDR ADF DME MKR TCAS FMS STDBY AHRS AUDIO*
2 2 CONVERT 2 2 2 BCN 1 1 L IAPS L FGC ADC/ALT 2 HSI 1 1
10 5 5 5 5 5 5 7.5 5 5 5 5 5
PFD 1
COMM TELE STORM ADC DCP RAD FMS ADI HSI AHRS AUDIO
3 PHONE SCOPE 1 PRIM HTR 1 ALT 2 R IAPS R FGC 2 2 2 2
5 5 5 5 10 10 5 5 7.5 5 5 5 5 5
MFD
DC PWR-R BUS
PFD 2
IAPS ADC DCP GROUND R
RADAR HTR WARN 2 PRIM HTR 2 PROX PRIM HTR POWER START
7.5 7.5 5 5 10 10 15 R BUS 7.5
STBY POWER NO. 1 NO. 2 NO. 3
AHRS AHRS ** CABIN CABIN N1 L CB
1 2 DISPLAY BRIEFER IND 75 75 75 PANEL
5 5 5 5 5 35
RIGHT FEED EXTENSION AVIONIC BUS OPTIONS
AUDIO 1 ON EMER BUS

LEFT CROSSOVER
IF BATT SWITCH IN EMER
EMERGENCY BUS RESERVED
* AUDIO 1 ON EMER BUS

OPTIONS POWERED FROM WHEN BATT SWT IN EMER
RH CROSSOVER
** AHRS NO. 2 ALSO USES STBY
ATTITUDE: 30-MINUTE BATTERY
Figure 2-7. Circuit-Breaker Panels—SNs 0360 and Subsequent (One PFD)

LEFT CB PANEL— SINGLE OR DUAL PFD

ENGINE INSTRUMENTS ENVIRONMENTAL ENGINE FUEL
L STBY L L DCUS L DCU L L FUEL L NORM EMER L FUEL L L FW L L

N1 EDC PRIM SEC OIL PRESS FLOW FUEL QTY PRESS PRESS CONTROL BOOST SHUT-OFF FIRE DET IGNITION
5 5 5 5 5 5 5 5 5 5 15 7.5 5 5
ANTI-ICE MISC INSTRUMENTS
R FUEL R R FW R R
L PITOT L AOA W/S BLEED W/S BLEED STBY DEFOG FRESH AIR CONTROL BOOST SHUTOFF FIRE DET IGNITION
STATIC ENGINE HEATER AIR TEMP AIR GYRO CLOCK FAN FAN TEMP 5 15 7.5 5 5
7.5 5 15 5 5 5 5 5 10 5
WARNING
R PITOT R TAIL W/S AS/ALT AIR AFT EVAP FWD BATT WARN WARN LDG
STATIC ENG DEICE ALCOHOL VIB FLT/HR COND FAN EVAP FAN TEMP LTS I LTS II GEAR
7.5 5 5 5 5 5 5 15 20 5 5 5 5
DC POWER L BUS LIGHTS SYSTEMS
L
ANTI- WING L EL L THRUST ANG OF ENG PITCH SPEED BRAKE
START L BUS COLL NAV INSPECT PANEL PANEL ATTEN ATTACK SYNC TRIM BRAKE SYSTEM
7.5 NO. 1 NO. 2 NO. 3
7.5 5 5 5 5 5 5 5 5 5 15
75 75 75
R CB R CENTER R THRUST EQUIP FLAP GEAR SKID
PANEL FLOOD PULSE BEACON PANEL PANEL ATTEN COOL CONTROL CONTROL CONTROL
35 5 5 5 5 5 5 5 5 5 5
LEFT FEED EXTENSION RIGHT CROSSOVER EMERGENCY BUS
RIGHT CB PANEL—DUAL PFD (OPTIONAL)

AVIONICS DC ENGINE INSTRUMENTS
COMM NAV NAV 1 XPDR ADF DME R R FUEL R OIL R R DRU R DRU R STBY
1 1 CONVERT 1 1 1 FUEL QTY FLOW PRESS EDC PRI SEC N1
10 5 5 5 5 5 5 5 5 5 5 5 5
COMM NAV NAV 2 XPDR ADF DME MKR TCAS FMS STDBY AHRS AUDIO*
2 2 CONVERT 2 2 2 BCN 1 1 L IAPS L FGC ADC/ALT 2 HSI 1 1
10 5 5 5 5 5 5 7.5 5 5 5 5
PFD 1
COMM TELE STORM ADC DCP RAD FMS ADI HSI AHRS AUDIO
3 PHONE SCOPE 1 PRIM HTR 1 ALT 2 R IAPS R FGC 2 2 2 2
5 5 5 5 10 10 5 5 7.5 5 5 5
MFD
DC PWR-R BUS
PFD 2
IAPS ADC DCP GROUND R
RADAR HTR WARN 2 PRIM HTR 2 PROX PRIM HTR POWER START
7.5 7.5 5 5 10 10 5 5 10 10 15 R BUS 7.5
STBY POWER NO. 1 NO. 2 NO. 3
AHRS AHRS ** CABIN CABIN N1 L CB
1 2 DISPLAY BRIEFER IND 75 75 75 PANEL
5 5 5 5 5 35
RIGHT FEED EXTENSION AVIONIC BUS OPTIONS
AUDIO 1 ON EMER BUS

LEFT CROSSOVER
IF BATT SWITCH IN EMER
EMERGENCY BUS RESERVED
* AUDIO 1 ON EMER BUS

OPTIONS POWERED FROM WHEN BATT SWT IN EMER
RH CROSSOVER
** AHRS NO. 2 ALSO USES STBY
ATTITUDE: 30-MINUTE BATTERY
Figure 2-8. Circuit-Breaker Panels—SNs 0360 and Subsequent (Two PFDs)

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CONTROL The generator switches are three-position

switches: GEN, OFF, and RESET. Placing the
Control of DC power is maintained with a bat- switch to GEN allows the GCU to close the
tery switch and two generator switches (Fig- power relay and connects the generator to its
ure 2-9). The battery switch has three feed bus. The ammeter indicates the generator
positions: BATT, OFF, and EMER. output to the feed buses. With the switch in the
OFF position, the power relay opens and the am-
If the battery switch is in the OFF position, the meter shows no generator load to the feed buses.
hot battery bus is isolated from all other buses Placing the switch in the spring-loaded RESET
in the system and the emergency bus is con- position closes the generator field relay if it has
nected to the crossfeed bus. The battery switch opened and no fault exists. The other way the
in the BATT position closes the battery relay, pilot can reset the latching field relay closed (if
completing a circuit to the crossfeed bus. The open) is by pressing the start button.
emergency relay is deenergized while the bat-
tery relay is in the BATT position and com- Two engine start buttons (Figure 2-10) lo-
pletes a circuit to the emergency bus from the cated on the left panel activate a circuit to
crossfeed bus. In the EMER position, only the close the associated start relay and allow start-
emergency relay is energized, connecting the ing current to flow from the hot battery bus to
emergency bus to the hot battery bus. The two the starter. A starter disengage button, located
buses are powered by the battery or external between the starter buttons, can be used to
power. When external power is not applied to open the start circuit if manual termination of
the airplane and the generators are on the line, the start sequence is desired (Figure 2-11).
placing the battery switch in EMER or OFF A guarded battery disconnect switch (see
isolates the battery from any charging source Figure 2-2) (BAT DISC/NORMAL) is located
without a loss of power to any bus. above the pilot’s armrest behind the oxygen
Figure 2-9. AFT Baggage Compartment J-Box Panel

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RESET MONITORING
The DC electrical system is monitored by two
ENGINE START GEN OFF LH/RH annunciator warning lights
L DISENGAGE R and two BATT O’TEMP warning lights located
on the main annunciator panel, along with two
ammeters, a voltmeter on the electrical con-
START trol panel shown in Figure 2-9.
DISG
GEN When illuminated, an amber
flashing GEN OFF LH/RH an-
OFF nunciator light indicates an open
LH RH power relay. If both annuncia-
Figure 2-10. Engine Start Buttons tor lights are illuminated, the
MASTER WARNING lights also flash.
A voltmeter selector switch permits monitor-

ing of voltage on the hot battery bus or from
a point between each generator and its power
relay. The selector is spring-loaded to the
BATT position, in which case, hot battery bus
voltage is indicated. The voltmeter indicates
the highest voltage of the source connected to
the point being monitored. When one gener-
ator is on line and the voltmeter selector is in
SNs 0360 and Subsequent either BATT or the corresponding generator
Figure 2-11. DC Electrical Controls position, the voltmeter reads the generator’s
voltage. If the voltmeter selector switch is
control selector. It disconnects the battery and moved to read generator output (generator not
is used only for abnormal operations involv- connected to the buses), it indicates only the
ing stuck start relay or battery overtempera- voltage output of the selected generator. The
ture. Activating this switch uses battery power gage will not read “hot battery bus voltage”
to open the battery disconnect relay on the when the battery switch is in OFF (i.e., goes
ground-side of the battery. The battery switch to zero).
must be in the BATT position for this switch
to operate. If the battery ground is opened, the The ammeters read the current flow from their
battery cannot supply electrical power to the individual generators to their respective DC
airplane or be charged by the generators. feed bus, and during normal operation, their
indication should be parallel within ±30 amps
(±10% of total load). Amperage in the circuit
CAUTION between the starter/generator and the hot
Do not use the battery disconnect battery bus is not reflected on the ammeter.
switch for extended time. The bat-
tery disconnect relay will continue Pushing the engine start button illuminates
to draw a small current from the the starter button white light as a direct indi-
battery until the battery is dis- cation the start relay closed. The light inside
charged. The battery disconnect the STARTER DISENGAGE button is a cour-
relay then deennergizes closed re- tesy light. It is activated when the panel lights
sulting in a very high charge rate master switch is turned on for night operations.
and probable overheat.

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SINGLE PFD—STANDARD PANEL
DUAL PFD—OPTIONAL PANEL

Figure 2-12. Electrical Controls and Indicators
PROTECTION within the generator. When open, the field relay

deprives the power relay of its ground and
Two generator control units (GCU) regulate, causes the power relay to open. When an in-
parallel, and protect the generators. Each unit ternal feeder fault (short circuit) or an over-
controls a power relay which connects the gen- voltage is sensed, the field relay opens. The field
erator to its feed bus. The GCU permits the relay also opens when the engine fire switch is
power relay to close when the cockpit genera- activated. A reverse current (10% of total load),
tor switch is in GEN and the generator output or undervoltage, opens only the power relay, re-
equals (within .3 volts) or exceeds system volt- moving the generator from the system but leav-
age. A field relay, located in the generator con- ing the field relay closed and the generator
trol unit, allows or prevents field excitation output at 29 volts or lower.

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The three parallel feeder cables between each OPERATION

DC feed bus in the tail cone and each feed ex-
tension bus on the cockpit circuit-breaker pan-
els are protected by three 75-ampere cockpit NORMAL
circuit breakers. Three 80-ampere current lim- During the interior preflight, the generator
iters protect the main J-box in the tail cone. A switches should be placed to GEN if a battery
35-ampere circuit breaker on each feed exten- start is intended or OFF if external power is
sion bus provides protection between the ex- to be used. The battery switch should be placed
tension bus and the crossover bus on the to BATT and the voltmeter checked for 24
opposite circuit-breaker panel. Various other volts minimum.
circuit breakers on the feed buses in the tail cone
protect against overload. After checking lights, pitot heat, and the pylon
blanket heaters, the battery switch should be
For generator-assisted second engine starts, the turned to OFF. During the exterior preflight,
battery disable relay opens the battery relay the battery should be visually checked for
to prevent high current flow from the cross- signs of deterioration or corrosion. External
feed bus to the hot battery bus and protect the power should not be connected until these
225-amp current limiters. This forces starting checks are complete.
current from the generator and battery to flow
through the two starter relays and hot battery Before starting the engines, the generator
bus to the starter. A blown 225-amp current switches should be rechecked for proper po-
limiter would split the feed buses, preventing sition and battery voltage verified. The battery
generator paralleling. switch should be in the BATT position in order
that power from the feed extension bus may
Pressing the starter button for EPU starts, close the start relay when the start button is
first opens the battery disconnect relay to depressed. Depressing the start button also
prevent NICAD battery cycles, then closes the activates the electric fuel boost pump, arms the
start relay. ignition, and activates the engine instrument
and overhead floodlights to full bright.
Should external power unit (EPU) voltage be
excessive, an overvoltage sensor opens the Closure of the start relay, indicated by illumi-
external power relay and breaks the circuit to nation of the start button white light, connects
the hot battery bus. External power disable hot battery bus power to the starter for engine
relays also disconnect the external power unit rotation. At 8 to 12% turbine rpm (N 2 ) and N 1
from the hot battery bus whenever a power rotation, the throttle is moved from cutoff to
relay closes, bringing a generator online. There idle. Fuel flows to the fuel slinger and start noz-
is no reverse current protection between the zle and ignition is activated by a throttle switch.
hot battery bus and the EPU. When the EPU A green light directly above the ignition switch
relay is opened due to high voltage and the and IGN appears on the MFD at the upper ITT
EPU voltage is returned to normal, the EPU scale and indicates current to one or both ex-
plug must be pulled and reconnected to close citer boxes. Within ten seconds, combustion
the EPU relay. should occur as evidenced by rising ITT. As the
engine accelerates through 45% (N 2), the GCU
CAUTION starter overspeed sensor automatically termi-
nates the start sequence. The electric boost
Some external power units do not pump is deenergized, the GEN OFF and igni-
have reverse current protection. If tion lights go out. The start relay opens, and
the EPU is turned off while connected the engine instrument and overhead flood-
to the airplane, rapid discharge and lights return to the floodlight rheostat. The
damage to the battery can result. Al- 45% N 2 GEN overspeed sensor terminates the
ways disconnect the EPU from the start sequence and the engine accelerates to idle
airplane when not in use. rpm of 56% (56.2 ±1.3%) N 2 .

The starter-generator reverts to generator is opened and the EPU is automatically dis-
operation, and the GCU closes the power relay connected from the hot battery bus, and the sec-
after start termination and when the genera- ond engine start becomes a generator-assisted
tor output equals or exceeds system voltage. battery start. First engine ground starts over
10,000 feet MSL must be EPU starts.
For a second engine start on the ground, the
operating generator assists the battery in pro-
viding current to the starter. The operating ABNORMAL
engine must be at idle rpm. When the re- Battery overheat can result from an excessive
maining start button is activated, the electric rate of charge or discharge, or internal battery
boost pump operates, the ignition is armed, the damage. The greatest damage which can result
engine instrument and overhead floodlights from a battery overheat lies in the possibility of
illuminate to full bright, and both start relays runaway heating, in which internal failures cause
close (the light in each starter button the heat to continue increasing out of control.
illuminates).
BATT A b a t t e r y ove r t e m p e r a t u r e
When one generator power relay is closed and warning system is provided to
the other is energized as a starter, the battery O’TEMP
warn the pilot of abnormally
disable relay causes the battery relay to open high battery temperatures. An internal tem-
the circuit between the crossfeed bus and the perature of 63°C (145°F) will illuminate a
hot battery bus in order to protect the 225- flashing red BATT O’TEMP and a flashing
ampere current limiter. MASTER WARNING LIGHT.
An engine start accomplished in flight using the If the temperature reaches 71°C
start button is a battery start only. Generator- > 160° (160°F) the red > 160 LIGHT
assist capability is disabled by the squat switch and BATT O’TEMP LIGHT
when airborne. Only the associated start relay will both flash. The master warning will also
closes, the boost pump on that side activates, flash (if previously reset). When an overheat
the ignition circuit to that engine arms, and the condition exists, the battery switch should be
engine instrument floodlight illuminates. The placed in the EMER position to open the bat-
only difference between this start in flight and tery relay. If the amps drop slightly when the
one accomplished on the ground with one gen- battery switch is moved to EMER, this is con-
erator on line is that the start relay on the same firmation the battery relay opened and isola-
side as the operating generator will not close. tion occurred. The drop in amps was the
This isolation of the start circuit from the op- charging current flowing to the malfunction-
erating generator and buses in flight is through ing battery. If no amp drop is observed, the
left squat switch logic and is required by cer- view shifts to the voltmeter to see a one volt
tification regulations. The protection circuit drop in 30 seconds to two minutes. A one volt
for the 225-ampere current limiter is the same drop from 29 volts to 28 volts over 30 seconds
as previously described. to two minutes confirms the battery relay
opened and isolation took place. If so, the bat-
An external power unit may also be used for tery switch is selected to OFF. If at the end of
engine starts. However, prior to use the unit two minutes the voltage is still 29 volts, the
should be checked for voltage regulation (28 battery relay is stuck or welded closed. The
to 29 volts maximum) and an availability of checklist requires the battery switch to be se-
800 to 1,100 amperes maximum. When ex- lected to BATT so the battery disconnect
ternal power starts are planned, the generator switch circuit can function.
switches should remain in the OFF position
until external power has been removed from
the airplane. Otherwise, when the first gen-
erator comes on line, the external power relay

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The battery disconnect switch is selected to GEN Loss of a single generator is

DISC, opening the battery disconnect relay. OFF annunciated by flashing amber
This stops generator current flow into the bat- GEN OFF/LH or RH light and
tery and allows the battery cool-down time. If LH RH steady MASTER CAUTION
you cannot get the charging current off of the light. Dual generator failure is
battery using the battery relay, then get it off annunciated with a flashing GEN OFF LH/RH,
using the battery disconnect relay on the a steady MASTER CAUTION, and a flashing
ground-side of the battery. The voltmeter is in- red MASTER WARNING.
operative with the battery switch off.
If unable to restore any generator, the “Loss of
If the speed-sensing switch fails to terminate Both Generators” checklist will direct the pilot
start sequence, the STARTER DISENGAGE to place BATTERY SWITCH–EMER. In this
button can be used to terminate the start. Its situation, the pilot would have the emergency
use causes no damage to any component in the bus items, the standby vertical gyro, and an
system. The GCU then permits the generator emergency battery pack for cabin lighting and
to come on line after the start sequence has egress through the cabin escape hatch.
been terminated.
Should it be necessary to disable the circuit-
Monitoring the ammeters may provide the breaker panel at the pilot’s position (left CB
pilot indication of impending generator prob- panel), it can be accomplished by pulling
lems. Ampere readings may indicate unpar- the three 75-ampere circuit breakers labeled
alleled operation if they are different by more “L BUS NO 1, NO 2, NO 3,” under DC power
than 10% of the total load. L BUS. It must be noted that, to totally dis-
able the circuit-breaker panel you must pull
GEN When a GEN OFF LH/RH light the emergency bus items:
OFF illuminates on the annunciator
• L STBY N1
panel, a check of the voltmeter
LH RH indicates whether the field relay • R PITOT STATIC
or only the power relay has
• AS/ALT VIB
opened. An open field relay could be caused
by a feeder fault (short circuit), overvoltage, • LDG GEAR
or by actuation of the engine fire switch. A
• FLOOD
tripped field relay is indicated by near zero
voltage; it may possibly be reset with the gen- • FLAP CONTROL
erator switch. An undervoltage or reverse cur-
• GEAR CONTROL
rent causes the generator control unit to open
the power relay. If voltage is observed on the
Also, the L CB panel 35-ampere circuit
voltmeter when the affected generator is se-
breaker, on the lower right side of the copilot’s
lected with the voltage selector switch, gen-
circuit-breaker panel must be pulled to disable
erator reset is not probable.
the right crosover bus items.
The GCUs have four BITE lights (built-in
The reverse procedure is necessary to disable
test equipment) for fault detection. Through
the copilot’s circuit-breaker panel and be-
attrition, earlier units may be replaced with
cause the emergency bus is located behind the
the newer GCUs. GCU fault lights may in-
copilot’s panel. SEVEN component circuit
dicate a GCU fault, overvoltage, a ground
breakers must also be pulled:
fault, or a system problem. It self-tests all
LEDs at power-up. Flashing LEDs can be ex- • COMM 1
tinguished by resetting the appropriate gen-
• NAV 1
erator switch three times within three seconds
if no faults exist. • R STBY N1

Figure 2-13. Audio Control Panel
• STDBY HSI failed prior to ground start, neither engine can

be started until the limiter is replaced.
• AHRS 2
• AUDIO 1 The AFT J-BOX CB amber light on indicates
the left or right start circuit breaker on the aft
• AUDIO 2
j-box has popped. This would deenergize the
starting PC board and no engine start would
NOTE be possible. Try resetting the circuit breakers
When the three 75-ampere main bus (if popped). If unable to reset, circuit-breaker
breakers are pulled, the crossover maintenance is required.
bus to the opposite circuit-breaker
panel is also disabled. When the battery switch is in the EMER po-
sition, emergency DC power is supplied from
the hot battery bus through the emergency
Failure of a 225-ampere cur-
AFT power relay to the emergency bus circuit break-
rent limiter can be detected by
J-BOX ers on each cockpit circuit-breaker panel. If
the AFT J-BOX LMT annun- the battery switch is in the BATT position,
LMT CB ciator and during the generator generator power is supplied through the bat-
check which is accomplished tery relay from the crossfeed bus to the hot bat-
after engine start. When one generator switch t e r y b u s a n d c h a r g e s t h e b a t t e r y. T h e
is placed to OFF, the other generator should emergency bus is powered from the crossfeed
pick up the entire system load as indicated on bus while the battery switch is in either BATT
the respective ammeter. If this does not occur, or OFF. Items powered by the emergency bus
a failed current limiter could be the cause. If include the following:
this is the case, when the generator on the side
with the failed limiter is selected to OFF, the • COMM 1
buses on that side lose power. This is most eas- • NAV 1
ily detected by observing the engine instru-
ments. The airplane should not be flown in this • R STBY N1
condition. If a 225-amp current limiter has • STDBY HSI

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• AHRS 2 Power is available to these items for a mini-

mum of 30 minutes from a normally charged
• AUDIO 1
battery with the generators OFF and the bat-
• AUDIO 2 tery switch in EMER. The pilot’s audio panel
is normally powered by normal DC but is pow-
• L STBY N1
ered by the hot battery bus when the battery
• R PITOT STATIC switch is in EMER.
• AS/ALT VIB
In the event of loss of normal DC power and the
• LDG GEAR (Warning) selection of emergency on the battery switch,
communications can be maintained in the COMM
• FLOOD Light
1 transmit and receive position with the speaker
• FLAP CONTROL system or headphones (Figure 2-12) The use of
EMER/COMM 1 might conserve battery power
• GEAR CONTROL
but necessitates the use of headsets.

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QUESTIONS
1. A good battery should supply power to the 6. If the generators are not operating, the
hot battery bus and the emergency bus voltmeter reads battery voltage when the
for approximately: battery switch is in:
A. 2 hours A. OFF
B. 1 hour B. BATT
C. 30 minutes C. EMER
D. 10 minutes D. B and C
2. The crossfeed bus serves as: 7. The light in each engine start button
A. A power-off DC source illuminates to indicate:
B. An emergency power source A. Starting is complete
C. An extension bus B. Opening of the start relay
D. A generator tie bus C. Closing of the start relay
D. Generator disconnect
3. In flight, with the generators on line, the
battery is isolated from any charging 8. The generator field relay opens when:
source when the battery switch is in: A. An internal feeder fault is sensed
A. OFF B. An overvoltage condition is sensed
B. BATT C. An engine fire switch is activated
C. EMER D. All of the above
D. Both A and C
9. If a battery start is intended, the generator
4. If manual termination of a start sequence switches should be placed to:
is desired, the switch to press is: A. OFF
A. ENGINE START B. GEN
B. STARTER DISENGAGE C. RESET
C. LH START D. ON
D. RH START
10. With the battery as the only source of
5. The voltage read on the voltmeter with power and the battery switch in the OFF
the selector switch in BATT is sensed position, the bus(es) powered are:
from the: A. Crossfeed bus, hot battery bus
A. Crossfeed bus B. Hot battery bus
B. LH feed bus C. Emergency bus, crossfeed bus
C. Hot battery bus D. Emergency bus, crossfeed bus, hot
D. RH feed bus battery bus

11. With the battery as the only source of power 15. Regarding the engine starting sequence
and the battery switch in the EMER posi- (battery start on the ground):
tion, the following bus(es) are powered: A. It is normally terminated by the pilot
A. Crossfeed bus, hot battery bus with the STARTER DISENGAGE
B. Emergency bus, crossfeed bus, hot button.
battery bus B. The boost pumps and ignition switches
C. Emergency bus only must both be in the ON position before
D. Emergency bus, hot battery bus the start button is depressed.
C. A minimum of 57% N 2 is required on
12. With the battery as the only source of the operating engine prior to starting
power and the battery switch in the BATT the second engine.
position, the following condition exists: D. It is terminated normally by the 45%
N2 speed-sensing switch on the starter-
A. All DC buses are powered for 10
generator.
minutes.
B. All buses except the emergency bus are
16. The most correct statement is:
powered.
C. Only the left and right main DC buses A. T h e i l l u m i n a t i o n o f t h e E n g i n e
are powered. STARTER DISG button is a function
of the panel lights control night-dim
D. Only the battery, emergency, and hot
switch.
battery buses receive power.
B. The generator switches are placed in
the OFF position for an EPU start.
13. The primary item that receives power
directly from the hot battery bus is: C. A fa i l e d l e f t 2 2 5 - a m p e r e c u r r e n t
limiter prevents starting of the left
A. Seat Belt Sign engine.
B. Nose baggage compartment light D. All of the above.
C. RH pitot-static heater
D. Audio 1 and Audio 2 17. With the electrical system operating nor-
mally (both generators on the line with the
14. In flight, an engine start accomplished battery switch in BATT):
with the start button (not a windmilling A. The generator control units (GCU)
start): serve to automatically regulate,
A. Is a generator-assist start to prevent parallel, and protect the generators.
excessive battery drain B. The battery will supply power to the
B. Is not possible; only windmilling air hot battery and emergency buses.
starts are possible C. Each generator will supply power to
C. Is a battery start as the generator assist the equipment on its respective feed
is disabled in flight to protect the and feed extension buses.
operating generator D. The voltage of the battery and gener-
D. Must be manually terminated by the ators may be read by momentarily
starter disengage button. selecting the desired position with the
voltage selector switch.

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18. Placing the battery switch in EMER with 21 The BATT O’TEMP light comes on steady
the generators on the line: and remains steady when the flashing
A. Will cause loss of power to the emer- MASTER WARNING is pressed out:
gency bus since the generators are on A. A fi r e a n d ex p l o s i o n h a z a r d n ow
the line exists.
B. The emergency bus is powered by the B. Move the battery switch to EMER and
battery see the amps and volts drop.
C. Will still provide charging power to C. Select BATT switch to OFF.
the battery D. All of the above.
D. Should result in the battery voltage
remaining at 29.0 volts 22. Both engines are started and the “AFT
J-BOX LMT” light is observed on:
19. Loss of both generators: A. You are airworthy; go ahead and fly.
A. RH and LH GEN OFF annunciator B. The start relay is stuck closed.
light illuminates. C. A 225 amp current limiter is blown
B. RH and LH GEN OFF annunciator repair this before flight.
light will not illuminate, but the MAS- D. If a generator fails, the other one will
TER CAUTION will flash. be able to pick up the load.
C. RH and LH GEN OFF annunciator
light and MASTER CAUTION lights 23. The battery disconnect switch is used for:
illuminate.
A. Stuck start relay
D. RH and LH GEN OFF annunciator
light and MASTER CAUTION and B. Stuck battery relay during battery
Warning lights illuminate. overtemperature
C. Test
20. During engine start, the speed sensing D. All of the above
switch will terminate the start sequence
thus removing power from the:
A. Starter-generator, engine-driven fuel
pump, and the fuel firewall shutoff
valve
B. Electric fuel boost pump, ignitors, and
the starter-generator
C. Electric fuel boost pump, motive flow
shutoff valve, and the fuel low pressure
sensor
D. Starter-generator, generator power
relay, and manual fuel shutoff valve

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-2
Cockpit Lighting .............................................................................................................. 3-2
Passenger Compartment Lighting .................................................................................... 3-3
Emergency Lighting......................................................................................................... 3-5
Baggage Compartment Lighting...................................................................................... 3-5
EXTERIOR LIGHTING ......................................................................................................... 3-6
Navigation Lights............................................................................................................. 3-8
Anticollision Lights.......................................................................................................... 3-8
Beacon Light .................................................................................................................... 3-8
Landing/Recognition/Taxi Lights .................................................................................... 3-8
Wing Inspection Light...................................................................................................... 3-9
QUESTIONS ......................................................................................................................... 3-10

ILLUSTRATIONS
Figure Title Page
3-1 Interior Lighting Controls ........................................................................................ 3-2
3-2 Map Lights and Controls.......................................................................................... 3-2
3-3 Typical Electroluminescent Control Panel Lighting ................................................ 3-3
3-4 Passenger Reading Lights ..........................................................................................3-3
3-5 Coffee Pot and Indirect Light Rheostat and Lights .................................................. 3-3
3-6 Cabin Lighting Control ............................................................................................ 3-4
3-7 PASS SAFETY–SEAT BELT Switch ...................................................................... 3-4
3-8 Seat Belt/No Smoking Light .................................................................................... 3-5
3-9 Exit Lights ................................................................................................................ 3-5
3-10 Nose Baggage Compartment Light and Switch ....................................................... 3-6
3-11 Tail Cone Light and Switch...................................................................................... 3-6
3-12 Exterior Lighting Locations ..................................................................................... 3-7
3-13 Exterior Lighting Switches....................................................................................... 3-7
3-14 Navigation and Anticollision Lights ........................................................................ 3-8
3-15 Beacon ...................................................................................................................... 3-9
3-16 Pilot’s Switch Panel.................................................................................................. 3-9
3-17 Wing Inspection Light .............................................................................................. 3-9

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CHAPTER 3
LIGHTING
EXIT
INTRODUCTION
Lighting on the Citation CJ1 is used to illuminate the cockpit area and all flight instru-
ments. The majority of the instruments are internally lighted. For general illumination,
floodlights and a map light are conveniently located at the pilot and copilot positions.
Standard passenger advisory lights are available for the cabin area, and emergency exit
lights are located over the cabin door and emergency exit. Exterior lighting consists of
navigation, anticollision (strobes), landing, wing inspection, and a red flashing beacon.
GENERAL
Airplane lighting is divided into interior and panels, and map lights. Cabin lighting consists
exterior lighting. Interior lighting is further di- of passenger reading lights, floodlights illu-
vided into cockpit, cabin, and emergency light- minating the main cabin door and emergency
ing. Cockpit lighting consists of instrument exit, an aft compartment light, lighted signs,
panel lights, floodlights, electroluminescent and optional indirect fluorescent lights.

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INTERIOR LIGHTING The R EFIS/STBY rheostat varies the standby

EHSI brightness in the upper, center instru-
Interior lighting is provided for the cockpit, ment panel.
cabin, and tail cone area. Instruments are in-
ternally lighted. Switch functions are desig-
nated by electroluminescent panels. All lights COCKPIT LIGHTING
except the overhead and instrument flood-
lights are controlled by a night dim switch Cockpit Floodlights
and are adjusted by rheostats (Figure 3-1). Two cockpit floodlights located overhead,
near the center of the flight compartment,
provide cockpit lighting and emergency light-
ing for the instrument panel. Control is ac-
complished with the FLOOD LTS rheostat.
The battery switch must be in BATT or EMER
for operation.
An engine instrument floodlight is located

Figure 3-1. Interior Lighting Controls under the fire warning panel on the glareshield
and cockpit floodlights located overhead. The
lights operate when either engine is in the start
The rheostats are labeled “LEFT,” “CENTER,” cycle or when the FLOOD LTS switch is turned
“RIGHT,” and “EL.” The LEFT rheostat con- on. Cockpit floodlight power is supplied by the
trols the intensity of the lighting of the in- emergency bus through the FLOOD circuit
struments on the pilot’s panel, the CENTER breaker on the pilot’s circuit-breaker panel.
rheostat controls instrument lighting on the
center instrument panel, and the RIGHT rheo-
stat controls instrument lighting on the copi- Map Lights
lot’s panel. The rheostat labeled “EL” controls Map lights are located on the left and right for-
all electroluminescent panel lighting. Turning ward overhead panel (Figure 3-2).
the PANEL LIGHT CONTROL NIGHT DIM
ON–OFF switch to ON dims annunciator
lights, ignition, and landing gear indicator
lights, illuminates the START DISENG but-
ton, powers the control rheostats, and the red
ice detection post lights. Two overhead flood-
lights and an engine instrument floodlight
controlled by the floodlight rheostat, are avail-
able for normal or emergency cockpit lighting.
Intensity of the overhead floodlights and the
engine instrument floodlight is controlled with
the FLOOD LTS rheostat located to the left of
the PANEL LIGHT CONTROL master switch.
During the starting sequence, these three lights
are powered full bright by the emergency bat-
tery pack, located in the cockpit headliner.
The PFD/MFD rheostat makes large, quick

changes in the pilot’s PFD and MFD brightness.
The BRIGHT–DIM rocker switch on the lower,
right corner of each adaptive flight display makes
Figure 3-2. Map Lights and Controls
small, refined changes in PFD/MFD brightness.

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Their brilliancy is controlled by rheostats lo- Power is supplied by three 5-VDC inverters.
cated on the forward side of the left and right The electrical power source for the left panel
side consoles. Electrical power to operate the lights is from the left feed DC extension bus
map lights is routed from the right DC and the right crossover bus for the right and
crossover bus for both the pilot and copilot center panels. Circuit protection is provided
through the R PANEL circuit breaker on the through appropriately labeled circuit breakers
pilot’s circuit-breaker panel. on the left circuit-breaker panel.
PASSENGER COMPARTMENT
LIGHTING
The passenger compartment lighting includes
all cabin lights, utility lights and lighted signs.
Indirect fluorescent lights (optional),
passenger reading lights (Figure 3-4).
Figure 3-3. Typical Electroluminescent

Control Panel Lighting
Control Panel Lights

Figure 3-4. Passenger Reading Lights
The control of panel lighting is provided by
electroluminescent light panels, consisting of
a layer of phosphor sandwiched between two The 29-VDC indirect fluorescent lights are
electrodes and encapsulated between layers of controlled by an OFF–BRIGHT–DIM rotating
plastic (Figure 3-3). White lettering on a gray knob (Figure 3-5). When the knob is placed in
background is used on the panel faces. the BRIGHT position, the bulbs illuminate
brightly. If the light switch is in the DIM po-
Control is accomplished with the lighting sition, the lights automatically illuminate
rheostat labeled EL. Electroluminescent panels bright for approximately three seconds, then
are used on the circuit-breaker panels, switch go to dim.
panel, light control panel, environmental control
panel, landing gear control panel, and power
quadrant panel. Electrical power to the
electroluminescent light panels is supplied by an
inverter located in the nose baggage
compartment. The inverter is rated at 40–60
VAC and is powered through the EL PANEL
circuit breaker on the left extension bus located
on the pilot’s circuit-breaker panel.
Instrument Lights
Instruments are internally lighted. The instrument
panel lights are dimmed by appropriate control
panel or on the instrument itself.
Figure 3-5. Coffee Pot and Indirect Light
Rheostat and Lights

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The indirect light knob (Figure 3-5) is located The lights are also controlled by the PASS
to the inboard, top center area of the main re- SAFETY–OFF–SEAT BELT switch on the
freshment center beside the coffee pot heater pilot’s switch panel and informs passengers
switch (optional). The crew can reach it in this when smoking is prohibited and when to fasten
location. seat belts. Chimes are optional. The switch has
three positions: PASS SAFETY–OFF–SEAT
The power to operate the lights is routed from BELT (Figure 3-7).
the left main DC bus through the BAR Light
circuit breaker on the power junction box in
the tail cone.
NOTE
It is recommended that ground op-
eration of the fluorescent lights be
limited to the BRIGHT position until
the engines have been started or until
29 VDC is continuously available to
the lighting system. For battery en-
gine starts where system voltage
drops below 24 DC, operate the lights
in the BRIGHT or OFF position only
until the engines are started.
The passenger reading and cabin compart-

ment lights are mounted in the overhead con-
sole. The passenger reading lights adjust fore
and aft, and each is controlled by an integrally
mounted switch. The entrance and aft cabin
compartment lights are controlled from a white
pushbutton switch (Figure 3-6) located on the
forward side of the main cabin entrance door
and are powered from the hot battery bus.
Figure 3-7. PASS SAFETY–SEAT
BELT Switch
In the PASS SAFETY position, the forward and

aft no smoking/fasten seat belt sign, powered
by normal DC, and the interior and exterior
emergency exit lights are illuminated by hot
battery bus power. In the SEAT BELT position,
only the fasten seat belt portion of the sign is
illuminate (Figure 3-8). In the OFF position,
Figure 3-6. Cabin Lighting Control the signs are extinguished.

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Figure 3-8. Seat Belt/No Smoking Light
EMERGENCY LIGHTING
The emergency lighting system provides il-
lumination should normal DC power fail or
during abnormal conditions. The emergency
lighting system can be powered by one of
three methods. Selecting the passenger safety
switch to PASS SAFETY (Figure 3-7) or press-
ing the white pushbutton switch on the aft
side of the main refreshment center, next to the
main cabin door, it provides hot battery bus
power. The third method provides emergency
battery pack power, as activated by a force of
5G on an inertia switch. Figure 3-9. Exit Lights
The emergency battery pack consists of 20 small glareshield and the two cockpit floodlights lo-
1.25 volt nickel-cadmium batteries in a box cated overhead. During the engine start se-
with attached inertia switch, located above the quence from start button activation to start
cockpit headliner. The emergency battery pack termination at 45% N 2 , these three lights are
is kept fully charged by hot battery bus power. powered to full brightness by the emergency
Emergency lighting, when activated by any of battery pack, regardless of rheostat position.
these three methods, turns on the light and
emergency exit light above the main entry
door (Figure 3-9), the light over the emer- BAGGAGE COMPARTMENT
gency exit and the emergency exit light, and LIGHTING
the two right wing exterior walkway lights
for emergency egress over the right wing. If Baggage compartment lighting includes the tail
the optional footwell lights are installed, a cone compartment light and the nose baggage
second emergency battery pack is installed. compartment light. They are wired directly
to the hot battery bus and do not require the
The FLOOD LTS rheostat normally provides battery switch to be turned on for operation.
emergency bus power to the engine instrument
floodlight under the fire warning panel on the

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Nose Compartment
The manual switch assembly of the baggage
light system is an illuminated rocker
switch.The switch is mounted overhead, adja-
cent to the light assembly (Figure 3-10). The nor-
mal position for the manual switch applies DC
power to the light. During daylight hours or
when the light is not desired, the manual switch
is positioned to OFF, which disconnects power
from the light. When the switch is in OFF, it is
illuminated so that it is easy to locate at night.
A microswitch mounted on the left and right

baggage door hinge turns the light off re-
gardless of rocker switch position when both
baggage doors are closed.
Figure 3-11. Tail Cone Light and Switch
EXTERIOR LIGHTING
Figure 3-10. Nose Baggage Compartment
Light and Switch The exterior lighting system consists of navi-
gation, landing/recognition/taxi, anticollision,
flashing red beacon, and a wing inspection
Tail Cone light. The exterior light system provides nec-
A manual toggle switch mounted on the for- essary illumination for airplane operation dur-
ward side of the access door frame in the tail ing the day or night. Exterior lighting locations
cone (Figure 3-11) controls DC power to the are illustrated in Figure 3-12, and exterior light-
light assembly. ing controls are shown in Figure 3-13.
A microswitch will turn the light off regard-

less of switch position when the door is closed.

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BEACON NAVIGATION LIGHT
WING INSPECTION LIGHT LANDING/RECOG/TAXI LIGHTS ANTICOLLISION LIGHT
BEACON
ANTICOLLISION LIGHT NAVIGATION LIGHT EMERGENCY EXIT LIGHTS
Figure 3-12. Exterior Lighting Locations
Figure 3-13. Exterior Lighting Switches

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ANTICOLLISION NAVIGATION
LIGHT LIGHT
Figure 3-14. Navigation Anticollision Lights
NAVIGATION LIGHTS LANDING/RECOGNITION/TAXI

A green navigation light is installed in the right LIGHTS
wingtip, a red light on the left, and a white light The combination LANDING/RECOGNITION/
on back of the upper vertical stabilizer (Figure TAXI lights are mounted below the fuselage in
3-14). The navigation lights are controlled by front of the bottom fairing. Each light is a fixed-
a NAV switch with ON and OFF positions. position, sealed beam lamp, controlled by sepa-
rate switches located on the pilot’s switch panel
ANTICOLLISION LIGHTS (Figure 3-16). The LANDING selection causes the
brightest illumination for landing; RECOG/TAXI
The anticollision lights are white strobe lights position inserts a resistor into the circuit causing
mounted in each wingtip (Figure 3-14) and are a lower illumination. Lamp life can be significantly
controlled with the ANTI COLL switch located extended by using the RECOG/TAXI position. The
on the instrument panel (Figure 3-13). The LANDING position is to be used just prior to
switch furnishes DC power to the anticollision takeoff roll and secured shortly after landing.
lights. Each light has its own power supply. An optional pulse light switch is available which
makes the landing lights pulse on and off.
BEACON LIGHT
The beacon light is a red flashing beacon
mounted on top of the vertical stabilizer (Fig-
ure 3-15) controlled by the BEACON switch
with ON and OFF positions (Figure 3-13).

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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 3-17). The light is used to visually
check the wing leading edge for ice accumu-
lation. The inspection light is controlled by a
WING INSP / ON–OFF switch located on the
pilot’s switch panel (Fig. 3-13).
Figure 3-15. Beacon
Figure 3-17. Wing Inspection Light
Figure 3-16. Pilot’s Switch Panel

QUESTIONS
1. The lighting rheostat labeled “LEFT” 4. The map lights are controlled with
controls: rheostats located on the:
A. Pilot’s instrument panel lights A. Center pedestal
B. Center instrument panel lights B. Pilot and copilot instrument panels
C. Copilot’s instrument panel lights C. Overhead lights panel
D. Both A and B D. Forward side of the left and right side
consoles
2. The lighting rheostat that controls the
electroluminescent lighting is labeled: 5. When the indirect fluorescent light switch
A. LEFT is positioned to DIM, the lights illuminate:
B. CENTER A. Bright for three seconds and then dim
C. RIGHT B. Dim
D. EL C. And dim should be used during engine
ground starts
3. Turning the PANEL LIGHT CONTROL D. After three seconds
master 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 START DISENG but- A. Automatically extinguish
ton B. R e m a i n i l l u m i n a t e d a n d m u s t b e
D. All of the above manually switched OFF
C. Are selected to LAND for longest life
D. Alternately flash RH, LH, etc.

CHAPTER 4
MASTER WARNING SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
ANNUNCIATOR PANEL ....................................................................................................... 4-2
MASTER WARNING RESET LIGHTS (RED) ..................................................................... 4-2
MASTER CAUTION RESET LIGHTS (AMBER) ................................................................ 4-3
INTENSITY CONTROL......................................................................................................... 4-3
TEST FUNCTION................................................................................................................... 4-3
ILLUMINATION CAUSES .................................................................................................... 4-3
AUDIO WARNING SYSTEM ................................................................................................ 4-3
QUESTIONS ......................................................................................................................... 4-11

ILLUSTRATIONS
Figure Title Page
4-1 Rotary Test Switch ................................................................................................... 4-3
4-2 Citation CJ1 Annunciator Panel ............................................................................... 4-4
TABLES
Table Title Page
4-1 Annunciator Illumination Causes............................................................................. 4-5
4-2 Test Indications......................................................................................................... 4-8
4-3 PFD Flags and Warnings........................................................................................ 4-10

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CHAPTER 4
MASTER WARNING SYSTEMS
TEST
INTRODUCTION
The master warning systems on the Citation CJ1 provide a warning of airplane equip-
ment malfunctions, indication of an unsafe operating condition requiring immediate at-
tention, and indication that some specific systems are in operation.
GENERAL
The master warning and master caution an- WARNING, CAUTION, and ADVISORY. All
nunciator panel light system consists of two except those associated with Electronic Flight
MASTER WARNING light switches and two Instrument System (EFIS), autopilot, avion-
MASTER CAUTION light switches, and an ics and engine fire warning/suppression are lo-
annunciator panel light cluster which provides cated in the glareshield annunciator panel.
a visual indication to the pilots of certain con- The abnormal and emergency procedures in
ditions and/or functions of selected systems. this section are keyed, where applicable to
Each annunciator segment has a legend which these annunciators. Warning lights are gen-
illuminates to indicate an individual system erally red (except failure of both generators).
fault. Annunciator lights are classified as Red lights indicate a warning malfunction

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which requires immediate corrective action. ADVISORY lights are white and do not trig-
The red warning lights in the annunciator g e r a M A S T E R WA R N I N G o r M A S T E R
panel will cause the MASTER WARNING CAUTION. When an advisory light illumi-
RESET lights to flash. Failure of both gener- nates, the checklist may require an action. If
ators (amber annunciators) is a red function required, the action will be found in the “Ab-
and triggers the MASTER WARNING lights. normal Procedures” check list or in the AFM.
Illumination of the LH/RH ENG FIRE light(s)
do not trigger the MASTER WARNING lights.
CAUTION lights are amber. Amber lights in-

ANNUNCIATOR PANEL
dicate either a caution malfunction that re-
The annunciator panel is located on the center
quires immediate attention, but not necessarily
instrument panel and contains a cluster of warn-
immediate action, or abnormal system oper-
ing/caution/advisory lights. The annunciator
ation. The amber lights, located in the an-
panel lights are composed of liquid crystal,
nunciator panel, come on flashing and cause
display (LCD) shutters and light emitting
the MASTER CAUTION RESET lights to
diodes (LEDs) and do not have replaceable
come on steady. When the MASTER CAU-
bulbs. The annunciator lights operate in
TION is reset, the amber lights go steady until
conjunction with the MASTER WARNING
the condition is solved. If the amber light
and MASTER CAUTION lights. When a sys-
problem is solved, the MASTER CAUTIONs
tem malfunctions, the associated annunciator
automatically go out.
illuminates until the malfunction is corrected.
The wing and engine anti-ice amber lights do
not operate like other amber lights. During
inflight icing conditions they come on steady MASTER WARNING
one minute after an undertemperature and/or
underspeed condition occurs with no MASTER RESET LIGHTS (RED)
CAUTION lights. If the undertemperature or
underspeed still exists at the two minute point There are two MASTER WARNING lights,
the wing and engine anti-ice lights come on one located on the pilot’s instrument panel
flashing and MASTER CAUTION lights and one on the copilot’s instrument panel.
steady. This is to avoid nuisance trips of the When any red light on the annunciator panel
lights if the pilot corrects the situation before illuminates, the MASTER WARNING lights
one minute or after the first warning of the illuminate simultaneously and flash until reset.
problem at the one-minute point. If the situa- There is only one condition during which
tion is not corrected by the two-minute point, amber lights on the annunciator panel cause
the pilot is given a more aggressive warning. the master warning lights to illuminate. That
condition is when both GEN OFF lights illu-
When a red annunciator light illuminates, it minate. The seriousness of this condition war-
will flash until the MASTER WARNING light rants master warning light system actuation.
is reset. The annunciator will then stop flash- The master warning light system incorporates
ing and remain illuminated steady. If the con- a reset switch which is actuated by pushing in
dition which caused the annunciator to on either master warning light lens. Pressing
illuminate is corrected prior to resetting the the master warning light resets the circuit and
MASTER WARNING lights, the annunciator makes the system available to alert the oper-
will extinguish, but the MASTER WARNING ator should another system fault occur. The
lights must be reset to extinguish. master warning light will stay illuminated and
flash until reset, even if the malfunction which

INTENSITY CONTROL
The annunciator lights will dim automa-
tically when the PANEL LIGHT CONTROL
NIGHT/DIM switch is placed in the ON position.
TEST FUNCTION
A rotary test switch (Figure 4-1) is located on
the left side of the pilot’s instrument panel. Po-
sitioning the switch to ANNU causes all an-
nunciators, MASTER CAUTION, and the
MASTER WARNING lights to illuminate. Il-
Figure 4-1. Rotary Test Switch lumination verifies only annunciator lamp in-
tegrity. Some other associated system lights
caused the light to illuminate has been cor- also illuminate when this switch is activated.
rected. Pressing the MASTER WARNING
light does not normally extinguish the an-
nunciator segment light. If the left or right
225-amp current limiter opens (blows) both
ILLUMINATION CAUSES
MASTER WARNING lights come on steady. Ta b l e 4 - 1 s h ow s e a c h a n n u n c i a t o r l i g h t
placard, color, and cause for illumination.
MASTER CAUTION
RESET LIGHTS (AMBER) AUDIO WARNING
There are two MASTER CAUTION lights, one
SYSTEM
located on the pilot’s instrument panel and one Various audio warnings are incorporated into
located on the copilot’s instrument panel (lo- airplane systems that warn of specific condi-
cated adjacent to the MASTER WARNING tions and malfunctions. The systems, sounds,
lights). The MASTER CAUTION lights illumi- and test conditions are shown in Table 4-2.
nate steady when any amber annunciator panel
light illuminates flashing. The amber annunci- Testing the audio system and various other
ators will flash when initially illuminated until system functions is provided by the same ro-
the MASTER CAUTION lights are reset at which tary test switch that is used to test the annun-
time they will illuminate steady until the fault is ciator system. When the switch is rotated
corrected. The MASTER CAUTION lights may through each position, the associated system
be cancelled by pressing either MASTER CAU- functions as described in Table 4-2 will occur.
TION light switch or fixing the problem.

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SNs 0360–Subsequent
BATT CAB ALT OIL PRESS FUEL FUEL FUEL LOW FUEL LOW FUEL FLTR FUEL
O'TEMP 10,000 FT WARN GAUGE BOOST ON LEVEL PRESS BYPASS TRANSFER
VF ATTN STOW
>160° LH RH LH RH LH RH LH RH LH RH LH RH
IA SELECTED
DI
EL GEN AFT F/W EMERG HYD FLOW HYD PRESS ATTEN FLAPS
O OFF J-BOX SHUTOFF PRESS ON LOW ON UNLOCK >35°
AF FRESH SPD BRK
LH RH LMT CB LH RH LH RH LH RH
UA AIR EXTEND
DI
IL PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR
O LOW PRESS LOCKED DE-ICE O'HEAT OFF ANTI-ICE ANTI-ICE O'HEAT
ANTISKID DOOR AOA HTR AIR DUCT
LH RH LH RH LH RH LH RH LH RH
INOP SEAL FAIL O'HEAT
MASTER MASTER
WARNING CAUTION
RESET RESET
Figure 4-2. Citation CJ1 Annunciator Panel

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES
The red battery overtemperature The white FUEL BOOST ON light

BATT FUEL
light will flash when the battery indicates that the respective fuel
O’TEMP temperature is over 145°F. The BOOST ON
boost pump is either automatically
whole light will flash at tempera- or manually receiving power.
> 160° tures over 160°F. Illumination of LH RH
the light also triggers the MASTER
WARNING lights flashing.
The amber FUEL LOW LEVEL
FUEL LOW
The red cabin altitude light is on light advises that the fuel quantity
CAB ALT LEVEL
above 10,000 feet. Illumination of is below 185 ± 15 lbs in either
10,000 FT the light also triggers the MASTER tank. The MASTER CAUTION
WARNING lights flashing. LH RH illuminates with a 4-second delay
to avoid nuisance trips.
The red oil pressure warning light
OIL PRESS
advises that oil pressure is below
WARN 25 psi in the left or right engine. FUEL LOW The amber FUEL LOW PRESS
light advises that the fuel pressure
Illumination of either light also PRESS
LH RH is below normal limits in the left or
triggers the MASTER WARNING
right engine fuel supply lines, ON
lights flashing. LH RH through 5 psi falling and OFF
through 7 psi rising.
The amber FUEL GAUGE light
FUEL
indicates that a fault has been
GAUGE detected in the respective fuel
gauging system.
LH RH

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (CONT)

The amber FUEL FLTR BYPASS The amber FRESH AIR light indi-
FUEL FLTR FRESH
llight indicates fuel filter bypass is cates the air source selector is set
BYPASS AIR
impending/actual. to the fresh air position.
LH RH The amber HYD FLOW LOW light

HYD FLOW
advises that the left or right
LOW hydraulic pump flow rate is below
The white FUEL TRANSFER light
FUEL normal and the pump is
indicates that the fuel crossfeed LH RH inoperative below .35 to .55 gpm.
TRANSFER valve is energized for fuel transfer
operation. The selected tank fuel
boost pump annunciator will also The white HYD PRESS ON light
be illuminated. HYD PRESS
indicates the hydraulic bypass
ON valve is closed and the system is
The white ATTN STOW
pressurized.
ATTN STOW SELECTED annunciator indicates
SELECTED that the stow position has been
selected on the thrust attenuator The white SPD BRK EXTEND light
SPD BRK
switch. The thrust attenuators will advises that the left and right
EXTEND speedbrakes are fully extended.
not operate.
The amber GEN OFF light advises

GEN The white ATTEN UNLOCK light
that the associated generator ATTEN
OFF power relay is open. Illumination of indicates that the respective thrust
UNLOCK
both lights will trigger the MASTER attenuator is not in the stowed
LH RH WARNING lights flashing. (locked) position.
LH RH
The amber AFT J-BOX LMT light

AFT advises that the aft J-box left or The amber FLAPS >35° light will
J-BOX right 225A current limiter circuit
FLAPS
illuminate if the flaps are extended
breaker is opened, indicating >35° beyond 35° and both throttles are
LMT CB probable blown current limiter. advanced beyond approximately
85% N2, on the ground. This light
The amber AFT J-BOX CB light is on anytime the flaps are
indicates left or right start control extended beyond 35° in flight.
aft J-box circuit breaker(s) is
opened.
The amber PWR BRK LOW
PWR BRK
PRESS advises that the power
F/W The amber F/W SHUTOFF light LOW PRESS
brake hydraulic pressure is low.
indicates the left or right FUEL and
SHUTOFF The ANTI-SKID INOP light will also
HYDRAULIC valves are both fully
be on.
closed. The valves can be opened
LH RH by depressing the ENG FIRE
switchlights a second time.
The amber EMERG PRESS ON

EMERG
light indicates the emergency
PRESS ON pressurization system was selected
on the air source select switch.

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (CONT)
The amber engine anti-ice light indi-

The amber ANTISKID INOP light cates engine inlet temperature is
ANTISKID ENG below safe level for satisfactory ice
advises that the antiskid system is
INOP ANTI-ICE protection. The light illuminates
inoperative, the system is in a test
steady one minute after the rpm
mode, or the control switch is in goes under 70% N2 in flight or after
the off position. An open or short LH RH the cowl undertemperature of 104°C
fault can turn this light on with the (220°F). If still undertemperature or
gear handle up or down. underspeed after 2 minutes the light
flashes and MASTER CAUTION
comes on steady.
The amber DOOR NOT LOCKED The amber WING ANTI-ICE indi-
DOOR NOT
light advises that the main cabin cates wing leading edge is under-
LOCKED WING temperature, overtemperature, or
door is not secured and the tail
cone compartment or either nose ANTI-ICE when in flight under 70% N2 rpm.
There is a one-minute delay for the
baggage door is not key locked. light to come on steady for
LH RH underspeed inflight, or
The amber DOOR SEAL light indi- undertemperature. If still
DOOR undertemperature or underspeed
cates a loss of 23 psi service air
SEAL after 2 minutes the light flashes
pressure to primary cabin door and MASTER CAUTION comes on
seal. The light indicates 5.5 psi steady.
above cabin pressure.
BLD AIR The amber bleed-air overheat light

indicates that a malfunction has
The white TAIL DE-ICE light indi- O'HEAT caused the bleed air leaving the
TAIL respective precooler to exceed
cates proper boot inflation pres-
DE-ICE LH RH allowable temperature of 282°C
sure: LH 6 sec ON, then 6 sec (540°F).
OUT; then RH 6 sec ON, then OUT
LH RH for the balance of 3 minutes and
cycles again, while the switch is The amber air duct overheat light
ON. In manual, both lights are ON. AIR DUCT advises that the temperature in the
O’HEAT duct leading to the cabin exceeds
safe limits, over 149°C (300°F).
The amber windshield air overheat
W/S AIR
light advises that bleed air to the
O’HEAT windshield exceeds safe tempera-
VF The amber VIDEO FAIL light indi-
ture limits 149°C (300°F) with the cates failure of the visual annun-
control switch in HI or LOW. With I A ciator test. Pressing either of the
the switch in OFF, it indicates the D I MASTER WARNING RESET
shutoff valve has failed open or is EL switches for 2 to 3 seconds will
cause the an-nunciator to leave the
leaking bleed air, allowing line O test mode and resume operation
pressure to exceed 5 psi. until cause of the test failure can be
AF determined.
UA
The amber angle-of-attack heater The amber AUDIO FAIL light
AOA HTR D I
failure light advises that the heat- indicates failure of the audio an-
FAIL I L nunciator test. Caution: one or more
ing element in the probe is inoper-
O audio warnings may be inoperative.
ative, or the pitot heat switch is off.
P/S HTR The amber pitot static heater off light

advises that the PITOT HEAT switch
OFF
is off or, if the switch is on, that
power has been lost to any pitot tube
LH RH heater or any static port heaters.

Table 4-2. TEST INDICATIONS
ROTARY SWITCH
INDICATION
POSITION
OFF The red light is extinguished and the test system is inoperative. When the rotary test
switch is not off, the red light indicates you are in the test modes.
FIRE WARN Both red ENG FIRE lights illuminate and associated aural warning will be heard. The
voice annunciation “LEFT ENGINE FIRE/RIGHT ENGINE FIRE” will be heard (voice
system only). Avionics power must be on or a headset must be worn to hear the audio
warnings.
LDG GEAR The green NOSE, LH, RH, and the red GEAR UNLOCKED lights, and associated aural
warning tone or the voice annunciation “LANDING GEAR” (voice system) will be heard.
The voice announcement or tone may be silenced by pressing the horn silence button
on the landing gear panel if flap position is 15° or less. Avionics power must be on or a
headset must be worn to hear the audio warnings.
BATT TEMP The BATT O’TEMP light first flashes followed by the whole light segment flashing for
>160°F to show circuit integrity. The MASTER WARNING lights illuminate,
accompanied with associated aural warning. Avionics power must be on or a headset
must be worn to hear the audio warnings. The BATT O’TEMP is on eight seconds after
deselected.
AOA The stick shaker will operate. The angle-of-attack meter needle rotates past the red
area. The indexer red chevron light (optional) will flash on and off. Avionics power must
be on to test the EADI and indexer functions. THE AOA1 and AOA2 red lights in the
AFD’s are on.
W/S TEMP The W/S AIR O-HEAT light should illuminate if LOW or HI is selected on the windshield
bleed-air switch, and the bleed air-solenoid control valve will close, if the W/S BLEED
switch is selected to LOW or HI. The MASTER CAUTION light will illuminate after a
four-second timer delay in HI and LOW positions. Check both HI and LOW positions.
OVER SPEED The audible Mach warning signal sounds (4 rapid chirps and a pause, then repeats).
Avionics power must be on or a headset worn to hear the audio warnings.
ANTISKID Selecting the ANTISKID test position initiates a test of the anti-skid system. If the
selector is left in this position the ANTISKID INOP light remains on (flashing or steady)
indefinitely. The selector must be moved out of this position to complete the test. The
ANTISKID INOP light illuminates 5 seconds (flashing or steady) and extinguishes. The
test of this system is accomplished by selecting the ANTISKID test position, seeing the
ANTISKID INOP light flashing, immediately selecting the ANNU position and making
the necessary checks there, and is a valid test if the ANTISKID INOP light is confirmed
extinguished in the OFF position. The anti-skid system test is failed if the ANTISKID
INOP light remains ON in the OFF position.

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Table 4-2. TEST INDICATIONS (CONT)
ROTARY SWITCH
INDICATION
POSITION
ANNU The annunciator panel video and audio fail lights illuminate. The annunciator panel
lights illuminate by rows. The MASTER WARNING and MASTER CAUTION lights
repetitively flash four times and pause as the top row illuminates and goes out. The
MASTER WARNING and MASTER CAUTION lights again flash four times and pause
as the middle row of lights illuminate and go out, repeating for the lower row, top row,
etc., until any other rotary test position is selected. The MASTER WARNING and
MASTER CAUTION lights cannot be reset during this test. The standby N1 LCD’s flash
88.8’s for 15 seconds, then two zeros. The mode select panel(s) yellow button lights
illuminate. The FAN 1 (COMM 1) and FAN 2 (COMM 2) amber lights illuminate. The
standard altimeter ALT amber light comes on steady. The optional Honeywell Ametek
AM-250 round digital altimeter amber light is on steady. Extinguished GPWS and DME
lights are tested. The tilt panel compressor on green light illuminates. The autopilot
panel yellow TURB light is on and the XFR button light if installed. If a voice
annunciation is installed, a voice annunciation “TEST” will be heard periodically. The
three optional AOA indexer lights illuminate steady. The Davtron and digital cabin
pressure controller lights are not tested.

Table 4-3. PFD FLAGS AND WARNING
FLAG COLOR MEANING
ALT RED* Altitude data fail

AOA# RED* Angle-of-attack data fail
AP RED* Autopilot disconnect warn
ATT RED* Attitude fail
DCP RED* Display control panel fail
FD RED* Flight director fail/bare removed/pitch or polldata failure
FMS# RED* FMS data fail
G/S RED* Glideslope data fail
HDG RED* Heading data fail
IAS RED* Airspeed data fail
LOC# RED* Localizer data fail
RA RED* Radio altitude fail
TRIM RED* Pitch trim fail (autopilot engaged)
For non-runaway failures—remains till the fault is cleared.
For runaway failures—TRIM remains until the autopilot is
disengaged, even if the fault is cleared.
VOR# RED* VOR data fail
VS RED* Vertical speed data fail
XTLK YELLOW AFD cross talk fail
Displays when any AFD loses crosstalk input from any other
PFD or MFD. XTLK is removed when communication is
restored. Does not show in PFD or MFD reversion.
NOTE:
Where # is 1 or 2; and for AHS and ADC.
*Flag flashes for five seconds when first in view, then is steady.
FLIGHT CONTROL SYSTEM (FCS) MODE MESSAGES
IN BOTH PFD’S—MODERATE MISTRIM
R YELLOW The arrow is the direction to relieve forces.
A YELLOW The arrow is the direction to relieve forces.
E YELLOW The arrow is the direction to relieve forces.
TEST YELLOW In both PFD’s—FCS in the test mode
FD1 or YELLOW Displayed if the cross-side flight director is displayed

FD2 on the on-side PFD.
ENG 1 or WHITE These messages are NO COMPARATOR FLAGS.

ENG 2 ON BLACK Valid data is being supplied for one or more engine
parameters, but independently sourced data required for the
display’s comparison function for that parameter is not
available. If all parameters are available, or if all parameters
are flagged invalid, the ENG 1 or ENG 2 light goes out.

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QUESTIONS
1. An annunciator panel light will 3. The rotary test switch:
extinguish: A. Illuminates all annunciators in the
A. When pressed ANNU position
B. Upon landing B. Is spring-loaded to OFF
C. When the malfunction is corrected C. Only illuminates all red annunciators
D. If the master warning system is reset in the ANNU position
under all conditions D. Only illuminates all amber annunci-
ators in the ANNU position
2. The MASTER WARNING lights illumi-
nate flashing: 4. Amber annunciator lights illuminate:
A. When any annunciator panel light A. Steady
illuminates B. Flashing, then go steady when the
B. When a red annunciator panel light steady MASTER CAUTION light
illuminates switch is pressed out
C. When both the L and R GEN OFF C. And go out only when they burn out
annunciators illuminate D. Then are pressed out by the MASTER
D. Both B and C WARNING switchlights

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
FUEL STORAGE .................................................................................................................... 5-2
Tanks ................................................................................................................................ 5-2
Tanks Vents ...................................................................................................................... 5-2
Tank Filler ........................................................................................................................ 5-2
Drain Valves ..................................................................................................................... 5-3
MAJOR COMPONENTS FUEL TRANSFER SYSTEM
(SNs 0360 AND SUBSEQUENT) .......................................................................................... 5-4
Boost Pumps .................................................................................................................... 5-4
Ejector Pumps .................................................................................................................. 5-4
Fuel Crossfeed Valve ....................................................................................................... 5-4
Shutoff Valves .................................................................................................................. 5-4
INDICATING SYSTEM ......................................................................................................... 5-5
Quantity Indication .......................................................................................................... 5-5
Annunciator Lights .......................................................................................................... 5-6
OPERATION ........................................................................................................................... 5-7
Fuel Transfer .................................................................................................................... 5-7
Safety Precautions.......................................................................................................... 5-10
Refueling........................................................................................................................ 5-11
Defueling ....................................................................................................................... 5-11
QUESTIONS ......................................................................................................................... 5-12

ILLUSTRATIONS
Figure Title Page
5-1 Right Wing Tank ...................................................................................................... 5-2
5-2 Fuel Vent Scoop ....................................................................................................... 5-2
5-3 Filler Standpipe and Screen...................................................................................... 5-2
5-4 Fuel Filler Cap.......................................................................................................... 5-3
5-5 Sump Drains and Drain Check................................................................................. 5-3
5-6 Ejector Pump ............................................................................................................ 5-4
5-7 Fuel System Controls (SNs 0360 and Subsequent).................................................. 5-5
5-8 Normal MFD Quantity and Fuel Flow Display........................................................ 5-5
5-9 MFD/PFD Reversion Switch and Compressed Displays ......................................... 5-6
5-10 Fuel Transfer System, Normal Operation (SNs 0360 and Subsequent) ................... 5-8
5-11 Fuel Transfer System, Fuel Transfer Operations (SNs 0360 and Subsequent) ........ 5-9
5-12 Fuel Transfer Switch .............................................................................................. 5-10
5-13 Filler Port................................................................................................................ 5-11

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CHAPTER 5
FUEL SYSTEM
4 6
MAIN
FUEL
2 8
LBS X 100
0 10
INTRODUCTION
This chapter presents the Citation CJ1 fuel system. A Fuel Transfer System is installed
on all Citation CJ1’s, SNs 0360 and subsequent. Each wing is a fuel tank that normally
supplies its respective engine.
GENERAL
Each wing tank provides fuel to its respective fuel displays on the Multifunction Display
engine. Fuel flow to the engines is accom- (MFD). The airframe fuel system up to the
plished with electrically driven boost pumps engine-driven fuel pump is presented in this
and an ejector pump, one in each tank. The sys- chapter. For description and operation of the
tem is controlled by switches and a selector on engine fuel system, refer to Chapter 7,
the pilot’s instrument panel, and is normally “Powerplant.”
monitored by colored annunciator lights and

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DESCRIPTION Tank Vents

AND OPERATION A vent system is installed in each wing to
maintain positive internal tank pressures within
the structural limitations of the wing. It per-
FUEL STORAGE mits overflow of fuel due to thermal expansion
and equalization of pressure within the tank as
Tanks fuel is consumed. The vent (Figure 5-2) is anti-
iced by design (NACA).
The “wet wing” fuel tank in each wing is an
integral part of the wing structure, sealed to
contain fuel (Figure 5-1). Each tank includes
all the wing area forward of the rear spar and
aft of the front spar, except for the main gear
wheel well. Holes in spars and ribs permit
fuel movement within the tanks; however, baf-
fles in the outboard ribs prevent rapid move-
m e n t o f f u e l o u t b o a r d d u r i n g w i n g - l ow
attitudes. Each tank includes a vent system,
fuel quantity probes, a filler cap, sump drains,
ejector pumps, and an electrically driven boost
pump. Combined usable fuel quantity of both
tanks is approximately 3,220 pounds (238 Figure 5-2. Fuel Vent Scoop (NACA)
U.S. gallons per wing, 476 gallons total).
Tank Filler
One flush-mounted fuel filler assembly, lo-
cated on the upper surface of each wing near
the wingtip is used for normal fuel servicing.
The filler assembly consists of an adapter,
standpipe, cap, and a chain to attach the cap
to the adapter (Figure 5-3).
Figure 5-1. Right Wing Tank

Figure 5-3. Filler Standpipe and Screen

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Identical filler assemblies are used on each off a leak, a Phillips screwdriver can be used
wing. Each cap is recessed for the flush fitting to turn the valve a quarter-turn counter-
handles and is marked to indicate open and clockwise (CCW) to pop out and expose the
closed positions. To remove the cap, lift the han- leaking primary O-ring. This O-ring can eas-
dle and rotate counterclockwise. The tab should ily be removed and replaced. Push up flush and
be down and aft when fastened (Figure 5-4). turn a quarter-turn clockwise (CW) to seal
back on the primary O-ring. If no O-ring is
available, the airplane may be flown with the
valve popped out, sealed on the secondary O-
ring (not leaking), to an airport where an O-
ring is available.
NOTE
All aviation fuels absorb moisture
from the air and contain water in both
suspended particle and liquid forms.
Water contamination of the fuel is
Figure 5-4. Fuel Filler Cap normally remedied by daily drain-
ing of water from the tanks utilizing
the poppet drain valves.
Drain Valves
There are eight total fuel quick drains, four
valves in the lower surface of each wing (Figure
5-5). The drains are used to remove moisture
and sediment from the fuel and to drain resid-
ual fuel for maintenance. Each drain contains
a spring-loaded poppet that can be unseated for
fuel drainage. One flush drain is outboard of
the wheel well cutout, and the other three are
located in recessed holes in the skid pad, under
the wing, near the wing centerline. Check the
drains before the first flight of the day and after
each refueling.
Allow as much time as possible for water con-

taminates to settle to the drain points before
the drain check.
Push the drain valve straight up to get the

fuel sample, and pull straight out to a valve Figure 5-5. Sump Drains and Drain Check
seated, no leaking condition. If unable to shut

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MAJOR COMPONENTS FUEL CROSSFEED VALVE

FUEL TRANSFER The fuel crossfeed valve is attached to the
rear spar near the sump in the left wing in
SYSTEM (SNS 0360 both fuel-balancing installations. It is an elec-
AND SUBSEQUENT) trically opened solenoid and spring-loaded
(fail safe) closed. It is controlled by the FUEL
TRANSFER switch.
BOOST PUMPS
One DC electric, centrifugal-type boost pump Selecting “L TANK to
in each tank sump supplies fuel to the re- FUEL R TANK” on the fuel
spective engine-driven fuel pump, and trans- TRANSFER transfer switch immedi-
fer ejector pump. This pump supplies fuel to ately activates the left
the respective engine, or through the fuel wing electric boost
transfer balancing system to the opposite pump, energizes the crossfeed valve, turning
sump. Switches on the pilot’s instrument panel on the FUEL TRANSFER white light, opens
control the pumps. The left and right feed ex- the crossfeed valve, and pumps fuel from the
tension DC buses supply power for boost left sump through the open crossfeed valve,
pump operation. through the right wing, nonoperational elec-
tric boost pump into the right wing sump. The
arrow on the FUEL TRANSFER switch points
EJECTOR PUMPS to the wing that the fuel is directed to. When
the crossfeed valve is energized, the FUEL
There are two ejector pumps (Figure 5-6) in
TRANSFER white light illuminates.
each wing. Both pumps are powered by fuel
flow and deliver fuel to the engine by the ven-
turi principle. The primary ejector pump re-
ceives motive flow from the engine-driven
SHUTOFF VALVES
fuel pump and is the primary source of pres-
surized fuel to the engine-driven fuel pump and FIREWALL
transfer ejector pump. The transfer ejector
pump operates on fuel flow from either the pri- Electrically operated motor-driven fuel fire-
mary ejector pump or boost pump, and it trans- wall shutoff valves, one in each engine fuel
fers fuel from the lowest point in the forward supply line, are controlled by the LH or RH
area of the tank to the sump. red ENG FIRE switchlights on the glareshield.
The valves are closed only in the event of en-
EJECTOR PUMP gine fire or test. When both the fuel and hy-
OUTPUT
MOTIVE FLOW draulic firewall shutoff valves are closed, the
applicable amber LH or RH F/W SHUTOFF
INLET amber annunciators lights will illuminate.
SUCTION
Figure 5-6. Ejector Pump NOTE

If an engine is shut down in flight for
reasons other than fire, the firewall
shutoff valves must be open and the
boost pump operated to prevent dam-
age to the engine-driven fuel pump.

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CONTROLS INDICATING SYSTEM

Controls for the fuel system are located on the
pilot’s left switch panel (Figure 5-7). The L QUANTITY INDICATION
or R FUEL BOOST pump switches control
the electrically driven boost pumps. Each The fuel system has 12 capacitance probes, six
switch has positions labeled “ON–OFF– in each wing tank, which compensate for
NORM.” During normal operation of the fuel changes in density caused by temperature
system, the NORM position is selected. In changes. Fuel quantity readouts are normally
this position, the boost pump operates auto- in pounds (LBS) or by strapping change to
matically during engine start, fuel transfer KGS. Changing strapping settings is done in
operation, or when low fuel pressure is sensed the integrated avionic processing system
in the engine fuel supply line. If the throttle (IAPS) computer in the nose. Adaptive flight
is in cutoff, the boost pump will not come on display (AFD) digital fuel quantity readout
automatically in a low fuel pressure condition, display range is 0 to 1,800 pounds (0 to 800
even though the switch is in NORM. When the KGS) per side (Figure 5-8). The pointer is
switch is in the OFF position, the boost pump white, and the digital readout is green. The
will not operate. In the ON position, the pump probes supply analog quantity information to
operates continuously. the fuel signal conditioner on the cabin side
of the aft pressure bulkhead, then to the pri-
mary and secondary.
FUEL TRANSFER
OFF FUEL BOOST
L ON R
L R O
F N2 FUEL QTY
TANK TANK
F 91.8 % 91.8 LBS
L R NORM NORM 1500
ENG ENG OIL PSI OIL °C
Figure 5-7. Fuel System Controls 1000

(SNs 0360 and Subsequent)
500
The FUEL TRANSFER selector has three po- FUEL FLOW

s i t i o n s , e a c h l a b e l e d “ L TA N K – O F F – R
430 PPH 430 930 930
TANK.” The selector arrow determines the
fuel flow path when moved out of OFF to R
TANK or L TANK. The tail of the arrow is nor-
mally the heavy wing from which fuel will be Figure 5-8. Normal MFD Fuel Quantity
drawn and the arrow points to the tank to be and Fuel Flow Display
filled, i.e., the direction the fuel moves. Moving
the selector out of OFF to either of the oper- Display concentrator units (DCUs) and en-
ating positions selects the tank from which gine data concentrators (EDCs) located in the
fuel is to be taken and the wing to be supplied. tail cone, aft of the engine pylons on the sides
of the tail cone. The DCUs convert analog
data to digital data, displaying the fuel quan-
Detailed operation of the fuel system during tity in pounds directly on the multifunction dis-
normal and fuel balancing operations is pre- play (MFD) in the center instrument panel or
sented under Operation later in this chapter. compressed display on the PFDs or MFD using
the reversion switch labeled “NORM REV
TO PFD–REV TO MFD” (Figure 5-9).

is a microprocessor with right- and left-tank

channel fault indications. It displays sensor and
NORM 84.6 N2
% 84.6 self test faults. A fault causes the RH or LH
REV TO REV TO FUEL GAUGE light to illuminate, along with
PFD MFD FF
440 PPH 450 three bit fault lights for each side on the sig-
nal conditioner. A specific pattern of the three
930 QTY
LBS 930 bit fault lights indicates a specific fault.
Figure 5-9. MFD/PFD Reversion Switch ANNUNCIATOR LIGHTS

and Compressed Displays
There are seven annunciator
The fuel quantity system operates on DC power F/W lights associated with the fuel
through the respective FUEL QTY circuit SHUTOFF system, each incorporating a
breaker on the left and right circuit breaker LH or RH capsule, one of
panels. These are powered from the left and LH RH which also illuminates with
right feed buses. If the MFD can’t find FUEL t h e a n n u n c i a t o r. A l l a r e
QUANTITY from any of the normal sources, shown in Chapter 4, “Master Warning System.”
or is reported failed by the internal diagnos- The amber LH or RH F/W SHUTOFF and
tics, the white tapes(s) is (are) removed and MASTER CAUTION lights illuminate when
the boxed readout is replaced by four yellow both the fuel and hydraulic firewall shutoff
dashes. If the MFD goes blank, fuel quantity valves have fully closed by depressing the red
can be displayed by reversion on the PFD in LH or RH ENG FIRE switchlight. Depressing
the compressed format as a digital display the ENG FIRE switchlight a second time opens
only. If the PFD and MFD go blank, there is the shutoff valves and turns off the F/W SHUT-
no fuel quantity display. OFF light.
The fuel flow displays consist of green digi- The amber LH or RH FUEL
tal readout for each engine (Figure 5-8 or FUEL LOW LOW PRESS and MASTER
Figure 5-9). Fuel flow is normally in pounds PRESS P R E S S M A S T E R C AU -
per hour (PPH), or by strapping can be change TION lights come on when
to kilograms per hour (KPH). DCU fuel flow LH RH fuel pressure drops below 5
output is set to valid zero PPH (or zero KPH) psi, and go out above 7 psi.
when onside engine fuel cutoff and onside
N 2 <12%. The amber LH or RH FUEL LOW LEVEL
and MASTER CAUTION
FUEL LOW annunciator lights are ac-
LEVEL tuated by a float switch.
0 1 2
They come on when the fuel
RH LH RH quantity is 185 ±15 pounds
0 1 2 in that tank. The MASTER
LH CAUTION for this annunciator is delayed
four seconds to minimize inadvertent MAS-
TER CAUTION illumination in turbulent con-
ditions with low fuel.
FUEL SIGNAL CONDITIONER
The fuel signal conditioner is mounted on the NOTE
cabin side of the aft pressure bulkhead, under The fuel boost pump should be po-
the right top portion of the aft evaporator sitioned to ON if the LH or RH FUEL
cover. A velcro carpet cover is removed, and LOW LEVEL annunciator is illumi-
the unit is observed with a flashlight, ap- nated or indicated fuel quantity is
proximately five inches below the opening. It below 185 pounds.

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If a fault has been detected When the engine start terminates, the boost
FUEL
by the signal conditioner in pump is deenergized (FUEL BOOST ON light
GAUGE
the fuel quantity system, the goes out). Motive-flow fuel from the engine-
LH RH
amber LH or RH FUEL driven pump is directed to the primary ejector
GAUGE annunciator and a pump, which continues to supply fuel to the en-
MASTER CAUTION an- gine-driven fuel pump and transfer ejector
nunciator will illuminate. The pilot should pump. The transfer ejector pump transfers fuel
record the pattern of the six bit fault lights on from the forward area of the tank to the sump.
the signal conditioner before turning off the The crossfeed valve is closed; therefore, each
battery switch. Fuel quantity in tanks should engine is being supplied from its respective
be recorded in flight when the light comes on. wing tank.
If fuel filter bypass is im- The firewall shutoff valves are normally open.
FUEL FLTR minent, a fuel filter differ- They can be closed by pressing the LH or RH
BYPASS ential pressure switch ENG FIRE switchlight in the event of an en-
mounted on the fuel pump gine fire or test.
LH RH
will illuminate the amber
LH or RH FUEL FLTR BY- Illumination of the amber
PASS annunciator and MASTER CAUTION F/W LH or RH F/W SHUTOFF
lights at approximately 4.5 psi across the fuel SHUTOFF annunciator light verifies
filter. This indicates impending or actual by- that the fuel and hydraulic
LH RH
pass. Land as soon as practical. This light is firewall shutoff valves have
discussed in Chapter 7, “Powerplant.” closed.
The white LH or RH FUEL A pressure switch illuminates the amber LH

FUEL
BOOST ON
BOOST ON light illumi- or RH FUEL LOW PRESS annunciator if fuel
nates when the boost pump pressure fails too low. If the L or R FUEL
LH RH
is energized for operation. BOOST pump switch is in NORM, the boost
pump is energized, as indicated by illumina-
tion of the white LH or RH FUEL BOOST ON
annunciator. If the boost pump can provide ad-
A white FUEL TRANS- equate pressure in the fuel supply line, the
FUEL FER annunciator will il- amber LH or RH FUEL LOW PRESS light will
TRANSFER luminate when the go out. However, the boost pump will remain
crossfeed solenoid valve on until it is manually reset.
is energized.
FUEL TRANSFER
OPERATION This is the fuel balancing system installed in
SNs 0360 and subsequent. The FUEL
Wi t h t h e F U E L B O O S T p u m p s w i t c h i n TRANSFER switch on the pilot’s left switch
NORM, pressing an engine START button en- panel controls the FUEL TRANSFER sys-
ergizes the fuel boost pump, moving fuel tem (Figure 5-10).
through the firewall shutoff valve to the
engine-driven fuel pump (Figure 5-11). Using the fuel transfer system (Figure 5-11),
fuel from the heavy wing tank sump can be
transferred to the opposite wing tank sump.

5-8
LH RH
ENG ENG
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW FUEL TRANSFER PUMP FUEL LOW
LEVEL LEVEL
OFF FUEL BOOST
LH RH L ON R LH RH
L R O
CHECK TANK TANK F
FUEL VALVE F FUEL
BOOST ON L R NORM NORM BOOST ON
ENG ENG
LH RH LH RH
CROSSFEED
SUMP SUMP
VALVE
PRIMARY PRIMARY
FAILSAFE
EJECTOR EJECTOR
CLOSED FUEL FILTER FUEL
PUMP PUMP
BYPASS GAUGE
LEFT FUEL LH RH LH RH RIGHT FUEL
FIREWALL LEFT RIGHT FIREWALL
SHUTOFF BOOST PUMP BOOST PUMP SHUTOFF
F /W FUEL
SHUTOFF TRANSFER
ENG
DRIVEN LH RH
FUEL PUMP
FUEL LOW ENG

PRESS DRIVEN
FUEL PUMP

LH RH
FUEL LOW FUEL LOW

PRESSURE SWITCH P P PRESSURE
MASTER SWITCH
FUEL FILTER
(BYPASS) CAUTION FUEL FILTER
DC POWER (BYPASS)
HM RESET
L GEN BATT R GEN FCU HM
SLINGER SLINGER
FCU
OFF OFF
START NOZZLE
RESET EMER RESET 9 PPH INCLUDED
IN F/F
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Figure 5-10. Fuel Transfer System—Normal Operation (SNs 0360 and Subsequent)
FlightSafety
LH RH
ENG ENG
TRANSFER FIRE FIRE
EJECTOR
PUMP TRANSFER
EJECTOR
FUEL LOW FUEL TRANSFER PUMP FUEL LOW
LEVEL OFF LEVEL
FUEL BOOST
LH RH L ON R LH RH
L R O
CHECK TANK TANK
F
FUEL VALVE F FUEL
BOOST ON L R BOOST ON
ENG ENG NORM NORM
LH LH
CROSSFEED
SUMP SUMP
VALVE
PRIMARY PRIMARY
FAILSAFE
EJECTOR EJECTOR
CLOSED FUEL FILTER FUEL
PUMP PUMP
FUEL TRANSFER
BYPASS GAUGE
LEFT FUEL LH RH LH RH RIGHT FUEL
FIREWALL FIREWALL
SHUTOFF OPERATING LEFT NON-OPERATING SHUTOFF
BOOST PUMP F/W FUEL RIGHT
SHUTOFF TRANSFER BOOST PUMP
ENG
DRIVEN LH RH
FUEL PUMP
FUEL LOW ENG

PRESS DRIVEN
FUEL PUMP

LH RH
FUEL LOW FUEL LOW

PRESSURE SWITCH P P PRESSURE
MASTER SWITCH
FUEL FILTER
(BYPASS) CAUTION FUEL FILTER
DC POWER (BYPASS)
HM RESET
L GEN BATT R GEN FCU HM
SLINGER SLINGER
FCU
OFF OFF
START NOZZLE
RESET EMER RESET 9 PPH INCLUDED
IN F/F
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Figure 5-11. Fuel Transfer System—Fuel Transfer Operations (SNs 0360 and Subsequent)
5-9
FlightSafety
Placing the fuel transfer switch (Figure 5-12) To terminate fuel transfer and return the sys-
to “L TANK to R TANK” energizes the left tem to normal operation, move the fuel trans-
tank electric boost pump and electrically opens fer switch to OFF. The electric boost pump is
the crossfeed valve. deenergized, the FUEL TRANSFER white
l i g h t g o e s o u t , a n d t h e c r o s s f e e d va l ve
springloads closed. The system is now back to
FUEL TRANSFER
normal operation, each engine being supplied
OFF by its respective tank. If electrical power fails
during fuel transfer operation, the crossfeed
L R valve will fail to the closed position.
TANK TANK
L R
ENG ENG NOTE
If the boost pump switch is OFF, the
fuel transfer circuit will not function.
Figure 5-12. Fuel Transfer Switch
Left tank boost pump pressure supplies fuel NOTE

from the left wing tank sump through the open
If both FUEL BOOST ON annunci-
crossfeed valve, through the nonoperational
ators come on when fuel transfer is
right electric boost pump into the right wing
selected, both boost pumps have been
tank sump. The left and right engines con-
energized and fuel transfer can not
tinue to receive their normal supply of fuel
occur. Cycle the FUEL BOOST pump
from the primary ejector pumps. A slight back-
switch for the nonselected tank to
pressure from normal primary ejector pump
ON, then back to NORM. This should
supply to the engines forces the one-way check
deenergize the pump in the tank not
valves closed just down stream of the electric
selected and allow fuel transfer to
boost pumps creating a closed route for fuel
begin. Anti-icing additive use is
to move from one operating electric boost
mandatory for Citation Model 525.
pump to the other nonoperating boost pump.
During fuel transfer operations, the same pri- Illumination of the LH OR RH FUEL FLTR
mary ejector pump output to the engines is BYPASS light is discussed in Chapter 7,
operating the transfer ejector pumps. If the left “Powerplant.”
engine is shut down by throttle or fire switch,
selecting fuel transfer to “L TANK to R TANK”
will operate the left transfer ejector pump and SAFETY PRECAUTIONS
transfer fuel to the right wing sump.
Refueling should be accomplished only in
areas that permit free movement of fire equip-
Monitor the QTY LBS indicator on the MFD
ment. Follow approved grounding procedures
for fuel balancing. To verify that fuel trans-
for the airplane and the tender. One approved
fer is occurring, it is necessary to monitor the
grounding point is installed under each wingtip.
fuel quantity indicators. Fuel will normally
transfer to the selected tank at approximately
Use approved radar procedures.
10 pounds per minute, or 600 pounds per hour.
Maximum normal fuel imbalance is 200
When adding anti-icing inhibitor, follow the
pounds. Maximum emergency fuel imbalance
manufacturer’s instructions for blending. The
is 600 pounds.
concentration level must be between 0.10 and
0.15 % by volume.

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NOTE
Fuel is considered contaminated
when it contains any foreign sub-
stances that are not provided under
the fuel specification. These foreign
substances normally consist of water,
rust, sand, dust/dirt, microbial
growth, unapproved additives, and
approved additives mixed at im-
proper ratios to the fuel.
Figure 5-13 Filler Port
REFUELING
Following procedures, warning, and cautions
must be followed when using DIEGME (MIL- Approved fuels for operation of the Model 525
I-85470). Current precautions for EGME are listed in the limitations and specifications
(MIL-I-27686) still apply. section of the AFM. No Avgas is allowed.
WARNING DEFUELING
The quickest fuel downloading is by uncowl-
Diethylene Glycol Monomethyl
ing the engine, disconnecting the main supply
Ether (DIEGME) is harmful if in-
line, use and EPU and the wing fuel boost
haled, swallowed, or absorbed
pump to offload to desired tank quantity.
through the skin and will cause eye
Remember, no fuel can be downloaded from
irritation. It is also combustible.
the wing fuel caps due to the filler neck and
Before using this material, refer to all
screen. Do not run the boost pumps dry.
safety information on the container.
Diethylene Glycol Monomethyl Ether

(DIEGME) (MIL-I-85470) has been approved
as an additional fuel anti-ice additive, and con-
centration for Ethylene Glycol Monomethyl
Ether (EGME) (MIL-I-27686) has been
changed for consistent mixing of additives.
CAUTION
Assure the additive is directed into
the flowing fuel stream and the ad-
ditive flow is started after the fuel
flow starts and is stopped before fuel
flow stops. Do not allow concen-
trated additive to contact coated in-
terior of fuel tank or airplane painted
surface. Use not less than 20 fluid
ounces of additive per 156 gallons of
fuel or more than 20 fluid ounces of
additive per 104 gallons of fuel.

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QUESTIONS
1. The most correct answer is: 4. If the LH or RH FUEL BOOST ON white
A. The FUEL BOOST pump switches do annunciators illuminate without any ac-
not have to be on for engine start. tion by the crew (engine operating nor-
mally), the probable cause is:
B. Wi t h t h e F U E L B O O S T p u m p
switches off, the respective boost A. The engine-driven fuel pump has
pump cannot turn on. failed.
C. The fuel boost pump will be auto- B. The firewall shutoff valve has closed.
matically energized anytime the FUEL C. The low-pressure sensing switch has
BOOST switches are in NORM and energized the boost pump.
the START button is depressed, FUEL D. The fuel flow compensator has ener-
TRANSFER is selected, or low pres- gized the boost pump below 5 psi.
sure (5 psi) is sensed in the engine
supply line (throttle at IDLE or
above). 5. To verify that fuel transfer is in fact oc-
D. All of the above are correct. curring, it is necessary to:
A. Monitor the fuel quantity indicators
for appropriate quantity changes.
2. After engine start, the fuel boost pump is
B. Only observe that the white FUEL
deenergized by:
TRANSFER light is on.
A. The FUEL BOOST pump switch C. Ensure both white FUEL BOOST ON
B. Start circuit termination lights are illuminated.
C. Discontinuing fuel transfer D. Ensure that the FUEL BOOST pump
D. A time-delay relay switch for the tank being fed is on.
3. If a LH or RH FUEL LOW LEVEL an- 6. When fuel transfer is selected by posi-

nunciator light illuminates. tioning the fuel transfer switch to “L
A. The fuel quantity indicator must read TANK to R TANK” and the white FUEL
less than 185 pounds. TRANSFER light comes on:
B. The electric boost pump in the ap- A. This is normal.
propriate tank will automatically be B. The boost pump did not actuate.
activated. C. The crossfeed valve did not fully
C. The pilot should activate the appro- close.
priate fuel boost pump. D. The crossfeed valve did not fully open.
D. The MASTER WARNING light will
flash.

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international
7. Operation of the primary ejector pump is 9. If R TANK or L TANK fuel transfer has
directly dependent upon: been selected and normal DC electrical
A. DC electrical power power is lost (battery switch in EMER
with a dual generator failure):
B. High-pressure fuel from the engine-
driven fuel pump (motive flow) A. The system will remain in fuel trans-
C. AC electrical power supplied by the fer.
No. 1 or No. 2 inverter B. The crossfeed valve will fail closed.
D. Flow from the transfer ejector pump C. The boost pump will be energized to
terminate fuel transfer.
D. The crossfeed valve will fail open.
8. If the engine-driven fuel pump fails:
A. The engine will flame out.
10. The maximum normal asymmetric fuel
B. The primary ejector pump will fail
differential is:
also, but the boost pump will be en-
ergized by low pressure and will sus- A. 600 pounds
tain the engine. B. 400 pounds
C. The transfer ejector pump will also be C. 1,000 pounds
inoperative. D. 200 pounds
D. Right or left FUEL TRANSFER must
be selected in order to obtain high-
pressure motive flow from the oppo-
site engine.

The information normally contained in this chapter is not applicable to this
particular airplane.
CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
MAJOR SECTIONS................................................................................................................ 7-1
Intake and Fan Section....................................................................................................... 7-3
Compressor Section ........................................................................................................... 7-3
Combustion Section ........................................................................................................... 7-3
Turbine Section .................................................................................................................. 7-3
Exhaust Section.................................................................................................................. 7-4
Accessory Section ............................................................................................................... 7-4
OPERATION........................................................................................................................... 7-4
ENGINE INDICATING SYSTEM (EIS) ................................................................................ 7-4
Oil Pressure ........................................................................................................................ 7-6
Controls and Indications .................................................................................................... 7-6
Data Concentration Units (DCUs) ..................................................................................... 7-6
ENGINE SYSTEMS ............................................................................................................. 7-10
Oil System ....................................................................................................................... 7-10
Fuel System ..................................................................................................................... 7-13
Ignition System................................................................................................................ 7-16
Instrumentation ................................................................................................................ 7-18
Engine Power Control...................................................................................................... 7-23

FJ-44-1A Salty/Sandy/Smog
Environment Water Wash Policy ..................................................................................... 7-23
Synchronizing .................................................................................................................. 7-25
QUESTIONS ......................................................................................................................... 7-26
7-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
7-1 General View of Williams-Rolls FJ-44-1A Engine.................................................. 7-2
7-2 Major Sections ......................................................................................................... 7-2
7-3 FJ-44-1A Gas Flow ................................................................................................. 7-5
7-4 Engine Indicating System Display ........................................................................... 7-5
7-5 MFD Expanded Engine Instrument Display (EIS)................................................... 7-7
7-6 Compressed Engine Display .................................................................................... 7-8
7-7 N1, ITT, N2 Comparator Fail Indications................................................................. 7-8
7-8 Nacelle...................................................................................................................... 7-8
7-9 Inlet........................................................................................................................... 7-9
7-10 Exhaust ..................................................................................................................... 7-9
7-11 Throttle Quadrant on Pedestal.................................................................................. 7-9
7-12 Oil Servicing Access .............................................................................................. 7-10
7-13 Left Circuit-Breaker Panel ..................................................................................... 7-12
7-14 Right Circuit-Breaker Panel ................................................................................... 7-12
7-15 Oil System ............................................................................................................. 7-14
7-16 Collins Multifunction Display (MFD) Engine Indicating System (EIS) ............... 7-16
7-17 Engine Fuel System (CJ1)...................................................................................... 7-17
7-18 Ignition Switches ................................................................................................... 7-18
7-19 Ignition System (Left Engine Start) ...................................................................... 7-19
7-20 L and R Standby N1s on Emergency Bus (LCD) .................................................. 7-20
7-21 MFD/PFD Reversion Switch ................................................................................. 7-21
7-22 ITT Source Data Fails ............................................................................................ 7-22
7-23 Airstart Envelope ................................................................................................... 7-24
7-24 ENGINE SYNC Switch ........................................................................................ 7-25

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CHAPTER 7
POWERPLANT
#1 DC
GEN
INTRODUCTION
This chapter deals with the powerplant installed in the Citation CJ1. The associated pow-
erplant monitoring and operating systems: engine oil, fuel, ignition, engine displays,
engine power control, engine starting, and engine synchronization are discussed. Thrust
attenuators are discussed in Chapter 13, “Hydraulic Power Systems.” Collins Pro Line
21 EFIS is used to display the engine indicating system (EIS) on the upper half of the
multifunction display (MFD).
GENERAL MAJOR SECTIONS

Thrust is provided for the Citation CJ1 by two For the purpose of explanation, the engine (Fig-
aft fuselage-mounted turbofan engines man- ure 7-2) is divided into six major sections:
ufactured by Williams-Rolls. The engines
(Figures 7-1 and 7-7) are lightweight, twin- 1. Intake and fan
spool, medium bypass ratio FJ-44-1A. Each
engine develops 1,900 pounds of thrust in 2. Compressor
static, standard-day, sea-level condition.
3. Combustion

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Figure 7-1. General View of Williams-Rolls FJ-44-1A Engine
LP FAN COMBUSTOR COVER COMBUSTOR PRIMARY TWO-STAGE, LOW-PRESSURE TURBINE

PLATE
EXHAUST
IP COMPRESSOR LP SHAFT HP TURBINE ROTOR

ACCESSORIES COMBUSTION CHAMBER HP TURBINE NOZZLE
Figure 7-2. Major Sections

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4. Turbine COMBUSTION SECTION

5. Exhaust This section consists of a single folded
annular-flow, infusion-cooled combustor. A
6. Accessories precise volume of the compressor airflow en-
ters the combustion chamber. Fuel is added by
a rotating slinger that atomizes and delivers
INTAKE AND FAN SECTION fuel uniformly to the primary combustion
zone. The expanding and accelerating gases are
This section includes the air intake and the
directed rearward to the turbine.
fan assembly.
The combustion section includes the com-
The air intake divides into two concentric
bustor cover, fuel slinger, start fuel nozzle, and
ducts aft of the fan assembly. One duct forms
combustor/HP turbine nozzle assembly. When
a full length bypass air duct, and the other
assembled, these parts form the combustion
duct is the inlet air duct to the engine.
chamber, minimizing the use of external tub-
ing and individual spray nozzles. Electric ig-
The fan assembly consists of a nose cone, a fan
niters provide the spark for ignition. A start
stage, a single axial compression stage, and
fuel nozzle continuously sprays fuel into the
two sets of stator vanes.
combustion chamber.
COMPRESSOR SECTION Start Fuel Nozzle

The compressor section consists of a low- A stationary fuel nozzle provides enhanced al-
pressure compressor and a high-pressure titude restart capability. The nozzle receives
compressor. high-pressure metered fuel from the fuel con-
trol unit (FCU) and delivers approximately 9
The low-pressure compressor consists of the pounds per hour (pph) of continuous flow any-
nongeared fan and booster stage. It is an axial time the engine is running. The 9 pph start fuel
compressor unit functioning to compress and nozzle consumption is added into the MFD fuel
accelerate air rearward. flow indicating system. A start nozzle control
valve provides positive shutoff to the nozzle
The outer span section of the fan stage accel- when the throttle is off.
erates a relatively large mass of air to a low ve-
locity into the bypass duct. The inner section
of the fan accelerates air rearward to the booster Fuel Slinger
stage. This stage extends only into the primary
The fuel slinger is part of the HP rotary group.
air path and functions to increase core air pres-
Fuel is supplied to the underside of the slinger
sure directed to the high-pressure compressor.
by the fuel manifold. Fuel is then ejected ra-
dially outboard by high pressure and cen-
The bypass ratio is the difference in air mass
trifugal force into the combustion chamber
flow between the bypass duct and the engine
through a series of tiny laser-drilled holes/slots
core. This is approximately 3.3:1. The fan
in the slinger.
contributes 75% of the total thrust at sea level.
For every pound of air flowing through the en-
gine core, 3.3 pounds flow through the by- TURBINE SECTION
pass duct.
This section consists of a single high-
The high-pressure compressor is a single- pressure and two low-pressure turbines.
stage centrifugal compressor that receives
airflow under pressure from the booster stage. The high-pressure turbine is connected to the
It further increases the pressure and directs the high-pressure compressor by a rotor shaft.
airflow rearward. The function of the high-pressure turbine is to

extract sufficient energy from the expanding OPERATION

combustion gases to drive the high-pressure
compressor and the accessory section. Air is directed from the nacelle inlet to the en-
gine air intake (Figure 7-3). The outer span sec-
The high-pressure compressor and turbine as- tion of the fan compresses and accelerates a
sembly form the high-pressure spool. The rpm large mass of air at a low velocity into the
of the high-pressure spool is designated “N 2 ” full-length bypass duct.
or “turbine.”
Simultaneously, the inner span section com-
The low-pressure turbine is two-stage. It is presses and accelerates a volume of air to the
connected to the low-pressure compressor by primary gas path axial compressor stage. Air
a rotor shaft that runs through the high- pressure is increased by the booster stage and
pressure compressor rotor shaft. The function directed to the high-pressure compressor which
of the low-pressure turbine is to extract suf- accelerates the air mass and directs it through
ficient energy from the combustion gases to a diffuser. The diffusion process changes the
drive the low-pressure compressor and fan. velocity energy to pressure energy. A rela-
tively small portion of the air enters the com-
The low-pressure compressor and its turbine bustion chamber where fuel is added and
form the low-pressure spool. The rpm of the ignition occurs. The combustion process pro-
low-pressure spool is designated “N1,” or “fan.” duces expansion and acceleration. The rest of
the compressed air is used to operate various
EXHAUST SECTION bleed-air services on the airplane and for
internal cooling in the engine.
This section consists of the primary exhaust
duct and the bypass air duct. The primary ex- The high-pressure turbine extracts energy to
haust includes a tapered cone and struts. The drive its compressor and the accessory section.
combination of primary exhaust and bypass The low-pressure turbine extracts energy to
airflow produces the total propulsive force drive the low-pressure compressor (fan and
for the airplane. booster). The remaining energy is directed
into the exhaust section where it joins with the
bypass airflow to provide thrust.
ACCESSORY SECTION
The accessory section consists of a gear as- NOTE
sembly encased and mounted on the underside
of the engine. The accessory gear is driven by Airflow disturbances across the en-
the high-pressure rotor shaft through a tower gine intake, particularly during gusty
shaft and bevel gear. It functions to drive the or crosswind conditions, may result
following accessories: in rpm fluctuations. This is normal at
high-power settings during static or
• Oil pump l ow - s p e e d o p e r a t i o n s . S t a r t t h e
downwind engine first.
• Hydraulic pump
• Fuel pump and fuel control unit
• Starter-generator
ENGINE INDICATING
SYSTEM (EIS)
The starter spins up the N 2 shaft for starting,
and when powered, the N 2 shaft will spin the The EIS engine display format (Figure 7-4) is
generator shaft for DC electrical power. made up of full-time display of N 1, an N 1 ref-
erence (bug), interstage turbine temperature
(ITT) N2, oil pressure, oil temperature, and fuel
flow (separate for each engine). Fuel quantity

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is also provided. Alerts and warnings are pro- Two data sources for N 1 , N 2 , and ITT exist for
vided for operation outside normal limits. each engine. One is the data concentrator unit
(DCU) and the other is the engine data con-
centrator (EDC). The DCU is normally the
LP FAN COMBUSTOR COVER COMBUSTOR PRIMARY TWO-STAGE, LOW-PRESSURE TURBINE
PLATE
IP COMPRESSOR LP SHAFT HP TURBINE ROTOR

COMBUSTION CHAMBER HP TURBINE NOZZLE
Figure 7-3. FJ-44-1A Gas Flow

OIL OIL OIL
PRESSURE PRESSURE TEMPERATURE
LEGEND POINTERS POINTER
N1 REF N2 OIL
READOUT N1 ITT START N 2 TEMPERATURE
UNIT BUGS READ- LEGEND
LEGEND LEGEND
ITT OUTS
IGNITORS LEGEND
N1 FUEL
N1 REF SCALE QUANTITY
BUGS LEGEND
N1 % ITT °C N2 FUEL QTY
100.1 1000 91.0 % 91.5 LBS
I I FUEL
100 G 900 G 1500 QUANTITY
OIL PSI OIL °C UNITS
N N
90 800
1000 FUEL
70 QUANTITY
700 SCALE
50 32 32 130 130 500
FUEL
600 FUEL FLOW QUANTITY
30
400 POINTERS
475 PPH 475 690 650
93.2 94.9 200
FUEL FLOW FUEL FUEL

N1 ITT READOUTS FLOW QUANTITY
READOUTS SCALE OIL
UNITS TEMPERATURE READOUTS
N1 ITT OIL FUEL
POINTERS POINTERS PRESSURE FLOW READOUTS
READOUTS LEGEND
Figure 7-4. Engine Indicating System Display

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source of all displayed engine data. The EDC 1. N 1 monopole

is a secondary source for N 1 , N 2 , and ITT.
2. N 2 monopole
OIL PRESSURE
3. Oil temperature
Engine oil pressure is maintained within lim-
its by a mechanical relief valve located on the 4. Oil pressure
pump housing.
5. Fuel flow
CONTROLS AND INDICATIONS 6. Fuel quantity
Oil pressure is sensed by dual transmitters
within the system. A pressure transducer sends 7. ITT chromel alumel thermocouple
the input to the DCU and EDC, then to the
MFD on the center instrument panel (Figure NOTE
7-5). The indicator is calibrated in psi.
A unique DCU function is to add 9
pph to each engine’s fuel flow input
DATA CONCENTRATION UNITS in order to account for the unmetered
(DCUs) start nozzle fuel flow.
The data concentration units (DCUs) acquire,
process, and transmit a number of discretes, Several other discrete inputs go to the DCU.
such as N 1 , N 2 , ITT, oil temperature and pres- Some are needed to determine engine operat-
sure, fuel flow, and fuel quantity, as well as ing parameters. Others are forwarded on to the
weight on wheels, gear down and locked, flap IAPS card cage input/output/card (IOC) for use
position, AOA, speedbrake extension, avion- by other avionics units. The left and right
ics radios, the AlliedSignal ADF, and transpon- DCUs interface to the IAPS card cage in the
der. DCUs receive data from both engines. nose compartment to log malfunction data to
Both left and right DCUs cross-talk so each the maintenance diagnostics computer, if in-
DCU provides data on both engines through stalled. All fault codes being sent to the main-
their cross-data buses. The cross-talk buses tenance diagnostic computer require time-date
shall not allow propagation of an electrical stamping in the IOC by the ship’s clock, be-
fault from one channel to the other. The left fore going to the maintenance diagnostic com-
DCU outputs data to both the L PFD, MFD, puter (if installed). Some of these discrete
and a right PFD, if installed. The right DCU codes include the following:
outputs data to both the L PFD, MFD and the
right PFD, if installed. The MFD displayed 1. Gear not down and locked
data comes first from the on-side DCU, and if
it fails, it comes from the cross-data DCU. 2. L main gear WOW
The DCUs are the source of all engine data,
while the EDCs are the source of N 1 , N 2 , and 3. Ship’s clock FMS/GPS clock date-
ITT. DCUs and EDCs are identical as hard- time stamps faults
ware, but the location and strapping determine
whether they function as DCU or EDC in terms 4. Gear aural warning inhibit
of software. These units may be swapped at
will for troubleshooting purposes. The seven 5. Ignition—Selected
left-engine inputs to the left DCU are:
6. R main gear WOW
7. Elevator engaged
8. Speedbrakes fully extended

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9. Fuel cutoff switch 11. AP disconnect
10. Flap position (15°) 12. AOA valid (0–10 VDC)
Collins

1000 91.8 % 91.8 LBS
100 900 1500
OIL PSI OIL °C
90 800
1000
70
700
50 500
600 FUEL FLOW
30
400
430 PPH 430 930 930
99.2 99.2 200
FMS1 HDG 230 230 24

DTK 227 21
LMN
TTG 12:00 W
75.6NM KCNC
DSB
S
KTKK
I-S
50 KOXV
< FMS1 FORMAT >
FMS2
25 KPEA
KDTM KTNU LX/RDR >

DTM KDBI WX
T+2.0
KGGI
KFFL
< DATA
GS 385 TAS 360 RAT–34 °C SAT–39 °C ISA 0 °C
BRT
DIM
Figure 7-5. MFD Expanded Engine Instrument Display (EIS)

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N1 % ITT °C OIL PSI OIL °C N2

100 900 0.0 % 0.0
800
80 FF
700 0 PPH 0
60 600 QTY
430 LBS 520
200
0.0 0.0
Figure 7-6. Compressed Engine Display
N1 ITT
OIL PSI OIL °C
100 900 50.0 N2 47.4
800
80 FF
700 190 PPH 210
60 600 QTY
200
1040 LBS 930
39.7 35.9 ROLL ALT
Figure 7-7. N1, ITT, N2, Comparator Fail Indications
Figure 7-8. Nacelle
Engine Data Concentrators computer, if installed. The DCUs are the source
of all engine data, while the EDCs are the
(EDCs) source of N 1 , N 2 , and ITT. The left EDC con-
The EDCs are concerned only with their own centrates only the left main engine displays.
engines N 1 , N 2 , and ITT. DCUs and EDCs are The only left-engine analog inputs to the left
identical as hardware but the location and EDC are the following:
strapping determine whether they function as
DCU or EDC in terms of software. Similarly, 1. N 1 monopole
the right EDC provides only right-engine data
to the left PFD and MFD and to the right PFD, 2. N 2 monopole
if installed. These units can be swapped at
will for troubleshooting purposes. The left 3. ITT alumel chromel thermocouple
and right EDCs interface to the IAPS card
cage in the nose compartment to log mal- 4. ADF DC sin/cos
function data to the maintenance diagnostics

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Figure 7-9. Inlet

Figure 7-10. Exhaust
The left EDC outputs data to the left PFD and

any AFD loses cross-talk input from any other
MFD and the right PFD, if installed. The left
PFD or MFD. The XLTK flag flashes for 5
EDC provides diagnostic data to the left IOC
seconds, then is steady. It is removed when
to be forwarded to the maintenance diagnos-
communication is restored. PFDs or MFDs
tics computer, if installed.
that have been deselected by pilot revision
will not cause the message.
The left EDC also output Gillham code to the
AlliedSignal KT-70 transponder. These are
pulses transmitted to the air traffic controller
over the transponder frequency that provides
altitude.
MFD or PFD Engine Displays

Green indicates normal limits. Yellow indi-
cates transient limits above or below normal
limits, typically bounded by time. Yellow in-
dicates the possible need for future correc-
tive action, and red indicates red-lines limits
and the need for immediate corrective ac-
tion. For example, to correct an overtemp or
overspeed condition, the scales themselves
are gray. All are displayed on a black back-
ground. The display priority normally looks
1) to the onside DCU, 2) to the cross-side
DCU, then to 3) the EDC.
AFD Cross-Talk Flag

A yellow, boxed, XTLK flag is displayed in the
PFD message window, and beneath the N 1
readouts on the MFD, when applicable, when Figure 7-11. Throttle Quadrant on Pedestal

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ENGINE SYSTEMS
The engine systems include the following:
• Oil system
• Fuel system
• Ignition system
• Instrumentation
• Power control
• Synchronization
OIL SYSTEM
General
The oil system is fully automatic and provides
cooling and lubrication of the engine bear- Figure 7-12. Oil Servicing Access
ings and the accessory section.
down correctly. The dipstick can be reached
Oil Tank through the open push-panel.
The 2.5-quart oil reservoir is an integral part
of the interstage housing, which incorpo- Oil Pump
rates a filler port and a calibrated dipstick
(Figure 7-12), which is accessible for ser- An engine-driven oil pump (including one
vicing and checking. pressure and two scavenge elements) provides
for pressure and lubrication and scavenging.
Check the oil within 10 minutes after shut- It is mounted on the accessory section.
down. Ensure the dipstick is properly secured
after the oil check and the cowl door are secured. Oil Cooling
The dipstick is marked at FULL and ADD. On
the test stand, the oil volume between FULL and The oil cooler is an oil-to-fuel heat exchanger
ADD is 1.0 quart. The way the engine is attached mounted on the engine gearbox. It uses output
to the airframe makes this volume approxi- fuel from the fuel control to cool engine oil.
mately 3/4 quart (slightly canted and tilted). Do
not fill above the FULL mark. Total oil in each Oil Filter
engine is 4.0 U.S. quarts.
The oil filter, which is a disposable cartridge,
The CJ1 engines include a sight glass with is used to remove solid contaminants. It has
FULL and ADD marks and a push-panel on bypass capability; however, there is no an-
the engine cowl under the dipstick door to nunciator light indicating the filter is by-
make it more convenient to check the sight passing. A bypass warning indicator on the oil
gage oil level. If it becomes necessary to ser- filter is checked “not extended” during the
vice oil, a three-step ladder is required to exterior preflight and postflight by touching
reach the door and dipstick. Lock the dipstick the indicator button through an access panel
down correctly or oil can leak. If checking oil, on the lower engine nacelle. The pilot feels the
pull and wipe the dipstick; then reinsert to metal button to see if it is extended (popped).
check the oil level, then lock the dipstick More than 15-psi differential pressure pops
the button.

Controls and Indications Oil pressure pointer markings with N2

< 80% are as follows:
OIL PRESS WARN Light
Red ........................................................ ≤24 psi
A 25-psi pressure switch acti- 25–34 psi ≥5 min
OIL PRESS
va t e s a r e d L H o r R H O I L 91–100 psi ≥5 min
WARN
PRESS WARN light and the ≥101 psi
LH RH MASTER WARNING annunci-
ators. Yellow .................................... 25–34 psi <5 min
91–100 psi <5 min
Oil Pressure Indicating Green .................................................. 35–90 psi
The oil pressure indicating system is powered Oil pressure digital readout are as follows:
from DC power (the left indicator from the left
extension bus and the right indicator from the Red ........................................................ ≤24 psi
right extension bus). 25–34 psi ≥5 min
91–100 psi ≥5 min
NOTE ≥101 psi
Starting under cold weather conditions: Yellow .................................... 25–34 psi <5 min
91–100 psi <5 min
When starting a cold-soaked engine Oil pressure pointer markings with N2
below freezing temperature, high oil ≥ 80% are as follows:
pressure can occur. As oil tempera-
ture rises at idle, oil pressure will Red ........................................................ ≤34 psi
fall. The engine should not be run 91–100 psi ≥5 min
above 85% N2 until oil temperature ≥101 psi
is above 10°C (50°F). The relief Yellow ................................................ 35–44 psi
valve opens if oil pressure rises over 91–100 psi <5 min
100 psi to speed oil warmup.
Green .................................................. 45–90 psi
The oil pressure display consists of an analog Oil pressure digital readout is as follows:
and part-time digital display for each engine.
A digital readout of oil pressure is displayed Red ........................................................ ≤34 psi
if an overlimit condition is detected with any 91–100 psi ≥5 min
oil parameter. ≥101 psi
Yellow ................................................ 35–44 psi
Oil pressure scale markings are as follows:
91–100 psi <5 min
Red band ................................................ ≤24 psi
≥101 psi
NOTE
Yellow band ........................................ 25–34 psi
91–100 psi Pointer and digital readout will flash
red or yellow for five seconds and
Green band.......................................... 35–90 psi then remain steady if outside normal
operating limits.
NOTE Digital readout is displayed only
Oil pressure indicator scale mark- when temperature is outside normal
ings do not change with varying N 2 . operating limits.

The oil pressure pointer stops flashing if ap- Oil Temperature

plicable when oil pressure is no longer yellow
or red. Three yellow dashes are displayed if oil The oil temperature display consists of an
pressure from all sources is failed. analog and part-time digital display for each
engine. The oil temperature scale is a simple
wide line with linear scaling from 0°C to
Oil Pressure Flag 140°C. The scale is yellow below 9°C, green
The oil pressure pointer is removed if no DCU from 10°C to 121°C, and red above ≥122°C.
data is available. Automatic source selection
between data sources is provided. L DCU is pri- Digital readout oil temperature is only dis-
ority source for left engine. R DCU is priority played when the oil temperature pointer is
source for the right engine. Cross-side DCU is yellow or red and is the same color as the
secondary source. pointer. Readout flashes for 5 seconds, then
steady, when yellow or red is first displayed.
Digital readout for oil pressure is only dis- The oil temperature readout is removed when
played when the oil pressure pointer is yellow oil temperature is no longer yellow or red. A
or red, and it is the same color as the pointer. minus (–) is displayed for negative values.
Readout flashes for 5 seconds, then steady,
when yellow or red is first displayed. The oil The oil pointer is:
pressure readout is removed when oil pres-
sure is no longer yellow or red. Red ........................................................ ≥122°C
Yellow ........................................................ ≤9°C
Oil Temperature Indicating
Green ................................................ 10°–121°C
Oil temperature is sensed by a resistance bulb,
then analog data is transmitted to a data
concentrator unit (DCU) and engine data
concentrator unit (EDC), converted to digital
data to display on the MFD.
ENGINE INSTRUMENTS ENGINE-FUEL

L STBY L L DCU L DCU L L FUEL L L FUEL L L FW L L
N1 EDC PRIM SEC OIL PRESS FLOW FUEL QTY CONTROL BOOST SHUTOFF FIRE DET IGNITION
5 5 5 5 5 5 5 5 15 71/2 5 5
R FUEL R R FW R R
IF ALL L-EDC L DCU R DCU CONTROL BOOST SHUTOFF FIRE DET IGNITION
ELSE N1, ITT, N2 PRIMARY PRIMARY
FAILS (ON-SIDE) ALL DATA ALL DATA
N1 LCD'S (ON-SIDE) (CROSS-SIDE) 5 15 71/2 5 5
Figure 7-13. Left Circuit-Breaker Panel
ENGINE INSTRUMENTS
R R FUEL R OIL R R DCU R DCU R STBY
FUEL QTY FLOW PRESS EDC PRI SEC N1
5 5 5 5 5 5 5
Figure 7-14. Right Circuit-Breaker Panel

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Oil Temperature Digital Readout NOTE

The oil digital readout is as follows: Continuous operation at all engine
speeds is permitted when engine oil
Red ........................................................ ≥122°C temperature is between 10 and 121°C
Yellow ........................................................ ≤9°C (50 and 250°F ).
NOTE
Pointer and digital readout will flash
NOTE
red or yellow for five seconds and Maximum permissible normal op-
then remain steady if outside normal erating oil consumption is .023 gal-
operating limits. lon per hour or approximately 0.1
quart per hour. In-flight shutdown
Digital readout is displayed only windmilling oil consumption is 0.2
when temperature is outside normal gallon per hour or approximately
operating limits. 0.8 quart per hour.
A lever-lock switch located on the right lower Oil Injectors

pedestal, to the left of the copilot’s left rud-
der pedal, turns the MFD diagnostics page Accessory gearbox and engine bearing com-
ON or OFF. The toggle switch just ahead of partment oil-saturated air is drawn through
the lever-lock switch turns on oil temperature the air-oil centrifugal impeller. The impeller
digital readout for maintenance. keeps most of the oil in the engine. A small
amount of oil vents overboard with the rela-
Oil temperature is removed if no DCU data is tively oil-free air. The oil injector is located
available. Automatic source selection between in the exhaust tube (airfoil shaped) at the 10
data sources is provided. L DCU is the priority o’clock position (LH engine) and the 2 o’clock
source for left engine. R DCU is the priority position (RH engine). To keep the oil off the
source for the right engine. Cross-side DCU is inner exhaust tube, the oil deflector tab is
the secondary source. Three yellow dashes are welded at the 9 o’clock position (LH engine)
displayed if oil temperature from all sources and 3 o’clock position (RH engine) on the aft
is failed. edge of the exhaust tube pointing aft. This tab
keeps the oil airborne.
Approved Oils
System Operation
Mobil Jet II and Mobil 254 are MIL-L-23699
oils approved for normal use but not mixed. Figure 7-15 illustrates the operation of the
Exxon 2380 is MIL-L-23699 Emergency Use engine oil system.
Oil and may be used pure or mixed with Mobil
Jet II oil only, for a maximum of 25 hours run
time between major periodic inspections.
FUEL SYSTEM
Record in the engine log book the total amount
of run time with Exxon 2380 oil. Following any General
usage of Exxon 2380 oil, the oil tank must be A hydromechanical fuel system supplies
drained, flushed with Mobil Jet II oil, and ser- metered fuel for engine starting, acceleration,
viced with pure Mobil Jet II oil. (Definition of deceleration, and steady-state operation.The
flush is removal of chip collector screens and engine fuel system includes an engine-driven
pouring one quart of Mobil Jet II through the pump, a high-pressure pump with a fuel filter,
oil fill port.) Check the current list of engine a fuel control unit (FCU), a manifold leading
oils in the “Limitations” section of the AFM. to a fuel slinger, a fuel control shutoff valve,
and a start nozzle.

INTEGRAL OIL RESERVOIR
7-14
1 2 3 4 LEGEND
COOL SUPPLY OIL
HEATED RETURN OIL
OIL PUMP TO ACCESSORY

GEAR BOX
RELIEF
VALVE SCAVENGE
PUMP
N2
OIL TO 91.8 % 91.8
ACCESSORY
GEAR BOX OIL PSI OIL °C

SCAVENGE ACCESSORY
PUMP GEAR BOX
MASTER
OIL PRESS
WARNING WARN
OIL COOLER FUEL FLOW
RESET
LH RH PPH
430 430
FUEL IN FUEL OUT
15 PSI 25 PSI
BYPASS SPRING TRANSDUCER TEMP
SENSOR
TOTAL OIL—4 US QTS
RESERVOIR—2.5 QTS
OIL FILTER
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Figure 7-15. Oil System

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High-volume low-pressure fuel enters the en- The FCU is contained within an aluminum body
gine fuel pump, where it is pressurized (motive that is bolted to the engine fuel pump. Fuel flow
flow), and delivered to the hydromechanical fuel between the fuel pump and the FCU is through
control unit (FCU). internal passages and there are no external fuel
lines connecting the pump to the FCU.
Metered fuel leaves the FCU, passes through
the fuel flow meter and enters the oil cooler Five parameters are sensed by the comput-
(heat exchanger). From the oil cooler, the me- ing section:
tered fuel then enters the combustor through
the fuel manifold tube and fuel slinger. The fuel • P 3 or compressor discharge pressure
slinger rotates with the high-pressure rotary • P A or ambient pressure T T2
group (N 2 ) and ejects fuel radially through a
series of holes into the combustion chamber. • Compressor inlet temperature
• N 2 rpm
Fuel Pump • Throttle position
The dual-stage fuel pump receives high-volume
fuel supply and delivers high-pressure fuel to The governing section senses N2 rpm and throt-
the FCU. This pump is not a suction pump and tle position then modifies the signals transmit-
must receive fuel under pressure from the wing ted by the computing section to the metering
tank. If this pump fails, the engine flames out section. This determines the position of the fuel
since there is no other source of high-pressure metering valve, and consequently, the volume
fuel available to the engine. of fuel delivered to the combustion chamber.
Fuel Filter Acceleration Bleed Valve

A disposable fuel filter removes any solid con- A fuel control unit (FCU) moves a cable con-
taminants from the fuel. This fuel filter is connected to a butterfly bleed valve on top of the
tained in a stainless-steel bowl located between engine in the interstage housing. The acceler-
the engine pump and fuel control unit. If the fuel ation bleed valve is open at start, closes over 85%
filter becomes blocked, a filter bypass valve will N 2 during engine acceleration, and reopens at
bypass total fuel flow (contaminated) around approximately 85% N 2 during deceleration.
the filter. The bleed valve unloads the HP compressor, al-
lowing improved acceleration response by vent-
If fuel filter bypass is imminent, ing bleed air into the bypass duct.
FUEL FLTR
a fuel filter differential pressure
BYPASS
switch mounted on the fuel pump
LH RH will illuminate the amber LH Emergency Fuel Shutoff
and RH FUEL FLTR BYPASS An N1 shaft separation detection device detects
annunciator and a MASTER N 1 shaft movement. This prevents N 1 rotor
CAUTION light at approximately 4.5 psi across overspeed if N 1 shaft separation occurs. If N 1
the fuel filter. If the FUEL FLTR BYPASS cau- shaft moves more than .050 inches, the FCU
tion light illuminates, it indicates impending or fuel shutoff lever is automatically closed, ter-
actual bypass. Land as soon as practical. minating fuel flow.
Fuel Control Unit

The FCU is hydromechanical and consists of
computing, governing, and metering sections.

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Fuel Flow Indication failed. Automatic source selection between

DCUs: L DCU is priority source for left en-
A flow meter senses metered fuel flow down- gine; R DCU is priority source for right engine;
stream from the FCU and displays fuel flow cross-side DCU is secondary source.
in pounds per hour digitally on the MFD
(Figure 7-16).
System Operation
The fuel-flow display is DC powered (the left Figure 7-17 illustrates operation of the engine
display from the left extension bus and the right fuel system.
display from the right extension bus). If nor-
mal DC fails, the MFD goes blank.
IGNITION SYSTEM
NOTE
General
Fuel-flow indication is disabled when
the associated throttle is moved to The Citation CJ1 incorporates a dual high-
cutoff. This prevents erratic fuel- energy ignition system on each engine, con-
flow indications when rpm decreases sisting of two side by side, exciter boxes,
below 10%. mounted at the one o’clock position. Each ex-
citer powers its respective igniter plug, one at
the 5 o’clock and the other at the 7 o’clock po-
Fuel flow is normally in pph. Optional kilo- sition on the combustion chamber. The igni-
grams per hour (kph) may be displayed. The tion system provides the spark to ignite the
fuel flow displays consist of digital readouts air-fuel mixture inside the combustion section.
for each engine. A white FUEL FLOW legend Each system includes a capacitive-discharge,
is displayed between the left and right digital single- output ignition exciter firing through
readouts. The CJ1 legend is FUEL FLOW PPH; an igniter lead. Dual plugs are provided for re-
display range is 0 to 1,050 pph (0 to 1,000 dundancy only. One plug is sufficient to start or
kph). Fuel flow values are displayed in green. sustain the engine. With one igniter inoperative,
the start will be neither slower nor hotter.
The displayed fuel flow values include 9 pph
for unmetered start nozzle fuel flow. The fuel Ignition operation is divided into automatic
flow signal must be valid. Four yellow dashes and selective phases.
are displayed if fuel flow from all sources is

1000 91.8 % 91.8 LBS
100 900 1500
OIL PSI OIL °C
90 800
1000
70
700
50 500
600 FUEL FLOW
30
400
430 PPH 430 930 930
99.2 99.2 200
Figure 7-16. Collins Multifunction Display (MFD) Engine Indicating System (EIS)

COMBUSTION
CHAMBER
FUEL
SLINGER
LEGEND
LOW-PRESSURE FUEL
HIGH-PRESSURE FUEL
START
NOZZLE
9 PPH
INCLUDED IN
FUEL FLOW
FUEL
MANIFOLD
FUEL
FUEL FILTER FILTER
BYPASS FUEL FLOW

LH RH 430 PPH 430 0IL
IN
FROM WING
FUEL TANKS ESV .05" OIL

COOLER
P
FUEL HIGH-PRESSURE FUEL FLOW
CENTRIFUGAL ENGINE-DRIVEN FUEL CONTROL
ENGINE-DRIVEN FILTER UNIT METER
FUEL PUMP OIL
FUEL PUMP OUT
international
Figure 7-17. Engine Fuel System (CJ1)
7-17
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Automatic ignition is available during engine There is no time limit for ignition operation;
starting and is terminated automatically when however, continuous use will reduce igniter life.
the start sequence is terminated. Ignition also
automatically activates when engine anti-ice
is selected on.
NOTE
The IGNITION switches must be on
for all takeoff and landing operations
Control and during flight in heavy precipi-
The ignition system is controlled by a switch tation or turbulence, practice stalls,
for each engine, located on the pilot’s switch and emergency descent.
panel (Figure 7-18). The IGNITION switch is
labeled “ON” and “NORM.”
Indication
When the IGNITION switch is in NORM, au- A green light near each IGNITION switch
tomatic ignition will occur during engine will be on whenever power is available to one
starting when the desired START button (Fig- or both exciters. These lights do not indicate
ure 7-18) is pushed to arm the ignition circuit that the associated exciter or plugs are firing.
and the associated throttle is moved from the
cutoff position to idle at 8 to 12% N 2 and N 1 A green IGN legend is displayed adjacent to
rotation. Ignition and starter operation are the upper center of the applicable analog ITT
both terminated by a 45% N 2 speed sensor on scale when the respective engine’s ignition
t h e s t a r t e r- g e n e r a t o r w h e n e n g i n e s e l f - discrete is received by a DCU (from the
sustaining speed is achieved. on-side ignition system).
Selecting the IGNITION switch to ON pro- The left DCU is the priority source for the
vides continuous ignition (for the selected en- left engine; the right DCU is the priority source
gine) regardless of the position of the throttle. for the right engine. The cross-side DCU is the
In this case, the left engine ignition power is secondary source for both. Source selection be-
supplied by the right crossover bus, and the tween the DCUs is automatic.
right engine ignition power is supplied from
the left extension bus. Figure 7-19 illustrates operation of the en-
gine ignition system.
When the IGNITION switch is in NORM, turn-
ing on an engine ANTI-ICE switch (Figure INSTRUMENTATION
7-19) will also provide continuous ignition for
the selected engine (refer to Chapter 10 Ice and
Rain Protection). DC power is supplied from the
General
same sources as previously described for the Powerplant instruments are located at the top
IGNITION switch. of the MFD (see Figures 7-14 and 7-16) and
are grouped as a horizontal row of displays.
From left to right, they display N 1 or fan rpm,
ITT or interturbine temperature, N 2 or high-
pressure turbine rpm, oil pressure, oil
temperature, and fuel flow.
N1 (Fan) RPM
N 1 or fan rpm is supplied from a monopole
pickup located in the compressor case next to
the oil dipstick. The monopole consists of a
Figure 7-18. Ignition Switches

T
H
R
O
T
T
L
E
S
IDLE
OFF
LH IGNITER RH IGNITER
PC BOARD PC BOARD
ENGINE FUEL
ENGINE START IGNITION
L FUEL L L FW L FIRE L
CONTROL BOOST SHUT OFF DET IGNITION
L DISENGAGE R L R
START 5 15 71/2 5 5
DISG
NORM NORM R FUEL R R FW R FIRE R

CONTROL BOOST SHUT OFF DET IGNITION
ANTI-ICE/DE-ICE
SHIELD WING/ENGINE 5 15 71/2 5 5

TAIL
ALCOHOL ON WING XFLOW L WING/ENG R WING/ENG AUTO
O O
F F LEGEND
F F
OFF OFF ENG ON ENG ON
L NORMAL DC POWER
MANUAL
R NORMAL DC POWER
HIGH ENERGY IGNITION
Figure 7-19. Ignition System (Left Engine Start)

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coil of wire wound around a permanent mag- Tape/pointer/

net, positioned near the teeth of a gear on the digital readout—Red .................... ≥105.4% rpm
low speed or inner shaft. The monopole pro- 104.5–105.3% rpm
duces a two-phase AC frequency proportional for ≥20 sec
to N 1 rpm. The output is displayed on a tape, Yellow ............ ≥104.5≤105.3%
pointer display (see Figure 7-16), calibrated rpm for <20 sec
in percentage of rpm. A three-digit LCD is also
Tape/pointer/
provided above N 1 vertical tapes.
digital readout—White ................ ≤104.4% rpm
Green ................ ≤104.4% rpm
N 1 is the primary thrust indicator for the FJ-
44-1A engine. All engine power settings are
made with reference to N 1 . NOTE
Tape, pointer, and digital readout
The power supply for both standby N1 LCD dis- will turn red or yellow if outside nor-
plays (Figure 7-20) is from the emergency bus. mal operating limits.
Pointer and digital readout will flash

N1 %RPM
5 seconds and then remain steady if
outside normal operating limits.
White tape pointer represents green

L R band.
Figure 7-20. L and R Standby N1s on N1 REF

Emergency Bus (LCD)
The N 1 REF consists of a single digital N 1 REF
If a DC failure occurs, the standby N1, LCD dis- readout and individual N 1 REF bug on each N 1
plays will be powered off the emergency bus. scale. Initially, no N 1 REF value is displayed.
The N 1 displays appear on the MFD when ei-
ther pilot selects any N 1 REF value other than
The FAN speed N1 display indicates engine fan the power-up value. The initial power-up value
rpm. N 1 is measured against a fixed 100% for N 1 on the ground is 95.9. After initial
(17,245 rpm) value (expressed in percent). power up, the N 1 value is the last set value.
The N 1 displays consist of an analog and dig- When powered up in the air, the N 1 REF value
ital display for each engine. Scale range is 0 is the last selected value.
is 120% with tick marks at 30, 40, 50, 60, 70,
80, 90, 95, 100, and 105%. There is a larger, The N 1 REF value is set by the pilot using the
red N 1 red-line mark with leading edge at REFS menu. When the REFS menu is selected
104.5%. Scaling is linear between 20% and on the display control panel (DCP), if the box
90% and between 90% and 110%. A scale is not around the N 1 REFS value, pressing the
change occurs at 90%. The N 1 digital display line select key adjacent to the N 1 REF legend
is a boxed readout with decimal point between (R3) will bring the box around the N 1 REF
third and fourth digits. value. The N 1 REFS value is initially dis-
played in smaller white characters and is con-
The N 1 markings are: sidered inactive. It becomes larger cyan
characters when it is made the active value.
Scale markings—Red line .............. 104.5% rpm When the box is around the N 1 REF value,
that value is set using the DCP MENU SET ro-
tary knob. N 1 REF readout range is 70.0% to

N 1 normal limit % value. The N 1 value is syn- Engine Start ITT Display
chronized so that when either pilot changes his
on-side controls, the N 1 REF value on all dis- During engine starts, a red ITT start limit mark
plays is set to the same value. N 1 REF is au- is positioned at the ITT red start limit. ITT
tomatically removed from the display when START red triangle is 1,002°C. The ITT
airspeed first goes above 200 knots. pointer is white when less than 1,000°C, and
red when 1,002°C to 1,050°C.
N1 Flag
N 1 pointer is removed if no EDC and DCU N 1
NOTE
data is available. Four yellow dashes and a dec- ITT normal limit and transient limit
imal point are displayed for the digital readout do not apply while ITT start limit
if all sources of N1 are failed. Automatic source mark is in view, but they become ac-
selection between data sources is provided. L t iv e w h e n I T T s t a r t l i m i t m a r k
DCU is priority source for left engine. R DCU is removed.
is priority source for right engine. Cross-side
DCU is the secondary source. EDC is the third
priority source. N 1 REF is automatically re- ITT After Start—Normal Operations
moved from the display when either engine N 1 The ITT gage indicates the temperature be-
miscompare is present. tween the first and second compressor stages
in degrees centigrade. The display of ITT con-
sists of an analog scale and pointer for each
ITT (Interstage Turbine engine. The ITT pointer only shows when ITT
Temperature) is above 100°C.
ITT for the FJ-44-1A is sensed by six chromel
alumel thermocouples located in the exhaust. Scale range is 100°C to 1,050°C, with tick
The analog output of the ITT probes is aver- marks at 200, 400, 600, 650, 700, 750, 800,
aged in the harness connector then sent to the 850, 900, 950, 1,000 and 1,050°C. Four lin-
data concentrator units and on-side engine data ear scale portions exist, with scaling charge
concentrator for conversion to digital data, above 600°C, 800°C, and changing again
then to the MFD for N 1 display. The standby above 900°C.
N 1 LCD displays powered by the emergency
bus also displays digital N 1. If the MFD fails ITT markings are as follows:
and the EIS displays are not available, use the
REV to PFD reversion switch (Figure 7-21) to For engine start cycle:
compress engine data on the PFD(s). If both Scale markings—Red triangle............... 1,002°C
MFD and PFD(s) displays fail, use the standby Red line........................ 822°C
N 1 LCD digital read out of N 1 . Yellow band ..... 798°C–820°C
Tape/pointer/
digital readout—Red .......................... ≥1,002°C
White ........................ ≤1,000°C
NORM
REV TO REV TO
PFD MFD NOTE
Tape will turn red and pointer will
flash red for five seconds and then re-
main steady red if outside normal
starting limits.
Figure 7-21. MFD/PFD Reversion Switch

Engine running red line and yellow Turbine N2 RPM

band do not apply, white ITT Start
Limit (red triangle) is in view.
(High-Pressure Compressor)
Turbine or high-pressure compressor rpm is
White tape pointer represents green supplied by the gearbox section and is digitally
band. displayed in percentage of rpm on the MFD lo-
cated above the oil temperature and oil pres-
sure tapes (see Figures 7-4 and 7-16). The N 2
For engine running: monopole pickup produces an N 2 AC fre-
Scale markings—Red line........................ 822°C quency proportional to N 2 based on fuel pump
Yellow band .... 798°C–820°C gear shaft speed.
Tape/pointer—Red ................................ ≥822°C N 2 is a standardized display of engine turbine
798°C–820°C rpm measured against a fixed 100% (41,200
for ≥5 min rpm) value.
Yellow .................. 798°C–820°C
for <5 min N 2 digital readout is as follows:
White .............................. ≤796°C
Red ................................................ ≥99.4 % rpm
NOTE Green .............................................. ≤99.3% rpm
Tape will turn red or yellow, the NOTE
pointer will flash red or yellow for
five seconds and then remain steady Digital readout will flash red for five
if outside normal operating limits. seconds and then remain steady if
outside normal operating limits.
White tape pointer represents green
band. Four yellow dashes and a decimal point are dis-
played if all sources of N 2 are failed. L DCU
ITT Flag is priority source for left engine. R DCU is pri-
ority source for right engine. Cross-side DCU
The ITT pointer is removed and a yellow FAIL is secondary source. EDC is third priority
legend is written vertically outside of the as- source. Automatic source selection between
sociated ITT scale if ITT from all sources is data sources is provided.
failed (Figure 7-22). Automatic source selec-
tion between data sources is provided. L DCU DC power failure will cause the MFD and EIS
is priority source for left engine. R DCU is display to fail. See Chapter 10, “Ice and Rain,”
priority source for right engine. Cross-side for N2 failure’s effect on wing and engine anti-
DCU is secondary source. EDC is third ice protection.
priority source.
Oil Pressure
ITT °C See Oil System, this chapter.
F 600 F Oil Temperature

A A
I 400 I See Oil System, this chapter.
L L
200
Figure 7-22. ITT Source Data Fails

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ENGINE POWER CONTROL Engine startups should be aborted for any of

the following starting conditions:
General
• False start—No ITT/fuel flow within 10
Engine power control is achieved by a throt- seconds after advancing the throttle to idle
tle operating in a quadrant on the center
pedestal. Throttle travel is from full aft or off, • Hot start—ITT rapidly approaching
through idle to full forward or maximum thrust 1000°C
position. An off stop prevents inadvertent se- • No N 1 rotation by 12% N 2
lection of off. A latch on the throttle must be
raised before the throttle can be moved to, or • Hung start—slow or no rotation after ITT
from, the off position. increases and prior to reaching idle rpm
During the start sequence and upon reading 8 To abort the start, move the throttle to OFF,
to 12% N 2 and indication of N 1 rotation, the motorize for 15 seconds, then start disengage.
throttle is advanced to idle. Lift the latch and
quickly advance the throttle halfway up the FJ-44-1A SALTY/SANDY/SMOG
race, releasing the latch, and snap it back ENVIRONMENT WATER WASH
against the idle stop. This will activate the ig-
nition microswitch. With fuel and ignition, POLICY
the ITT should increase within 10 seconds. Operators who routinely fly at low altitudes
(4,000 feet or below for more than 30 minutes)
A friction adjustment is provided for the throttle over saltwater environments should perform the
by a twist knob on the right side of the pedestal. powerplant desalinization procedure (71-00-
Forward rotation increases friction as indicated 03, P.B. 701) at the end of each day’s operations.
by arrows on the knob.
Operators who fly at higher altitudes or oc-
casionally lower altitudes (4,000 feet or higher
Engine Starting or below 4,000 feet for less than 30 minutes)
Engine starting is divided into two general over saltwater environments should perform
categories: ground starting and air starting. the powerplant desalinization procedure
(71-00-03, P.B. 701) at least once a week.
Ground starting is divided into battery start-
ing, generator-assist starting, and external Operators who routinely takeoff or land in
power unit (EPU) starting. Air starting is di- sandy or smog environments should perform
vided into starter-assist (battery) and wind- the powerplant desalinization procedure
milling airstart. (71-00-03, P.B. 701) at least once per week.
Perform compressor cleaning to improve com-
For a description of engine starting, see Chap- pressor efficiency by removing normal accu-
ter 2, “Electrical Power Systems.” mulations of dirt and grime (71-00-03, P.B.
701). Williams-Rolls recommends that all op-
All types of airstarts must be performed in erators perform this procedure at every rou-
accordance with the airstart envelope (Figure tine periodic inspection (Check 1 or Check 2),
7-23). Control and procedures for airstarting,
are in Chapter 2, “Electrical Power Systems.” as a minimum. Consult Williams-Rolls FJ-44-
1A Engine Training Manual, Level II, Ramp
To remain within the limitations for starting and Transit.
in a crosswind condition, tow or hand-push
the aircraft into the wind. When moving the Engine Cycles
aircraft by hand, have a person in the cockpit Engine operating life limits are determined by
guarding the brakes. mechanical and thermal stresses which occur

30
25
ALTITUDE—1000 FEET
20
15
10
0
100 120 140 160 180 200 220 240 260 280
KIAS
LEGEND
STARTER ASSIST
STARTER ASSIST, INTENTIONAL
WINDMILLING OR STARTER ASSIST
NOTE:
• AT LOW AIRSPEEDS, IT MAY APPROACH 1,000°C. THE ITT
MUST BE MONITORED SO AS NOT TO EXCEED THE LIMITS OF FIGURE
2-4 IN THE AFM. INTENTIONAL STARTER ASSISTED AIRSTARTS SHOULD
BE CONDUCTED ABOVE 150 KIAS TO ENSURE COOLER START
TEMPERATURE AND TO PROLONG ENGINE LIFE.
• IF THE ENGINE IS TO BE SHUT DOWN FOR INTENTIONAL AIRSTARTS, IT
SHOULD BE ALLOWED TO COOL AT IDLE FOR THREE MINUTES PRIOR TO
SHUTDOWN AND THEN ALLOWED TO COOL FIVE MINUTES WHILE SHUT
DOWN PRIOR TO RESTARTING.
Figure 7-23. Airstart Envelope
during engine operation. It is therefore nec- b. In-flight start

essary to record flight cycles (both partial and
full in addition to operating hours. The total 2. Partial Cycle:
true cycles will be the sum of full and partial
cycles accrued during each flight and must be a. A touch-and-go landing—0.50 cycle
recorded in the airplane log book for each in-
dividual engine at the completion of each b. A full stop landing without engine shut-
flight as follows: down—0.50 cycle
1. Full Cycle: c. Ground running: Idle to maximum con-

tinuous thrust—0.50 cycle
a. Engine start, takeoff power setting, fol-
lowed by engine shutdown, regardless
of duration

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SYNCHRONIZING the controller to synchronize the left and right fan

or turbine rpm as selected. Select FAN for
General passenger comfort or TURBINE for crew comfort.
The engines incorporate a fan or turbine rpm
synchronizer. The system consists of a syn- Indication
chronizer controller, an actuator, a control When the ENGINE SYNC switch is at FAN or
switch, and a light. The left engine is the TURB position, an amber ENGINE SYNC
master engine and the right engine is the slave. light (Figure 7-24) will be on.
When selected, the system functions to ad-
just the FCU rpm of the right engine to pre-
cisely that of the left engine. The system
operates in a very narrow band to prevent se-
rious spool down of the slave engine caused
by power loss or failure of the master engine.
Prior to engaging the synchronizer, the en-

gines should be manually synchronized with
the throttle to within ± 1.5%. When large power
changes are desired, the system should be
turned off, the power adjusted and synchro-
nized, and the system reengaged. The system
must be off during takeoff, approach and
landing, and single-engine operation.
The synchronizer reduces the characteristic Figure 7-24. ENGINE SYNC Switch
out-of-sync beat of turbine engines, providing
a quieter cabin for maximum passenger comfort. The system is turned on by the pilot when de-
sired after takeoff. The monopoles (turbine
and fan) supply rpm signals to the synchro-
Control nizer controller. The controller computes the
The engine synchronizer is controlled by a three- error difference of the selected (fan or turbine)
position rotary switch (Figure 7-24) labeled inputs and transmits an output signal to the
“ENGINE SYNC FAN–OFF–TURB.” Turning actuator in the right nacelle, which adjusts the
the switch off permits the controller to run the right FCU to synchronize the right rpm to
actuator (located in the right nacelle) to a null or that of the left engine.
center position. Selecting FAN or TURB permits

QUESTIONS
1. The primary thrust indicator for the 6. Of the following statements concerning
Williams-Rolls FJ-44-1A is: the FJ-44-1A engine, the correct one is:
A. Fuel flow A. Fuel from the engine fuel system is
B. N 1 used to cool the engine oil through a
C. ITT fuel-oil heat exchanger.
D. N 2 B. The engine accessory gearbox has its
own oil lubricating system (indepen-
dent of the engine itself).
2. If one igniter should fail during engine C. The indication of low oil pressure is
start: only the LH or RH OIL PRESS WARN
A. The engine will start normally. annunciator light.
B. It will result in a “hot” start. D. Electrical power is not required to
C. Combustion will not occur. power the ITT instrument since it is
self-generating.
D. The exciter box will act as a backup
and the engine will start.
7. The LH or RH OIL PRESS WARN light
on the annunciator panel illuminates
3. Ignition during normal engine start is whenever:
activated by:
A. Oil temperature exceeds 121°C.
A. Turning the IGNITION switches on at
8 to 12% N 2 B. Oil pressure is less than 25 psi.
B. Moving the throttle to IDLE at 8 to C. Oil filter clogs and bypasses oil.
12% N 2 and N 1 rotation D. The fuel-oil cooler becomes clogged.
C. Depressing the start button
D. Nothing; Ignition not needed during 8. The maximum allowable operating oil
normal engine start consumption for the FJ-44-1A engine is:
A. 0.8 quart per hour
4. Ignition and boost pump operation during B. .023 U.S. gallon per hour
engine start are normally terminated by: C. .5 gallon every 40 hours
A. Turning the IGNITION switches off D. No specified figure since it depends
B. T h e s p e e d - s e n s i n g s w i t c h o n t h e upon TBO
starter-generator at approximately
45% N 2
9. I f t h e N 1 fa n s h a f t s h i f t s m o r e t h a n
C. Turning the boost pump switch off .050 inch:
D. Opening the ignition circuit breakers
A. The engine automatically shuts down.
on the right-hand circuit-breaker panel
B. T h e v i b r a t i o n d e t e c t o r c a u s e s
illumination of the MASTER WARN-
5. Power will be automatically applied to
ING lights.
the igniters when the IGNITION switch
is in NORM anytime: C. The synchronizer shuts the engine down.
D. Nothing occurs.
A. The start button is depressed and the
throttle is out of OFF.
B. The surface deice system is activated.
C. The engine anti-ice switch is on.
D. Both A and C.

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10. The following engine instruments are 14. What is the maximum engine ground start
available in the event of a loss of normal tailwind component?
DC electrical power: A. 15 KTS
A. N 1 rpm and ITT B. 10 KTS
B. N 1 rpm, N 2 rpm, and ITT C. 13 KTS
C. N 1 rpm (pointer only) D. 20 KTS
D. N 1 rpm (standby LCD digital display)
15. Maximum oil consumption for an oper-
11. The ENGINE SYNC switch: ating engine is:
A. Should be in FAN for takeoffs and A. 0.5 gallon per hour
landings B. 1.5 pints per hour
B. Should be in TURB at altitude C. 0.5 quarts per hour
C. Can be placed in FAN or TURB after D. .023 gallon per hour
takeoff and should be left there for
the remainder of the flight
D. Should be off for large power changes 16. During inflight windmilling, the engine
will vent oil overboard. Typical con-
sumption is approximately:
12. The FJ-44-1A: A. .20 gallon per hour
A. Start fuel nozzle pump 9 pph constant B. 2 gallons per hour
B. Green ignition light confirming one or C. 1 quart per minute
both exciters powered D. 3 quarts per hour
C. Mobil Jet II and Mobil 254 are approved
D. All of the above
17. What is the maximum engine ground start
crosswind component?
13. Left fuel filter is bypassed: A. 12 KTS
A. The engines will flame out immedi- B. 10 KTS
ately, and the airplane should be C. 21 KTS
landed immediately.
D. 13 KTS
B. The fuel boost pump will automati-
cally be activated.
C. Fuel transfer should be selected to -
in-sure that the fuel is filtered before
reaching the engine.
D. Dirty fuel bypasses through the left
engine’s fuel filter. The LH fuel filter
bypass annunciator will illuminate.
Flame out is possible.

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL............................................................................................................................... 8-1
ENGINE FIRE DETECTION AND INDICATORS ............................................................... 8-2
Components ....................................................................................................................... 8-2
Engine Fire Sensor ............................................................................................................. 8-2
ENGINE FIRE Switchlights .............................................................................................. 8-2
ENGINE FIRE DETECTION TEST....................................................................................... 8-4
ENGINE FIRE EXTINGUISHING ........................................................................................ 8-4
Extinguishing Bottles......................................................................................................... 8-4
Operation............................................................................................................................ 8-4
PORTABLE FIRE EXTINGUISHER ..................................................................................... 8-6
QUESTIONS ........................................................................................................................... 8-7

ILLUSTRATIONS
Figure Title Page
8-1 Engine Fire Detection Sensor .................................................................................. 8-3
8-2 ENG FIRE Switchlights and Controls ..................................................................... 8-3
8-3 Rotary Test Switch .................................................................................................. 8-4
8-4 Engine Fire-Extinguishing System .......................................................................... 8-5
8-5 Portable Fire Extinguisher ....................................................................................... 8-6

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CHAPTER 8
FIRE PROTECTION
FIRE
WARN
FIRE PULL
INTRODUCTION
The Citation CJ1 is equipped with engine fire detection and fire-extinguishing systems
as standard equipment. The detection system consists of two separate detection circuits
(one for each engine) that provide visual and aural warnings. The fire-extinguishing sys-
tem consists of two fire bottles that are activated from the cockpit. The two fire bottles
are interconnected so that both bottles may be used for either engine. A hand-held fire
extinguisher provides fire protection inside the airplane.
GENERAL
The engine fire and overheat detection system two fire bottles charged with extinguishing
consists of a detector/sensor, detection con- agent, pressurized with nitrogen, and dis-
trol unit, and a fire warning light. The system charged by electrically activated squibs. The
requires normal DC power and is tested by the bottles are armed and activated manually from
rotary test switch located on the left panel. The the cockpit. In addition, the bottles are guarded
engine extinguishing system consists of against overpressure.

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the guard is lifted and the switchlight is de-

ENGINE FIRE pressed, the following occurs:
DETECTION AND
• The fuel and hydraulic firewall shutoff
INDICATORS valves close.
• The field relay on the generator is tripped.
COMPONENTS
• Both fire bottles are armed; white lights
The engine fire detection system consists of en- illuminate.
gine fire sensors, detection control units, ENG
FIRE switchlights, and a rotary test switch.
Firewall shutoff and extinguisher arming are
indicated by the illumination of the following
ENGINE FIRE SENSOR annunciator panel lights:
Each engine fire sensor (Figure 8-1) is a flex- • BOTTLE 1/2 ARMED
ible stainless-steel tube containing a fixed
volume of inert gas (helium). An increase in • LH or RH F/W SHUTOFF
temperature on any part of the tube increases • LH or RH FUEL LOW PRESS
the pressure of the gas. A detector unit con-
taining two pressure switches is connected to • LH or RH FUEL BOOST ON
the end of the tube. One switch is for alarm and • LH or RH HYD FLOW LOW
the other for integrity. When a fire or overheat
condition causes the gas pressure to increase • LH or RH GEN OFF
sufficiently to close the alarm switch, an elec- • MASTER CAUTION
trical signal is sent to the fire detection con-
trol unit. This illuminates the red ENG FIRE • LH or RH OIL PRESS WARN
switchlight in the cockpit. When the pressure
decreases, the alarm switch opens and deac- If the fire switchlight has been activated, de-
tivates the ENG FIRE switchlight. The in- pressing the switchlight a second time reopens
tegrity switch is normally closed. the appropriate valves and extinguishes the re-
spective annunciator lights. It will not reset the
NOTE generator field relay.
Illumination of the ENG FIRE switch-
light does not activate the MASTER NOTE
WARNING lights. The red LH or RH OIL PRESS
WARN annunciator will illuminate as
ENGINE FIRE SWITCHLIGHTS oil pressure drops below 25 psi as
engine spools down. The MASTER
The red ENG FIRE switchlights (Figure 8-2) WARNING also illuminates.
are located in the center of the cockpit
glareshield. Four bulbs are in each FIRE
switchlight. These lights are guarded switch-
lights labeled “LH” or “RH ENG FIRE.” When

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LOWER COWL
DOOR
FIRE DETECT
SENSOR TUBE
ELECTRICAL
CONNECTOR
CLAMP
CLAMP
CLAMP
CLAMP
Figure 8-1. Engine Fire Detection Sensor
LH RH
ENG ENG
FIRE FIRE
BOTTLE 1 BOTTLE 2
ARMED ARMED
PUSH PUSH
Figure 8-2. ENG FIRE Switchlights and Controls

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explosive cartridge-operated discharge valves.

ENGINE FIRE Each fire bottle contains a charge of Halon
DETECTION TEST 1301. The bottle uses a combination fill fit-
ting and safety relief valve. If the temperature
The engine fire detection system requires DC of the bottle should rise above 210°F, the bot-
power for operation. The rotary test switch tle will thermally relieve.
(Figure 8-3) on the pilot’s instrument panel is
used to test the fire detection system. When
FIRE WARN is selected, both ENG FIRE OPERATION
switchlights will illuminate. An engine fire or overheat condition is indi-
cated by illumination of the applicable ENG
FIRE switchlight on the glareshield. The throt-
tle is retarded to IDLE to verify that a fire ac-
tually exists. The plastic cover is lifted, and
depressing the illuminated ENG FIRE switch-
light causes both white BOTTLE ARMED
switchlights to illuminate, arming the circuits
to the bottles for operation. In addition, the fuel
and hydraulic firewall shutoff valves close
(respective FUEL LOW PRESS, FUEL
BOOST ON, HYD FLOW LOW, and F/W
SHUT OFF annunciators illuminate), and the
generator field relay is tripped open with
steady amber MASTER CAUTION. The
tripped field relay opens the power relay, il-
luminating the GEN OFF annunciator light.
The engine flames out, spools down, and re-
duces oil pressure to below 25 psi, illuminat-
ing the engine OIL PRESS WARN and master
warning lights.
Depressing either illuminated BOTTLE

ARMED switchlight fires the explosive car-
tridge on the selected bottle, releasing its con-
tents into the engine nacelle. The BOTTLE
Figure 8-3. Rotary Test Switch ARMED switchlight goes out. The BOTTLE
ARMED switchlight does not confirm the bot-
tle is serviced. This can only be confirmed by
ENGINE FIRE visual check of the bottle gages. A placard in
the compartment can be used to adjust for dif-
EXTINGUISHING ferent temperatures, i.e., 600 psi on a 70°F day.
EXTINGUISHING BOTTLES If the ENG FIRE switchlight remains on, in-

dicating that the fire still exists, the remaining
The engine fire-extinguishing system (Figure BOTTLE ARMED switchlight may be de-
8-4) consists of two fire bottles in the tail pressed after 30 seconds to release the contents
cone area, deployment tubes and nozzles, and of the remaining bottle into the same nacelle.
discharge control switches. The fire bottles in-
corporate fill and pressure relief valves, tem-
perature-compensating switches, and

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Detection and extinguishing system electri- NOTE

cal power for the left engine is supplied by the
right crossover bus. Power for the right engine Mechanical damage to the pneumatic
systems is from the left feed extension bus. detector sensor tube cannot result in
a false alarm. Damage to the unit will
Depressing the ENG FIRE switchlight a sec- result in a “NO TEST” rather than a
ond time opens the fuel and hydraulic shutoff false alarm.
valves and disarms the extinguishing system.
The generator field relay is energized when the
engine is restarted or by resetting the gener-
ator switch.
LH RH LEGEND
ENG ENG
FIRE FIRE EXTINGUISHING AGENT
CONTROL BOX
BOTTLE 1 BOTTLE 2
ARMED ARMED ELECTRICAL WIRING
PUSH PUSH
P P
BOTTLE 2
BOTTLE 1
Figure 8-4. Engine Fire-Extinguishing System

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PORTABLE FIRE
EXTINGUISHER
One portable hand-held fire extinguisher is in-
stalled in the cockpit and is accessible from ei-
ther the pilot or copilot positions (Figure 8-5).
The portable 2 1/ 2-pound hand-held fire extin-
guisher is mounted to the floor to the left side
of the copilot’s seat in a quick-release mount-
ing bracket. The portable extinguisher is a pres-
surized bottle containing Halon Type 1211
extinguishing agent. The extinguisher is rated
for class A, B, and C fires. Check pressure in
the green arc.
Figure 8-5. Portable Fire Extinguisher

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QUESTIONS
1. An ENG FIRE switchlight illumi- 5. If the contents of a bottle have been dis-
nates when: charged into a nacelle and the ENG FIRE
A. It is depressed. switchlight remains on for 30 seconds:
B. T h e M A S T E R WA R N I N G l i g h t s A. The fire has been extinguished.
illuminate for an engine fire. B. The other bottle can be discharged into
C. Temperature in the engine reaches the same nacelle by depressing the other
500°F. BOTTLE ARMED switchlight.
D. A pressure switch trips due to ther- C. The fire still exits, but no further ac-
mally induced inert gas expansion in tion can be taken.
a stainless-steel tube. D. The same BOTTLE ARMED switch-
light can be depressed again, firing a
2. In order to fire the explosive cartridges second charge of agent from the same
on the fire-extinguisher bottles: bottle.
A. DC power need only be available to
the emergency bus. 6. Depressing the ENG FIRE switchlight a
second time:
B. Normal system DC power is required.
C. The right BOTTLE ARMED light A. Opens the fuel firewall shutoff valve
must be pressed for a right engine fire B. Opens only the hydraulic firewall
and the left BOTTLE ARMED light shutoff valve
for a left engine fire. C. Resets the generator field relay
D. The ENG FIRE switchlight need not D. All of the above
be previously activated.
7. An engine fire or overheat is indicated by:
3. After a bottle has been discharged into a A. Illumination of a red ENG FIRE light
nacelle: and a flashing MASTER WARNING
A. No cleaning of the engine and nacelle light
area is required. B. Illumination of the ENG FIRE light
B. A thorough cleaning of the engine and automatic arming of the extin-
and nacelle area is required. guisher bottles
C. An inspection of the engine and na- C. Illumination of the red ENG FIRE
celle area is required to determine if warning light
cleaning is necessary. D. Automatic closing of the firewall shut-
D. None of the above. off valves and subsequent engine
flameout
4. When the fire-extinguishing system is
armed (both white lights ON):
A. The FUEL LOW PRESS and FUEL
BOOST ON lights come ON.
B. T h e H Y D F L O W L O W l i g h t
illuminates.
C. The GEN OFF light illuminates.
D. All of the above.

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
SYSTEM DESCRIPTION....................................................................................................... 9-3
Distribution ........................................................................................................................ 9-3
Precoolers........................................................................................................................... 9-3
Control ............................................................................................................................... 9-4
QUESTIONS ........................................................................................................................... 9-7

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System Diagram (SNs 0360 and Subsequent)........................................ 9-2
9-2 Precooler Intake and Exhaust Door.......................................................................... 9-4
9-3 Air Source Selector .................................................................................................. 9-4
TABLE
Table Title Page
9-1 Source Selections, Valve Positions, and Flow Rates
(SNs 0360 and Subsequent) ..................................................................................... 9-6

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CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The pneumatic system uses engine compressor bleed air. The air is extracted from both
engines and routed through control valves into a pneumatic manifold for distribution to
systems requiring pneumatics for operation. In the event of single-engine operation, air
from one engine is sufficient to maintain all required system functions. Safety devices
are incorporated to prevent excessive pressure. A control switch and condition indicat-
ing lights are installed in the cockpit.
GENERAL
Bleed air from each engine is extracted from • Service air (23 psi)
the engine high-pressure compressor section
and routed to the following systems: • Hydraulic reservoir
• Cabin door seal
• Cabin pressurization bleed air to brake
reservoir and door seal control valve • Horizontal tail deice boots
• Engine and generator inlets • Precooler temperature control
• Wing leading edges • Flood cooling vent
• Windshield rain removal and anti-ice • Pressurization dive solenoid for pressure
system • Pressurization ejectors (vacuum)

AIR SOURCE SELECTOR
9-2
L R CABIN HEAT, WINDSHIELD BLEED AIR BOTH
FULL FULL PRESSURIZATION, L R
T T AND FRESH AIR
H H TO CABIN LEFT RIGHT
R R MASTER
O O
T T CAUTION FRESH
T T 149°C (300°F) MAX EMER
L L EMERG RESET AIR OFF
E E AIR DUCT PRESS ON
S S TO O’HEAT TO
IDLE IDLE WING TEMP
TEMP SELECT
WING
OFF OFF M HOT A
L WING ANTI-ICE R WING ANTI-ICE A U
SHUTOFF VALVE SHUTOFF VALVE N T
U O
EMERGENCY A COLD
PRESSURIZATION L COLD
MANUAL HOT
VALVE 6 PPM
T
WINDSHIELD
ELECTRICALLY RAM AIR WINDSHIELD ANTI-ICE HEAT
HEATED PYLON CABIN ELECTRICALLY
MODULATING MODULATING EXCHANGER HEATED PYLON
INLET WHEN VALVE HEAT VALVE
FRESH EXCHANGER INLET WHEN
ENGINE ANTI-ICE ON EXHAUST
AIR ENGINE ANTI-ICE ON
INTO
T TAIL CONE T
L ENGINE R ENGINE
ANTI-ICE EXHAUST
OVERBOARD ANTI-ICE
VALVE VALVE
WINDSHIELD ANTI-ICE R PR
L PR CONTROL VALVE
SOV SOV
L R
FCV FCV

4 4
T 8
8 T
PYLON PYLON
PRECOOLER 282°C (540°F) MAX 282°C (540°F) MAX PRECOOLER
23 PSI SERVICE AIR PRSOV - PRESSURE REGULATING AND SHUTOFF

CONTROL VALVE—16 PSI, FAILSAFE OPEN
FCV - FLOW CONTROL VALVE—4 OR 8 PPM
BLD AIR SERVICE AIR (POUNDS PER MINUTE), FAILSAFE TO
REGULATOR 4 PPM POSITION
PRECOOLER O’HEAT
EXHAUST PRECOOLER
LH RH EXHAUST
DOOR
DOOR
international
Figure 9-1. Pneumatic System Diagram (SNs 0360 and Subsequent)

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• Four-position diverter valve and for- Right and left pylon ram inlet air is routed to
ward evaporator diverter door the cabin distribution system, if depressurized.
The entrance door seal is operated with engine

Control of engine bleed air into the cabin area bleed air. The system consists of a check valve,
is accomplished with the AIR SOURCE se- pressure regulating and relief valve, spring-
lector located on the lower instrument panel loaded door seal valve, inflatable door seal,
just to the right of the pedestal. Sensors located and necessary pneumatic lines and fittings.
in critical areas of the air system cause illu- The lower forward door lockpin actuates the
mination of annunciator lights on the main cabin door seal control valve in the door-
annunciator panel located on the center locked position, allowing bleed air to inflate
instrument panel. the door seal. The DOOR SEAL light illumi-
nates if pressure drops to a minimum value.
The secondary door seal should maintain
SYSTEM DESCRIPTION cabin pressure.
DISTRIBUTION PRECOOLERS
Major components of the bleed-air distribu-
tion systems are the manifold assemblies, pre- The precoolers are stainless steel, cross-flow
coolers, precooler actuators, and bleed-air heat exchangers mounted in the pylons that re-
ducts (Figure 9-1). duce hot bleed air from 800°F (427°C) to
500°F (260°C), which is suitable for use in the
Engine bleed air is routed from the nacelles airplane anti-ice, environment and pneumatic
through the precooler to the respective manifold systems. The precoolers are the primary means
assembly. Each manifold assembly provides of regulating the upper temperature of the
three individual outlets. bleed air going to all bleed-air systems. The
precoolers have two fundamental paths: the hot
A cross-fitting accepts bleed-air pressure from bleed-air path and the cooling air path. Cool-
either or both operating engines. The aft side ing air through the pylon-mounted precooler
of the cross-fitting supplies bleed air to a ser- heat exchanger is induced through an eductor
vice air pressure regulator, which regulates 23 that is located on the underside of the pylon,
psi to the service air systems and to the wind- and which exits aft of the pylon just in front
shield anti-ice system. of the thrust attenuators through the precooler
exhaust doors (Figure 9-2).
Bleed air is supplied out of the forward side
of the cross-fitting to the wing anti-ice valves If bleed air is too hot for sys-
(pressure regulating shutoff valves BLD AIR tem use (>540°F), the LH or
[PRSOVs]).
O’HEAT
RH BLD AIR O’HEAT annun-
ciator and MASTER CAU-
An inboard outlet provides bleed air to the LH RH TION lights will illuminate.
PRSOV, passing into the 4 and 8 ppm flow
control valve (FCV). Air from the flow con-
trol valve provides air to the cabin distribu- NOTE
tion system. High bleed-air supply temperature
will shut off the wing anti-ice pres-
sure regulating shutoff valve on the
side of the overheat, until the sys-
tem cools.

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Figure 9-2. Precooler Intake and Exhaust Door
CONTROL
The AIR SOURCE SELECT (Figure 9-3) de- AIR SOURCE SELECT
termines the amount of air that enters the cabin BOTH
and from what source it is supplied. The con- R
L
trol switch has positions labeled “OFF–FRESH
AIR–L–BOTH–R– EMER.”
The OFF position closes all environmental FRESH

AIR EMER
bleed-air valves. It energizes the left and right
PRSOVs, the FCVs, and the W/S anti-ice valve OFF
closed. The EMER valve is deenergized
closed. Bleed air is still available to the service
air system only, and no air enters the pressure Figure 9-3. Air Source Selector
vessel from the engines.

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The FRESH AIR position of the When the EMER position is selected in flight,
FRESH AIR SOURCE selector will not bleed air from both engines is routed directly
AIR pressurize the airplane, and is into the cabin through the windshield bleed-air
intended for ground use or low altitude un- system ducting. In EMER, the L and R PRSOVs
pressurized flight if fresh air is desired. The are energized closed and the EMER valve en-
source of air entering the cabin in FRESH ergized open regulating 6 ppm mass flow. The
AIR is ram air from the intakes on the forward windshield anti-ice valve is deenergized open,
edge of the pylons. Selecting FRESH AIR providing 120°F air when the windshield anti-
will cause the FRESH AIR annunciator to il- ice switch is in the OFF position, or 138 ±6°C
luminate flashing, then steady when the steady (280 ±10°F) air when the the windshield anti
ice switch is in the HI position, and 127 ±6°C
MASTER CAUTION is reset. It energizes the
(260 ±10°F) when in the LOW position. On the
left and right PRSOVs, the FCVs, and W/S ground the EMER pressurization valve cannot
anti-ice valves closed. The EMER valve is open by the left squat switch logic.
deenergized closed. It turns on the fresh air fan
to deliver pylon fresh air to the lower envi- Selecting EMER in flight or on
ronmental ducts. EMERG the ground will cause the
PRESS ON
EMERG PRESS ON annuncia-
The L and R positions limit pneumatic bleed- tor to flash and the MASTER CAUTION lights
air input to the engine associated with the se-
to come on steady. In flight, the emergency
lected switch position. The L position allows
use of air from the left engine and shuts off air valve opens under the floor near the back side
from the right engine. In L, the R PRSOV and of the copilot seat making a loud hissing sound
W/S anti-ice shutoff valves are energized as an alternate means of pressurization. When
closed, and the L PRSOV and FCVs are open. this mode is selected with windshield anti-ice
With the R position selected, the process is re- to OFF, the W/S AIR O’HEAT light and 5-psi
versed. The amount of airflow entering the pressure switch are deactivated so the W/S AIR
cabin is 8 pounds per minute (ppm) using L, O’HEAT light won’t illuminate for pressure. Air
R, or BOTH. at 120°F from the windshield heat exchanger is
regulated to 6 ppm mass flow through the emer-
The BOTH position opens the L and R PRSOVs gency valve in the underfloor area of the copi-
and FCVs and closes the W/S bleed-air shut- lot’s seat to heat and pressurize the cabin.
off valve, allowing bleed air from both en-
gines to pass through the bleed-air manifold Source selections, valve positions and flow rates
to the cabin heat exchanger. The EMER valve may be traced through Table 9-1 for SNs 0360
is deenergized closed. The valves fail to the and subsequent, for the normal source selector
BOTH position if normal DC power is lost. All positions and several possible abnormals.
take-off performance data is based on the
source selector being in the BOTH position.
If a complete DC electrical power failure oc-

curs, regardless of the AIR SOURCE selector
position, pneumatic air is supplied as if the
source selector switch is positioned to BOTH.
The emergency pressurization valve fails
closed, the L and R PRSOVs fail open, and the
FCVs fail to the 4 ppm flow rate for a total of
8 ppm flow to the cabin. The windshield bleed-
air shutoff valve fails open, directing air to the
two windshield bleed-air manual valves. The
wing anti-ice valves also fail open.

Table 9-1. SOURCE SELECTIONS, VALVE POSITIONS,

AND FLOW RATES (SNS 0360 AND SUBSEQUENT)
SOURCE LEFT RIGHT

EMER NET FLOW TO CABIN
CONDITION SELECTOR PRSOV/ PRSOV/
VALVE—PPM PPM/TEMP/PRESS
POSITION FCV—PPM FCV—PPM
Two engines operating BOTH Open 4 Open 4 Closed 0 8 ppm 65°–85°F
Two engines operating L Open 8 Closed 4/0 Closed 0 8 ppm 65°—85°F
Two engines operating R Closed 4/0 Open 8 Closed 0 8 ppm 65°—85°F
Two engines operating EMER Closed 4/0 Closed 4/0 Open 6 6 ppm 120°F ***
Two engines operating FRESH AIR Closed 4/0 Closed 4/0 Closed 0 0 depressurized to ambient
Two engines operating OFF Closed 4/0 Closed 4/0 Closed 0 0 leak rate until depressurized
L throttle OFF,
R engine operating BOTH/R Closed 4/0 Open 8 Closed 0 8 ppm 65°—85°F
L engine operating,
R throttle OFF L/BOTH Open 8 Closed 4/0 Closed 0 8 ppm 65°—85°F
L engine OFF and

lost DC power Any position Closed 4/0 Open 4 Closed 0 4 ppm cabin may rise
R engine OFF and

lost DC power Any position Open 4 Closed 4/0 Closed 0 4 ppm cabin may rise
L engine flameout, L throttle

idle, R engine operating BOTH/R Closed 4/0 Open 4 Closed 0 4 ppm cabin may rise
R engine flameout, R throttle

idle, L engine operating L/BOTH Open 4 Closed 4/0 Closed 0 4 ppm cabin may rise
NOTE:
1. The FCV (4 or 8 ppm) flow control valve fail-safes to the 4-ppm position with lost DC power and the
PRSOV (pressure regulating and shutoff valve) normally regulates 16 psi is a fail-safe open valve.
2. With both engines operating in BOTH at 4 + 4 = 8 ppm flow to the cabin.
3. With L or R selected, the selected FCV is energized to a full 8 ppm to cabin, while the nonselected FCV is
closed by logic.
4. Anytime a throttle is selected OFF, the remaining engine FCV is energized to 8 ppm flow to the cabin by logic.
5. In the unlikely event of engine failure and the loss of normal DC power, the operating engine FCV fail-safes
open to 4-ppm flow to the cabin. At half the normal flow rate to the cabin, cabin pressure may rise and
differential pressure reduce.
6. Should an engine flameout, the 8-ppm command will not signal the live engine FCV until the dead engine
throttle is selected to OFF. In the meantime, 4 ppm is available from the live engine FCV and the cabin may rise.
***Windshield bleed air OFF = 49°C (120°F) with source selector in EMER
Windshield bleed air HI = 138°C (280°F)
Windshield bleed air LOW = 127°C (260°F)

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QUESTIONS
1. The EMER PRESS ON light can only be 3. The L and R PRS0Vs, when open, allow
selected ON by the source selector and the engine bleed air to feed:
air source is: A. L and R FCVs at 4 ppm (total 8 ppm)
A. Left engine bleed air only and cabin heat exchanger for normal
B. Either/both engine bleed air through heating, cooling, and pressurization
the W/S heat exchanger at 120°F and B. 23-psi service air to the main cabin
regulated by the EMER valve at 6 door seal
ppm C. The windshield anti-ice valve
C. Right engine bleed air only D. All of the above
D. Ram pylon inlet air
4. Fresh air draws pylon ram inlet air:
2. The systems that use pneumatic bleed air A. To pressurize the cabin
for operation are:
B. To circulate air during unpressurized
A. Instrument air, emergency brakes and ground/inflight operations
the entrance door C. Turns on a fan to the lower ducts
B. Ta i l d e i c e , w i n d s h i e l d a n t i - i c e , D. B and C above
entrance door seal and cabin or
emergency pressurization
C. Entrance door seal, ACM and thrust
reversers
D. Ta i l d e i c e , w i n d s h i e l d a n t i - i c e ,
entrance door seal and ACM

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
ANTI-ICE SYSTEMS........................................................................................................... 10-3
Pitot and Static Anti-ice System ...................................................................................... 10-3
Ice Detection System ....................................................................................................... 10-4
Precooler .......................................................................................................................... 10-4
Windshield Anti-ice and Rain Removal System ............................................................. 10-5
Windshield Alcohol System ............................................................................................ 10-7
Rain Removal System...................................................................................................... 10-7
Engine Anti-ice System ................................................................................................... 10-8
Pylon Ram-Air Inlet Duct Anti-ice System..................................................................... 10-9
Wing Anti-ice System.................................................................................................... 10-10
TAIL DEICE ....................................................................................................................... 10-16
Operation ....................................................................................................................... 10-16
QUESTIONS....................................................................................................................... 10-19

ILLUSTRATIONS
Figure Title Page
10-1 Ice-Protected Surfaces ........................................................................................... 10-2
10-2 ANTI-ICE/DE-ICE Switches ................................................................................ 10-3
10-3 Windshield Ice Detection Lights and Switch ......................................................... 10-4
10-4 Wing Inspection Light and Switch ........................................................................ 10-4
10-5 Precooler Intake and Exhaust Door ....................................................................... 10-5
10-6 Windshield Bleed-Air Knobs ................................................................................ 10-5
10-7 Windshield Anti-ice System .................................................................................. 10-6
10-8 Alcohol Sight Gage and Nozzles .......................................................................... 10-7
10-9 Rain Removal Controls and Doors ........................................................................ 10-8
10-10 Pylon Ram-Air Inlet............................................................................................... 10-9
10-11 Wing/Engine Anti-ice System—Both Engines ................................................... 10-12
10-12 Wing/Engine Anti-ice System—One Engine ..................................................... 10-13
10-13 Tail Deice System ............................................................................................... 10-17
TABLE
Table Title Page
10-1 WING/ENG ANTI-ICE Light Operation............................................................. 10-11

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CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The Citation CJ1 is equipped with both anti-icing and deicing systems. The airplane is
approved for flight into known icing conditions when the equipment is functioning
properly. These systems should be checked prior to flight if icing conditions are antic-
ipated.
Anti-ice protection systems are incorporated into wing, engine components, windshield,
pitot-static, and angle-of-attack systems, plus pylon inlet heat. These systems should
be activated prior to entering icing conditions.
The tail deice system consists of pneumatic boots on the horizontal stabilizers.
GENERAL
Electrically operated valves, controlled by of bleed air to anti-ice the wing leading edge and
switches on the pilot’s panel, control the flow engine nacelle lip.

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Engine bleed air is discharged through nozzles visible moisture in any form is pre-
in front of the windshield for anti-ice protection sent. Icing conditions exist on the
of the windshield. Isopropyl alcohol is available ground when the indicated RAT is
for anti-icing the left windshield in the event that +10°C or below and where surface
bleed air is unavailable. Rain removal is provided snow, slush, ice or standing water
by deflecting air away from the windshield via may be ingested by the engines or
a set of doors. freeze on engine nacelles, or engine
sensor probes. The wing/engine anti-
Ice formation on the windshield causes a re- ice systems may be operated in the
flection of the glareshield ice detector lights ENG/ON position and the windshield
at night. The ice and rain system switches are anti-ice and the tail deice may be
green capped for easy identification. OFF provided it can be visually ver-
ified that no ice is accumulating. Se-
lecting engine anti-ice also initiates
NOTE continuous ignition.
Anti-ice systems and the tail deice
system should be turned on inflight
when icing conditions exist. Icing Figure 10-1 depicts the ice-protected areas on
conditions exist when the indicated the airplane.
RAT inflight is +10°C or below, and
Figure 10-1. Ice-Protected Surfaces

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The AOA HTR FAlL annunciator

ANTI-ICE SYSTEMS AOA HTR
light illuminates when the vane
FAIL
heater has failed. Operation may
PITOT AND STATIC be checked on preflight by turning the switch
ANTI-ICE SYSTEM to ON for approximately 30 seconds, then to
OFF, then feeling each element during the ex-
The pitot and static anti-ice systems are com- ternal inspection.
prised of two electrically heated pitot tubes, four
electrically heated static ports, and the angle-
of-attack vane heater. The pitot tubes are located CAUTION
on each lower side of the nose section of the
airplane. There are two static ports located just Limit ground operation of the
below the flight compartment windows on each pitot-static heater system to two
side of the airplane. Electrical power for the minutes to preclude damage to the
heating elements is controlled by the ANTI- pitot static heaters and angle-of-
ICE/DE-ICE, PITOT & STATIC–OFF switch attack probe.
on the left cockpit instrument panel. The PITOT
& STATIC switch also controls electrical power
to the angle-of-attack vane heater located on the NOTE
right side of the fuselage. Should the pitot tube(s) and or static
port(s) become restricted or blocked
Power to operate the left-hand pitot and static from ice formation, unreliable or
system is from the emergency bus. The right- complete failure of flight instru-
hand pitot and static system is powered from ments and other pitot-static sup-
the right-hand crossover bus. The angle-of- ported systems will occur.
attack heater is powered from the left-hand
feed extension bus.
A failure in the pitot and static CAUTION

P/S HTR
OFF system is indicated by illumina-
Remove the pitot tube cover(s) prior
tion of the LH or RH P/S HTR
LH RH to energizing the anti-ice system.
OFF annunciator light on the an-
nunciator panel. The P/S HTR
OFF light will illuminate whenever current
failure occurs to either pitot head or any static
port heater or when the pitot heat switch is in
the off position.
Figure 10-2. ANTI-ICE/DE-ICE Switches

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ICE DETECTION SYSTEM A wing inspection light is a fixed-position

light located forward of the wing leading edge
Icing can be detected at night by the windshield and mounted on the left side (optional—right
ice detection lights (Figure 10-3). These lights, side) of the fuselage (Figure 10-4).
are located on the glareshield and alert the pilot
that ice is accumulating on the windshield by The wing inspection light will illuminate the
reflection of a circular red glow on the pilot’s left wing to observe ice buildup during night
and copilot’s windshields. The pilot’s wind- flight. The light is controlled by a two-
shield ice detect light is located approximately position on/off switch located on the pilot’s in-
in the center of the pilot’s clear vision area, strument panel below the tail deice switch
and the copilot’s ice detect light is located just (Figure 10-4).
inboard of the unprotected clear vision area.
NOTE
When the anti-ice systems are oper-
ative, the copilot’s windshield ice
detection light must be monitored
for ice accumulation.
Figure 10-4. Wing Inspection

Light and Switch
PRECOOLER
The precoolers cool hot bleed air, from 800°F
to 500°F, to use in the wing leading edge, wind-
shield anti-ice, environmental, and service air
systems. The precoolers are the primary means
Figure 10-3. Windshield Ice Detection of regulating the temperature of bleed air going
Lights and Switch to the wing anti-ice system. They are conven-
tional stainless-steel crossflow heat exchangers
The windshield ice detection lights are turned mounted in the engine pylons. Cooling air is
on by the PANEL LIGHT CONTROL NIGHT- forced across the precoolers by an eductor that
DIM ON–OFF switch, in the ON position. In uses engine bypass air to create variable air-
the OFF position, the lights are turned off. flow through the intake area of the precooler. The
precooler intake is located on the lower portion
Normal operation of the ice detection lights is of the engine pylon, and the precooler exhaust
verified by positioning the PANEL LIGHT door is near the thrust attenuator hinge (Figure
CONTROL ON–OFF switch to the ON posi- 10-5). The precooler exhaust door opens and
tion, placing a fingertip over the lights, and closes by inputs from the precooler temperature
observing a red glow. control system. As the precooler door opens, en-
gine exhaust airflow draws air through the pre-
cooler by venturi effect. The precooler exhaust
door should not be pushed in during walkaround
preflight or damage may occur.

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Figure 10-5. Precooler Intake and Exhaust Door
BLD AIR If bleed air exiting the precooler BLEED AIR switch to HI or LOW. This action
O'HEAT is over 282°C (540°F) the LH or deenergizes the windshield bleed-air shutoff
RH BLD AIR O’HEAT annunci- valve open to allow hot engine bleed air to flow
LH RH ator light illuminates, warning to the system and activates an automatic tem-
the pilot of the overheat. perature controller.
The automatic temperature controller maintains

NOTE windshield bleed-air temperature at 138 ±6°C
When BLD AIR O’HEAT annuncia- (280 ±10°F) in the HI position and 127 ±6°C
tor illuminates, it shuts off the wing (260 ±10°F) in the LOW position by regulat-
anti-ice pressure regulating shutoff ing pylon ram cooling air through a heat ex-
valve on the side of the overheat, changer. The controller receives three inputs:
until the system cools to protect that the position of the WINDSHIELD BLEED
wing from excessive heat. AIR switch and two temperature probes. The
controller signal is transmitted to the motor-
ized air control valve, which controls the
WINDSHIELD ANTI-ICE AND amount of pylon ram cooling air across the
RAIN REMOVAL SYSTEM heat exchanger, cooling the bleed air; the ex-
tracted heat then exhausts into the battery com-
Both windshields may be anti-iced by use of partment. Temperature-regulated engine bleed
engine bleed air or by alcohol (pilot’s side air is then directed onto the windshields
only) in the event that the bleed-air system through a series of nozzles.
fails. The bleed air to the windshields is con-
trolled by a WINDSHIELD BLEED AIR
switch on the pilot’s switch panel and two
manually operated WINDSHIELD bleed air
valves on the pilot’s lower instrument panel.
The three-position switch is labeled
“HI–OFF–LOW.” The manual knobs rotate
CW to open and CCW to close the shutoff
valves, varying the volume of bleed air going
to the windshield. The windshield anti-ice
controls are shown in Figures 10-2 and 10-6.
Figure 10-6. Windshield
The windshield anti-ice system (Figure 10-7)
Bleed-Air Knobs
is activated by placing the WINDSHIELD

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When windshield anti-icing is required, the the windshield bleed-air solenoid valve and ex-
manual windshield bleed air valves are opened, tinguish the annunciator light as the system
and the WINDSHIELD BLEED AIR switch cools. If the overheat light illuminates, the
is selected to LOW if the indicated RAT on the windshield bleed air valves should be partially
MFD is warmer than –18°C (0°F) or to HI if closed to reduce airflow.
the indicated RAT is –18°C (0°F) or below.
Normal system operation is indicated by an in- A pressure switch in the windshield duct illu-
crease in air noise as the bleed air discharges minates the W/S AIR O’HEAT light if the duct
from the nozzles. pressure exceeds 5 psi with the WINDSHIELD
BLEED AIR switch in the OFF position. The
W/S AIR An overtemperature sensor lo- pilot should ensure that the manual windshield
O'HEAT cated near the discharge nozzles bleed-air valves are in the OFF position.
automatically energizes the elec-
trical solenoid bleed-air shutoff valve closed and If an electrical failure occurs, the windshield
illuminates the W/S AIR O’HEAT annunciator bleed-air solenoid valve fails open, and hot en-
if the temperature exceeds 149°C (300°F). This gine bleed air is available to the manual wind-
condition should not occur unless a sustained shield bleed-air valves. With an electrical
high-power, low-airspeed condition is main- power failure, the automatic temperature con-
tained or a system malfunction occurs. The trol and overheat warning are inoperative. If
overheat sensor will also automatically reopen the manual control valves are opened, the noise
LEFT NOZZLE RIGHT NOZZLE
LEFT RIGHT
OFF MAX OFF MAX

LEGEND
NOSE
PRECOOLED BLEED AIR
TEMPERATURE TEMPERATURE
RAM AIR SENSOR SWITCH
WARM AIR
149°C
TAIL W/S AIR
TEMPERATURE PRESSURE O'HEAT
BLEED HI SENSOR SWITCH
O AIR
F TEMP
F CONTR
HI 138 ±6°C 5 PSI
LOW AIR
LOW 127 ±6°C CONTROL
AIR INTO VALVE PYLON RAM
HEAT
TAIL CONE EXCH AIR IN
W/S BLEED-AIR
SOLENOID VALVE
(FAILS OPEN)
L R
BLEED AIR SUPPLY
Figure 10-7. Windshield Anti-ice System

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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 de-
sired. This procedure protects the windshields
from possible hot bleed air damage in the event
of an electrical power failure of the bleed-air
solenoid valve.
The windshield anti-ice system is tested by

positioning the rotary test switch to W/S TEMP
and placing the WINDSHIELD BLEED AIR
switch to both HI and LOW. A windshield
overheat condition is simulated and the W/S
AIR O’HEAT annunciator light illuminates.
The switch varies temperature and the valves
vary volume. When the switch is off the light
is pressure monitoring, and when the switch is
on HI or LOW it is temperature monitoring.
If the EMER position is selected in flight on

the source selector, with the windshield bleed-
air system off the 5-psi pressure switch and W/S
AIR O’HEAT light are deactivated for pressure.
Figure 10-8. Alcohol Sight Gage
WINDSHIELD and Nozzles
ALCOHOL SYSTEM RAIN REMOVAL SYSTEM
The backup windshield anti-ice system con- The rain removal system uses the normal bleed-
sists of an alcohol reservoir, electrical pump, air anti-ice system for rain removal, with rain
and nozzles to provide ten minutes of contin- doors to provide deflected airflow over each
uous alcohol anti-ice capability for the pilot’s windshield in heavy rain. The doors are manu-
windshield only. Six alcohol spray tubes are ally operated by pulling the PULL RAIN handle
incorporated in the pilot’s windshield bleed- located under the WINDSHIELD BLEED AIR
air nozzle assembly. The sight gage for the al- knobs on the pilot’s panel (Figure 10-9).
cohol reservoir is located in the right-hand
nose storage compartment, and the nozzles For rain removal, the PULL RAIN handle
are shown in Figure 10-8. should be pulled out, the WINDSHIELD
BLEED AIR knobs on the pilot’s control panel
The capacity of the alcohol reservoir is 1.9 liters should be rotated to the MAX position, and the
(2 quarts), and it uses an isopropyl alcohol- W/S BLEED switch positioned to LOW. Rain
based fluid (TT-I-735). The system is designed door opening is difficult above 175 KIAS and
to be used in the event the windshield bleed-air if the windshield bleed-air is already flowing
anti-ice system fails. It is controlled by the out of the nozzles. To increase airflow to the
WINDSHIELD ALCOHOL switch, which has windshield during periods of low-power set-
positions “ON” and “OFF.” The electrical power tings, such as during landing flare, rotate the
source is the crossover bus through the wind- copilot’s WINDSHIELD BLEED AIR knob to
shield alcohol circuit breaker on the left circuit the OFF position. This will divert all available
breaker panel.

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deenergizes both engine anti-ice shutoff

valves open, allowing hot engine bleed air to
anti-ice the engine inlet and generator cool-
ing air inlets. Bleed air is available on the
ground regardless of N 2 rpm setting by the left
squat switch.
ENG The ENG ANTI-ICE system is

ANTI-ICE monitored by an undertempera-
ture sensor on the ground (and
LH RH undertemperature and/or under-
speed sensor if in flight). The
RH or LH ENG ANTI-ICE annunciator lights
illuminate on the ground if the temperature
drops below 104°C (220°F) (or for under-
temperature and/or underspeed below 70%
N 2 rpm in flight by squat switch logic). The
ENG ANTI-ICE lights do not come on for the
first minute of undertemperature on the ground
(or undertemperature and/or underspeed if in
flight) to avoid nuisance trips of the lights. The
vigilant pilot would notice and correct the sit-
uation during that first minute, avoiding un-
wanted caution lights. At the end of a minute,
the ENG ANTI-ICE lights illuminate steady
(no MASTER CAUTION lights) to attract the
Figure 10-9. Rain Removal Controls pilot’s attention to correct the undertempera-
and Doors ture on the ground (or undertemperature and/or
bleed air to the pilot’s windshield. In addi- underspeed if in flight, whichever occurred
tion, the use of an approved rain repellent first). At the end of two minutes, the ENG
agent applied to the windshield before flight ANTI-ICE lights flash with steady MASTER
greatly enhances the effectiveness of the rain CAUTION lights to attract the pilot’s atten-
removal system. tion to correct the undertemperature on the
ground (or undertemperature and/or under-
During takeoffs or landings, the nosewheel speed if in flight). Remember, there is no un-
chine deflects water and slush away from the derspeed protection during ground taxi. There
engine inlets to prevent flameout. For normal is no overtemperature protection installed or
operations, takeoffs, and landings, avoid slush needed for the engine anti-ice system.
water depths of more than 3/4 inch.
The MASTER CAUTION lights are initially
disabled when ENG ON is first selected until
ENGINE ANTI-ICE SYSTEM the system heats and the ENG ANTI-ICE lights
extinguish the first time.
The engine fan, stators, and spinner are aero-
dynamically deiced. Ice will build on the spin-
ner and shed due to centrifugal and NOTE
aerodynamic forces. Minor acoustical vibra- The 70% N 2 speed sensor does not
tions may be evident at some power settings operate during ground operations.
as this ice builds and sheds. Bleed air will be supplied to the en-
gine regardless of power setting
Selecting the L and R WING/ENG anti-ice while in ENG ON or WING/ENG on
switches to the ENG ON position (see Fig- the ground.
ure 10-2), during ground icing conditions

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Engines should be heated at all times in icing • Pylon ram-air inlet heater pads
conditions in flight and during ground taxi. To
test only the engine anti-ice system when not These DC-powered items do not cause engine
in icing conditions, set the throttle(s) above power loss like windshield, wing, and engine
70% N 2 , then select ENG ON. Observe the heat that use engine bleed air.
ENG ANTI-ICE lights initially on for under-
temperature and out in as little as 30 seconds Exercise caution in high-speed descents in
on the ground or about two minutes in flight. icing not to reduce the rpm below 70% N 2
The nacelle and generator inlets are now prop- speed setting. Below 75 to 80% N 2 may bring
erly heated over 104°C (220°F). Turn the on undertemperature lights or tail deice boots
switches OFF and pull the throttles to IDLE. not cycling.
The test is correct. The ITT may rise slightly
and N 1 and N 2 drop slightly, proving the en- If DC power fails, the engine anti-ice shutoff
gine anti-ice valves opened. valves fail to open and N 1 power should be
computed with engine anti-ice ON. Opening
During ground operations in icing conditions, the engine anti-ice valve causes ITT to in-
advance the throttles above 70% N 2 and se- crease and N 1 and N 2 to decrease.
lect ENG ON. The ENG ANTI-ICE lights
come on as undertemperature lights for a few PYLON RAM-AIR INLET
seconds and go out. The nacelle and genera-
tor inlets are now properly heated warmer DUCT ANTI-ICE SYSTEM
than 104°C (220°F). When the wing/engine anti-ice switches are se-
lected to either the ENG ON or WING/ENG
Leave the switches in ENG ON and pull the position, power is supplied to electrically
throttles to IDLE. If the ENG ANTI-ICE lights heated blankets on the pylon ram-air inlet
come on for undertemperature, cycle the throt- ducts (Figure 10-10). These blankets prevent
tles as often as required to keep the ENG ANTI- ice from blocking ram cooling air to the cabin
ICE lights out. and windshield heat exchangers, which could
Ground operations are similar for the
WING/ENG selection, except the switches are
moved from WING/ENG to ENG ON when
the lights extinguish to protect the wings from
overheat and the engines from icing.
During in-flight icing operations, avoid pulling

the throttle below 70% N 2, which closes the en-
gine anti-ice valves. Throttle settings below ap-
proximately 75 to 80% N 2 may not provide
enough heat to keep the lights out or mass flow
to inflate the tail deice boots.
Preheating the inlets and wings speeds extin-

guishing the ENG ANTI-ICE and WING
ANTI-ICE lights when ready for takeoff.
Selecting ENG ON or WING/ENG uses nor-

mal DC to heat the following:
• Igniters
Figure 10-10. Pylon Ram-Air Inlet
• T T2

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result in the loss of cabin and windshield bleed The amber LH or RH ENG ANTI-ICE annun-
temperature control. During the preliminary ciator light(s) illuminate during ground or flight
cockpit checks, turn on pitot and engine anti- operations if engine nacelle inlet temperature
ice switches for 30 seconds. Touch check the drops below the 104°C (220°F) undertemper-
pitots, static ports, AOA, and pylon ram-air ature sensor setting (Table 10-1). The ENG
inlet heater blankets on the hot items/lights ANTI-ICE lights also come on during flight if
walkaround check exterior. engine N 2 is less than the 70% N 2 underspeed
sensor setting. The amber LH or RH WING
ANTI-ICE annunciator light(s) illuminate dur-
WING ANTI-ICE SYSTEM ing ground or flight operations if wing root
The engines must be heated at all times in temperature drops below the 110°C (230°F)
icing conditions during ground or flight op- undertemperature sensor or in flight below the
erations (Figures 10-11 and 10-12). The pilot 70% N 2 underspeed sensor setting. The WING
may choose not to heat the wings in icing con- ANTI-ICE light(s) also illuminate for any wing
ditions if no ice accumulations are observed root bleed-air leak overheat over the 63°C
on the wings. If ice is observed accumulating (145°F) overtemperature sensor setting.
on the wings on the ground, preheating is re-
quired. The wings must be heated at all times Preheating the wing and engine system dur-
during flight if ice is visibly accumulating ing ground operations requires the throttles to
(Figures 10-11 and 10-12). be above 70% N 2 power setting. For better
understanding, this 70% N 2 power setting
The L and R wing and engine anti-ice switches must be differentiated from and has nothing
are selected to WING/ENG (see Figure 10-2) to do with the 70% N 2 underspeed sensor. This
for ground test of the system or for ground power setting provides sufficient heat and
and/or flight icing conditions. Selecting pressure to heat the wing and engine anti-ice
WING/ENG during ground operations deen- system and extinguish the wing and engine
ergizes the L and R wing pressure regulating anti-ice lights quickly. Selecting WING/ENG
and shutoff valves open. This feeds precooler, illuminates the wing and engine anti-ice lights
hot engine bleed air to the wing leading edges. as undertemperature lights. With sufficient
Hot bleed air travels by the undertemperature heat and pressure available, the wing and en-
sensors at the wing root outward through the gine system warms up and the lights extinguish
wing leading edge and exits through louvers in approximately 30 seconds.
on the lower surface of the wingtips. During
the walkaround, check the louvers are unob- For flight (weight-off-wheels [WOW]) the
structed. A crossflow valve (XFLOW–OFF squat switch inputs the 70% N 2 underspeed
switch) provides anti-ice capability to both sensor. During high-speed descent in icing
wings if one engine is shut down. conditions reducing the throttles below the
underspeed sensor electrically closes both
During flight, ambient air is rammed through wing and engine anti-ice valves. Once the
a finger-sized hole located just under the root throttles have been advanced to a safe power
of each wing leading edge to the purge passage. setting above 70% N 2 , following an under-
Confirm the holes are unobstructed during the temperature situation, it may take up to two
walkaround. The purge passage is installed minutes to reheat and extinguish the
between the heated wing leading edge and the WING/ENG ANTI-ICE lights. During high-
forward portion of the fuel cell. Cool ambient speed descents above 15,000 feet, the throttles
air is rammed through this passageway to the should be kept in the 73% to 78% N 2 range to
wingtip to provide a cool air barrier between provide sufficient heat to prevent illumina-
the hot air at the wing leading edge and the fuel tion of the WING/ENG ANTI-ICE lights.
forward closure to the rear. Hot bleed air and
purge passage bleed air do not mix.

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Table 10-1. WING/ENG ANTI-ICE LIGHT OPERATION
This is a description of how the amber WING and ENG

ANTI-ICE lights and MASTER CAUTION lights operate.
MASTER WING ENG MASTER

CAUTION ANTI-ICE ANTI-ICE CAUTION
RESET RESET
LH RH LH RH
O N G RO U N D (After Heated and Lights Go Out)

GROUND CAUTION CAUTION CAUTION
EVENT LIGHTS LIGHTS LIGHTS
DURING THE 1st DURING THE 2nd DURING THE 3rd
MINUTE MINUTE MINUTE
AND BEYOND
UNDERTEMP No Lights ENG ANTI-ICE ENG ANTI-ICE

Steady Lights & No Flashing Lights
MASTER CAUTION & Steady MASTER
LIghts CAUTION LIghts
OVERTEMP WING ANTI-ICE WING ANTI-ICE

Lights Immediately Lights
On Steady & No Flashing/Cycling &
MASTER CAUTION Same
MASTER CAUTION
Lights Lights On Steady
Wing May Already
1-Minute Limit
Be Damaged
I N F L I G H T (70% N2 Minimum)
FLIGHT CAUTION CAUTION CAUTION
EVENT LIGHTS LIGHTS LIGHTS
DURING THE 1st DURING THE 2nd DURING THE 3rd
MINUTE MINUTE MINUTE
AND BEYOND
UNDERTEMP No Lights WING & ENG WING & ENG

Pilot Corrects ANTI-ICE Steady ANTI-ICE
Avoids Lights Lights & No Flashing Lights
MASTER CAUTION And Steady
Lights MASTER CAUTION
Lights
UNDERSPEED No Lights WING & ENG WING & ENG
Pilot Corrects ANTI-ICE Steady ANTI-ICE
Avoids Lights Lights & No Flashing Lights
MASTER CAUTION And Steady
Lights MASTER CAUTION
Lights
OVERTEMP WING ANTI-ICE WING ANTI-ICE

(All WING/ENG Lights Lights
ANTI-ICE Immediately On Flashing/Cycling & Same
Switch Flashing & No MASTER CAUTION
Positions) MASTER CAUTION Lights On Steady
Lights
NOTE: The underspeed sensor is removed on the ground.

NOTE: The MASTER CAUTION lights and the timers are activated after
warmup when the WING and ENG ANTI-ICE lights extinguish.

10-12
ANTI-ICE/DE-ICE
WING/ENGINE
WING XFLOW L WING/ENG R WING /ENG
104°C (220°F) T
O MINIMUM
F
F
OFF ENG ON ENG ON
ELECTRICALLY HEATED
PYLON INLET WHEN 282°C (540°F) MAX
ENG ANTI-ICE IS ON T
63°C
(145°F)
MAX
110°C (230°F) MIN
PURGE AIR T
INTAKE BLD AIR ENG
T WING ANTI-ICE PRESSURE O'HEAT ANTI-ICE
WING CROSSFLOW REGULATING SHUTOFF VALVES
SHUTOFF VALVE (FAIL SAFE OPEN) LH RH LH RH
(FAILS CLOSED)
PURGE AIR
SHUTOFF VALVES
T
TO LEFT AND RIGHT
INTAKE
T
110°C (230°F) MIN
AND SERVICE BLEED AIR SYSTEMS
63°C
(145°F)
TO WINDSHIELD BLEED AIR, EMER, PRESS,
MAX

T
282°C (540°F) MAX
ELECTRICALLY HEATED
WING PYLON INLET WHEN
ANTI-ICE ENG ANTI-ICE IS ON

LEGEND
LH RH ENGINE BLEED AIR
104°C (220°F)
MINIMUM TT
PRECOOLER
RAM AIR
ELECTRICAL HEATER
international
Figure 10-11. Wing/Engine Anti-ice System—Both Engines

FlightSafety
ANTI-ICE/DE-I CE
WING/ENGINE
WING XFLOW L WING/ENG R WING /ENG
104°C (220°F) T
O MINIMUM
F
F
OFF ENG ON ENG ON
ELECTRICALLY HEATED
PYLON INLET WHEN 282°C (540°F) MAX
ENG ANTI-ICE IS ON T
63°C
(145°F)
MAX
110°C (230°F) MIN
PURGE AIR T
INTAKE BLD AIR ENG
T O'HEAT ANTI-ICE
WING ANTI-ICE PRESSURE
WING CROSSFLOW REGULATING SHUTOFF VALVES
SHUTOFF VALVE LH RH LH RH
(FAILS CLOSED) (FAIL SAFE OPEN)
PURGE AIR
SHUTOFF VALVES
T
TO LEFT AND RIGHT
INTAKE
T
110°C (230°F) MIN
AND SERVICE BLEED AIR SYSTEMS
63°C
(145°F)
TO WINDSHIELD BLEED AIR, EMER, PRESS,
MAX

T
282°C (540°F) MAX
ELECTRICALLY HEATED
WING PYLON INLET WHEN
ANTI-ICE ENG ANTI-ICE IS ON

LEGEND
LH RH ENGINE BLEED AIR
104°C (220°F)
MINIMUM TT
PRECOOLER
RAM AIR
ELECTRICAL HEATER
international
Figure 10-12. Wing/Engine Anti-ice System—One Engine
10-13
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During ground operations engine bleed air is slightly and the N 1 and N 2 drops slightly
available to the wing and engine system at all indicating the wing and engine anti-ice valves
throttle rpms (no underspeed sensor). For pro- opened. Observe that the WING ANTI-ICE and
longed ground operations, heating the wings ENG ANTI-ICE annunciator lights initially
is limited to one minute after the WING ANTI- illuminate steady for undertemperature and
ICE lights extinguish. Longer than this might extinguish in approximately 30 seconds. It is
cause structural damage to the wing leading during this time, while the throttles are advanced
edge. When the wings are correctly heated, as waiting for the WING/ENG ANTI-ICE lights to
indicated by the WING ANTI-ICE lights ex- go out, to run the 18-second test of the TAIL
tinguishing, the system is switched OFF (for DEICE boots (if the RAT is warmer than
a system test) or ENG ON (if in icing condi- –35°C). The engines are properly heated when
tions) and the throttles reduced to idle. This the ENG ANTI-ICE lights extinguish and the
stops heat to the wings until the next time you wing is properly heated when the wing anti-ice
need to preheat, as indicated by visible accu- lights extinguish. Select both switches to OFF
mulations of ice on the wing leading edges. and reduce the throttles to IDLE. The wing and
engine anti-ice tests are good.
WING Undertemperature is a ground
ANTI-ICE and in flight possibility. During CAUTION
flight if the throttles are reduced
LH RH below the underspeed sensor,
During ground operation, for test or
both engine and wing anti-ice
icing conditions, turn the WING/ENG
valves immediately close and the one-minute
switch to OFF immediately when the
timer is activated. The WING ANTI-ICE
WING ANTI-ICE lights go out to
amber annunciator light(s) illuminate steady
prevent wing overheat damage.
one minute (no MASTER CAUTION lights)
after the throttle is retarded to an underspeed
or an undertemperature condition, whichever During ground operation in icing conditions,
occurred first. If the pilot does not advance the advance the throttles above 70% N 2 and select
throttle above 70% N 2 by the end of the sec- WING/ENG. Note the ITT increases slightly
ond minute, the MASTER CAUTION lights il- and the N 1 and N 2 drop slightly, indicating the
luminate steady and the amber WING and wing engine anti-ice valves opened. The WING
ENG ANTI-ICE lights flash to attract the and ENG ANTI-ICE lights illuminate as un-
pilot’s attention to increase rpm and temper- dertemperature lights for approximately 30
ature. The 70% N 2 minimum rpm setting must seconds and then extinguish. The engine and
be maintained during flight icing. It may take wings are now properly heated. Select the
up to two minutes at 75 to 80% N 2 , to extin- switches down to ENG ON and reduce the
guish undertemperature lights or provide suf- throttles to IDLE.
ficient bleed-air flow to inflate the horizontal
tail deice boots. If visible accumulations of ice are observed
on the wing leading edges, preheating is again
The MASTER CAUTION lights and one-minute required. Advance the throttles above 70%
timers are disabled when WING/ENG or ENG N 2 and select WING/ENG until the lights ex-
ON is first selected until achieving normal tinguish. Then select ENG ON and reduce the
heated temperatures as indicated by the WING throttles to IDLE. If the ENG ANTI-ICE lights
and/or ENG ANTI-ICE lights extinguishing. illuminate at IDLE RPM (undertemperature)
The timers are really 50-second timers but are and no ice is accumulating on the wings, re-
referred to as one-minute timers for simplicity. main in ENG ON and cycle the throttles above
70% N 2 until the ENG ANTI-ICE lights ex-
To ground test the wing and engine anti-ice tinguish, then reduce the throttles to idle. Pre-
systems, set the throttles above 70% N2 and heat as often as required. If stopped, set the
select WING/ENG. Note the ITT increases

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international
parking brakes and guard the brakes to prevent WING ANTI-ICE light illuminates, a wing
inadvertent movement of the airplane at mod- overtemperature is indicated. Undertempera-
erate power settings. When ready for takeoff, ture monitoring is turned off in this case. This
request a 30-second delay to activate the anti- could mean a wing anti-ice valve has failed open
ice systems. When cleared into position, line- allowing hot bleed air to flow to a wing. Re-
up, with the nosewheel centered and brakes on. ducing power and selecting XFLOW directs
Set the throttles above 70% N 2 , and wait for half the bleed air to the apparently overheated
the lights to extinguish (approximately 30 wing and half to the opposite wing to reduce heat.
seconds). When cleared for takeoff, you’re
rolling down the runway with full confidence Wing overtemperature is normally not a prob-
the anti-ice equipment is operating correctly. lem during flight; however, it can be a prob-
During day operations, the wings can be eas- lem during ground operations where cooling
ily observed for ice accumulation and the need air is not available to extract the wing bleed-
to anti-ice them. During night operations, the air heat. Any wing structural overtempera-
wing inspection light may be used to see ice ture over 63°C (145°F) or BLD AIR O’HEAT
accumulations on the left wing only. Don’t light (precooler discharge air over 282°C
forget the very important check for wing icing (540°F) could damage the wing leading edge.
five minutes prior to takeoff. If ice is accu- Either overtemperature situation immediately
mulating behind the heated wing leading- edge closes the wing anti-ice valves to protect the
area, deicing by whatever means is required wings. This condition can occur during sus-
prior to takeoff. That same icing is on the hor- tained ground operation at high rpm. Check-
izontals and other wing. list procedure has the pilot retarding the
throttle to assist in cooldown for either kind
If an engine is shut down during flight in icing of overtemperature malfunction. Wing struc-
conditions, there is undertemperature moni- tural overtemperature protection is active in
toring on the inoperative engine wing in SNs any switch position (WING/ENG, OFF, and
0360 and subsequent. If an engine is shut ENG ON). If a wing overtemperature occurs
down, selecting both switches to WING/ENG the (1) WING ANTI-ICE light(s) immediately
allows the pilot to monitor for undertemper- come on flashing, (2) the wing anti-ice valves
ature on both the operating engine wing and immediately close to protect the overheated
the inoperative engine wing. If either WING wing, and (3) the MASTER CAUTION lights
ANTI-ICE light comes on, it is a wing un- are armed to come on in approximately one
dertemperature and the pilot knows to ad- minute. The affected wing anti-ice valve and
vance the remaining good engine for more light may cycle on the overtemperature sen-
heat. The pylon heater pads will be heated to sor until the overtemperature is corrected.
avoid ice blockage of pylon ram cooling air to During prolonged ground test there is a one-
the main cabin and windshield heat exchang- minute limit to heat the wings after the WING
ers. During an inflight engine shutdown, set ANTI-ICE lights extinguish.
75 to 78% N 2 to prevent illumination of the
WING and ENG ANTI-ICE lights for under- Before any ground static engine power runups,
temperature. If normal DC fails, the XFLOW confirm after engines reach idle rpm that the
valve fail-safes closed and the inoperative en- WING/ENG switches are off and that the wing
gine wing cannot be heated. anti-ice valves are properly closed (electrically
closed by normal DC). Have maintenance per-
The XFLOW selection is used (1) to anti-ice the sonnel check that no hot bleed air is venting the
inoperative engine wing, (2) to heat a wing if the louvers at each wingtip. If no air is venting the
operating engine wing anti-ice valve has failed wingtip louvers, the wing anti-ice valves are
closed, and (3) during an overtemperature in properly closed and the static ground power
nonicing flight conditions with the switches off. checks may be accomplished. If hot air is vent-
An overtemperature of the wings is improbable ing the louvers, the wing anti-ice valves(s) are
during flight, but if the switches are off and a failed open. Shut down the engines and

FlightSafety
international
perform maintenance on the affected wing anti- OPERATION

ice valves(s) before attempting the static ground
power runups. Avoid touching the wing lead- AUTO is the normal system mode. When the
ing edge when a defective wing anti-ice valve switch is in the AUTO position it provides one
might be leaking hot bleed air into the wing. This six-second cycle for each boot followed by
could result in burns to the hand. approximately three minutes of rest counting
from the time the system was initialized. Boot
If the N 2 speed display fails in icing conditions cycling is controlled by two control valves. The
(simulates rpms below 70% N 2 ), the wing and MANUAL position overrides AUTO and in-
engine anti-ice valves will energize closed, ter- flates the boots as long as the switch is held.
minating needed bleed air to the wings and en-
gines. If normal DC fails, the engine and wing When the tail deice switch is off, both hori-
anti-ice valves fail open and the wings and en- zontal stabilizer boot control valves are deen-
gines are heated. To avoid overboosting the energized open and continuously bleed air
gines, calculate N 1 power with anti-ice on. If through ejectors, creating vacuum to hold the
the engine anti-ice circuit breakers pop and are boots deflated.
not resetable, the wing and engine anti-ice
valves are deenergized open, heating the wing To cycle the boots, place the tail deice switch
and engines, and the WING and ENG ANTI- to the AUTO position. This energizes a system
ICE annunciators are failed. timer initiating the inflation cycle. During the
first six seconds, the left horizontal stabilizer
boot control valve is energized closed for in-
flation. After six seconds, the control valve is
TAIL DEICE deenergized open to create vacuum to return the
left boot to its deflated position. During the
Deicing of the horizontal stabilizer leading edges middle six-second time period, both control
is provided by inflatable boots controlled by valves remain deenergized open. Then, the right
the tail deice AUTO–OFF–MANUAL switch control valve closes inflating the right hori-
(see Figure 10-2) on the pilot’s instrument panel. zontal boot for six seconds. At the completion
of the last cycle, both control valves remain
Bleed air is available to the system when the deenergized for three minutes from initiation of
engines are operating. A timer controls auto- the cycle, and then repeat the cycle.
matic sequencing of boot operation. Electrical
power is from the right crossover bus through TAIL DEICE As each set of boots is inflated, a
the TAIL DEICE circuit breaker on the left FAIL 16-psi pressure switch illuminates
circuit-breaker panel. the white LH or RH TAIL DEICE
LH RH annunciator light to indicate actu-
If electrical power is lost, the system is inop- ating pressure has been applied
erative, and icing conditions must be avoided. (Figure 10-13).
Do not activate the boots if the indicated RAT

is below –35°C (–31°F). Permanent boot dam-
age could result.

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FOR ANY ICING ENCOUNTER, WITH INOPERATIVE HORIZONTAL BOOTS,

THE MAXIMUM FLAP SETTING THROUGH LANDING IS 15°. MAINTAIN
160 KIAS MINIMUM UNTIL THE APPROACH PHASE.
23 PSI REGULATOR
EJECTOR
VALVES
LEGEND E E
VACUUM AIR
SERVICE BLEED AIR TAIL

DEICE
PS PS
16 PSI
PRESSURE SWITCH
TAIL
DEICE
LH RH
ANNUNCIATOR ACTIVATED BY PRESSURE
Figure 10-13. Tail Deice System

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The tips of the horizontals can be seen from

the cockpit. It is difficult to judge the amount
of ice buildup. This is why the “AUTO” cycle
is provided.
If the tail deice boot(s) fail, monitor the tips

of the horizontals for observed icing and limit
flaps to 15° maximum to avoid unexpected
pitch transients due to tailplane icing.
Keep the speed of 160 KIAS minimum in sus-

tained icing until necessary to slow down for ap-
proach and landing.
The descent from high altitude, cold soaked

airframe into icing conditions at temperatures
near –35°C require thoughtful consideration:
should the pilot inflate the tail deice boots at
temperatures slightly warmer than –35°C?
The boots could be damaged because they are
still cold soaked colder than –35°C. No guid-
ance in this area is available. The pilot should
exercise caution about a short warmup time for
the rubber boots before starting inflation cy-
cles. If too early, boot failure is possible.

QUESTIONS
1. Anti-ice systems should be turned on in 5. Select the one correct statement
flight when operating in visible moisture concerning the W/S AIR O’HEAT
with an indicated RAT: annunciator light:
A. +10°F and +30°F A. If the light illuminates when the sys-
B. –30°F tem is operating, the solenoid valve
C. –20°C should close, cutting off windshield
D. +10°C or below
air.
B. The light can only illuminate when
2. The P/S HTR OFF light:
the windshield bleed-air switch is po-
sitioned to HI or LOW.
A. Will illuminate, with the system se- C. T h e l i g h t a l w a y s i n d i c a t e s t h a t
lected, when current fails to any pitot the temperature of the air is
or static heating element uncontrolled.
B. Will illuminate, with the system se- D. When the light is illuminated, the rain
lected, if the AOA heating element removal augmenter doors will not op-
has failed erate.
C. Will not illuminate if the pitot heat
switch is OFF 6. Failure of the normal electrical system
D. Indicates that icing has caused all will result in:
pitot static instruments to be inoper-
ative A. Complete failure of the windshield
anti-icing system
3. At night, ice formation can be detected by: B. Continuous flow of hot bleed air, with
windshield temperature control pos-
A. Wing inspection lights on the right sible only through regulation of the
side (only) of the airplane volume of bleed air permitted to the
B. Red windshield ice detection lights windshield
C. I l l u m i n a t i o n o f t h e I C I N G C. Continued windshield anti-icing with
DETECTED annunciator light complete control of the bleed-air tem-
D. Any of the above are correct. perature
D. Continuous isopropyl alcohol flow to
4. In the windshield anti-icing system: the windshield, to replace the normal
A. The windshield bleed-air control bleed-air anti-icing
valve will fail electrically in the closed
position. 7. The W/S AIR O’HEAT light will
B. An overtemperature condition is not illuminate:
critical since neither the ducting nor A. If 5-psi pressure is sensed in the duct
the windshield are vulnerable to over- with the WINDSHIELD BLEED AIR
heat. switch in OFF
C. An overheat light, with the system B. If the temperature of the air going to
ON, indicates excessive bleed-air tem- the windshield exceeds 149°C with
perature. the WINDSHIELD BLEED AIR
D. During rain removal, the W/S AIR switch in the HI or LOW position
O’HEAT light will not function. C. If DC power fails
D. Both A and B are correct.

8. When using rain removal: 12. The LH or RH ENG ANTI-ICE light il-
A. The augmenter doors can be easily luminates if the engine inlet temperature
pulled open with windshield bleed air of the engine drops below:
in LOW or HI flow. A. 300°C
B. The volume of bleed air to the wind- B. 104°C
shield is regulated by the HI–LO C. 90°C
WINDSHIELD BLEED AIR switch. D. 120°C
C. A windshield bleed overheat will not
affect rain removal. 13. The cockpit indications of the engine anti-
D. T h e a u g m e n t e r d o o r s s h o u l d b e ice system operating, and the opening of
opened prior to applying bleed air on the valves will be:
the windshield.
A. Illumination of the MASTER CAU-
TION lights
9. The windshield alcohol system:
B. The stator valve opens and the ENG
A. Is a backup system for the windshield ANTI-ICE light comes ON
anti-ice system C. ITT rise, N 1 and N 2 decrease and the
B. Energizes ejectors that apply alcohol amber LH and RH ENG ANTI-ICE
to both the pilot’s and the copilot’s annunciator panel lights ON
windshields D. T h e n a c e l l e t e m p e r a t u r e e x c e e d s
C. Utilizes a pump that supplies alcohol 320°F, and the MASTER CAUTION
to the pilot’s windshield only for a light illuminates
maximum of ten minutes
D. Both A and C are correct. 14. If the MASTER CAUTION and WING
ANTI-ICE lights illuminate:
10. Once conditions necessary to extinguish A. Bleed-air temperature entering the
the ENG ANTI-ICE annunciator lights wing leading edge is less than 110° C.
are satisfied, a minimum power setting to
B. T h e m i n i m u m p o w e r s e t t i n g t o
sustain the operation inflight is:
extinguish the WING ANTI-ICE is
A. 70% N 1 rpm 85% N 2 .
B. 75% to 78% N 2 rpm C. If the left engine is shut down, the left
C. 60% N 2 rpm wing cannot be anti-iced.
D. 80% N 2 rpm D. T h e m i n i m u m p o w e r s e t t i n g t o
extinguish the WING ANTI-ICE is
11. The time for the ENG ANTI-ICE annun- 60% N 2 .
ciator lights to extinguish after initiating
operation inflight will vary with outside 15. When using the TAIL DEICE boots:
air temperature at cruise or climb thrust A. They may be cycled at any
settings. Normally, no more than: temperature
A. 30 seconds B. If the AUTO mode of operation is in-
B. 2 minutes operative, then the switch must be
C. 10 seconds placed to MANUAL twice to inflate
D. 5 minutes all boots
C. Illumination of the SURFACE DE-
ICE light always indicates a system
malfunction
D. MANUAL mode serves as a backup
way to inflate the boots

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................ 11-1
GENERAL ............................................................................................................................ 11-1
SYSTEM DESCRIPTIONS ................................................................................................. 11-2
General ............................................................................................................................ 11-2
Pylon Precoolers ............................................................................................................. 11-2
SOURCE CONTROL ........................................................................................................... 11-3
Temperature Control ....................................................................................................... 11-4
System Protection ........................................................................................................... 11-5
VAPOR-CYCLE AIR CONDITIONING ............................................................................. 11-7
Introduction ..................................................................................................................... 11-7
General ............................................................................................................................ 11-7
Evaporators ..................................................................................................................... 11-8
Controls ........................................................................................................................... 11-8
Compressor Controls ...................................................................................................... 11-8
Fan Controls .................................................................................................................... 11-8
Flood-Cooling Door ........................................................................................................ 11-9
AIR DISTRIBUTION ........................................................................................................ 11-10
Description .................................................................................................................... 11-10
Operation ....................................................................................................................... 11-11

COCKPIT AIR DIST Knob........................................................................................... 11-11

Defog Fan ...................................................................................................................... 11-11
QUESTIONS ...................................................................................................................... 11-14

ILLUSTRATIONS
Figure Title Page
11-1 PRESSURIZATION–ENVIRONMENTAL Control Panels .................................. 11-2
11-2 Precooler Intake and Precooler Exhaust Door ....................................................... 11-2
11-3 Air Source Selector ................................................................................................ 11-3
11-4 Left Ram-Air Intake and RAT Probe ..................................................................... 11-3
11-5 Windshield Bleed-Air Valves ................................................................................. 11-4
11-6 Environmental Control Panel ................................................................................. 11-4
11-7 Air Supply to Cabin (SNs 0360 and Subsequent) .................................................. 11-6
11-8 Overhead WEMAC Valve ...................................................................................... 11-7
11-9 COMPRESSOR ON Light ..................................................................................... 11-7
11-10 Fan Switches........................................................................................................... 11-9
11-11 Flood-Cooling Door ............................................................................................. 11-10
11-12 Cabin/Cockpit Distribution .................................................................................. 11-10
11-13 COCKPIT AIR DIST Knob ................................................................................. 11-11
11-14 Cockpit Tilt Panel................................................................................................. 11-12
TABLE
Table Title Page
11-1 Recommended Environmental Panel Comfort Settings....................................... 11-13

FlightSafety
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CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The air-conditioning system uses engine bleed air to heat, cool, and pressurize the cabin
and defog the cabin and cockpit windows. Most functions are automatic. The only man-
ual inputs required are temperature and fan selection. Controls for air conditioning are
on the environmental control panel. A vapor-cycle air conditioner is standard.
GENERAL
The airplane has a conditioned environment evaporator units in the cabin are plumbed to
with automatic and manual temperature con- a compressor and condensor in the tail cone.
trol. Hot bleed air is tapped off each engine,
cooled by precoolers located in the pylons, The pilot can select the left engine, the right
pneumatically controlled, manifolded to and engine, or both engines to supply bleed air for
cooled in the main cabin heat exchanger by system operation on the ground or in flight. The
pylon ram inlet air, and routed to the cabin. If cabin can be supplied with fresh air during
further cooling is necessary, two vapor-cycle ground operations. Emergency pressurization
is also available in flight from either engine.

SYSTEM DESCRIPTIONS PYLON PRECOOLERS

Bleed air from each engine passes through a
GENERAL pylon-mounted precooler that drops the bleed-
air temperature from 800° to 500°F before it
The cabin environment, airflow, and temper- proceeds into airplane systems. Precoolers
ature are controlled by switches on the PRES- are conventional stainless-steel crossflow heat
SURIZATION–ENVIRONMENTAL control exchangers mounted in the pylons. Ambient
panel (Figure 11-1). Engine hot bleed air is cooling air is forced across the precoolers by
cooled by the precooler heat exchanger, then the use of an eductor that uses engine exhaust
further cooled to comfort level by pylon ram air to create airflow through the precooler.
inlet cool air to the cabin heat exchanger. The precooler intake is located on the lower
This bleed air flows to the pressure ves- engine pylon, and a precooler exhaust door
sel/cabin area. The vapor-cycle evaporators near the thrust attenuator hinge (Figure 11-2).
in the cabin are used to extract moisture and The precooler exhaust door should not be
further cool the air, if desired. pushed in (during preflight).
COCKPIT AIR DIST AIR SOURCE SELECT

CABIN DUMP
BOTH
N AIR CONDITIONING
F
L 13 O
M
AUTO
L R
A
SET ALT R X
M O
FL EXER F FRESH EMER
F AIR
OFF
FAN
0 FAN
SET RATE FWD DEFOG
ALT COMPRESSOR AFT
ON FLOOD HI HI
DEPRESSURIZE CABIN BEFORE LANDING
PRESS SYSTEM SELECT A
H O
MANUAL M UP U F
I T
A F
15 20 N O
U LOW LOW LOW
10 25
4 5 A TEMPERATURE SELECT
3 6 30 L DOWN
2 7 AUTO M HOT A
5 1 8 35 A U
0 9 40 N
U T
0 45 A O
L COLD COLD HOT
MANUAL
Figure 11-1. PRESSURIZATION–ENVIRONMENTAL Control Panel
Figure 11-2. Precooler Intake and Precooler Exhaust Door

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As cooled bleed air exits the The FRESH AIR position will not pressurize
BLD AIR precooler, it passes a 540°F the airplane and is intended for ground and un-
O’HEAT overtemperature sensor, which pressurized low altitude operation only. The
illuminates the LH or RH BLD L and R PRSOVs and windshield bleed-air
LH RH AIR O’HEAT annunciator to shutoff valve are energized closed. The EMER
inform the pilot that bleed air valve is deenergized closed. The source of air
entering airplane systems is too hot. Reduc- entering the cabin in FRESH AIR is ram air
ing power (rpm) should extinguish the lights. from intakes on the forward edge of the pylons
(Figure 11-4) with an axial fan boosting air-
flow. If pressurized at the time of selection,
NOTE no air will flow until internal pressure leaks
When BLD AIR O’HEAT annuncia- out to equal pylon ram inlet pressure. One-way
tor illuminates it will also shut off the check valves then unseat and the fan ventilates
wing anti-ice pressure regulating the cabin.
valve on the side of the overheat,
until the system cools to protect the
wing leading edge from heat damage.
SOURCE CONTROL
The AIR SOURCE SELECT switch (Figure
11-3) determines the sources and amount of
bleed air that enters the cabin. The control
switch has positions labeled “OFF–FRESH
AIR–L–BOTH–R–EMER.”
Figure 11-4. Left Ram-Air Intake
The FRESH AIR annunciator

FRESH a n d M A S T E R C AU T I O N
AIR lights will illuminate when
fresh air is selected.
Figure 11-3. Air Source Selector
The BOTH position deenergizes the L and R
The OFF position energizes the L and R pres- PRSOVs and flow control valves (FCVs) open
sure regulating and shutoff valves (PRSOVs) and energizes the windshield anti-ice shutoff
closed, and the W/S bleed-air shutoff valve valve closed. The EMER valve is deenergized
closed. The EMER valve is deenergized closed. This allows regulated bleed air from
closed. Bleed air is still available to the ser- L, R, or BOTH engines to enter the cabin at 8
vice air system, but no bleed air enters the pounds per minute (ppm). Check valves pre-
pressure vessel from the engines. The air- vent bleed-air flow to any inoperative engine.
plane will fully depressurize at leak rate.

The L (left) flows left engine air and shuts off to the cabin. The windshield bleed-air shut-
right engine air. The selected PRSOV is deen- off valve fails open, delivering air to the two
ergized open and the nonselected engine PRSOV windshield bleed-air manual valves which
is energized closed. The windshield anti-ice are normally closed except in icing condi-
control valve is energized closed and the EMER tions (Figure 11-5).
pressurization valve is deenergized closed. With
the R position selected, the process is reversed.
The amount of airflow entering the cabin is reg- WINDSHIELD BLEED AIR
ulated to 8 ppm in the L or R position.
L R
Selecting EMER provides windshield anti-ice
heat exchanger bleed air at 49°C (120°F) to be
regulated by the emergency valve at 6 ppm to
the pressure vessel. Cooling air to the wind-
shield anti-ice heat exchanger is from the left
and right pylon ram-air inlets. Warm air from OFF MAX OFF MAX
the EMER valve, located under the floor just
to the aft side of the copilot seat,flows to the
Figure 11-5. Windshield Bleed-Air Valves
underfloor area. EMER provides an alternate
source of bleed air from one or both engines
to continue pressurization should the normal TEMPERATURE CONTROL
source fail. It is not intended for extended
use. The windshield anti-ice valve is deener- The cabin temperature is controlled automat-
gized OPEN and the emergency valve is en- ically by an automatic TEMPERATURE SE-
ergized OPEN. The L and R PRSOVs are LECT rheostat or a MANUAL HOT–COLD
energized closed. switch (Figure 11-6). The system consists of
the cabin temperature sensor, cabin tempera-
Selecting EMER in flight or on ture controller, duct temperature anticipator,
EMERG the ground will cause the air duct overheat switch, TEMPERATURE
PRESS ON EMERG PRESS ON annuncia- SELECT MANUAL switch and TEMPERA-
tor to flash and the MASTER CAUTION lights TURE SELECT AUTO knob.
to illuminate steady. Selecting EMER closes AIR SOURCE SELECT
both L and R PRSOVs and opens the EMER BOTH
AIR CONDITIONING
valve in flight but not on the ground by the left M L R
AUTO
squat switch. The emergency valve fails closed A
X
with the loss of normal DC. Selecting the wind- O
F FRESH EMER
shield anti-ice system ON greatly impacts F AIR
OFF
EMER operations reducing source air volume FAN
FAN
and increasing source air temperature from the COMPRESSOR AFT FWD DEFOG
HI HI
windshield anti-ice heat exchanger to 138°C ON FLOOD
A O
H
(280°F) in HI or 127°C (260°F) in LOW. I
U F
T F
O
If complete DC electrical failure occurs, re- LOW LOW LOW
TEMPERATURE SELECT
gardless of the AIR SOURCE SELECT posi-
M HOT A
tion, air is supplied to the cabin as if the A U
N
source selector switch were positioned to U T
A O
BOTH. Without electrical power, the emer- L COLD COLD HOT
gency pressurization valve fails closed, and MANUAL
the left and right PRSOVs fail open, the FCVs
fail to the 4-ppm flow for a total of 8-ppm flow
Figure 11-6. Environmental Control Panel

FlightSafety
international
After engine bleed air exits the precooler, it Moving the throttles above 85% N 2 for takeoff
enters a cabin air heat exchanger located in will open both PRSOVs, restoring normal bleed-
the tail cone where further cooling takes air flow for pressurization during takeoff.
place. The extracted heat is exhausted over-
board (Figure 11-7) through louvers on the Turning the temperature selector to the MAN-
right underside of the tail cone. A ram-air UAL position enables the MANUAL HOT–
modulating valve controls the amount of COLD switch for control of cabin temperature.
pylon ram cooling air that passes through the The manual switch takes about 15 seconds to
cabin heat exchanger. The ram-air modulat- motorize the ram-air modulating valve from
ing valve has limit switches used to control one extreme to the other. The manual switch
the air-conditioning compressor. When the does not select temperature; it only positions
valve is full open and the compressor switch the ram-air modulating valve. The manual
is in the AUTO position, the compressor op- switch does not directly affect the position of
erates. At approximately 50% closed, the the precooler exhaust doors; however, the pre-
compressor is disengaged. cooler exhaust doors will be repositioned if the
ram-air modulating valve is more than 50%
Rotating the TEMPERATURE SELECT knob open and the wing anti-ice is not on, as in the
in the AUTO range will allow the temperature AUTO mode.
controller to control cabin temperature. Tem-
perature is sensed by a cabin temperature sen-
sor located in the aft fan evaporator inlet at SYSTEM PROTECTION
the lower rear pressure bulkhead. The auto- The temperature controller, mounted on the
matic temperature range is approximately 18° aft pressure bulkhead, receives signals from the
to 29°C (65° to 85°F). The ram-air modulat- TEMPERATURE SELECT MANUAL switch
ing valve on the cabin heat exchanger opens or TEMPERATURE SELECT AUTO knob,
or closes the precooler exhaust doors if the the cabin temperature sensor, and the duct tem-
sensed temperature differs from selected. If perature anticipator. The controller then sends
the temperature difference is significant, se- a signal to the ram-air modulating valve to es-
lecting the controller to FULL COLD or FULL tablish the necessary ram airflow across the
HOT will result in overshoot, not in faster cabin heat exchanger. A duct temperature an-
temperature change. Best results are obtained ticipator is installed between the heat exchanger
with a constant setting at one o’clock. There and aft pressure bulkhead. The anticipator
are situatons that require selecting other than senses the temperature of incoming condi-
the one-o’clock position. tioned air to the cabin, and sends a signal to the
temperature controller to maintain desired
Hot engine bleed air to the cabin is automat- cabin temperature. The cabin temperature sen-
ically shutoff during ground taxi or less than sor is installed on the inlet of the aft evapora-
85% N 2 when the cabin temperature is warmer tor, immediately forward of the aft pressure
than 18°C (65°F) and when no pylon ram inlet bulkhead. It senses actual cabin temperature
cooling air is available to cool the main cabin and sends a signal to the temperature controller
heat exchanger. The 18°C (65°F) cabin tem- to maintain the desired cabin temperature.
p e r a t u r e s e n s o r e n e rg i z e s b o t h P R S OV s
closed, stopping hot bleed air entering the
cabin. The forward and aft evaporators may be A duct overheat temperature
AIR DUCT sensor is mounted between the
used to cool the air inside the cabin or extract O’HEAT
moisture, if desired. Bleed air may be restored cabin heat exchanger and aft
at 8-ppm flow by: pressure bulkhead. When cabin supply air
temperatures exceed 149°C (300°F) down-
• Selecting MANUAL temperature con- stream of the cabin air-to-air heat exchanger,
trol, or the temperature sensor illuminates an AIR
D U C T O ’ H E AT a n n u n c i a t o r a n d t h e
• Moving both throttles above 85% N 2

11-6
AIR SOURCE SELECTOR
L R WINDSHIELD BLEED AIR BOTH
FULL FULL
CABIN HEAT,
PRESSURIZATION,
L R
T T
H H AND FRESH AIR LEFT RIGHT
R R TO CABIN MASTER
O O
T T CAUTION FRESH EMER
T T RESET AIR OFF
L L EMERG
E E PRESS ON
S S TO TO
IDLE IDLE WING TEMP
TEMP SELECT
WING
M HOT A
OFF OFF WING ANTI-ICE WING ANTI-ICE A U
SHUTOFF VALVE SHUTOFF VALVE N T
U O
EMERGENCY A COLD
PRESSURIZATION L COLD
AIR DUCT MANUAL HOT
VALVE 6 PPM
O’HEAT T
WINDSHIELD WINDSHIELD
ELECTRICALLY RAM-AIR
149°C (300°F) MAX CABIN MODULATING ANTI-ICE HEAT ELECTRICALLY
HEATED PYLON MODULATING HEAT VALVE EXCHANGER HEATED PYLON
INLET WHEN VALVE EXCHANGER
ENGINE ANTI-ICE ON FRESH INLET WHEN
AIR EXHAUST ENGINE ANTI-ICE ON
INTO
T TAIL CONE T
ENGINE ENGINE
ANTI-ICE EXHAUST
OVERBOARD ANTI-ICE
VALVE VALVE
WINDSHIELD ANTI-ICE
L PR CONTROL VALVE R PR
SOV SOV
L R
FCV FCV
4

4
T 8 8 T
PYLON PYLON
PRECOOLER 282°C (540°F) MAX 282°C (540°F) MAX PRECOOLER
SERVICE AIR REGULATOR PRSOV - PRESSURE REGULATING AND

SHUTOFF VALVE
23 PSI SERVICE AIR FCV - FLOW CONTROL VALVE 4 OR 8
BLD AIR PPM (POUNDS PER MINUTE)
O’HEAT
PRECOOLER LH RH LEGEND
PRECOOLER
EXHAUST ENGINE BLEED AIR RAM AIR CABIN AIR NORMAL EXHAUST
DOOR
PRECOOLED SERVICE WINDSHIELD ANTI-ICE DOOR
BLEED AIR SYSTEM AIR AIR/EMERGENCY
PRESSURIZATION
international
Figure 11-7. Air Supply to Cabin (SNs 360 and Subsequent)

FlightSafety
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international
MASTER CAUTION light. In the automatic

temperature mode, AIR DUCT O’HEAT pro-
tection should be provided by the system.
The TEMPERATURE SELECT AUTO knob

provides a signal to the cabin temperature
controller. The cabin temperature controller
limits the high and low temperature adjust- Figure 11-8. Overhead WEMAC Valve
ments received from the ram-air modulating
valve. The cabin temperature controller does
a comparison between desired temperature
and actual temperature, and signals the actu- AIR CONDITIONING
ator to move the ram-air modulating valve to
adjust the cabin air supply temperature. Au-
tomatic air duct overheat protection is dis- AUTO
abled while using manual temperature control,
but the AIR DUCT O’HEAT annunciator will
continue to function. O
F
F
VAPOR-CYCLE AIR FAN
CONDITIONING
INTRODUCTION COMPRESSOR
The air-conditioning system provides condi- ON AFT
tioned air to both cockpit and cabin areas. The FLOOD
vapor-cycle system functions in conjunction
with temperature-controlled bleed air. The H
compressor can operate from the right gener-
ator or EPU on the ground. It must have both I
generators operating when airborne. The com-
pressor is automatically loadshed if a gener-
ator fails while airborne. Citation CJ1s all LOW
have R-134 refrigerant.
Figure 11-9. COMPRESSOR ON Light
GENERAL
The compressor is wired to run in OFF/FAN
Cabin air is circulated through two evapora- if DEFOG HI or LOW is selected. The com-
tors: one on aft bulkhead and one in the for- pressor can automatically turn off and on at
ward cabin under the side-facing seat. The aft all altitudes.
evaporator provides conditioned air to over-
head rotatable WEMACs (Figure 11-8) or the Refrigerant is pumped through the system
flood-cooling door. which alternately evaporates and condenses to
move heat from one location to another. The
A green COMPRESSOR ON light (Fig- compressor is driven by an electric motor at
u r e 1 1 - 9 ) o n t h e P R E S S U R I Z AT I O N – a constant speed and capacity. The heat ex-
ENVIRONMENTAL control panel indicates tracted is ducted overboard through louvers
that the compressor (located in the tail cone) under the right tail cone area.
has been turned on.

The compressor compresses the warm low- operating in order for the compressor drive
pressure refrigerant gas into a hot high-pressure motor to operate. In the event of a generator
gas. The hot high-pressure gas is then passed failure, the compressor is automatically dis-
through the condenser, where it rejects the heat connected from the power source. The fans
picked up from the cabin along with the heat are energized any time the air-conditioning
of compression and then condenses the refrig- select switch is placed in the AUTO or FAN
erant into a warm high-pressure liquid. This liq- positions. A COMPRESSOR ON green light
uid is then passed through a receiver/dryer will illuminate when there is power applied
where the remaining gas is separated from the to the compressor.
liquid and any moisture is removed by a des-
iccant. The receiver/dryer also acts as a reser-
voir for the liquid refrigerant. The warm COMPRESSOR CONTROLS
high-pressure liquid then travels to the con- The compressor control switch is labeled
stant pressure expansion valves where the warm “AUTO,” “OFF,” and “FAN” (Figure 11-10).
high-pressure liquid is expanded to a low-pres- The compressor is wired to run in OFF/FAN if
sure, low-temperature liquid vapor mixture. DEFOG HI or LOW is selected.
This mixture then travels through the evapo-
rators and absorbs heat from the cabin air, In the AUTO position, the blowers and the
which evaporates the liquid refrigerant. The cabin temperature control system are ener-
refrigerant vapor then returns to the compres- gized. Power is also applied to the ram-air
sor to repeat the process. modulating valve, which controls the amount
of pylon ram air used for the cabin air heat ex-
EVAPORATORS changer and operates the compressor limit
switches. In flight with warm cabin condi-
There are two evaporators in the vapor-cycle tions, the ram-air modulating valve will drive
system. The forward evaporator is mounted in full open (asking for maximum cooling of the
the armrest assembly of the side-facing seat, bleed air) and the limit switch on. This will
while the rear evaporator is mounted on the power the compressor. The cabin is provided
cabin side at the bottom of the aft pressure with refrigerant cooling while the ram-air
bulkhead under the hump cover. The aft evap- m o d u l a t i n g va l v e c o n t r o l s b l e e d - a i r
orator is connected to the overhead WEMAC temperature to the cabin. As conditions change
distribution system as well as a flood-cooling and the ram-air modulating valve drives 50%
outlet located near the upper rear bulkhead. closed, a second limit switch will remove
Care should be taken to ensure evaporator in- power from the compressor. On the ground
lets are not blocked. The air is driven across no ram air is available, the ram-air valve will
the evaporator coils with electrically pow- drive full open any time the cabin temperature
ered blowers. is above the cabin temperature control set
point engaging the compressor. The ram-air
modulating valve will drive toward closed any
CONTROLS time the cabin temperature is below the se-
Controls for the air-conditioning system con- lected temperature removing power from the
sist of a three-position compressor control compressor. This provides temperature con-
switch and two, three-position fan switches trol of the vapor-cycle system in flight and on
located on the environmental control panel. the ground.
The aft fan (evaporator) switch also controls
the flood-cooling diverter door solenoid FAN CONTROLS
valve. Additionally, the system is controlled
by the cabin temperature control system. The The forward (FWD) evaporator fan switch, la-
airplane is also equipped with automatic load beled “LOW–AUTO– HI” (Figure 11-10), con-
shedding. In flight, both generators must be trols the forward evaporator fan. In the AUTO

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AIR SOURCE SELECT

BOTH
AIR CONDITIONING
L R
AUTO
O
F FRESH EMER
F AIR
OFF
FAN
FAN
AFT FWD DEFOG
COMPRESSOR HI
ON FLOOD HI
A O
H U
I F
T F
O
LOW LOW LOW
TEMPERATUREFigure
SELECT11-10. Fan Switches
position, the forward fan will operate at a low overhead distribution ducting. In FLOOD, the
speed only while the compressor is activated. fan runs at high speed.
The LOW and HI positions will continuously
run the fan with or without compressor oper- The circuit breakers for the evaporator fans are
ation. Air from the forward evaporator fan is located on the left-side cockpit circuit-breaker
directed to the flush-floor louvers (grille) be- panel with the other environmental breakers.
tween the pilot seats. The flush-floor louvers
must not be obstructed by briefcases, etc. Some
of the air is directed forward and some aft by FLOOD-COOLING DOOR
position of the flush-floor louvers. The flood-cooling door assembly (4 inches
by 8 inches) is located behind the interior
T h e A F T fa n s w i t c h , l a b e l e d “ L OW – H I – panel near the top of the aft pressure bulk-
FLOOD,” controls two speeds of aft fan oper- head (Figure 11-11). The door solenoid is
ation and the flood-cooling door. The LOW spring-loaded to the flood position in the
and HI positions provide airflow through the absence of 23-psi service air pressure, i.e.,
aft evaporator and exhaust it to the cabin no engine running. The flood-cooling door
through the overhead WEMAC distribution will shut if the AFT fan switch is in the LOW
system. In the FLOOD position, all the air is or the HI position when the service air sys-
diverted out of a flood-cooling vent near the top tem is pressurized (any engine operating).
of the aft pressure bulkhead, bypassing the

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AIR DISTRIBUTION
DESCRIPTION
The cabin bleed-air distribution system (Fig-
ure 11-12) delivers air throughout the cabin and
cockpit. Components in the system are cock-
pit footwarmer outlets, passenger footwarmer
outlets, passenger armrest outlets, windshield
defog outlets, flow divider, windshield defog
fan, and fresh air fan.
Fresh air is available directly to the cabin for

Figure 11-11. Flood Cooling Door ground or unpressurized low altitude ventilation
in lieu of bleed air. A fresh air blower, located
aft of the aft pressure bulkhead, delivers fresh
air through the bleed-air distribution system.
When selecting fresh air, an

FRESH amber FRESH AIR annunciator
AIR a n d a M A S T E R C AU T I O N
light should illuminate.
WINDSHIELD BLEED AIR
EMER PRESS VALVE

(FAILS CLOSED)
COCKPIT AND CABIN BLEED AIR
DEFOG FAN
CABIN/COCKPIT
FOUR POSITIONS
DIVERTER VALVE
FWD BY "COCKPIT AIR
EVAP DIST" SELECTOR
RIGHT
MAX
MAX OFF
LEFT
FIXED LOUVERS
AFT
OFF
EVAPORATOR
WINDSHIELD
BLEED-AIR VALVE
AIR CONDITIONING
AUTO
O
F
F
FAN
FAN
AFT FWD DEFOG
COMPRESSOR HI
ON FLOOD HI
A O
FWD PRESS H U AFT PRESS
BULKHEAD I F BULKHEAD
T F
O
LOW LOW LOW
LEGEND
WINDSHIELD BLEED AIR
COCKPIT AND CABIN BLEED AIR
COOL AIR
Figure 11-12. Cabin/Cockpit Distribution

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OPERATION The selected positions are as follows:

The overhead ventilation system is routed along SWITCH CREW PASSENGER
the ceiling forward of the aft pressure bulkhead. DETENTS AIR AIR
The system recirculates cabin air through the
aft evaporator and operates only when the AIR NORM (9 o’clock) 50% 50%
COND switch is set to FAN or AUTO. 11 o’clock 60% 40%
1 o’clock 70% 30%
The overhead ducting system incorporates MAX (3 o’clock) 80% 20%
the aft evaporator flood-cooling door and
conditioned air ducting and outlets. Air out- The COCKPIT AIR DIST knob is normally
lets (WEMACs) located at each passenger kept in NORM for climb and cruise and is se-
and flight crew position are operated from full lected to MAX for descent and approach.
open to full closed position individually.
Many holes are drilled in the overhead ducts Pilot and copilot footwarmer air flows from the
to assure positive airflow to the cabin tem- sidewall ducts at floor level under the rudder ped-
perature sensor. All overhead air vents can be als and picollos the air vertically across the feet.
opened and closed. The flood-cooling door
is pneumatically actuated and controlled by Passenger footwarmer outlets are located along
the AFT fan switch in the FLOOD (high fan the outboard cabin walls at floor level. The out-
speed) position. lets receive air from underfloor ducting near
the aft pressure bulkhead. A single cabin side
duct supplies air to both the footwarmer and
COCKPIT AIR DIST KNOB armrest outlets. Passenger armrest outlets are
The left half of the PRESSURIZATION– located along the outboard cabin wall at pas-
ENVIRONMENTAL tilt panel has the COCK- senger seat armrest level. Air outlet holes are
PIT AIR DIST knob in the top center panel area located under the armrest cover assembly with
(Figure 11-13). There are two valves at the the origin of air being identical to the foot-
lower right aft pressure bulkhead giving four po- warmer outlets.
sitions. The four detents of the COCKPIT AIR
DIST knob electrically controls and pneumat- DEFOG FAN
ically actuates the two spring-loaded (retracted)
valves, using 23-psi service air. This provides A DEFOG fan is located in the right cockpit
the crew a more comfortable environment and sidewall (Figure 11-14). The two-speed blower
better windshield moisture control. is controlled by a DEFOG (HI–OFF–LOW)
switch on the environmental control panel
COCKPIT AIR DIST (see Figure 11-10). The forward evaporator di-
verter valve is installed under the pilot’s and
copilot’s floor area. It is spring-loaded to direct
the forward evaporator air to the flush-floor
N M grille (register). The DEFOG fan switch should
O A be selected to HI prior to descent and approach.
R X
M Selecting HI or LO operates the vapor-cycle
air-conditioning system at all altitudes if the
refrigerant is sufficiently warm regardless of
switch position (even OFF). Selecting HI or
Figure 11-13. COCKPIT AIR DIST Knob LO automatically turns on the vapor-cycle

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BOTH
N AIR CONDITIONING
M L R
O A AUTO
R X
M O
F FRESH EMER
F AIR
OFF
FAN
FAN
AFT FWD DEFOG
COMPRESSOR HI
ON FLOOD HI
A O
H U
I F
T F
O
LOW LOW LOW
TEMPERATURE SELECT
M HOT A
A U
N
U T
A O
L COLD COLD HOT
MANUAL
NORMAL CLIMB AND CRUISE

BOTH
N AIR CONDITIONING
M L R
O A AUTO
R X
M O
F FRESH EMER
F AIR
OFF
FAN
FAN
AFT FWD DEFOG
COMPRESSOR HI HI
ON FLOOD
A O
H U
I F
T F
O
LOW LOW LOW
TEMPERATURE SELECT
M HOT A
A U
N
U T
A O
L COLD COLD HOT
MANUAL
DESCENT AFTER COLD SOAK
Figure 11-14. Cockpit Tilt Panel

compressor, the FWD evaporator fan speed to Table 11-1 shows AFM-recommended envi-
HI, sends 23 psi service air to the diverter ronmental panel comfort settings. Cabin nor-
valve pneumatic actuator. This overcomes the mal settings are listed in the left column and
spring moving the diverter door to direct the variations from normal are listed for the con-
majority of air from the floor grille (register) ditions in the columns to the right. It is rec-
to the DEFOG fan inlet. The DEFOG fan at ommended that the autotemperature selector
HI or LO fan speed boosts cool dry evapora- remain at the 1 o’clock position. Recom-
tor air to the inside windshield surface. Water mended settings for descent are also listed.
condensation is routed overboard through two
heated vents under the fuselage, one near the
forward evaporator and the other near the aft
evaporator.
Table 11-1. RECOMMENDED ENVIRONMENTAL PANEL COMFORT SETTINGS

CABIN IF IF
IF
NORMAL COCKPIT COCKPIT
CABIN
SETTINGS WARM COOL
AIR SOURCE OR IF
INITIALLY
INITIALLY
WARM
COOL
OR
OR
HOT
COLD
SELECT BOTH
AIR COND AUTO
AFT FAN LOW HI OR FLOOD
FWD FAN AUTO HI LOW/HI AUTO
TEMP SELECT AUTO

(AVOID CHANGING) (1 O’CLOCK)
DEFOG FAN OFF
COCKPIT AIR DIST NORM NORM & 3RD PSN

2ND PSN (1 O’CLOCK)
(4 DETENTS TO (11 O’CLOCK) OR MAX
PROPORTION AIR) DAY OPS NIGHT OPS
FOR DESCENT AFTER COLD SOAK AT ALTITUDE

NOTE:
A. FWD EVAPORATOR FAN SPEED “HI.”
B. SELECT THE DEFOG FAN SWITCH TO “HI” PRIOR TO DESCENT AND APPROACH.
C. COCKPIT AIR DIST TO MAX ROUTES ADDITIONAL WARM AIR FORWARD FOR CREW COMFORT AND
WINDSHIELD WARM UP (MAX=80% AIR TO CREW AND 20% AIR TO PASSENGERS).
D. SELECT WINDSHIELD ANTI-ICE BLEED AIR TO LOW AND OPEN VALVES.
E. USE CRUISE DESCENT WITH ITS HIGHER N1S FOR WARMER BLEED-AIR TEMPERATURE TO
BETTER HEAT THE CABIN AND COCKPIT.

QUESTIONS
1. When controlling the cabin temperature 5. The cabin heat exchanger ram-air mod-
with the manual temperature toggle ulating valve is opened for cooler cabin
switch, the ram-air modulating valve is air or closed for warmer cabin source air
positioned from full hot to full cold in by:
approximately: A. Automatic temperature control
A. 18 seconds B. Manually toggling the 15 second
B. 6 seconds motorized valve
C. 3 seconds C. A and B
D. 15 seconds D. COCKPIT AIR DIST knob
2. The AIR DUCT O’HEAT annunciator 6. The source of bleed air when the EMER
light illuminates when the: PRESS ON annunciator is illuminated in
A. ACM shuts down. flight is:
B. Temperature of air in the duct to the A. Either the left, right, or both engines
cabin is over 149°C (300°F). B. Left engine only
C. Temperature of the air going to the C. Right engine only
windshield is excessive. D. Ram air
D. EMER source is selected unless the
left throttle is retarded. 7. The vapor-cycle compressor may be on
(green light—on) when:
3. How can the windshield anti-ice shutoff A. Air conditioner in AUTO on a hot day
valve be opened? with the ram-air modulating valve full
A. Lost DC power open
B. S e l e c t w i n d s h i e l d a n t i - i c e t o H I B. Any altitude in AUTO
or LOW C. On the ground without ram air, the
C. S e l e c t E M E R p r e s s u r e m o d e ram valve will motorize FULL OPEN
(6 ppm) any time cabin temperature is above
D. All of the above the cabin temperature control set point
engaging the compressor
4. The precooler exhaust doors are opened for D. All of the above
cooler engine bleed source air or closed for
hotter engine bleed source air: 8. The vapor-cycle compressor is OFF
A. Automatically by the precooler tem- (green light—out) when:
perature control system to keep the A. AIR COND circuit breaker is popped
BLEED AIR O’HEAT lights out B. Ram-air modulating valve more than
B. Precooler exhaust doors not to be 50% closed in AUTO
pushed by hand during walkaround C. A u t o m a t i c l o a d - s h e d d i n g c i r c u i t
C. By the ram-air modulating valve during engine or generator failure
when more than 50% open in AUTO D. All of the above
when NO WING/ENG anti-ice is re-
quired
D. All of the above

9. What closes the L and/or R PRSOVs: 14. During climb and cruise the COCKPIT
A. Selecting L or R AIR DIST knob is selected to:
B. Selecting FRESH AIR, EMER, or OFF A. MAX, 80% air to crew
C. In AUTO during cabin taxi tempera- B. 11 o’clock, 60% air to crew
tures over 18°C (65°F) temperature C. NORM, 50% air to crew
sensor closes the PRSOVs D. 10 o’clock, 70% air to crew
D. All of the above
15. Cabin air is circulated through two evap-
10. The pilot and copilot footwarmer outlets orators; one in the forward cabin under the
are located: side-facing seat, and one is on the aft
A. On the cockpit sidewalls bulkhead. The aft evaporator provides
conditioned air to the:
B. Under the pilot and copilot rudder
pedals A. Forward diffuser
C. On the side of the throttle pedestal B. Overhead WEMAC valves
D. Under the pilot and copilot seats C. Side-wall outlets
D. Flood-cooling outlet only
11. In the AUTO position, the forward fan is
OFF except: 16. The cabin air temperature in the AUTO
A. When flood cooling is selected mode will keep the cabin temperature in
a selectable range of:
B. When the compressor is on, then op-
erating at low speed A. 12° to 35°C
C. When the compressor is on, then op- B. 50° to 75°F
erating at high speed C. 65° to 85°F
D. When the compressor is on, then op- D. 18° to 29°F
erating at medium speed
17. The ram-air modulating valve controls:
12. The AFT fan switch is labeled: A. The amount of cooling ram air that
A. LOW, OFF, or HI passes through the cabin heat ex-
B. LOW, HI, and Flood changer
C. LOW, AUTO, or HI B. The amount of air flowing into the
D. LOW, MED, or HI cabin from the pylon air inlet when the
FRESH AIR position is selected
13. The forward fan switch is labeled: C. B e l ow 1 8 , 0 0 0 f e e t , a b a r o m e t r i c
switch shutting OFF the operation of
A. LOW, AUTO, or HI the air modulating valve
B. LOW, OFF, or HI D. Air to the aft evaporator
C. LOW, MED, or HI
D. AUTO, OFF, or HI

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18. Selecting the FRESH AIR position: 19. The EPU is powering the compressor
A. Turns on the refrigerant to cool and both evaporators in AUTO on a hot
the cabin day before engine start. The pilot is
concerned that no cool air is venting
B. Depressurizes the cabin inflight
the crew overhead WEMACs when the
C. Must not be used during ground AFT evaporator fan switch is in HI or
operations LOW:
D. Will not affect normal pressur-
A. This is normal.
ized flight
B. The flood-cooling door spring-loads
to the flood cool (open) position
without 23 psi service air.
C. With any engine running, 23 psi ser-
vice air will close the flood-cooling
doors, thus sending all aft evaporator
cooling air to the overhead WEMACs.

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................ 12-1
GENERAL ........................................................................................................................... 12-1
SYSTEM DESCRIPTION ................................................................................................... 12-2
Digital Pressure Controller ............................................................................................. 12-2
Outflow Valves ............................................................................................................... 12-2
PRESSURIZATION CONTROL ......................................................................................... 12-3
General ............................................................................................................................ 12-3
Automatic Mode ............................................................................................................. 12-5
Isobaric Mode ................................................................................................................. 12-5
Manual Pressurization Control ....................................................................................... 12-6
Exercise Test Button ....................................................................................................... 12-6
Emergency Cabin Dump ................................................................................................. 12-7
QUESTIONS ...................................................................................................................... 12-10

ILLUSTRATIONS
Figure Title Page
12-1 Environmental Control Panel................................................................................. 12-2
12-2 Pressurization System Diagram ............................................................................. 12-3
12-3 Primary Outflow Valve Operation ......................................................................... 12-4
12-4 Pressurization Controller........................................................................................ 12-5
12-5 Pressurization AUTO–MANUAL Switch ............................................................. 12-5
12-6 Cabin Controller—Exercise Test Button ............................................................... 12-6
12-7 CABIN DUMP Switch........................................................................................... 12-7
12-8 Auto Pressurization Schedule (Example)............................................................... 12-8
12-9 Climb/Descent Examples On Pressurization
Controller with AUTO-SCHEDULE ..................................................................... 12-9

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CHAPTER 12
PRESSURIZATION
INTRODUCTION
The pressurization system on the Citation CJ1 is used to maintain a lower cabin (pres-
sure vessel) altitude than actual airplane altitude. This is accomplished by ducting bleed
air into the cabin and then controlling the amount of air allowed to escape overboard.
On the Citation CJ1, the pressurization and air-conditioning system employ a common
airflow; therefore, cabin pressurization is accomplished with conditioned air.
GENERAL
Two elements are required to provide cabin controlled automatically or manually. Auto-
pressurization. One is a constant source of air. matic control requires DC power and is not
The other is a method of controlling outflow available during emergency electrical power
to achieve the desired differential pressure operations. Selecting AUTO mode with the
and resultant cabin altitude. In the Citation air data sensor operating, generates an auto-
CJ1, airflow to the cabin is fairly constant schedule based on the departure field eleva-
(through a wide range of engine power set- tion, the maximum altitude reached, and the
tings), and the outflow of air is controlled by pilot input of landing field pressure altitude
the two outflow valves located on the aft +200 feet. Maximum cabin differential pres-
pressure bulkhead. The outflow valves are sure is 8.6 psid.

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SYSTEM DESCRIPTION OUTFLOW VALVES

The primary and secondary outflow valves
The components of the pressurization control are identical to each other with the exception
system are the primary and secondary outflow that the primary valve has a vacuum ejector
valves, pressurization controller (Figure 12-1), and cabin altitude climb and dive solenoids
manual toggle valve, and the cabin dump switch. mounted on it. The primary and secondary
Both outflow valves contain maximum differ- outflow valves are connected through a port
ential safety valves and maximum cabin altitude that allows equal pressure or negative pressure
safety valves. The cabin altitude safety valves to be applied to both valves (Figure 12-2,
are capable of overriding the controller inputs Sheet 1 of 2).
to the outflow valves avoiding the possibility
of under- or overpressurization. The flow rate of exhausted cabin air is con-
trolled by the position of a control chamber in
CABIN DUMP
COCKPIT AIR DIST the primary and secondary outflow valves. Air
N
is added or removed from the control chamber
FL 13 O
M
by climb and dive solenoids located on the pri-
A
SET ALT R
FL EXER
M
X
mary outflow valve. The climb and dive
solenoids respond to commands from the pres-
0 surization controller. If the controller opens the
SET
ALT
RATE dive solenoid, 23-psi service air is used to apply
DEPRESSURIZE CABIN BEFORE LANDING
PRESS SYSTEM SELECT
pressure on the back side of both outflow valves
MANUAL M UP
A and drive them to the closed position. If the
15 20
10 25
N
U controller opens the climb solenoid, a vacuum
3
4 5
6 30
A
L DOWN
created by 23-psi service air opens the outflow
2 7 AUTO
5 1 8 35 valves. If electrical power is lost, the air cham-
0 9 40
0 45
ber will remain at a fixed position and cabin al-
titude will be dependent upon the relative psid
sensed in the outflow valve diaphragms.
Figure 12-1. Environmental Control Panel In the event that control vacuum should exceed
limits due to a malfunction, cabin altitude
limit valves are provided to prevent cabin al-
DIGITAL PRESSURE titude from exceeding 13,000 ±1,500 feet. If
CONTROLLER the control vacuum exceeds the barometric
reference in the cabin altitude limit valves,
The digital pressure controller is set to main- they open and allow cabin air to enter the con-
tain 8.3 psid maximum. To get 8.6 psid, it is trol air line, reducing the vacuum. This causes
necessary to use the red knob or cherry picker the outflow valves to move toward the closed
to get MAX DIFF. The controller will main- position and reestablish cabin pressure.
tain an 8,000-foot cabin pressure at FL 410.
The system can be adjusted to hold sea level

pressure to 22,027 feet. An automatic sched-
ule built into the controller maintains proper
cabin pressurization and rate of climb in ac-
cordance to the automatic altitude inputs from
the Collins air data computer and what the
pilot sets for takeoff, normally destination
field elevation +200 feet.

CHERRY-PICKER CABIN ALTITUDE MAX DIFF DIAPHRAGM

CABIN PRESSURE LIMIT VALVE VALVE
CHERRY-PICKER
NOSEWHEEL SECONDARY
VACUUM OUTFLOW
CHERRY- VALVE
PICKER
CABIN DIFFERENTIAL VALVE
PRESSURE GAGE
15 20 FILTER
10 25
FL 13%
4 5 SET ALT
3 6 30
2 7 DIGITAL PRESSURE
FL EXER
5 1 8 35 CONTROLLER
0 9 40
0 45 0%
SET
RATE
ALT
PRESSURIZATION - ENVIRONMENTAL
C
A PRESS SYSTEM SELECT
B MANUAL UP
I
N DEPRESSURIZATION CABIN
D
BEFORE LANDING PRIMARY
U
M AUTO OUTFLOW
P DOWN VALVE
LH RH CHERRY
FULL FULL PICKER
T T
H H CABIN ALTITUDE MAX DIFF
R R 85% N2 CLIMB DIAPHRAGM
O O LIMIT VALVE VALVE
T T SOLENOID
T T
L L DIVE
E E DC POWER
S S
BATT SOLENOID
OFF
SQUAT 23-PSI SERVICE SYSTEM AIR
OFF OFF SWT
EMER
VACUUM
EJECTOR NOTE:
Condition—Ground Taxi Mode
LEGEND
CABIN PRESSURIZED AIR VACCUM OR PRESSURE TO OUTFLOW VALVES VENTURI AIR
VACUUM FROM NOSE WHEELWELL OUTFLOW AIR TO TAIL CONE CLIMB SOLENOID VACUUM FROM EJECTOR
CABIN PRESSURIZED AIR TO CHERRY PICKER 23-PSI SERVICE SYSTEM AIR
Figure 12-2. Pressurization System Diagram (Sheet 1 of 2)
of 200 feet below field altitude during takeoff

PRESSURIZATION roll. At liftoff, the right squat switch puts the sys-
CONTROL tem into the flight mode.
In flight, the cabin is pressurized by a constant

GENERAL 8 ppm of temperature-controlled engine bleed
Squat switches and engine throttle lever set- air. The cabin pressure altitude is maintained
tings are used to define three outflow valve op- by controlling the exhaust airflow rate out of
erating modes (Figure 12-3). On the ground the cabin into the unpressurized tail cone. The
with either engine operating below 85% N 2 pressurization system controls the cabin ex-
(ground taxi mode), both outflow valves are haust airflow rate by positioning the modu-
kept fully open. When both throttles are set lating diaphragm in the primary and secondary
greater than 85% N 2 on the ground (prepres- outflow valves. The diaphragm is positioned
surization mode) both outflow valves slowly by varying the pressure in the valve control
close to bring cabin delta pressure to a maximum chamber behind the diaphragm. The primary

CABIN VACUUM FROM

PRESSURE IN NOSE WHEEL WELL
UP
(VACUUM)
MANUAL
PRESSURIZATION
CONTROL VALVE
MAX
DIFF
DOWN
(PRESSURE)
CABIN ALT
LIMIT VALVE
FLIGHT
LANDING GEAR
SQUAT SWITCH
> 85% N2 GROUND

FILTER
< 85% N2 FLIGHT

(AUTO SCHEDULE)
EJECTOR
29 VDC
VACUUM
CLIMB
29 VDC DUMP DIGITAL CABIN 29 VDC
PRESSURE CONTROLLER DIVE
AUTO
PRESSURE
MAX
SENSOR PORT DIFF
(WORKING WITH ADS)
CABIN ALT
MANUAL PRESSURE LIMIT VALVE
MANUAL–AUTO
SWITCH CABIN DUMP
SWITCH
LEGEND SERVICE
AMBIENT AIR VACUUM AIR 23 PSI
CABIN AIR CONTROL AIR

PRESSURE (23 psi)
Figure 12-2. Pressurization System Diagram (Sheet 2 of 2)
and secondary outflow valve control chambers solenoid is energized open, it allows 23-psi ser-
are connected together by a tube and a flow- vice air or cabin air to pressurize both valve con-
limiting orifice in each outflow valve. trol chambers and push the valves toward closed.
When the cabin climb solenoid is energized
The primary outflow valve has two normally open, it allows vacuum from the 23-psi service
closed solenoids which let air into and out of the air ejector to move both valves toward open. The
valve control chambers. When the cabin dive solenoid airflow is designed so it cannot
CABIN AIR FREELY CABIN AIR RESTRICTED NO FLOW TO TAIL CONE

FLOWS TO TAIL CONE FLOW TO TAIL CONE
MAX DIFF VALVE
DIAPHRAGM DIAPHRAGM DIAPHRAGM DIAPHRAGM

VACUUMED OPEN RELAXED OPEN INFLATED FULLY INFLATED
NO PRESSURIZATION NO PRESSURIZATION SOME DIFFERENTIAL (DRIVE TO MAX DIFF LIMIT
DEVELOPING VALVE PULSES DIAPHRAGM
OPEN AND CLOSED TO
HOLD 8.6 PSI)
Figure 12-3. Primary Outflow Valve Operation

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overpower (1) the maximum cabin altitude limit

valves, (2) the maximum differential pressure
valves, or (3) the manual toggle valve. The PRESS SYSTEM SELECT
solenoids receive DC electrical pulses from the MANUAL UP
controller that cause the solenoids to momen-
tarily pop open and generate gradual pressure
changes in the control chambers. Audible clicks
are produced when the solenoids pop open. The
AUTO
clicks can be heard when the engines are off. The
DOWN
system is designed to respond rapidly to small
cabin pressure variations and correct them be- Figure 12-5. Pressurization AUTO–
fore passengers and crew detect any discomfort. MANUAL Switch
AUTOMATIC MODE departure field elevation, the maximum alti-

tude reached in the current flight (per the air
The pressurization controller is comprised of data computer), and the operator input desti-
two digital windows marked “SET ALT” and nation field pressure altitude +200 feet. The
“RATE”; an FL button, an EXER button, and controller determines the pressure rate of
a SET ALT knob (Figure 12-4). change and the cabin pressure altitude based
on the AUTO-SCHEDULE and the air data
computer pressure altitude. The controller
sends DC pulses through the primary outflow
valve climb and dive solenoids to obtain a
specific cabin pressure. The AUTO-SCHED-
I3 ULE will have the cabin completely depres-
surized at the set landing pressure altitude
SET ALT (±200 feet) before touchdown.
FL EXER ISOBARIC MODE

If the air data computer information is inter-
rupted, the controller will automatically switch
0 the flight mode from AUTO to ISOBARIC. A
yellow caution light appears on the upper left
corner of the pressurization controller display
SET
ALT RATE face to advise of this malfunction. The pilot se-
lected destination field pressure altitude +200
Figure 12-4. Pressurization Controller feet on the controller display will be replaced
with flight level (FL) allowing the pilot to set
the desired cruising altitude. The controller
When the AUTO–MANUAL switch (Figure uses the flight level to control the cabin pres-
12-5) is in the AUTO position, the pilot se- sure rate of change and the cabin pressure al-
lects destination field elevation +200 feet (ac- titude to maintain near maximum differential
complished during the “Before Taxi” checklist). pressure (Figure 12-4).
Descent and landing are made by setting the
controller to destination field pressure altitude The pilot may recall the selected destination
+200 feet. field altitude by pressing the FL pushbutton
on the controller. The selected flight level on
In flight, the controller continuously gener- the controller display will be replaced with
ates an AUTO-SCHEDULE based on the cabin altitude (CA), allowing the pilot to set

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the desired cabin altitude prior to landing. The cabin altitude (warning)
The controller then controls the cabin pressure CAB ALT pressure switch is located under
rate of change to maintain the displayed cabin 10,000 FT the pilot’s left console. It turns
altitude. The pilot may “flip-flop” the FL and the CAB ALT 10,000 FT light on. The oxygen
CA displays at any time by pressing the FL mask should be donned immediately.
pushbutton on the controller.
If the air data computer information resumes, EXERCISE TEST BUTTON

the controller automatically removes the FL
indication and the yellow caution light extin- The pilot is provided with a preflight ground
guishes to normal operation. test function. It is activated with an engine run-
ning and the entrance door closed and locked
Complete cabin pressure controller failure is by pressing and holding the system exercise
indicated by a steady red light in the upper left (EXER) button on the face of the pressuriza-
corner of the controller. The digits go blank tion controller on the cockpit tilt panel (Fig-
and the outflow valves capture and hold cur- ure 12-6). If the button is held, the cabin will
rent cabin pressure. The red knob must then gradually pressurize at 100 fpm to 200 feet
be used to manually control cabin pressure. below field elevation in about two minutes. Re-
leasing the button terminates the exercise.
Punching the EXER button in flight is a light
MANUAL PRESSURIZATION test and does not effect pressurization.
CONTROL
When the AUTO–MANUAL switch is in the
MANUAL position, electric power to open
L I3
the climb and dive solenoids is removed. The F
pilot must control the cabin pressure altitude
by moving the MANUAL toggle valve. Cabin SET ALT
altitude can be increased or decreased by hold-
ing the red knob (cherry picker) in the UP or FL EXER
DOWN positions. Manual control uses cabin
air for positive pressure to stop outflows, and
it uses nosewheel compartment air, through a
regulator, for vacuum to open both outflow 0
valves. This system is independent of airplane SET
ALT
RATE
vacuum or electrical power. The UP position
allows outflow valve control chamber air to
be vented into the nose wheel well. The DOWN
position allows cabin air pressure into the out-
flow valve control chamber, closing the out- CA I3
flow valve causing cabin pressure altitude to
dive (see Figure 12-2). SET ALT
The cabin pressure rate of change is limited FL EXER
by the orifice in the MANUAL toggle valve
and is not adjustable by the pilot. The MAN-
UAL toggle valve orifice cannot overpower the
maximum differential pressure valve or the 0
maximum altitude limit valve, but can over-
ride the solenoid valves. Manual toggle valve
SET
ALT
RATE
operation requires considerable attention to as-
sure reaching desired cabin altitude.
Figure 12-6. Cabin Controller—Exercise
Test Button

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The light test consists of pressing the EXER

button for approximately one second and re-
leasing the button. The SET ALT and RATE C
displayed numbers disappear and the four A
LEDs illuminate in sequence. First the SET B
ALT LEDs and yellow light (upper LH corner)
come on briefly then the SET ALT goes blank I
(yellow light still on). Then the RATE LEDs N
come on with the yellow light (upper left cor-
ner) still on. The test ends as the former num- D
bers reappear to set destination field elevation
+200 feet for takeoff in the SET ALT window U
from (–) 1,000 feet to 10,000 feet. M
P
EMERGENCY CABIN DUMP
An emergency cabin pressure dump switch Figure 12-7. CABIN DUMP Switch
(Figure 12-7) may be manually actuated at
any time to reduce cabin pressure. The
CABIN DUMP switch activates the climb
solenoid to remove air from the outflow valve
control chamber. The maximum altitude limit
valves will prevent complete cabin depres-
surization above 13,000 feet altitude. The
switch requires normal DC and is protected
from accidental operation by a red guard.

49,000
SCHEDULE
BOUNDARY
44,000
TAKEOFF FIELD LANDING ALTITUDE

ELEVATION (SET ON CONTROLLER)
39,000
C
34,000
AIRCRAFT ALTITUDE (THOUSANDS)
29,000
24,000
19,000 B
14,000
9,000
D
4,000 A
–1,000
–1,000 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000
CABIN ALTITUDE (THOUSANDS)
A TO B: The cabin digital controller maintains takeoff field elevation ±200 feet until the aircraft reaches
the altitude corresponding to the scheduled limit line.
B TO C: The cabin pressure climbs to the schedule boudary to aircraft cruise altitude.
Max 6P is reached at FL 410.
C TO D: The cabin rates proportionally on descent to landing field elevation.
Figure 12-8. Auto Pressurization Schedule (Example)

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TAKEOFF AND PRESSURIZATION DEPRESSURIZATION

IN CLIMBS IN DESCENTS
CRUISE TO LANDING AIRPORT
41,000 FEET
500 FEET
500 FEET UNDER
39,000 FEET HIGHEST CRUISE
ALTITUDE, THE CABIN
STARTS DOWN
STRAIGHT-LINE
PASSING 1,500 FEET AGL TO 200 FEET ABOVE
IN CL CABIN DRIVES AIRPORT
DOWN TO 8,000 FEET 1,500 FEET AGL
8,500 FEET
8,300 FEET
CABIN PRESSURE
8,000 FEET
7,500 FEET
7,300 FEET
NOTE:
USE CHERRY PICKER
TO DRIVE CABIN LOWER,
IF DESIRED, AT HIGHER
TAKEOFF PRESSURE
ALTITUDES.
21,000 FEET
1,500 FEET
1,300 FEET AGL
1,100 FEET CABIN AT 200 FEET AGL
17,000 FEET ACFT 1,500 FEET AGL

CABIN AT 200 FEET AGL
NEAR 0 PSID
CABIN STARTS UP AT
SL –200 FEET AUTO-SCHEDULED ALTITUDE
Figure 12-9. Climb/Descent Examples on Pressurization

Controller with AUTO-SCHEDULE

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QUESTIONS
1. Pressurization of the airplane is normally 5. What CLOSES the two outflow valves to
maintained by: dive the cabin?
A. Controlling the amount of air entering A. AUTO uses digital cabin pressure con-
the cabin troller to meter 23 psi service air pres-
B. Controlling the amount of air escaping sure to close the primary valve
the cabin B. In the MANUAL switch position, using
C. Modulating the temperature of the the red knob to manually meter cabin
cabin temperature controller pressurized air to the secondary valve
D. Manipulating the throttles C. None of the above
D. A and B above
2. T h e n o r m a l o u t f l o w v a l v e c o n t r o l
modes are: 6. If control vacuum becomes excessive in-
A. Ground taxi mode flight, cabin altitude:
B. Prepressurization mode A. Explosively decompresses to cruise
C. Flight mode altitude
D. All of the above B. Stays where it is
C. Rises to the maximum altitude limit
3. Both throttles are advanced above 85% N2 valve setting of 13,000 feet, where
on the ground. The outflow valves slowly cabin pressure enters the valve re-
close, driving cabin pressure 200 feet ducing vacuum effect and the cabin
below field altitude. This is the: levels at 13,000 feet
D. Decreases to a value as determined
A. Flight mode
by the maximum differential pressure
B. Ground mode valve setting
C. Prepressurization mode
D. None of the above 7. The normal mode for controlling cabin
pressure is the:
4. What OPENS the two outflow valves to A. AUTO mode
climb the cabin?
B. MANUAL mode
A. AUTO uses the digital cabin pressure C. Isobaric mode
controller to meter ejector vacuum to
D. None of the above
the climb solenoid of the primary
valve
8. The source of bleed air for cabin pres-
B. The CABIN DUMP switch sends DC
surization when the EMERG PRESS ON
power to the climb solenoid and the
light is illuminated inflight is:
cabin rises to the 13,000 feet cabin
altitude limit valve A. Vapor-cycle air
C. With the MANUAL switch selection B. Right engine
and using the red knob to manually C. Either or both engines
meter ambient low pressure air to the D. Pylon ram air
secondary valve
D. All of the above

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9. The source of bleed air for cabin pres- 12. During taxi out, the controller is set to:
surization when the EMERG PRESS ON A. Destination field elevation +200 feet
light is illuminated is: in the CA mode
A. Freon B. Cruise plus 1,000 feet in the FL mode
B. 120°F bleed air from the windshield C. Field pressure altitude plus 500 feet
anti-ice bleed-air shutoff valve and D. 300 to 500 fpm on the cabin rate-of-
6 ppm flow from the EMER valve climb control
C. LH and RH bleed-air shutoff valves
D. Pylon ram air 13. The controller on the tilt panel continu-
ously generates an AUTO-SCHEDULE
while in flight, based on:
10. The DC-powered pressure controller
modes are: A. Departure field elevation, the maximum
altitude reached, and pilot input of des-
A. Isobaric mode
tination field elevation +200 feet
B. AUTO mode
B. Information inputs made in MANUAL
C. MANUAL mode using red knob
D. A and B above C. Cabin always at maximum differen-
tial pressure
11. If the air data computer fails inflight: D. Departure field elevation only
A. The controller amber light illuminates
and CA switches to FL Isobaric mode. 14. On the ground with either engine operating
below 85% N 2 :
B. It remains in the CA AUTO mode.
C. Only manual control remains. A. Only the primary outflow valve opens.
D. I t a u t o m a t i c a l l y s w i t c h e s t o t h e B. Neither outflow will open.
EXER mode. C. Both outflow valves are open.
D. Only the secondary outflow valve opens.

CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 13-1
GENERAL ........................................................................................................................... 13-1
MAJOR COMPONENTS .................................................................................................... 13-2
Reservoir ......................................................................................................................... 13-2
Pumps ............................................................................................................................. 13-2
System Bypass Valve ...................................................................................................... 13-2
Firewall Shutoff Valves .................................................................................................. 13-3
Filters .............................................................................................................................. 13-3
Flow Switches ................................................................................................................. 13-3
OPERATION ........................................................................................................................ 13-3
HYDRAULIC SUBSYSTEMS ............................................................................................ 13-5
Thrust Attenuators .......................................................................................................... 13-5
QUESTIONS ...................................................................................................................... 13-11

ILLUSTRATIONS
Figure Title Page
13-1 Hydraulic Reservoir .............................................................................................. 13-2
13-2 Hydraulic Reservoir Access Door ......................................................................... 13-2
13-3 ENGINE FIRE Switchlights ................................................................................. 13-3
13-4 Hydraulic System Schematic ................................................................................ 13-4
13-5 Thrust Attenuator .................................................................................................. 13-5
13-6 Thrust Attenuator Switch ...................................................................................... 13-5
13-7 Thrust Attenuator System Schematics (Stowing) ................................................. 13-7
13-8 Thrust Attenuator System Schematics (Deploying) .............................................. 13-8
13-9 Thrust Attenuator Actuator ....................................................................................13-10

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CHAPTER 13
HYDRAULIC POWER SYSTEMS
INTRODUCTION
The Citation CJ1 hydraulic system is pressurized by two engine-driven pumps, one on
each engine. The system provides pressure for four subsystems: landing gear, speedbrakes,
flaps, and thrust attenuators. The system operation is monitored by annunciator lights.
GENERAL
The hydraulic system is classified as “open equate supply of fluid to the pumps under all
center,” bypassing pump output to return with operating conditions. Fluid is filtered prior to
essentially no buildup of pressure. Fluid by- entering a subsystem enroute to the reservoir.
passing ceases and pressure is provided when
operation of a subsystem is initiated. Annunciator lights warn of low flow and in-
dicate when the system is pressurized.
The pumps are supplied with fluid through
motorized firewall shutoff valves controlled
from the cockpit.
The reservoir is pressurized to provide an ad-

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The wheel brake system is powered by a sep-

arate, completely independent, closed center CAUTION
hydraulic system. The use of any purple phosphate es-
ther-based hydraulic fluid will
Approved hydraulic fluid for both systems is damage O-rings and the system and
red MIL-H-83282 as well as in the gear struts. is prohibited.
MAJOR COMPONENTS
RESERVOIR
The reservoir (Figure 13-1) is mounted on the
right side of the fuselage under the right en-
gine pylon. It is pressurized by the 23-psi ser-
vice bleed-air system to reduce foaming and
assure positive flow. A relief valve on top of
the reservoir opens at approximately 30 psi to
prevent overpressurization.
Figure 13-2. Hydraulic Reservoir

Access Door
PUMPS
The constant-volume hydraulic pumps, driven
by the accessory section of the engines, are
rated at 3.25 gpm each. The pumps are in op-
Figure 13-1. Hydraulic Reservoir eration when the engines are operating. Either
pump is capable of operating all subsystems.
Servicing connections are provided below the The pumps are cooled, when operating, by
hydraulic reservoir under the hydraulic ac- system fluid.
cess door (Figure 13-2) and do not require
equipment capable of delivering hydraulic
fluid under pressure. A sight gage is marked SYSTEM BYPASS VALVE
at FULL and ADD levels. The reservoir ca- The solenoid-operated hydraulic bypass valve
pacity at the FULL level is 2 liters (125 cubic is spring-loaded open to route pump output to
inches). The hydraulic reservoir can be hand- the return line. When energized by selecting
filled. Verify that the flaps are zero to 15°, the operation of a subsystem, the valve ener-
speedbrakes, and attenuators are retracted, gizes closed, increasing hydraulic pressure. If
and the landing gear is extended. Push the electrical power is interrupted, the valve fails
manual relief valve on top of the reservoir to to the open position. A mechanical relief valve
relieve trapped service air pressure before re- in parallel with the bypass valve maintains
moving filler cap. Pour in clean, red MIL-H- the system pressure at a maximum of 1,500 psi.
83282 fluid to the FULL mark and recap.

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FIREWALL SHUTOFF VALVES As flow decreases below .35 to .55 gpm, the
HYD FLOW LOW annunciator will illuminate
F/W A hydraulic firewall shutoff accompanied by MASTER CAUTION lights.
SHUTOFF valve is installed in the supply A check valve in the flow switch prevents
line to each hydraulic pump. backflow into the pump.
LH RH The valves are motorized and
are controlled by ENG FIRE
switchlights on the glareshield
(Figure 13-3). The valves are normally open
OPERATION
and are to be closed only in the event of an en- When an engine is started, the pump draws
gine fire or to perform maintenance. The hy- fluid from the reservoir through the normally
draulic LH or RH F/W SHUTOFF lights come open firewall shutoff valve (Figure 13-4).
on when an ENG FIRE switchlight is pressed. Pump output flow through the flow switch
opens a circuit to extinguish the LH or RH
HYD FLOW LOW light.
Assuming that no subsystem is being operated,

the deenergized system bypass valve is open,
bypassing pump output to return. As the sec-
ond engine is started, the entire HYD FLOW
LOW annunciator is extinguished.
When any subsystem is electrically activated,

a circuit is completed to energize the system
Figure 13-3. ENG FIRE Switchlights bypass valve to the closed position.
As pressure increases, the HYD

HYD PRESS
FILTERS ON PRESS ON annunciator illu-
minates. System pressure is
The system incorporates three filters, two for limited to 1,500 psi as the system relief valve
filtering fluid leaving the pumps and one for fil- opens. When system operation is completed,
tering return fluid prior to entering the reser- the circuit to the system bypass valve opens.
voir. Each filter incorporates a bypass valve that The deenergized hydraulic bypass valve
opens at 100 psid if the filter element clogs. spring-loads to the open position, again by-
passing pump output to return. The system
There is no cockpit indication or filter depressurizes and the HYD PRESS ON an-
indication of bypassing. nunciator goes out. The system remains in the
bypassing (open center) condition until another
FLOW SWITCHES subsystem is selected for operation.
A flow switch installed in each When an engine is shut down, the applicable seg-
HYD FLOW pump pressure line controls ment of the HYD FLOW LOW annunciator il-
LOW the LH or RH HYD FLOW luminates. With both engines shut down, the
LOW annunciators. As flow entire annunciator illuminates. Loss of a pump
LH RH from a pump exceeds 1.33 during system operation is indicated by illumi-
gpm, a circuit opens to extin- nation of the LH or RH segment, as applicable.
guish the LH or RH segment of the annunci-
ator, as applicable.

LH FLOW ONE-WAY
SWITCH CHECK VALVE
13-4
F F
LANDING
GEAR RH FLOW
SWITCH
HYD FLOW
SPEED- LOW
BRAKES HYDRAULIC
SYSTEM LH RH
BYPASS VALVE RETRACT
SPD BRK
THRUST
ATTENUATOR EXTEND
FAILSAFE
OPEN EXTEND
WING 1,500 psi
FLAPS P
FILTER RELIEF VALVE FILTER FILTER
LH MLG RH MLG
LH SPEED R PWR BRK RH SPEED

L PWR BRK
BRAKE ANTISKID ANTISKID BRAKE
LH HYD RH HYD
F/W F/W
SHUTOFF SHUTOFF
L HYD R HYD
PUMP PUMP

HYD PRESS RESERVOIR F/W
ON SHUTOFF
ATTEN
UNLOCK
SPD BRK LH THRUST RH THRUST LH RH
EXTEND ATTENUATOR ATTENUATOR LH RH
MASTER
CAUTION
RESET
international
Figure 13-4. Hydraulic System Schematic

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Depressing an ENG FIRE switchlight closes switch, hydraulic control valves and actuators,
the hydraulic firewall shutoff valve and the exhaust deflecting paddles, stow limit
fuel firewall shutoff valve for that engine. switches, electrical control circuitry, and ad-
The generator field relay trips open and the visory lights. Each actuator is contained in a
fire-extinguishing system is armed. Closing spring-loaded, surrounding cylinder. A strong
of both fuel and hydraulic firewall shutoff spring seats the actuator at the end of the
valves illuminates the amber LH or RH F/W cylinder for normal deployment and stowing.
SHUT OFF annunciator.
If inadvertent in-flight deployment occurs,
engine exhaust blast against deployed paddles
moves the hydraulic actuator up the cylinder
HYDRAULIC against spring tension, allowing the paddles
SUBSYSTEMS to move toward stow.
Hydraulically powered subsystems include A three-position, lever-lock control switch

landing gear, speedbrakes, flaps, and thrust at- labeled “STOW–AUTO–TEST” is mounted
tenuators. Thrust attenuators are discussed in on the control quadrant below the throttles
this chapter. Application of hydraulic power (Figure 13-6). This switch is spring-loaded
to the other three subsystems is presented in out of TEST to AUTO, and must be pulled up
Chapter 14, “Landing Gear and Brakes,” and and forward from AUTO into the STOW po-
in Chapter 15, “Flight Controls.” sition and will slide aft and drop into the
AUTO position. This prevents accidentally
selecting STOW. Thrust attenuator position is
THRUST ATTENUATORS monitored by observing the HYD PRESS ON,
LH or RH ATTEN UNLOCK, and ATTN
General STOW SELECTED annunciator lights.
A thrust attenuator vertical “paddle” is posi-
tioned at the rear of each engine pylon. Elec-
trically controlled by retarding the throttles
to idle, both paddles are hydraulically stowed
when either throttle is advanced 1/4-inch
ahead of idle (Figure 13-5). Deployment re-
duces idle thrust by approximately 50% to
minimize brake energy levels during ground
operations. The system consists of a control
Figure 13-6. Thrust Attenuator Switch
Figure 13-5. Thrust Attenuator

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Operation The “Thrust Attenuator—Checked/Auto” test

is performed during the “Before Taxiing”
Selecting AUTO, with LH and/or RH THRUST checklist with both engines running, the throt-
ATTEN CB power and one or both engines run- tles at idle, both squat switches on the ground,
ning, automatically deploys both paddles: and the paddles deployed.
• At landing touchdown, any time both Selecting STOW illuminates the ATTEN
throttles are in idle STOW SELECTED light. Advancing the right
• If one throttle is at idle and the other is throttle quickly above 85% N 2 illuminates the
in the cutoff position with either squat MASTER CAUTION lights, and quickly re-
switch on the ground for FAA certifi- duces the right throttle to IDLE before rpm in-
cation, or both squat switches on the creases and MASTER CAUTION lights go
ground for CAA certification out. Repeat the same action on the left throt-
tle and see similar light indications. This is a
Both thrust attenuators stow automati- test of the rejected takeoff circuitry which il-
c a lly when: luminates the MASTER CAUTION lights to
inform the pilot the STOW–TEST–AUTO
• Either or both throttles are advanced switch was either purposefully placed in
above IDLE during ground operations
(Figure 13-7). STOW for takeoff (indicating malfunction-
ing thrust attenuators using the “Dispatch-
• The thrust attenuator switch is in STOW. ing” checklist) or the switch is in the STOW
• The left and right throttles are both position through a procedural error.
moved to the cutoff position.
TEST is then selected, with both throttles at
• Both the squat switches in the air prevent IDLE, turning on the MASTER CAUTION
inflight deployment for FAA certification. lights. This is a test of the in-flight unlock
• Either squat switch in the air position, circuitry, i.e., if the thrust attenuators unlock
prevents in-flight deployment for CAA in flight the MASTER CAUTION lights illu-
certification. minate to warn the pilot of the problem. The
TEST circuit is inoperative in flight because
The MASTER CAUTION lights illuminate the thrust attenuators are stowed and both
when: squat switches are in flight.
• Aircraft is in flight and the attenuators Selecting AUTO, with the throttles at IDLE,
are locked. automatically deploys the paddles illuminat-
• Aircraft is in flight, attenuator stow is ing the LH or RH ATTEN UNLOCK lights. The
selected, and flaps are beyond 15°. right throttle is advanced slightly above IDLE
and both paddles stow as indicated by the LH
• Aircraft is on the ground and either throt- and RH ATTEN UNLOCK lights going out.
tle is above 85% N 2 , with attenuator The right throttle is then pulled to IDLE and
stow selected. both paddles deploy as indicated by the LH and
The thrust attenuator paddles are deployed RH ATTEN UNLOCK lights illuminating. The
and stowed by main hydraulic system pressure left throttle is then advanced and reduced with
(Figures 13-7 and 13-8). The thrust attenua- the similar light indications. Remember the
tors are hydraulically locked at the DEPLOY HYD PRESS ON light flashes on and off with
and STOW positions. each deployment and each stowing.

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STOWING
STOWING THRUST ATTENUATOR STOWING

ACTUATORS
NOTE:
PISTONS EXTEND MOVING
BELL CRANKS TO STOW
BUCKETS
THRUST
ATTENUATOR
SOLENOID
VALVES
STOW
A
U THRUST
T ATTENUATOR
O TEST
PRESSURE
RETURN
ATTEN
UNLOCK
LH RH HYD PRESS
ON
STOWED
THRUST ATTENUATOR
ACTUATORS
THRUST
ATTENUATOR
SOLENOID
VALVES
LEGEND
ATTEN TRAPPED FLUID
UNLOCK PRESSURE
RETURN
LH RH
STATIC PRESSURE
Figure 13-7. Thrust Attenuator System Schematics (Stowing)

DEPLOYING
DEPLOYING THRUST DEPLOYING

ATTENUATOR
ACTUATORS
NOTE:
PISTONS RETRACT MOVING
BELLCRANKS TO DEPLOY
BUCKETS
THRUST
ATTENUATOR
SOLENOID
VALVES THRUST
ATTENUATOR
STOW
A
DEPLOY
U
T
O TEST
PRESSURE
IDLE
STOW
RETURN
ATTEN
UNLOCK
HYD PRESS
LH RH ON
DEPLOYED
THRUST
ATTENUATOR
ACTUATORS
THRUST
ATTENUATOR
SOLENOID
VALVES
LEGEND
ATTEN TRAPPED FLUID
UNLOCK
PRESSURE
LH RH RETURN
STATIC PRESSURE
Figure 13-8. Thrust Attenuator System Schematics (Deploying)

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On deployment, the attenuator STOW should not be selected during tailwind

ATTEN paddles will deflect to a position engine starts. Tailwinds of ±30° could flow
UNLOCK 30° from the exhaust plane of the into the tailpipe, making warmer starting tem-
engine (64° of movement) and peratures. In AUTO, the thrust attenuator
LH RH will illuminate the white LH and buckets automatically deploy when the throt-
RH ATTEN UNLOCK annunci- tle is moved from OFF to IDLE and help block
ator light. Deployment of the thrust attenuators the tailwinds from entering the tailpipe.
in flight will also illuminate the MASTER CAU-
TION lights.
Limitations
The thrust attenuators can be stowed manually The “Kinds of Operations Equipment List” in
by moving the stow switch to STOW. Hy- the AFM Limitations states, “If the thrust at-
draulic pressure causes the actuators to stow tenuators deploy as a malfunction during taxi
the paddles, and they will move to the stow po- and if they can be stowed by selecting the
sition on the engine pylon. The paddles are control switch to STOW, a takeoff may be
held stowed by trapped hydraulic pressure and made with 15° flaps.” Takeoff with thrust at-
are inoperative. In the STOW position, the LH tenuators stowed is not allowed with flaps se-
and RH ATTEN UNLOCK lights extinguish. lected at 0°. The 15° flap takeoff field length
(TFL) is multiplied by 1.05 and the ultimate
A w h i t e AT T N S T O W S E - corrected TFL must not exceed 4,500 feet.
ATTN STOW Similarly, if deployment occurs in flight, mul-
SELECTED LECTED light will illuminate
any time the switch is in the tiply landing distance by 1.05. The “Dispatch
STOW position. with Thrust Attenuator Stowed” checklist is
provided for takeoff or landing.
NOTE
If an attenuator unlock advisory light
Emergency
should illuminate during flight, the If a malfunction causes either thrust attenu-
thrust attenuator switch should be ator to deploy, with either squat switch in
placed in the STOW position. flight, the MASTER CAUTION lights im-
mediately illuminate. Selecting STOW should
move the paddles to the stow position and
During the first engine start, when the throt- landing distance is increased by 1.05%. If se-
tle is advanced to IDLE, both engine thrust at- lecting STOW fails to stow the errant thrust
tenuator buckets deploy. When the throttle is attenuators, use sufficient power to keep the
advanced, during second engine start, both airspeed at safe margins through flight to
thrust attenuator buckets electrically stow mo- touchdown. Engine exhaust blasts on the pad-
mentarily, then redeploy. The bucket of the sec- dles (hydraulically locked deployed) forcing
ond engine is momentarily stowed to reduce the actuator to slide up the cylinder against
engine exhaust back pressure to allow easier spring tension. The paddles should “blow
engine acceleration to idle. Both buckets de- back,” even to the full stow position result-
ploy at the same time or stow at the same time ing in only a small loss of available thrust. If
because a single microswitch controls both power is reduced, the internal spring forces
left and right thrust attenuator hydraulic ac- the actuator toward its normal spring-loaded
tuators (Figure 13-9). During ground taxi with position and the paddles redeploy.
either engine shutdown (throttle OFF), move-
ment of the operating engine throttle will ac-
tuate both right and left engine buckets. If
one of the thrust attenuator circuit breakers
were popped, the control valve would fail and
that thrust attenuator would not respond.

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DEPLOY
MICROSWITCH
THRUST ATTENUATOR
CENTERLINE
ACTUATOR
PUSH-PULL
TUBE
ENGINE AXIS
SPRING
BELL
CRANK
THRUST ATTENUATOR
BUCKET/PADDLE
STOWED
TOP VIEW OF THRUST ATTENUATOR ASSEMBLY

(PYLON SKIN REMOVED FOR CLARITY)
Figure 13-9. Thrust Attenuator Actuator

QUESTIONS
1. The hydraulic system bypass valve is: 6. Access to the hydraulic reservoir sight
A. Spring-loaded closed glass is:
B. Spring-loaded open A. I n t h e r i g h t f o r w a r d b a g g a g e
C. Energizes closed compartment
D. Both B and C B. On the copilot’s instrument panel
C. A h e a d o f t h e t a i l c o n e b a g g a g e
compartment
2. Depressing an ENG FIRE switchlight: D. Under a door behind the right flap
A. Shuts off hydraulic fluid to the pump under right engine
B. Trips the generator field relay
C. Arms the fire-extinguishing system 7. The hydraulic system:
D. All of the above A. Uses only red MIL-H-83282 fluid
B. Has a reservoir capacity of 2 liters
(125 in. 3 )
3. Closing of a hydraulic valve is indicated
by: C. Is limited to 1,500 psi when loaded
D. All of the above
A. A warning horn
B. Illumination of the applicable F/W
8. Hydraulic system operation is indicated
SHUTOFF annunciator if the fuel fire-
by illumination of the:
wall shutoff valve also closes
C. Illumination of the HYD PRESS ON A. HYD LEVEL LO annunciator
annunciator B. HYD PRESS ON annunciator (1,500
D. Fails to the closed center position psi)
C. LH or RH HYD LEVEL LO annun-
ciator
4. If DC power is lost, the system bypass D. LH or RH HYD FLOW LOW an-
valve: nunciator
A. Spring-loads to the closed position
B. Motorizes open 9. A hydraulic leak may be detected by:
C. Spring-loads to the open position A. Visible red fluid observed during pre-
D. Fails to the closed center position or post-flight walkaround
B. May be a possibility if both HYD
FLOW LOW lights illuminate
5. The hydraulic system provides pressure
to operate the: C. Below ADD on the sight gage
D. All of the above
A. Landing gear, speedbrakes, flaps, and
thrust attenuators
10. T h e t h r u s t a t t e n u a t o r s a r e s t o w e d
B. Landing gear and speedbrakes only
any time:
(all airplanes)
C. Antiskid brakes, landing gear, and A. The switch is in STOW.
flaps B. During taxi, the switch is in AUTO
D. Speedbrakes, landing gear, and wheel with either throttle forward of the
brakes IDLE STOP.
C. The left and right throttles are both in
CUTOFF.

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11. The MASTER CAUTION lights illumi- 12. Thrust attenuators in AUTO will:
nate: A. Deploy automatically at touchdown
A. If inflight and unlocked (both squat switches on the ground)
B. If inflight with STOW selected and B. Stow automatically with the throttles
flaps beyond 15° (normally AUTO above IDLE for taxi
for landing) C. Deploy when both piggy back throttles
C. During taxi with STOW selected and are pulled up to IDLE–DEPLOY
either throttle above 85% N2 D. A and B above
(normally AUTO for takeoff)
D. All of the above

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION ................................................................................................................ 14-1
GENERAL ........................................................................................................................... 14-1
LANDING GEAR ................................................................................................................ 14-2
General ............................................................................................................................ 14-2
Controls and Indicators ................................................................................................... 14-3
Operation ........................................................................................................................ 14-6
NOSEWHEEL STEERING ............................................................................................... 14-10
BRAKES ............................................................................................................................ 14-11
General .......................................................................................................................... 14-11
Operation ...................................................................................................................... 14-12
Parking Brakes .............................................................................................................. 14-14
Emergency Brakes ........................................................................................................ 14-15
QUESTIONS ...................................................................................................................... 14-17

ILLUSTRATIONS
Figure Title Page
14-1 Left Main Gear and Door ...................................................................................... 14-2
14-2 Nose Landing Gear and Doors .............................................................................. 14-3
14-3 Landing Gear Control Panel .................................................................................. 14-3
14-4 Landing Gear Handle Locking Solenoid and Switches ........................................ 14-4
14-5 Landing Gear Position Indications ........................................................................ 14-5
14-6 Landing Gear Schematic—Retraction .................................................................. 14-7
14-7 Landing Gear Schematic—Extension ................................................................... 14-8
14-8 Landing Gear Emergency Extension ..................................................................... 14-9
14-9 AUX GEAR CONTROL T-Handle ..................................................................... 14-10
14-10 Powerbrake System Schematic ........................................................................... 14-13
14-11 PARK BRAKE Handle ....................................................................................... 14-14
14-12 Emergency Brake System ................................................................................... 14-15

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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The Citation CJ1 landing gear is electrically controlled and hydraulically actuated. When
retracted, the nose gear and the struts of the main gear are enclosed by mechanically ac-
tuated doors. The trailing link main gear wheels remain uncovered in the wheel wells. Gear
position and warning are provided by colored indicator lights and an aural warning.
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 Gear position indication is provided by one red

and three green position indicator lights on the
Each inboard-retracting main gear uses two hy- landing gear control panel. In addition, an
draulic actuators—one for gear actuation and aural warning sounds when throttle or flap
one for uplock release. Two hydraulic actua- and gear position are not compatible when the
tors perform identical duties for the forward airspeed is less than 130 KIAS at <85% N 2 .
retracting nose gear. An electrically posi-
tioned gear control valve directs hydraulic The nosewheel steering system is mechani-
pressure for gear extension or retraction. cally actuated by cable linkage from the rud-
der pedals. The system is enabled with the

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gear extended, on or off the ground. Nose gear

centering is accomplished mechanically
during retraction.
The powerbrake system uses a separate hy-

draulic system powered by an electrically
driven pump. Each main gear wheel houses a
multiple-disc brake assembly that can be ac-
tuated by pressure from an electrically driven
pump or stored nitrogen pressure during
e m e rg e n cy b r a k i n g . A p a r k i n g b r a k e i s
provided for parking the airplane.
LANDING GEAR
GENERAL
The main and nose landing gear struts are con-
ventional air-oil struts. The landing gear is nor- Figure 14-1. Left Main Gear and Door
m a l l y h y d r a u l i c a l l y a c t u a t e d bu t c a n b e
mechanically and pneumatically released and T-handle mechanical cable or by the round
extended if the normal gear actuation system concentric knob releasing high-pressure ni-
fails. The gear can be extended and retracted trogen from the bottle in the right nose com-
(V LO ), and operated with the gear extended partment to push the piston to its unlocked
(V LE ) at airspeeds up to 186 KIAS. It takes position. Fluid is now sequenced to the down
less than six seconds to extend or retract the side of the strut actuator until mechanically
landing gear. locked at the fully extended position.
The downlock mechanism consists of a spring-

Main Gear loaded slider ring that is pushed along the pis-
The main gear assembly (Figure 14-1) in- ton shaft till it spring-loads down into a slot
cludes a trunion, oleo struts, actuators, trail- at the fully extended position. A second lock-
ing link, a single wheel with a multiple-disc ing ring is now hydraulically forced over the
brake, and a squat switch that senses in- slider ring is now hydraulically forced over the
flight/on-ground conditions. slider ring striking the down-and-locked mi-
croswitch illuminating that struts down-and-
The main landing gear struts are mechanically locked green indicating light. The downlocks
locked in the retracted position by the uplock can only be released by applying hydraulic
cylinder. This cylinder has a piston that is pressure to the retract side of the actuator;
spring-loaded extended and mechanically therefore, no blocks or external downlock pins
holds the strut in the up-and-locked position. are required.
To release any strut from its uplock, fluid is
first sequenced to the uplock piston, pushing A door actuated by gear movement covers the
the piston against spring tension fully inside main gear strut when retracted; the wheel fairs
the cylinder. The strut is now unlocked to into the wheelwell.
start extension (the strut roller is freed from
the uplock slot). The uplock is normally elec- Each main gear wheel incorporates a fusible
trically controlled and hydraulically un- plug that melts to deflate the tire if excessive
locked, but it may also be unlocked by the temperature is generated by an overheated brake.

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Nose Gear
The nose gear assembly (Figure 14-2) includes
a strut, two hydraulic actuators, torque links,
a single wheel, and a self-contained shimmy
damper. The nose gear is held in the retracted
position by a spring-loaded uplock mecha-
nism that is released by a hydraulic actuator
prior to gear extension. When the gear is ex-
tended, an internal locking mechanism in the
gear actuator engages to lock the gear down.
This locking device is similar to the one in the
main gear actuator. No external downlock
blocks or pins are required for the nose gear.
The nose gear is mechanically centered dur-
ing retraction. When the nose gear strut goes
to the down-and-locked position, the heads-
up angle-of-attack indicator is activated.
Three doors are actuated by nose gear move-

ment to completely enclose the nose gear and
wheel at retraction. The two forward doors are
closed with the gear extended or retracted, and Figure 14-2. Nose Landing Gear
are open only during gear transit. The aft spade and Doors
door remains open with the gear extended.
CONTROLS AND INDICATORS

The landing gear is controlled by the LDG
GEAR control handle to the left side of the cen-
ter panel (Figure 14-3). Gear position is shown
by one red and three green indicator lights on
the gear control panel. A warning horn pro-
vides warning of abnormal conditions.
Controls
The LDG GEAR control handle actuates
switches to complete circuits to the extend or
retract solenoid of the gear control valve. On
the ground, the solenoid spring-loaded plunger
holds the handle in the DOWN position, pre-
venting inadvertent movement of the handle
to the UP position (Figure 14-4).
Figure 14-3. Landing Gear Control Panel

PLUNGER Indicators
The green NOSE, LH, and RH lights on the
gear control panel indicate gear down and
locked. As each gear locks down, its respec-
RETRACT tive green light is illuminated.
SWITCH
EXTEND The red GEAR UNLOCKED light indicates an
SWITCH unsafe gear condition. It illuminates when the
gear handle is moved out of the UP detent and
LOCKING
SOLENOID
remains on until all three gear are down and
locked. At retraction, the light comes on when
FW any downlock is released and remains on until
D all three gear are up and locked.
Figure 14-4. Landing Gear Handle Locking Normal indication with the gear down is three
Solenoid and Switches green lights illuminated. All lights should be
out with the gear retracted.
CAUTION
Figure 14-5 shows indicator light displays for
Never attempt to pull the gear handle va r i o u s g e a r p o s i t i o n s . T h e G E A R U N -
up during taxi and special attention LOCKED light and warning horn can both be
must be given to checking the gear tested by positioning the rotary TEST switch
handle in the down position before to LDG GEAR.
punching the start button to prevent
inadvertent nose gear retraction.
Aural Warning
DC power for the gear position indicator lights, A LANDING GEAR aural warning is pro-
aural warning, and the locking solenoid on vided by the warning/caution advisory system
the gear handle is through the LDG GEAR if one or more gear are not locked down, one
circuit breaker on the left hand feed extension or both throttles are retarded below 85% N 2
bus located on the left circuit-breaker panel. rpm, and airspeed is below 130 KIAS. The
The LDG GEAR circuit breaker is in the warning can be silenced by pressing the HORN
WARNING section of the panel and should not SILENCE PUSH button on the gear control
be confused with the GEAR CONTROL cir- panel (see Figure 14-3).
cuit breaker in the SYSTEMS section of the
same panel. The aural warning also sounds if flaps are ex-
tended beyond TAKE OFF AND APPROACH
Airborne, with the left main gear squat switch (15) with one or more gear not down-and-
in the in-flight position, the locking solenoid locked regardless of any other condition.
is energized to retract the plunger. This frees Under these conditions, the aural warning can-
the handle for movement to the UP position. not be silenced with the pushbutton.
This safety feature cannot be overridden. If the
solenoid fails or electrical power is lost, the
g e a r h a n d l e c a n n o t b e m ove d t o t h e U P
position. The gear handle must be pulled out
of a detent prior to movement to either the UP
or DOWN position.

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DOWN AND
LDG GEAR
LOCKED LDG GEAR
NOSE NOSE
UP UP
LH RH LH RH
ANTI- ANTI-
HORN SKID HORN SKID
SILENCE ON SILENCE ON
PUSH OFF PUSH OFF

GEAR GEAR
UNLOCKED UNLOCKED
DOWN UP AND DOWN

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

GEAR GEAR
UNLOCKED UNLOCKED
ONE OR MORE
DOWN GEAR NOT UP DOWN
AND LOCKED
Figure 14-5. Landing Gear Position Indications

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OPERATION have been actuated, the gear control valve

circuit is interrupted and the valve returns to
General the neutral position. All position indicator
lights on the control panel are out.
In addition to energizing the gear control
valve, LDG GEAR handle movement to the UP
or DOWN position also closes the hydraulic Extension
system bypass valve, creating pressure as
indicated by illumination of the HYD PRESS Placing the LDG GEAR handle in the DOWN
ON annunciator. position energizes the extend solenoid of the
gear control valve (Figure 14-7). The valve is
positioned to apply pressure to the uplock ac-
At the completion of either tuators, releasing the gear uplocks. When the
HYD PRESS cycle, the bypass valve opens
ON uplocks have released, pressure continues to
and the HYD PRESS ON the gear actuators. As each gear reaches the
annunciator goes out. fully extended position, a downlock mi-
croswitch is actuated. When all three downlock
The DC power for the landing gear control switches are actuated, the control valve circuit
circuit is through the GEAR CONTROL cir- is interrupted and the gear control valve returns
cuit breaker located in the SYSTEMS section to the neutral position. With pressure no longer
of the feed extension bus of the left circuit- being applied to the gear actuator, the internal
breaker panel. locking mechanism within each actuator as-
sumes the downlocked position and illumina-
tion of the green NOSE, LH, and RH position
Retraction indicator lights on the gear control panel.
Placing the LDG GEAR handle in the UP po-
sition energizes the retract solenoid of the
gear control valve. The control valve is posi- Emergency Extension
tioned to direct pressure to the retract side of
If the hydraulic system fails or an electrical
each gear actuator and to preload the uplocks.
malfunction exists in the landing gear system,
The downlock mechanism in each actuator re-
the gear uplocks can be manually released for
leases and retraction begins (Figure 14-6).
gear free-fall. An air bottle (Nitrogen), which
is charged to 1,800 to 2,050 psi, is located in
As each gear reaches the fully retracted po-
the right nose storage compartment. This bottle
sition, it is engaged by a spring-loaded uplock
is used for positive gear uplock release and gear
mechanism, and an uplock microswitch is ac-
downlocking (Figure 14-8).
tuated. When all three uplock microswitches

PRESSURE
MAIN LANDING MAIN LANDING
GEAR ACTUATOR RETURN GEAR ACTUATOR
GEAR CONTROL
SOLENOID VALVE
UPLOCK HOOK UPLOCK HOOK

ACTUATOR PNEUMATIC ACTUATOR
DUMP VALVE
SHUTTLE
VALVE
LEGEND PRESSURE FILL BLOWDOWN

GAGE PORT BOTTLE
HYDRAULIC PRESSURE
HYDRAULIC RETURN (ACTIVE)
STATIC HYDRAULIC FLUID
VENTED LINE
VENT EMERGENCY
PNEUMATIC (NITROGEN) PRESSURE BRAKE

EMERGENCY GEAR
EXTENSION
HANDLE
UPLOCK HOOK
ACTUATOR NOSE
GEAR
ACTUATOR
international
14-7
Figure 14-6. Landing Gear Schematic—Retraction
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PRESSURE
14-8
MAIN LANDING MAIN LANDING
GEAR ACTUATOR RETURN GEAR ACTUATOR
GEAR CONTROL
SOLENOID VALVE
UPLOCK HOOK PNEUMATIC UPLOCK HOOK

ACTUATOR DUMP VALVE ACTUATOR
SHUTTLE
VALVE
LEGEND PRESSURE FILL BLOWDOWN

HYDRAULIC PRESSURE GAGE PORT BOTTLE

VENTED LINE
VENT EMERGENCY
PNEUMATIC (NITROGEN) PRESSURE BRAKE

EMERGENCY GEAR
EXTENSION
HANDLE
UPLOCK HOOK
ACTUATOR NOSE
GEAR
ACTUATOR
international
FlightSafety
Figure 14-7. Landing Gear Schematic—Extension

PRESSURE
MAIN LANDING GEAR CONTROL MAIN LANDING
SOLENOID VALVE RETURN GEAR ACTUATOR
GEAR ACTUATOR
UPLOCK HOOK PNEUMATIC UPLOCK HOOK

ACTUATOR DUMP VALVE ACTUATOR
SHUTTLE
VALVE
LEGEND
HYDRAULIC PRESSURE
PRESSURE BLOWDOWN
VENTED LINE GAGE BOTTLE
FILL
PNEUMATIC (NITROGEN) PRESSURE PORT
NITROGEN/HYDRAULIC FLUID MIX PRESSURE

VENT
EMERGENCY BRAKE
UPLOCK HOOK
ACTUATOR
TO UPLOCK EMERGENCY GEAR

NOSE GEAR HOOKS EXTENSION HANDLE
ACTUATOR
international
Figure 14-8. Landing Gear Emergency Extension
14-9
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Emergency extension is initiated by pulling the

AUX GEAR CONTROL T-handle and rotat-
ing clockwise 45° to lock (Figure 14-9). This
mechanically releases the gear uplocks, al-
lowing the gear to free-fall. If necessary, use
the rudder to yaw the airplane, first in one di-
rection, then the other to fully extend the main
gear actuators. After the gear has extended,
pull the round knob (or collar) behind the T-
handle. This releases air bottle pressure to the
gear uplocks and actuators and: at the same
time, opens a dump valve to assure a path for
fluid return to the reservoir and to inhibit any
further hydraulic operation of the gear (see
Figure 14-8). Air pressure drives the gear ac-
tuators to the fully extended position where
they are maintained by the internal lock mech-
anism in each actuator. Once the air bottle has
been actuated, hydraulic operation of the gear
is not possible. Maintenance action is required
after an emergency extension to restore nor-
mal operation of the landing gear. The opti-
mum speed for this procedure is 150 KIAS with
flaps up. Figure 14-9. AUX GEAR CONTROL
T-Handle
NOTE For towing, ensure that the flight control lock
Pneumatic pressure should be used to is disengaged, and do not exceed 95° nose
assure positive locking of all three wheel deflection. If 95° is exceeded, the steer-
gear actuators. ing attachment bolts will be sheared with re-
sultant loss of steering capability. If the control
lock is engaged, towing beyond 60° may cause
NOSEWHEEL STEERING structural damage.
Nosewheel steering is manually actuated

through cables and a mechanical linkage con- CAUTION
nected to the rudder pedals. Steering is oper-
ative with the gear extended. With the gear If the nosewheel steering bolts are
retracted, rudder pedal movement does not sheared (indicated by loss of nose-
deflect the nosewheel. wheel steering with the rudder pedals),
flight should not be attempted. This is
Normally, steering is limited by rudder pedal due to the possibility of the nosewheel
stops to 20° nosewheel deflection either side not remaining centered after takeoff
of center. A spring-loaded bungee in the sys- even with the gear extended.
tem provides an additional 64° nosewheel de-
flection via castering accomplished with
Flying the airplane with inoperative
application of differential engine power or
nosewheel steering can also result in violent
braking. The nosewheel is mechanically
nosewheel shimmy.
centered for retraction.

FlightSafety
international
Since the nosewheel deflects with rudder pedal precharge are exterior inspection items in the
movement anytime the gear is extended, the right nose baggage compartment area.
pedals should be centered just prior to nose-
wheel touchdown during a crosswind landing. The antiskid system is designed to provide
maximum braking efficiency on all runway
surfaces. A speed transducer in each main gear
wheel transmits 36-Hz wheel-speed signals to
BRAKES an electronic control box as a variable fre-
quency. Detection of sudden deceleration of a
GENERAL wheel (impending skid) causes the control box
to command the antiskid valve to reduce pres-
The powerbrake system uses a multi-disc brake sure being applied to the brakes. When the
assembly in each main gear wheel, powered by slow wheel catches up to the fast wheel and the
a hydraulic system that is completely inde- transducer signal returns to normal, braking
pendent of the airplane hydraulic system. The pressure is restored to the brakes. Touchdown
system automatically maintains constant pres- protection is a feature of the antiskid system
sure for brake operation. The brakes are nor- that prevents touching down with locked
mally used as antiskid powerbrakes, but can brakes. The skid control circuit breaker pro-
operate as powerbrakes without antiskid provides touchdown system protection. The wheels
tection. In the event that brake system hy- must be rotating (same speed transducer volt-
draulic pressure is lost, emergency braking is age) and weight on wheels (both squat
available. The brake system circuit breaker switches) for normal operation of the power-
protects the powerbrake and antiskid systems. brake and antiskid system. Optimum braking
technique is obtained by lowering the nose to
Braking is initiated by brake pedal-actuated the ground, applying brakes, and then select-
master cylinders. If both the pilot and copilot ing the ground flap position, which automati-
apply brakes simultaneously, the one applying cally extends the speedbrakes, firmly applying
the greater force on the rudder pedals has con- and holding the brakes until the desired speed
trol since they are plumbed together in series. has been reached. Do not pump the brakes.
System components include a hydraulic ac-
cumulator and a reservoir pressurized by cabin NOTE
air. Reservoir fluid level and accumulator air The antiskid system is not operative
with the parking brake set.

FlightSafety
international
OPERATION If a fault develops in the anti-

ANTISKID skid system, the ANTISKID
With the LDG GEAR handle DOWN and DC INOP INOP annunciator light comes
power available, a pressure switch controls the on, and the system should be switched off.
DC motor-driven hydraulic pump to maintain Brake operation remains the same except that
900 to 1,300 psi for brake operation (Figure antiskid protection is not available. Care
14-10). An accumulator dampens pressure should be taken to ensure that brake pressure
surges and provides a reserve of pressure. The is released prior to turning the antiskid system
powerbrake and antiskid systems receive DC off, and that the airplane is not moving prior
power from the BRAKE SYSTEM circuit to turning the antiskid system on.
breaker located on the left circuit-breaker panel.
When brake system pressure
The master cylinders are supplied with fluid PWR BRK drops below 750 psi, the ANTI-
from the brake reservoir. Depressing the brake LOW PRESS S K I D I N O P a n d P OW E R
pedals applies master cylinder pressure to BRAKE LOW PRESS annunci-
actuate the powerbrake valve, which meters ators will illuminate.
pump pressure to the brake assemblies in di-
rect proportion to pedal force.
Ground test of the antiskid system is accom-
With the ANTI-SKID switch on the LDG GEAR plished by clockwise rotation of the rotary
panel in the ON position and a ground speed of test switch to the ANTI-SKID test position,
at least 12 knots, maximum braking without seeing the ANTISKID INOP light flashing, im-
wheel skid is available. Any tendency of a mediatley selecting the ANNU position and
wheel to rapidly decelerate (skid) is detected making the necessary checks there, and is a
by the wheel speed transducer, and the antiskid valid test if the ANTISKID INOP light is con-
valve is signaled to momentarily dump pressure firmed extinguished in the rotary test OFF po-
from both brakes. As wheel speed returns to nor- sition. The antiskid system test is failed if the
mal, dumping ceases and pressure is once again ANTISKID INOP light remains on in rotary
increased in the brake assemblies. When wheel test OFF position. This is a full dynamic self-
speed drops below approximately 12 knots, the test of the antiskid system.The full dynamic
antiskid function disengages. self-test may be done by turning the ANTI-
SKID switch OFF and then ON at a full stop.
Braking on each main wheel is controlled by the The ANTISKID INOP light comes on for 5 sec-
applicable master cylinder and pedal; therefore, onds and then goes out. The airplane should
differential braking is available. Manual brak- be stopped prior to moving the rotary test
ing is possible if the powerbrake system fails, switch to ANTISKID because the test could
but pneumatic braking is recommended. interfere with system operation.
The ANTI-SKID switch, located on the LDG

GEAR control panel, is normally in the ON po- NOTE
sition. In the OFF position, the antiskid sys- When the antiskid system fails the
tem is deactivated and the ANTISKID INOP ANTISKID INOP annunciator light
annunciator is on. The powerbrakes receive DC will illuminate. Differential power
power through the BRAKE SYSTEM circuit braking is available. However, since
breaker on the left circuit-breaker panel. the antiskid is inoperative, excessive
pressure on the brake pedals may
cause wheel brakes to lock, resulting
in tire blowout.

LEGEND
SUPPLY FLUID
MANUAL BRAKE PRESSURE
POWER BRAKE PRESSURE DC POWER
RETURN FLUID BRAKE BATT

RESERVOIR PUMP OFF
METERED BRAKE PRESSURE
MOTOR
EMER
PNEUMATIC PRESSURE
STATIC AIR
ANTISKID ELECTRICAL SYSTEM
ON < 750 PSI
PWR BRK
BLOW- LOW PRESS OFF > 900 PSI
PRESSURE
PRESSURE DOWN GAGE P
FILL ANTISKID
GAGE BOTTLE
PORT INOP
P
ACCUMULATOR
METERING
TO LANDING GEAR VALVE TEST
EMERGENCY EXTENSION OFF

ANNU FIRE
SERVO VALVE WARN
OVERBOARD ANTI LND
SKID GEAR
EMERGENCY BRAKE VENT OVER BATT
SPEED TEMP
PARKING BRAKE W/S TEMP AOA
SPARE

LDG GEAR
ANTISKID
CONTROL UP
ANTI-
(SPEED HORN SKID
COMPARISON) SILENCE ON
PUSH OFF
DOWN
SHUTTLE SHUTTLE
VALVE VALVE
international
Figure 14-10. Powerbrake System Schematic
14-13
FlightSafety
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international
NOTE Two circuit breakers located in the

systems section of the pilot’s circuit-
If the powerbrake pump fails after the breaker panel. The first is a 20-amp
accumulator pressure exceeds 750 brake system CB. Disengaging the
p s i , t h e P OW E R B R A K E L OW brake system CB electrically de-
PRESS light may not illuminate until energizes the antiskid system and the
normal brakes are used. powerbrake system.
The second is a 5-amp skid control

CAUTION CB, disengaging the skid control CB
does not turn the antiskid system off,
If the powerbrake system fails, the it only defeats touchdown protection.
POWER BRAKE LOW PRESS and
ANTISKID INOP caution annunci-
ators will illuminate. The antiskid PARKING BRAKES
system does not function during
emergency braking. Excessive pres- The parking brakes can be set by applying the
sure on the emergency brake handle brakes in the normal manner, then pulling out
can cause both wheel brakes to lock, the PARK BRAKE handle (Figure 14-11) on
resulting in blowout of both tires. the left lower side of the pilot’s instrument
panel. This mechanically actuates the parking
brake valve, trapping fluid in the brakes. Re-
NOTE lease the parking brakes by depressing the
brake pedals, then pushing in the PARK
The model 525 aircraft does not ini- BRAKE handle. One-way check valves allow
tiate the dynamic self-test upon ex- setting increased, trapped pressure once the
tension of the landing gear. The brakes are set by simply depressing the brake
initiation of the dynamic self-test is pedals harder.
only upon initial power up of the an-
tiskid system, by turning on the
ANTI-SKID switch or by rotary
TEST. An eight-second timer pre-
vents the ANTISKID INOP light
from illuminating during gear ex-
tension except when powerbrake
pressure is under 750 psi building to
900 psi. It would then be out in the
normal powerbrake pressure range
with the balance of the eight-second
timer preventing its illumination.
When the aircraft is inflight with the

ANTI-SKID switch on, the antiskid
control unit is constantly monitoring
for shorts and opens in the trans-
ducer and servo-valve circuits. This
is the self test function. If an open or
short occurs with the gear handle up Figure 14-11. PARK BRAKE Handle
or down in flight, the ANTISKID
INOP light will illuminate.

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international
NOTE Operation
Do not set the brakes subsequent to Pulling the red EMER BRAKE PULL lever aft
a hard stop. Brake heat transfer to the mechanically actuates the emergency brake
wheel could melt the fusible plugs, valve (Figure 14-12). The valve meters air
deflating the tire. pressure through shuttle valves to the brake as-
semblies in direct proportion to the amount of
A 1,000 psi thermal relief valve is incorporated lever movement.
in the parking brake valve.
Since air pressure is applied to both brakes si-
multaneously, differential braking is not pos-
EMERGENCY BRAKES sible. Returning the lever to its original
position releases pressure from the brakes and
In the event the hydraulic brake system fails, vents it overboard, releasing the brakes.
a pneumatic brake system is available. The
system uses air pressure from a pneumatic The emergency brakes should be applied
bottle which can also be used for emergency only enough to obtain the desired rate of de-
landing gear extension. Air bottle pressure is celeration, then held until the airplane stops.
adequate for stopping the airplane, even if the Repeated applications waste air pressure.
landing gear has been pneumatically extended. Antiskid protection is not available during
POWER BRAKE SYSTEM

}
SHUTTLE VALVE
(ONE IN EACH
BRAKE ASSEMBLY)
EMERGENCY
BRAKE VALVE
OVERBOARD
LEGEND
AIR PRESSURE
EMERGENCY
MECHANICAL AIR BOTTLE
Figure 14-12. Emergency Brake System

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emergency braking. Do not attempt to taxi NOTE

after clearing the runway when using the
emergency brakes. Approximately ten ap- Do not depress the brake pedals while
plications are available for emergency brak- applying emergency airbrakes. Shuttle
ing if the emergency air bottle is full, five valve action may be disrupted, allow-
applications may be available if the bottle has ing air pressure to enter the hydraulic
been used for emergency gear extension. lines and rupture the brake reservoir.
Maintenance action is required subsequent to

emergency braking.
NOTE
Best performance can be obtained
using a smooth, steady, continuous
pull of the handle to obtain the de-
sired deceleration rate. Multiple pulls
and releases of the handle will de-
plete the nitrogen charge.

QUESTIONS
1. On the ground, the LDG GEAR handle is 6. The gear warning horn cannot be silenced
prevented from movement to the UP when one or more gears are not down-and-
position by: locked and:
A. Mechanical detents A. Flaps are extended beyond the 15°
B. A spring-loaded locking solenoid position.
C. Hydraulic pressure B. Airspeed is less than 130 KIAS.
D. A manually applied handle locking C. Either throttle is retarded below 85%
device N 2 rpm.
D. Both throttles are retarded below 85%
2. The landing gear uplocks are: N 2 rpm.
A. Mechanically held engaged by springs
7. When the LDG GEAR handle is
B. Hydraulically disengaged
positioned either UP or DOWN:
C. Pneumatically engaged
A. The hydraulic bypass valve is ener-
D. Both A and B
gized open.
B. The hydraulic bypass valve is ener-
3. Landing gear downlocks are disengaged:
gized closed.
A. When hydraulic pressure is applied to C. The bypass valve is not affected.
the retract side of the gear actuators
D. The HYD PRESS ON annunciator
B. By action of the gear squat switches light goes out.
C. By removing the external down-lock
pins 8. Emergency extension of the landing gear
D. By mechanical linkage as the gear be- is accomplished by actuation of:
gins to retract
A. A s w i t c h f o r u p l o c k r e l e a s e a n d
application of air pressure
4. Each main gear wheel incorporates a
B. One manual control to release the up-
fusible plug that:
locks and apply air pressure for ex-
A. Blows out if the tire is overserviced tension
with air C. Two manual controls—one to me-
B. Melts, deflating the tire if an over- chanically release the uplocks and an-
heated brake temperature occurs other to apply air pressure for gear
C. Is thrown out by centrifugal force if extension and downlocking
maximum wheel speed is exceeded D. None of the above
9. Nosewheel steering is operative:
5. At retraction, if the nose gear does not A. Only on the ground
lock in the up position, the gear panel
B. With the gear extended or retracted
light indication will be:
C. With the gear extended, in flight or on
A. Red light on, green LH and RH lights the ground
on
B. Red light out, green LH and RH lights
on
C. Red light on, all three green lights out
D. All four lights out

10. The powerbrake valve is actuated: 14. Concerning the landing gear, the correct
A. Mechanically by the rudder pedals statement is:
B. M e c h a n i c a l l y b y t h e e m e rg e n c y A. The red GEAR UNLOCKED light will
airbrake control lever illuminate and the warning horn will
C. Hydraulically by master cylinder sound whenever either or both throt-
pressure tles are retarded below 85% N2 and the
gear is up.
D. Automatically at touchdown
B. The gear warning horn can be silenced
when the gear is not down and locked
11. Do not actuate the brake pedals while ap- and the flaps are extended beyond 15°.
plying brakes with the emergency brake C. The landing gear pins must be inserted
system because: on the ground due to loss of hydraulic
pressure as the engines are shut down.
A. Air bubbles will be induced into the
brake fluid. D. The landing gear is secured in the ex-
tended position by mechanical locks.
B. The shuttle valve may allow air pres-
sure into the brake reservoir, ruptur- 15. C o n c e r n i n g l a n d i n g g e a r a u x i l i a r y
ing it. extension, the correct statement is:
C. The shuttle valve will move to the
neutral position, and no braking action A. If three green lights are observed after
will occur. yawing the airplane, it is not necessary
to use the pneumatic bottle.
D. The brakes will be “spongy.”
B. T h e o p t i m u m a i r s p e e d f o r t h i s
procedure is 150 KIAS.
12. The DC motor-driven hydraulic pump in C. The LDG GEAR handle is placed in
the brake system operates: the DOWN position to release the gear
uplocks in order to allow the red
A. During the entire time the LDG GEAR T-handle to release the doors.
handle is in the DOWN position
D. After the gear is extended by this pro-
B. A s n e e d e d w i t h t h e L D G G E A R cedure, it can be retracted in flight if
handle DOWN in order to maintain the hydraulic system is returned to
system pressure normal operation.
C. Only when the PWR BRK PRESS LO
annunciator illuminates 16. The wheel brakes:
D. Even when the LDG GEAR handle is A. Will be inoperative with a HYD LOW
UP to keep air out of the system as the LEVEL light illuminate
airplane climbs to altitude
B. Must be applied with the emergency
system if a HYD LOW LEVEL light
is illuminated
13. When using the emergency brake:
C. Use a different type of approved fluid
A. Differential braking is not available. from that used by the airplane hy-
B. Antiskid protection is provided. draulic system
C. The handle should be pumped. D. Are totally independent of the open
D. Nosewheel steering is inoperative. center airplane hydraulic system

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-2
General............................................................................................................................. 15-2
Control Lock System ....................................................................................................... 15-2
TRIM SYSTEMS .................................................................................................................. 15-3
General............................................................................................................................. 15-3
Rudder and Aileron Trim................................................................................................. 15-3
Elevator Trim ................................................................................................................... 15-3
SECONDARY FLIGHT CONTROLS.................................................................................. 15-4
General............................................................................................................................. 15-4
Flaps................................................................................................................................. 15-6
Speedbrakes ..................................................................................................................... 15-9
STALL WARNING............................................................................................................. 15-13
QUESTIONS....................................................................................................................... 15-14

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

CHAPTER 15
FLIGHT CONTROLS
20 20
10 10
G
5 5 S
5 5
10
20
L
O
C
INTRODUCTION
The primary flight controls of the Citation CJ1 consist of ailerons, rudder, and eleva-
tors. 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 controlled and hydraulically actuated
flaps and speedbrakes.

The elevator tabs can also be electrically po-

PRIMARY FLIGHT sitioned by pitch trim switches on the control
CONTROLS wheels. The pilot’s switch has priority.
All flight control surfaces, including primary, sec-

GENERAL ondary, and trim tabs, are shown in Figure 15-1.
The ailerons, rudder, and elevators are man-
ually operated by either the pilot or the copi-
lot through a conventional control column and CONTROL LOCK SYSTEM
rudder pedal arrangement. Control inputs are
transmitted to the control surfaces through Control locks, when engaged, restrain the
cables and bellcranks. The rudder pedals can primary flight controls and lock both throt-
be adjusted to the forward, middle, and aft tles off. Prior to engaging the control lock,
detented positions for comfort by depressing move both throttles to CUTOFF and neu-
a spring-loaded latch on the side of each rud- tralize the flight controls. Rotating the
der pedal. CONTROL LOCK handle (Figure 15-2) 90°
clockwise and pulling out until the handle
The rudder, both elevators, and the left aileron returns to the horizontal position locks the
are each equipped with a trim tab mechanically flight controls in neutral and the throttles
actuated from the cockpit. in CUTOFF.
ELEVATOR TRIM TAB
TRIM TAB
FLAP RUDDER
SPEEDBRAKE
TRIM TAB
AILERON
Figure 15-1. Flight Control Surfaces

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TRIM SYSTEMS
GENERAL
Rudder and aileron trim are mechanically op-
erated by cables from trim wheels in the cock-
pit. Mechanically and electrically operated
trim tabs are provided for the elevators and are
controlled by a manual trim wheel on the
pedestal or electrical elevator trim switches on
the outboard control wheel grips.
RUDDER AND AILERON TRIM

Operation
Rudder or aileron trim is initiated by rotation
of the rudder trim wheel or aileron trim knob
on the pedestal (Figure 15-3). Cable systems
position the rudder and aileron trim tabs. A me-
chanical indicator adjacent to the trim wheel
or knob indicates direction of trim input. The
rudder servo tab deflects 1⁄3° in the opposite
Figure 15-2. Control Lock Handle direction for each degree of rudder deflection
to aid the pilot in rudder deflection. It is the
To unlock the flight controls and throttles, ro- only servo tab on the airplane.
tate the handle 90° clockwise and push in until
it returns to the horizontal position.
ELEVATOR TRIM
NOTE
Manual Trim
The nosewheel steering and the rud-
der are connected through the rudder Manual elevator trim is initiated by rotating
pedal linkage. The airplane must not the elevator trim wheel (Figure 15-4). Mo-
be towed with the locks engaged. To tion is mechanically transmitted to position the
do so can damage the steering system. elevator tabs. As the tabs move, a pointer on
Do not fly the airplane if the nose- the elevator TRIM indicator moves toward
wheel steering is inoperative. This the NOSE UP or NOSE DOWN position.
condition cannot be detected until
steering is attempted during taxi.

FlightSafety
international
Electrical Trim Runaway or malfunctioning trim can be in-

terrupted by depressing the red AP/TRIM
Electrical trimming of the two elevator trim DISC switch on the control wheel and pulling
tabs is accomplished with a split-element trim the PITCH TRIM circuit breaker on the left cir-
switch on the outboard side of each control cuit breaker panel.
wheel (Figure 15-4). Both elements of the
switch must be moved simultaneously to com-
plete a circuit to the electric motor trim
actuator in the tail cone. The pilot’s pitch trim NOTE
inputs override those made by the copilot. Do not engage the autopilot with
electric trim inoperable.
As the trim switch is moved to the UP or DOWN
position, the elevator tabs are repositioned as
indicated by the elevator TRIM indicator.
Prior to flight, the system can be checked for
SECONDARY FLIGHT
proper operation by moving both elements of CONTROLS
the switch, in turn, in both directions, noting
that trim occurs in the appropriate directions. GENERAL
Check for system malfunction by attempting to
trim with one element of the switch. If trimming The secondary flight controls consist of wing
occurs, the system is malfunctioning and must flaps and speedbrakes; both are electrically
be restored to normal operation prior to flight. controlled and hydraulically actuated.
LEGEND AFT END OF

MECHANICAL PEDESTAL VERTICAL
Figure 15-3. Rudder and Aileron Trim Systems

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international
LEGEND
MECHANICAL
ELECTRICAL MANUAL TRIM
ELECTRIC TRIM
Figure 15-4. Elevator Trim System
A single flap section on each wing can be hy- The speedbrakes consist of smooth panels
draulically positioned from 0° to 60°. Me- on top and panels with holes on the bottom
chanical interconnection of left and right wing of the wing forward of the flaps. They pro-
flap segments prevent asymmetrical flap op- vide increased descent rates and increased
eration and permits flap operation with one hy- drag to aid braking during landing rollout.
draulic actuator.

FlightSafety
international
FLAPS moving the flaps from 60 to 35°. Avoid cycling

the throttles above and below 85% N 2 while
General in the ground flap position.
The flap selector lever (Figure 15-5) can be se-
lected to:
WARNING
UP .................................................. 0°
TAKEOFF AND APPROACH .......... 15° The ground flap position is not
LAND ............................................ 35° locked out in flight. Selection of
GROUND FLAPS ............................ 60° GROUND FLAPS will significantly
increase drag and sink rate. Inten-
tional selection of GROUND FLAPS
in flight is prohibited.
If an inflight malfunction results in 60° flaps

and can not be corrected, consider carrying
power to touchdown. Reducing power to idle
at 50 feet could result in high sink rate.
Even though the ground flap position is pro-

hibited in flight, it has been demonstrated
that the airplane can be safely flown at the 60°
position whether caused by malfunction or in-
advertent selection. Do not exceed 140 KIAS.
The FLAPS >35° annunciator and MASTER

CAUTION lights illuminate immediately on
the ground if the flaps are beyond 35° and
both throttles are above 85% N2. On the ground
with throttles below 85% N 2 , no annunciator
Figure 15-5. Flap Lever and lights come on.
Position Indicator
In flight, with the throttles below 85% N 2 ,
A slight downward pressure is required to the MASTER CAUTION and FLAPS >35°
move the handle out of the TAKEOFF AND lights illuminate after an 8-second delay any-
APPROACH detent to the LAND position. time flaps are beyond 35°. The lights illumi-
The handle must be lifted at the landing stop nate immediatley if the throttles are above
before it can be moved aft to the GROUND 85% N 2 .
FLAPS (60°) position.
Go-around should not be attempted once
The GROUND FLAPS (60°) flap position pro- GROUND FLAPS have been selected.
vides increased aerodynamic drag for landing
rollout. Landing performance data is based
on touchdown, nose down, brakes on, then Operation
selecting the GROUND FLAPS position. Se- Moving the flap lever to any position causes
lecting the GROUND FLAPS position closes the hydraulic system bypass valve to close
the 60° flap position switch in the quadrant, for pressure buildup as indicated by illumi-
extending the speedbrakes, and directs the nation of the HYD PRESS ON annunciator. It
flaps from 35 to 60°. Selecting the FLAPS also energizes the flap solenoid valve, rout-
handle from 60 to 35° opens the 60° flap po- ing pressure for flap operation (Figure 15-6).
sition switch,retracting the speedbrakes, and

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RETRACTION
RETRACTING RETRACTING
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
FLAP CONTROL SOLENOID
200 KIAS
LAND 35
161 KIAS
PRESSURE GROUND
60
HYD PRESS FLAPS
RETURN GROUND
ON USE ONLY
NOTE:
CABLE INTERCONNECT BETWEEN ACTUATORS NORMALLY
PREVENTS ASYMMETRIC FLAPS IF ONE ACTUATOR FAILS.
RETRACTED RETRACTED
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
200 KIAS
LAND 35
161 KIAS
GROUND
60 PRESSURE
FLAPS
LEGEND
GROUND RETURN
USE ONLY
TRAPPED FLUID
PRESSURE
RETURN
Figure 15-6. Flap Operation (Sheet 1 of 2)

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EXTENSION
EXTENDING EXTENDING
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
200 KIAS
LAND 35
161 KIAS
PRESSURE GROUND
60
HYD PRESS FLAPS
RETURN GROUND
ON USE ONLY
NOTE:
CABLE INTERCONNECT BETWEEN ACTUATORS NORMALLY
PREVENTS ASYMMETRIC FLAPS IF ONE ACTUATOR FAILS.
EXTENDED EXTENDED
FLAP ACTUATOR
RESTRICTED FITTINGS
UP 0
F
L
A
P
S
T.O. &
APPR 15
200 KIAS
LAND 35
161 KIAS
GROUND
60 PRESSURE
FLAPS
GROUND RETURN LEGEND
USE ONLY
TRAPPED FLUID
PRESSURE
RETURN
Figure 15-6. Flap Operation (Sheet 2 of 2)

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Figure 15-7. Speedbrake System
When the flaps reach the selected position, the SPEEDBRAKES

bypass valve opens to relieve hydraulic pres-
sure, and the flap solenoid valve deenergizes General
and moves to the neutral position. In the neu-
tral position, the valve blocks all fluid lines Two speedbrake panels on each wing, one on
to the actuators, hydraulically locking the top and one on the bottom surface of the wing,
flaps in that position. are operated by hydraulic actuators. They pro-
vide increased descent rates and increased
In the event of electrical failure, the flap drag to aid braking during the landing rollout.
solenoid valve remains in the neutral posi- The speedbrakes have two positions— ex-
tion, and the flap position cannot be changed. tended and retracted. The system includes two
hydraulic actuators, a solenoid valve, four
If hydraulic system failure occurs with the speedbrake panels, a safety valve, and a white
flaps retracted, they cannot be extended. With SPD BRK EXTEND annunciator. The system
the flaps in an extended position, the flaps control switch and extended speedbrakes are
will remain in the selected position unless the shown in Figure 15-7.
handle is moved. Once the solenoid valve is
energized, the flaps may “blow upward” to a
deflection proportionate to air loads.

FlightSafety
international
EXTENDING
L SPEEDBRAKE R SPEEDBRAKE
ACTUATOR ACTUATOR
THERMAL
RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
EXTENDED
ACTUATOR ACTUATOR
THERMAL
RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
LEGEND
PRESSURE DRAIN LINE
RETURN SPRING RETURN
CHECK VALVE SOLENOID OPERATED
Figure 15-8. Speedbrake Extension

ACTUATOR ACTUATOR
THERMAL
RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
LEGEND
PRESSURE DRAIN LINE
Figure 15-9. Speedbrake Retraction
Operation To retract the speedbrakes, place the switch in

the RETRACT position. The hydraulic system
Placing the speedbrake switch in the EXTEND again pressurizes, the safety valve is de-en-
position causes the hydraulic system bypass ergized and moves to the open position, and
valve to close, providing pressure as indicated the speedbrake solenoid valve is positioned to
by illumination of the white HYD PRESS ON direct pressure for retraction (Figure 15-9).
annunciator. The speedbrake solenoid valve is The SPD BRK EXTEND annunciator goes
energized, directing pressure to force the speed- out, the speedbrakes retract, and the solenoid
brakes out of their mechanical locks and extend valve returns to neutral, hydraulically locking
them (Figure 15-8). The speedbrake safety the speedbrakes in the retract position, and the
valve, in parallel with the control valve, is also hydraulic system depressurizes.
energized closed.
If either throttle is advanced past 85% N 2
With the speedbrakes fully extended, the white with speedbrakes extended, circuitry is com-
SPD BRK EXTEND annunciator illuminates. Si- pleted to the solenoid and bypass valve for
multaneously, the hydraulic system bypass valve speedbrake retraction.
opens to relieve pressure, and the HYD PRESS
ON annunciator goes out. The solenoid valve re- The speedbrakes can be extended with the
turns to neutral, trapping all fluid lines to the ac- SPEED BRAKE switch or by moving the
t u a t o r, t h u s h y d r a u l i c a l l y l o c k i n g t h e FLAPS handle to the GROUND FLAPS po-
speedbrakes in the extended position. sition. The speedbrakes retract with the

ACTUATOR ACTUATOR
THERMAL
RELIEF
SPEEDBRAKE VALVE
SOLENOID
VALVE
SAFETY
VALVE
LEGEND
PRESSURE DRAIN LINE
Figure 15-10. Speedbrake Blowdown (Electrical Failure)
Figure 15-11. Stall Strip

FlightSafety
international
SPEED BRAKE switch, or either throttle

above 85% N 2 , or if FLAPS are selected to
FLAPS 35°.
If electrical failure occurs with the speedbrakes

extended, the safety valve (Figure 15-10) spring
loads open, allowing the speedbrakes to blow
down. If electrical failure occurs with the speed-
brakes retracted, they cannot be extended.
STALL WARNING
Stall warning consists of one stall strip on the
leading edge of each wing, and a stick shaker
operated by the angle-of-attack system. The
stick shaker and angle-of-attack system are dis-
cussed in Chapter 16, “Avionics.”
Stall strips (Figure 15-11) create turbulent

airflow at high angles of attack, causing a buf-
fet to warn of approaching stall conditions.
NOTE
The stall strips are critical items for
favorable stall characteristics and
should be replaced if damaged.

QUESTIONS
1. The ailerons are operated by: 5. If hydraulic power is lost:
A. Hydraulic pressure A. The flaps will be inoperative.
B. Mechanical inputs from the control B. The flaps will operate with the backup
wheels electrical system, but will extend and
C. A fly-by-wire system retract at a reduced rate.
D. An active control system that totally C. T h e r e i s n o e f f e c t o n w i n g f l a p
eliminates adverse yaw operation.
D. A split flap condition could result if
2. The aileron trim tab is operated by: the flaps are lowered.
A. An electrically operated trim tab
motor 6. The wing flaps:
B. A hydraulically operated trim tab A. C a n b e p r e s e l e c t e d t o o n l y f o u r
motor positions (up, 15°, 35°, 60°)
C. A mechanical trim knob on the throttle B. Depend on both actuators to function
control quadrant to prevent a split flap condition
D. Changing the angle of the aileron C. Can be lowered manually if electrical
“fence” power is lost, but only if all hydraulic
fluid has not been lost
3. Regarding the rudder: D. Can be selected to GROUND FLAP
position on the ground or inflight; the
A. The pilot’s and copilot’s pedals are in-
ground flap selection is prohibited in
terconnected.
flight
B. The trim tab actuator is powered only
electrically.
7. Regarding the gust lock:
C. The servo is connected to the air data
computer to restrict rudder pedal de- A. The engines may be started with it
flection at high airspeeds. engaged.
D. It is independent of the nosewheel B. The airplane should not be towed with
steering on the ground. it engaged.
C. It may be engaged for towing.
4. The elevator: D. If the airplane is towed past the 60°
limit, nosewheel steering may be lost.
A. Tr i m t a b s a r e c o n t r o l l e d o n l y
It is still permissible to fly the airplane
electrically.
if the gear is left down.
B. Runaway trim condition can be alle-
viated by depressing the AP/TRIM
DISC switch and pulling the PITCH
TRIM circuit breaker.
C. Electric pitch trim has both high speed
and low speed positions.
D. Tr i m t a b i s l o c a t e d o n t h e r i g h t
elevator only.

FlightSafety
international
8. Moving the flap selector lever to any 12. A true statement concerning the speed-
position: brake is:
A. Energizes the hydraulic system by- A. The white SPD BRK EXTEND light
pass valve closed will illuminate when both sets of
B. Energizes the flap solenoid valve to speedbrakes are fully extended.
the selected position B. If DC electrical failure occurs while
C. A and B the speedbrakes are extended, they
D. Energizes the electric hydraulic pump will remain extended since the hy-
for flap operation draulic pressure is trapped on the ex-
tend side of the actuators.
9. If hydraulic failure occurs with the flaps C. If hydraulic pressure loss should occur
extended and the FLAPS handle is moved, while the speedbrakes are extended
the flaps: (system bypass valve fails open), the
speedbrakes will automatically blow
A. May move upward depending on air- to trail.
load
D. The speedbrakes can only be retracted
B. Cannot be fully retracted by placing the speedbrake switch to
C. Can be retracted to the midrange po- RETRACT.
sition
D. Can be completely retracted 13. Speedbrakes must not be extended within:
A. 50 feet on landing
10. Extended speedbrakes are maintained in
B. 110 feet on landing
that position by:
C. 40 meters
A. Hydraulic pressure
D. 50 meters
B. Trapped fluid in the lines from the
control and safety valves
14. The speedbrakes will fully retract if:
C. Internal locks in the actuators
A. A complete electrical failure occurs
D. External locks on the actuators
B. A hydraulic failure occurs
11. The white HYD PRESS ON light on the C. Either throttle is advanced above
annunciator panel will illuminate during 85% N 2 position with the electrical
speedbrake operation: and hydraulic systems operating nor-
mally
A. When the speedbrakes are fully ex-
D. Hydraulic quantity drops below 0.2
tended
gallons
B. While the speedbrakes are extending
and retracting
C. Both A and B
D. Neither A nor B

CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
FLIGHT INSTRUMENTATION (SNs 0360 AND SUBSEQUENT)................................... 16-1
General........................................................................................................................... 16-1
Electronic Flight Instrument System (EFIS) ................................................................. 16-4
Pitot-Static ..................................................................................................................... 16-5
Airspeed and Altimeter Indications ............................................................................... 16-5
Vertical Speed Indicator................................................................................................. 16-7
Engine Instruments ........................................................................................................ 16-7
Magnetic Compass......................................................................................................... 16-8
Flight Hour Meter .......................................................................................................... 16-8
Standby Attitude Indicator............................................................................................. 16-8
Copilot’s (and Standby) Horizontal Situation Indicator ................................................ 16-9
Standby Airspeed Altimeter Indicator......................................................................... 16-10
Angle-of-Attack System .............................................................................................. 16-10
Digital Clock................................................................................................................ 16-12
AVIONICS .......................................................................................................................... 16-13
VHF Communication Transceivers ............................................................................. 16-13
VHF Navigation Receivers .......................................................................................... 16-16
KMR-675 Marker Beacon ........................................................................................... 16-17
KR-87 Automatic Direction Finder............................................................................. 16-18
HF KHF-950 with KFS-594 Control (Optional) ......................................................... 16-19

HF KHF-950 with KCU-951 Control (Optional) ........................................................ 16-20

Universal Aero-M SATCOM Telephone System (Optional)....................................... 16-22
Audio Control Panels................................................................................................... 16-23
A-200S Cockpit Voice Recorder (Optional)................................................................ 16-24
Artex Locator Beacon.................................................................................................. 16-24
AIR DATA SYSTEM (ADS) .............................................................................................. 16-25
Airspeed, Mach, and Airspeed Trend Vector............................................................... 16-25
Barometric Altitude ..................................................................................................... 16-30
Selected Altitude.......................................................................................................... 16-32
Vertical Speed .............................................................................................................. 16-33
ATTITUDE HEADING SYSTEM (AHS).......................................................................... 16-35
General......................................................................................................................... 16-35
Initialization................................................................................................................. 16-36
Auto (Slaved Gyro Mode) ........................................................................................... 16-40
Manual (Free Gyro Mode or DG Mode) ..................................................................... 16-40
Attitude ........................................................................................................................ 16-43
INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS)............................................ 16-44
General......................................................................................................................... 16-44
MAINT Enable and OIL TEMP DISLPLAY Switches............................................... 16-44
Display Control Panel (DCP) ...................................................................................... 16-44
FLIGHT GUIDANCE SYSTEM ........................................................................................ 16-47
Primary Flight Display (PFD) ..................................................................................... 16-47
Radio Altitude.............................................................................................................. 16-66
Decision Height and Minimum Descent Altitude ....................................................... 16-66
Navigation Formats ..................................................................................................... 16-68
Heading........................................................................................................................ 16-73

Track ............................................................................................................................ 16-74

Lateral Navigation Course and Deviation ................................................................... 16-74
ILS Vertical Deviation ................................................................................................. 16-79
Marker Beacon ............................................................................................................ 16-79
Bearing Pointers .......................................................................................................... 16-79
Display Range.............................................................................................................. 16-82
Multifunction Display (MFD) ..................................................................................... 16-83
ENGINE INDICATION SYSTEM (EIS) ........................................................................... 16-88
N1 (Turbine Speed)...................................................................................................... 16-88
N1 REF ........................................................................................................................ 16-88
Interstage Turbine Temperature (ITT)—Engine Start ................................................. 16-90
ITT—Engine Run ........................................................................................................ 16-90
N2 ................................................................................................................................ 16-90
Oil Pressure.................................................................................................................. 16-91
Oil Temperature ........................................................................................................... 16-91
Fuel Flow ..................................................................................................................... 16-92
Fuel Quantity ............................................................................................................... 16-92
Ignition Operating........................................................................................................ 16-92
MFD Navigation Format ............................................................................................. 16-92
Full-Time Displays ...................................................................................................... 16-95
FLIGHT CONTROL SYSTEM (FCS) ............................................................................... 16-97
General......................................................................................................................... 16-97
FGC-3000 Flight Guidance Computer (FGC)............................................................. 16-99
Servos .......................................................................................................................... 16-99
APP-85 Autopilot Panel .............................................................................................. 16-99
Flight Control Displays ............................................................................................. 16-102

Mode Select Panel (MSP) ......................................................................................... 16-106

Remote Switches ....................................................................................................... 16-118
Course/Heading Panel (CHP).................................................................................... 16-124
PULSE EQUIPMENT ...................................................................................................... 16-125
KT-70 Transponders .................................................................................................. 16-125
KT-70 Control Panel.................................................................................................. 16-126
Distance Measuring Equipment ................................................................................ 16-127
RADIO ALTIMETER....................................................................................................... 16-128
Collins ALT-55B ....................................................................................................... 16-128
WEATHER RADAR......................................................................................................... 16-129
WXR-800 Weather Radar Overlay............................................................................ 16-129
Preflight Checks ........................................................................................................ 16-131
Operational Notes...................................................................................................... 16-132
Lightning Detection System (Optional) .................................................................... 16-136
BEFORE USING THE SYSTEM..................................................................................... 16-136
Cautions and Warnings.............................................................................................. 16-136
Miscompare Warnings............................................................................................... 16-137
Second PFD Configuration........................................................................................ 16-139
No Comparator Flags ................................................................................................ 16-139
Alternate and Common (Reversion) Annunciation ................................................... 16-139
PFD Flags .................................................................................................................. 16-140
Static Discharge Wicks.............................................................................................. 16-145
FMS INTERFACES.......................................................................................................... 16-146
Long-Range Navigation—KLN-900 Global
Positioning System (GPS) Receiver (Standard) ........................................................ 16-146
Universal UNS-1K Flight Management System (Optional) ..................................... 16-150
16-iv FOR TRAINING PURPOSES ONLY

GNS-XLS Flight Management................................................................................... 16-156

KLN-90B Global Positioning System (GPS) Receiver............................................. 16-160
Garmin GPS-400 (Optional) ..................................................................................... 16-162
HONEYWELL CAS66A TRAFFIC ALERT AND
COLLISION AVOIDANCE SYSTEM 1 (OPTIONAL) .................................................. 16-164
General ...................................................................................................................... 16-164
SAFEFLIGHT N1 REMINDER (OPTIONAL)................................................................ 16-167
General ...................................................................................................................... 16-167
Preflight ..................................................................................................................... 16-167
Before Takeoff........................................................................................................... 16-168
In Flight ..................................................................................................................... 16-168
Landing...................................................................................................................... 16-168
SafeFlight N1 Reminder Normal Procedures ............................................................ 16-168
SafeFlight N1 Reminder Operating Limitations........................................................ 16-169
HONEYWELL AMETEK AM-250 DIGITAL
ALTIMETER WITH AIR DATA COMPUTER ............................................................... 16-169
General ...................................................................................................................... 16-169
Operating Limitations................................................................................................ 16-170
Emergency Procedures .............................................................................................. 16-170
Abnormal Procedures ................................................................................................ 16-170
Normal Procedures .................................................................................................... 16-171
REDUCED VERTICAL SEPARATION MINIMUM (RVSM) ....................................... 16-171
RVSM Group (FAA Approval on January 14, 2000) ................................................ 16-171
Required Equipment.................................................................................................. 16-171
RVSM Operations Authorized .................................................................................. 16-171
RVSM Normal Procedures ........................................................................................ 16-172
FOR TRAINING PURPOSES ONLY 16-v

RVSM Limitations..................................................................................................... 16-172

Special Use Airspace................................................................................................. 16-172
RVSM Preflight Planning.......................................................................................... 16-174
COCKPIT SPEAKER AUDIO INHIBIT SWITCH (OPTIONAL) ................................. 16-174
General ...................................................................................................................... 16-174
HONEYWELL ENHANCED GPWS (OPTIONAL) ....................................................... 16-174
Operating Procedures ................................................................................................ 16-177
Emergency Procedures .............................................................................................. 16-177
BFGOODRICH SKYWATCH SKY497 TRAFFIC
ADVISORY SYSTEM (OPTIONAL) .............................................................................. 16-181
SKYLIGHT AVIONICS CDI-500 COURSE
DEVIATION INDICATOR (CDI) (OPTIONAL)............................................................. 16-183
General ...................................................................................................................... 16-183
System Annunciators................................................................................................. 16-183
Navigation Operational Approvals ............................................................................ 16-183
HEADS UP TECHNOLOGIES CMS-400 AUDIO CHECKLIST (OPTIONAL)........... 16-183
General ...................................................................................................................... 16-183
16-vi FOR TRAINING PURPOSES ONLY

ABBREVIATIONS AND ACRONYMS (COLLINS RELATED)................................... 16-184

CJ1 COLLINS PRO LINE 21 EFIS QUESTIONS .......................................................... 16-188
CJ1 FLIGHT MANAGEMENT SYSTEMS QUESTIONS ............................................. 16-190
ANSWERS........................................................................................................................ 16-190
CJ1 Collins Pro Line 21 EFIS ................................................................................... 16-192
CJ1 Flight Management Systems .............................................................................. 16-192
FOR TRAINING PURPOSES ONLY 16-vii

ILLUSTRATIONS
Figure Title Page
16-1 Standard Instrument Panel—Single PFD............................................................... 16-3
16-2 Optional Instrument Panel—Dual PFDs ................................................................ 16-3
16-3 Primary Flight Display (PFD)................................................................................ 16-4
16-4 Multifunction Flight Display (MFD) ..................................................................... 16-5
16-5 Copilot’s Standard Airspeed Indicator ................................................................... 16-6
16-6 Altimeters............................................................................................................... 16-6
16-7 Magnetic Compass ................................................................................................. 16-8
16-8 Flight Hour Meter .................................................................................................. 16-8
16-9 Standby Attitude Indicator ..................................................................................... 16-8
16-10 Copilot’s Standard Attitude Indicator—Smith’s .................................................... 16-9
16-11 Standby or Copilot’s Standard HSI ........................................................................ 16-9
16-12 Standby Airspeed Altimeter Indicator ................................................................. 16-10
16-13 Angle-of-Attack Indicator and Indexer ................................................................ 16-11
16-14 AOA Vane ............................................................................................................ 16-12
16-15 Davtron Digital Clock.......................................................................................... 16-12
16-16 AlliedSignal CNI-5000 Consolidated Control Panel ........................................... 16-14
16-17 HF COMM KFS-594 Control (Optional) ............................................................ 16-19
16-18 HF COMM KCU-951 Control (Optional) ........................................................... 16-21
16-19 Audio Control Panel ............................................................................................ 16-23
16-20 A-200S Cockpit Voice Recorder (Optional) ........................................................ 16-24
16-21 Airspeed Scale ..................................................................................................... 16-26
16-22 Low-Speed Cues with AOA Displays.................................................................. 16-27
16-23 Overspeed Cue Displays ...................................................................................... 16-28
FOR TRAINING PURPOSES ONLY 16-ix

16-24 Autopilot Speed Bug Display and Controls......................................................... 16-29

16-25 Altitude Display and BARO Control ................................................................... 16-30
16-26 Standby Altimeter ................................................................................................ 16-31
16-27 Barometric Altitude Information—Failed ........................................................... 16-32
16-28 Selected Altitude Display and Controls............................................................... 16-32
16-29 Vertical Speed Display......................................................................................... 16-34
16-30 Vertical Speed Display and Control..................................................................... 16-35
16-31 Attitude Heading System Controls ...................................................................... 16-36
16-32 AHRS Initialization ............................................................................................. 16-37
16-33 Slip-Skid Display ................................................................................................. 16-43
16-34 MAINT ENABLE and OIL TEMP DISPLAY Switches..................................... 16-44
16-35 Display Control Panel—Standard DCP-102 Version .......................................... 16-45
16-36 Display Control Panel—Optional DCP-002 Version........................................... 16-45
16-37 Primary Flight Display (PFD) or Adaptive Flight Display (AFD) ...................... 16-48
16-38 REV TO PFD–MFD Selector .............................................................................. 16-49
16-39 Display Control Panel (DCP) REFS Button
and PUSH–MENU–ADV Buttons....................................................................... 16-50
16-40 REFS Menu—Setting Takeoff and Landing V-Speeds........................................ 16-54
16-41 Radio Altitude—During Takeoff at 100-Foot AGL............................................. 16-66
16-42 PFD/MFD Rose Format ....................................................................................... 16-69
16-43 PFD/MFD Arc Format ......................................................................................... 16-69
16-44 PFD/MFD FMS Map Format (Present Position) ................................................. 16-70
16-45 MFD Optional TCAS I Format (if Installed) ....................................................... 16-71
16-46 MFD FMS Plan Map (True North Up) ................................................................ 16-72
16-47 MFD FCS Diagnostics Format (Diagnostics Switch on)..................................... 16-73
16-48 PFD in Rose Format............................................................................................. 16-73
16-x FOR TRAINING PURPOSES ONLY

16-49 Pilot and Copilot Course Heading Panels Controls ............................................. 16-75
16-50 PFD in Arc Format............................................................................................... 16-75
16-51 PFD NAV/BRG Page ........................................................................................... 16-76
16-52 Lateral Deviation Attitude Display ...................................................................... 16-77
16-53 Bearing Pointers................................................................................................... 16-80
16-54 Multifunction Display (MFD).............................................................................. 16-85
16-55 MFD—FMS1/FMS2............................................................................................ 16-86
16-56 MFD—PREV/NEXT........................................................................................... 16-87
16-57 Engine Indicating System (EIS)........................................................................... 16-89
16-58 MFD—Expanded EIS Display ............................................................................ 16-89
16-59 FMS Plan Map ..................................................................................................... 16-94
16-60 DCP TILT–RANGE Knob................................................................................... 16-94
16-61 Map Flag .............................................................................................................. 16-95
16-62 MFD—Wind Display........................................................................................... 16-96
16-63 PFD NAV/BRG Source Selection using DCP and PFD LSKs ............................ 16-96
16-64 MFD Full-Time Display—Lower Edge............................................................... 16-97
16-65 FCS Mode Messages ......................................................................................... 16-102
16-66 FCS Mode Annunciator Locations .................................................................... 16-103
16-67 MSP-85 Mode Select Panel ............................................................................... 16-107
16-68 Roll Hold Mode ................................................................................................. 16-107
16-69 Half-Bank Mode ................................................................................................ 16-109
16-70 ROLL and PTCH Basic Mode ........................................................................... 16-111
16-71 Takeoff Modes ................................................................................................... 16-112
16-72 GA Button.......................................................................................................... 16-112
16-73 After Takeoff, HDG Control and Display.......................................................... 16-112
16-74 Flight Level Change Airspeed Mode ................................................................. 16-112
FOR TRAINING PURPOSES ONLY 16-xi

16-75 APP Pitch Wheel................................................................................................ 16-113

16-76 Localizer Straight-in Approach Display ............................................................ 16-113
16-77 VOR Radial to a VOR Display .......................................................................... 16-114
16-78 VOR Approach Display ..................................................................................... 16-114
16-79 ILS Approach Display ....................................................................................... 16-115
16-80 Localizer Back-Course Approach...................................................................... 16-116
16-81 FMS Approach Display ..................................................................................... 16-117
16-82 Autopilot Panel—Standard Single PFD (APP-85-227) ..................................... 16-119
16-83 Autopilot Panel—Optional Dual PFD (APP-85-223) ....................................... 16-120
16-84 Autopilot Controls and Indications.................................................................... 16-121
16-85 Autopilot—Disconnect Controls ....................................................................... 16-122
16-86 Autopilot—Pitch and Roll Controls .................................................................. 16-123
16-87 Course Heading Panel (CHP-3000)................................................................... 16-124
16-88 Course Knob Panel (CKP)................................................................................. 16-125
16-89 KN-574 DME Indicator..................................................................................... 16-128
16-90 Collins WXR-800 Weather Radar Overlay Display .......................................... 16-130
16-91 Weather Radar Display ...................................................................................... 16-134
16-92 PFD with Lightning Data Display ..................................................................... 16-137
16-93 PFD Yellow Display Messages.......................................................................... 16-138
16-94 PFD Flags .......................................................................................................... 16-140
16-95 PFD Display with Failed MFD.......................................................................... 16-142
16-96 PFD/MFD in Compressed Format..................................................................... 16-143
16-97 PFD–NORM–MFD Reversion Switch .............................................................. 16-143
16-98 Static Wicks—Wing .......................................................................................... 16-145
16-99 Static Wicks—Rudder ....................................................................................... 16-145
16-100 KLN-900 GPS ................................................................................................... 16-146
16-xii FOR TRAINING PURPOSES ONLY

16-101 UNS-1K Display................................................................................................ 16-151

16-102 Message Display................................................................................................ 16-154
16-103 GNS-XLS Control Display Unit......................................................................... 16-156
16-104 KLN-90B GPS Receiver.................................................................................... 16-161
16-105 DCP Range Knob .............................................................................................. 16-164
16-106 Honeywell CAS66A TCAS 1 (Optional) .......................................................... 16-165
16-107 TCAS 1 Display on Arc or FMS Map Pages on PFD/MFD.............................. 16-166
16-108 SafeFlight Reminder Displays........................................................................... 16-167
16-109 Honeywell-Ametek AM-250 Altimeter............................................................. 16-169
16-110 Terrain Display Control ..................................................................................... 16-176
16-111 EGPWS Controls and Display........................................................................... 16-181
16-112 Skywatch SKY497 Display ............................................................................... 16-182
TABLES
Table Title Page
16-1 Speed Reference................................................................................................... 16-51
16-2 FMS Messages ..................................................................................................... 16-84
16-3 PFD Lateral Modes............................................................................................ 16-104
16-4 PFD Flight Guidance Vertical Modes................................................................ 16-105
16-5 PFD Couple Arrows........................................................................................... 16-105
16-6 WXR-800 Color Display versus Rate of Rainfall ............................................. 16-132
16-7 PFD Flags .......................................................................................................... 16-141
16-8 TCAS Traffic Advisory Annunciations (TA) .................................................... 16-167
16-9 EGPWS Aural Warnings, Cautions, and Advisories ......................................... 16-175
16-10 Terrain Map Enhanced Modes........................................................................... 16-176
16-11 Basic GPWS Modes .......................................................................................... 16-177
FOR TRAINING PURPOSES ONLY 16-xiii

16-12 Enhanced GPWS Modes.................................................................................... 16-178

16-13 Basic GPWS Modes—Function of Radio Altitude ........................................... 16-179
16-14 Enhanced Ground Proximity Alerts................................................................... 16-180
16-15 Advisory Callouts—Mode 6.............................................................................. 16-180
16-xiv FOR TRAINING PURPOSES ONLY

FlightSafety
international
CHAPTER 16
AVIONICS
INTRODUCTION
The Citation CJ1 avionics include flight instrumentation, flight guidance, communication/nav-
igation, pitot-static system, and the static discharge wicks. Specific avionics may vary with cus-
tomer preference and few optional avionics items are available. The user should consult the
applicable supplements in the AFM, Section III of the Airplane Operating Manual, and vendor
manuals for detailed information on avionics systems.
FLIGHT dual EFIS displays on the pilot’s instrument

panel. The IAPS is a completely integrated
INSTRUMENTATION (SNs dual fail-passive autopilot/flight director and
display system with wraparound and crosstalk
0360 AND SUBSEQUENT) protection. Conventional electrical/mechani-
cal flight instruments are located on the copi-
GENERAL lot’s instrument panel. The standard avionics
package includes dual audio control panels,
The flight instrument configuration consists dual VHF COMM transceivers, dual NAVs,
of Collins Pro Line 21 integrated avionics ADF, DME, dual transponders, autoflight sys-
processing systems (IAPS), which includes tem, and weather radar.

The Citation CJ1 is equipped with Collins Pro • Course knob panel (CKP)
Line 21 electronic flight instrument system
• Autopilot panel (APP)
(EFIS). The standard Collins installation
(Figure 16-1) has a single primary flight dis- • Only connects on the left to the pilot’s
play (PFD) with Collins digital air data com- flight guidance system (FGS)
puter (DADC) and a multifunction display
(MFD) on the pilot’s side. The copilot has Copilot’s Side:
round instruments, consisting of pneumatic
airspeed, altimeter and vertical speed, or the • Round instruments
optional RVSM altimeter is available with
• Pneumatic airspeed
DADC. The optional Collins installation
(Figure 16-2) is similar to the standard Collins • Airspeed
installation on the pilot’s side with PFD and
• Altimeter
MFD, but on the copilot’s side, the round gages
are replaced with PFD similar to the pilot’s PFD • V/S
with associated equipment and adds a second
Collins air data computer, good for RVSM op- • Optional RVSM digital altimeter
erations. Only an LOA, proving runs, and op- with ADC (AM250)
erating manual are needed for RVSM.
• Right AHS
The standard Collins installation (Figure 16-1) The standard system has switching for AHRS
includes the following: reversion right to left only and no ADC re-
version. If the PFD or MFD display fail, a re-
Pilot’s Side: version switch allows reverting all data to the
remaining good display in a compressed for-
• PFD or adaptive flight display (AFD) mat including the engine instrument display,
• Mode select panel (MSP) ADI, and HSI.
• Display control panel (DCP) The optional Collins installation (Figure 16-2)
• MFD or adaptive flight display (AFD) includes the following:
• PFD/MFD dimmer switch Pilot’s Side:

• Flight guidance system (FGS)
• S a m e a s t h e a b ove - l i s t e d s t a n d a r d
• Radio altimeter system (RAS) installation
• Weather radar system (WXR) Pedestal:
• Left attitude heading system (AHS)
• Same as the standard, except the au-
• Left digital air data computer (DADC) topilot panel can connect to the pilot’s
or copilot’s FGS
Pedestal:
Copilot’s:
• FMS:
• PFD (AFD)
• KLN-900
• MSP
• UNS1K • DCP
• GNS-X LS • Course knob panel (CKP)
• PFD dimmer switch
• KLN-90B
• Right ADC

xoxo x oxoox
xoxoxx xoxoxx xoxoxx
OCWO xoxoxxoo oxxoo

300 320
280
M
0
40 9 0 1
ALT
CODE
260 A 60 OFF Mb
.7
C
240 .6 H
80 8 1013
2
xoxo KNOTS
LNV1 AP ALTS 220 .5 100
300
17000 200 7
1000 FT
2992 3
.4
260 120 IO Mb HG
20 16000 4
4
180
160
140 6 5
2
240 OCWO
10 900
SE DEX
IN
T
1
20
220 15800
80
1
N1 % ITT °C 91.0 N2 % 91.5 FUEL QTY
10
200 700 2
1001 1000 LBS
I I 1500
900 OIL PSI OIL °C
20 4 100 G G
180 600 xoxo oxo
N 800 N
M.456 90 1000
3D
HDG 340 33 340 N 29.92 70
700
32 32 130 130 500
FMS1 50
DTK 350 30 600
30 FUEL FLOW
KCID 400
3
95.0 NN 93.2 94.9 200 1050 PPH 1100 690 650
200 FORMAT >
100 3D HDG 340

340
< PRESET RDR
VDR1 VX FMS1
T-1.5 xoxo x oxoox DTK 350 30
KCID
3
95.0 NN
200 FORMAT >
BRT
100
DIM < PRESET RDR
VDR1 VX
T-1.5
GS 254 TAS 250 RAT–15°C SAT–12°C JSA–5°C
BRT
DIM
Figure 16-1. Standard Instrument Panel—Single PFD
xoxo x oxoox
OCWO OCWO xoxoxxoo oxxoo
xoxo xoxo
LNV1 AP ALTS LNV1 AP ALTS
300
17000 300
17000
260 260
20 16000 4 20 16000 4
2 2
240 OCWO 240
10 900 10 900
1 1
20 20
220 15800
80
220 15800
80
1 1
N1 % ITT °C 91.0 N2 % 91.5 FUEL QTY
10 10
200 700 2
1001 1000 LBS 200 700 2
I I 1500
900 OIL PSI OIL °C
20 4 100 G G 20 4
180 6 00 xoxo oxo 180 600 xoxo oxo
N 800 N
M.456 90 1000 M.456
3D 3D
HDG 340 33 340 N 29.92 70 HDG 340 33 340 N 29.92
700
32 32 130 130 500
FMS1 50 FMS1
DTK 350 30 600 DTK 350 30
30 FUEL FLOW
KCID 400 KCID
3
95.0 NN 93.2 94.9 200 1050 PPH 1100 690 650 95.0 NN
200 FORMAT > 200 FORMAT >
100 3D HDG 340 100

340
< PRESET RDR < PRESET RDR
VDR1 VX FMS1 VDR1 VX
T-1.5 xoxo x oxoox DTK 350 30 T-1.5 xoxo x oxoox
KCID
3
95.0 NN
200 FORMAT >
BRT
100 BRT
DIM < PRESET RDR DIM
VDR1 VX
T-1.5
GS 254 TAS 250 RAT–15°C SAT–12°C JSA–5°C
BRT
DIM
Figure 16-2. Optional Instrument Panel—Dual PFDs

The optional system has switching for AHRS COLLINS
and ADC reversion in both directions. Both

standard and optional systems include the
AlliedSignal CNI-5000 radio stack. LNV1 AP ALTS
17000
300
260
20 16000 4
Other optional equipment includes the 240

10 9 00
2
BFGoodrich WX-1000E lightning detection 20

1
220 15800
system. It can be turned on and off by the radar 80
1
10
line-select key (LSK) on the PFD or MFD. 200 700 2
20 4
180 600
M.456
Should the pilot’s primary flight instruments 30
HDG 340 33 340 N 29.92
fail, the copilot’s secondary instruments are FMS1

DTK 350 30
available. The copilot’s pitot-static system is KCID
3
95.0 NM
connected to the emergency bus. Should the
pilot’s and copilot’s instruments fail or the loss 200 FORMAT >
of normal DC occur, the standby instruments < PRESET

100
RDR
on the upper center instrument panel are avail- VOR1 WX
T–1.5
able to either pilot, providing 30-minute nav-
igation for descent and landing. The standby
instruments include a self-powered attitude in-
dicator, pneumatic combined altimeter/air- BRT
DIM
speed indicator, emergency-bus-powered left
and right N 1 LCD rpm and emergency-bus-
powered horizontal situation indicator (HSI). Figure 16-3. Primary Flight Display (PFD)
On the MFD (Figure 16-4), the upper portion

ELECTRONIC FLIGHT of the screen displays the engine indication
INSTRUMENT SYSTEM (EFIS) system. The lower portion displays a rose,
arc, FMS map, or FMS plan map format as se-
The upper portion of the PFD (Figure 16-3) lected by the pilot. The area on either side of
displays the basic T flight instruments: an at- the rose, arc, or map format is used to display
titude director indicator (ADI), altitude scale, a lateral navigation data field, a weather radar
airspeed scale, and vertical speed scale. In mode field, and selected menu fields. A data
addition, flight control system mode infor- line is displayed along the bottom of the MFD
mation is displayed in the area above the ADI, display with groundspeed, true airspeed, and
and radio altitude data is shown on the attitude temperature readouts. Normal control, re-
display. The lower portion of the PFD screen version, and warning annunciations also are
is used to display a rose, arc, or optional FMS displayed. Like the PFD, the MFD can be
MAP navigation format as selected by the pilot-configured as a combined PFD/MFD to
pilot. Weather radar and lightning symbology serve as a backup in the event of PFD failure.
can be overlayed on the ARC or MAP format.
The area on either side of the rose, arc, or map Line-select keys on both the PFD and MFD
format is used to display a lateral navigation provide the primary pilot interface. Control
data field, a weather radar mode field, system of the basic display formats is via the bezel-
messages, and selected menu data. Normal mounted line-select keys located on each dis-
control, reversion, and warning annuncia- play. Control of the radar, navigation sources,
tions are also displayed. The PFD can be pilot- bearing pointers, speed and altitude refer-
configured as a combined PFD/MFD to serve ences are via the line-select keys. Control of
as a backup in the event of multifunction the course, selected heading, and selected
(MFD) failure.

FlightSafety
international
altitude is via the course/heading panel. In the Two static ports are located on each side of the
optional second-PFD configuration, an au- airplane, providing a static source for the
topilot transfer button is provided. pilot’s air data computer. The other port on
each side provides a static source for the copi-
COLLINS
lot’s airspeed indicator, altimeter, instanta-
neous vertical speed indicator, and the cabin
differential pressure gage. The gear warning
N1 %
1001
I
ITT °C
1000
I
91.0 N2% 91.5 FUEL QTY
LBS airspeed system and the Mach airspeed warn-
100 G
N
900
800
G
N
OIL PSI OIL °C 1500
ing are provided by the Pro Line 21 avionics
90
70
1000 system via the air data computer.
700
32 32 130 130 500
50
600
30 FUEL FLOW
93.2 94.9
400
200 1050 PPH 1100 690 650 AIRSPEED AND ALTIMETER
INDICATIONS
30 HDG 340 33 340 N Altitude and airspeed data to the primary flight
FMS1
DTK 350 30 displays (PFDs) is provided by information
KCID
generated through the Rockwell Collins ADC-
3
95.0 NM
200
3000 air data computer, which is transmitted
FORMAT >
100
in digital form to the PFDs. This information
< PRESET RDR is then presented in color on the display in the
WX
VOR1
T–1.5 PFDs. The ADC-3000 processes the follow-
ing air data: pressure altitude (uncorrected),
barometric corrected altitude, barometric pres-
GS 254 TAS 250 RAT–15°C SAT–12°C ISA–5°C
sure, total pressure, static pressure, vertical
BRT
DIM speed, airspeed (IAS/CAS), Mach, maximum
speed (VMO /M MO ), true airspeed, total air
Figure 16-4. Multifunction Flight temperature, static air temperature, and ISA
Display (MFD) delta temperature.
The indicated airspeed display is to the left of

PITOT-STATIC the attitude display on the primary flight dis-
play. The display consists of a “rolling digit”
The model 525 Citation CJ1 is equipped with window in the center of an airspeed vertical
separate pilot-static systems, located on the left tape. The resolution of the rolling digits is
and right sides of the airplane. For the two- one knot. The moving vertical tape moves be-
display system, the left side pitot tube supplies hind the window and displays digital airspeed
pressure to the air data computer that, after at 20-knot intervals, with the larger numbers
converting the data into digital information, at the top of the scale. The range of the airspeed
forwards the data through the system to the scale is 40 to 450 knots, with tick marks at 10-
pilot’s primary flight display. The pitot tube knot intervals.
on the right side of the airplane supplies pres-
sure to the copilot’s airspeed indicator. In the
optional three-display system, pitot pressure
from the tube of the right side of the airplane
serves the copilot’s air data computer. The
copilot’s right pitot-static system is powered
by emergency bus power.

Copilot’s Standard The copilot’s airspeed indicator operates from

uncorrected pitot-static inputs.
Airspeed Indicator
The airspeed indicator (Figure 16-5) has a set
index knob with an airspeed bug that can be Encoding Altimeters
rotated 360° around the face of the indicator. The copilot’s altimeter (single-PFD installa-
Maximum speed limit (VMO /M MO ) is indi- tion) (Figure 16-6) is provided with a ser-
cated by a red and white slashed barber pole, voed drum/pointer display of barometrically
and there is an overspeed switch. corrected pressure altitude. The barometric
pressure is set manually with the baro-knob
and is displayed in both inches of mercury and
millibars on the baro-counters. Both altime-
ters are encoding altimeters; the pilot’s al-
300 320 timeter provides altitude information to the
0
280 40 No. 1 transponder and the copilot’s altimeter
M
260 A 60 provides like data to the No. 2 transponder.
.7
C The two altimeter transponder combinations

240 . 6 H
work in pairs and the encoding altimeters are
80
KNOTS
not “switchable.” When XPDR 1 is selected
220 .5 on the XPDR 1/XPDR 2 switch, located on the
100
consolidated control panel, traffic control and
200 altitude information will be supplied by the
.4
120 No. 1 transponder and altitude information is

180 140 provided by the air data computer. If XPDR
160 2 is selected, transponder No. 2 and the copi-
lot’s altimeter will supply the data. If altitude
SE DEX
IN
(mode C) data transmission to air traffic con-

T
trol is lost, it will be necessary to select the

opposite transponder.
Figure 16-5. Copilot’s Standard
Airspeed Indicator
Four finger-adjustable plastic airspeed bugs

make handy references and may be moved
around the instrument bezel to set V 1 (red), V 2 9 100
0 FT
1
(green), V 2 + 10 (yellow), and V ENR (white) CODE
in the takeoff phase. Normal plastic bugs have

OFF
ALT Mb
a point at the middle of the tip. Some airplanes 8 1013

2
have the optional red and green plastic bugs,
which allow them to be pushed together to
look like one bug with one tip because V 1 and
V R are often the same speed. The point of these 7
1000 FT
2992 3
red and green bugs is at the inboard edge. In IO Mb HG
the approach phase, the bugs are set to V REF 6 4

(red), V APP (green), V REF + 10 (yellow), and
V ENR (white). The plastic bugs may be in-
5
stalled/removed through a slot at the top of
the instrument bezel on the pilot’s and copilot’s
airspeed indicators. The set index bug allows
for a possible fifth bug to be set. However, you Figure 16-6. Altimeters
use the colored airspeed bugs and consistently
fly and train the same to avoid confusion.

FlightSafety
international
The altimeter is equipped with a red CODE Engine data from the EIS is shown in either
OFF warning flag that will show on the face normal or compressed format at the top of the
of the altimeter if the transmission of altitude MFD. The fan (N 1 ) display consists of the N 1
data to its mated transponder fails. If the CODE legend, N 1 pointers, N 1 scale and N 1 read-
OFF flag appears, the opposite transponder outs. Two N 1 pointers (analog) are used with
should be selected. The encoding altimeter the N 1 scale to show the current fan speeds for
receives power from 5-ampere circuit break- the left and right engines. These pointers are
ers (ENC ALT 1 and ENC ALT 2) on the right white vertical bars that extend from the bot-
circuit-breaker panel. tom of the scale to the current N 1 value. The
N 1 digital readouts show the current fan speeds
An amber altitude alert light (ALT) on the al- as numerical values (100% fan rpm = 17,245).
timeter bezel illuminates to provide a visual The two N 1 readout values are green for valid
indication when the airplane is within 1,000 data less than or equal to 104.4%, yellow for
feet of the preselected altitude and extin- valid data from 104.5 to 105.3% for less than
guishes when the airplane is within 250 feet 20 seconds, and red for valid data (1) from
of the preselected altitude. After capture, the 104.5 to 105.3% for 20 seconds or more, or (2)
light will illuminate if the airplane departs equal to or more than 105.4%. The N 2 dis-
more than 250 feet from the selected altitude play consists of the N 2 legend and the N 2 dig-
and a warning tone or the voice annunciator ital readouts. The two N 2 readouts are green
will announce “ALTITUDE.” for valid data less than or equal to 99.3% and
red for valid data equal to or more than 99.4%
(100% = 41,200 rpm).
VERTICAL SPEED INDICATOR
The copilot’s instantaneous vertical speed in- The ITT display shows the interstage turbine
dicator indicates vertical velocity from 0 to temperature for each engine in degrees centi-
6,000 feet per minute, either up or down. grade on a scale range from 100° to 1,050°C.
Operation of the flight instrument differs from The display consists of the ITT legend, ITT
conventional VSIs in that there is less time lag pointers, ITT scale, and ITT start limit bugs.
between airplane displacement and instru- The scale values (starting engine) are green if
ment indication. Accelerometers sense any from 100° to 1,000°C, and red if from 1,002°
change in normal acceleration and displace the to 1,050°C. The scale values (engine running)
needle before an actual pressure change occurs. are green if from 100° to 796°C, yellow if
from 798° to 820°C for less than 5 minutes and
red if (1) from 798° to 820°C for 5 minutes or
ENGINE INSTRUMENTS more, or (2) from 822° to 1,050°C.
The engine operating parameters of fan rpm, The fuel flow display shows the fuel flow in
interturbine temperature (ITT), turbine rpm, pounds per hour or kilograms per hour for each
fuel flow, oil temperature, and oil pressure engine. The fuel quantity display shows the fuel
are monitored by the engine indicating system quantity remaining for each engine in pounds
(EIS) through a color display on the upper or kilograms. This consists of the fuel quan-
screen segment of the center MFD. The EIS tity legend, the fuel quantity pointers, the fuel
consists of four identical data concentration quantity scale, fuel quantity readouts, and fuel
units. Of the four units, two are configured as quantity units. The oil pressure display shows
data concentrator units, receiving analog and the current oil pressure for each engine in
discrete data inputs from the engines and other pounds per square inch, while oil temperature
airplane systems. The left and right data con- is displayed on a scale from 0° to 140°C.
centrator units output engine data to the re-
spective EFIS displays.

FlightSafety
international
MAGNETIC COMPASS STANDBY ATTITUDE

A standard liquid-filled magnetic compass INDICATOR
(Figure 16-7) is mounted above the glareshield. In both the two- and three-PFD instrument
panel configurations, the standby attitude in-
dicator (Figure 16-9) is located on the upper
right side of the center panel. The gyro nor-
mally operates on 29-volt direct current (VDC)
power from the No. 1 main bus. It is powered
through a 5-ampere circuit breaker marked
“STDBY GYRO” on the left circuit-breaker
panel. Power to the gyro is controlled by a
switch marked “STDBY GYRO/OFF/TEST,”
located on the pilot’s switch panel. The gyro
has an emergency source of power from an
emergency battery pack, located in the nose
avionics compartment of the airplane. If the
airplane bus voltage falls below a minimum
amount, gyro power will be supplied from the
battery pack. The battery pack also provides
emergency instrument lighting for the standby
gyro and a second power source to AHRS 2
standby power.
Figure 16-7. Magnetic Compass
FLIGHT HOUR METER

30
The meter (Figure 16-8), located on the copi-
lot’s meter panel, displays the total flight time 20 20
on the airplane in hours and tenths. The land- 10
10 O
ing gear squat switch activates the meter when
F
the weight is off the gear. A small indicator on F
the face of the instrument rotates when the
hour meter is in operation. It is powered by the 10 10
FLT/HR circuit breaker on the left circuit- 20 20
breaker panel by right-hand crossover power.
PU
LL
TO
CA
GE
QUARTZ
Figure 16-9. Standby Attitude Indicator
05 173
1
–
10
TOTAL HOURS
The battery pack is constantly charged by the
airplane’s electrical system and should there-
fore be fully charged in the event of an elec-
trical power failure. The gyro power switch
must be on for automatic transfer to battery
Figure 16-8. Flight Hour Meter

power to occur. The standby gyro will oper- 20°, 30°, 45°, 60°, and 90° are provided. The
ate for a minimum of 30 minutes on battery symbolic sky is blue and the ground is brown.
power. An amber POWER ON light next to the A conventional inclinometer is attached to the
STDBY GYRO switch illuminates when the bottom of the instrument.
gyro is turned on and the airplane’s electrical
system is not charging the emergency power An ATT button on the lower left side of the in-
supply batteries. When the STDBY GYRO strument case may be used to test the indica-
switch is held to the spring-loaded TEST po- tor. Pressing and holding the ATT button will
sition, a self-test of the battery and circuits is cause the indicator to assume a 30° right bank
accomplished. The green GYRO TEST light, and 15° noseup attitude, which indicates
also next to the STDBY GYRO switch, will il- proper operation.
luminate if the test is satisfactory and the bat-
tery is sufficiently charged. The gyro is caged A red ATT warning flag will appear in the top
by pulling the PULL TO CAGE knob. of the instrument to warn of instrument power
failure. The attitude indicator will operate
anytime the battery switch is in the BATT po-
Copilot’s Standard Attitude sition and the avionics master switch is on.
Indicator (Smith’s)
The copilot’s Smith’s attitude indicator (AI) COPILOT’S (AND STANDBY)
(Figure 16-10) is an electrically driven in-
strument that allows 360° of roll without tum-
HORIZONTAL SITUATION
bling. The four-inch instrument is supplied INDICATOR
attitude information by the copilot’s AHRS. The standby horizontal situation indicator
There is no flight director capability. (HSI) (Figure 16-11) is a three-inch instrument
located on the left side of the center instrument
panel. In the two-PFD standard panel config-
uration, a second HSI is situated on the copi-
lot’s side of the panel. Dual glide-slope
CRS 360 175 HDG 360

10
A S
D 15 21
F 12
10
L 24
20
O E
C W
2 6
30
3 33
N
Figure 16-10. Copilot’s Standard Attitude

Indicator—Smith’s CRS HDG
S G
CR HD
Pitch attitude reference marks of 10°, 20°,
and 30° up and down are marked on the atti- Figure 16-11. Standby or Copilot’s
tude sphere. Bank angle increments of 10°, Standard HSI

FlightSafety
international
pointers are provided, one on each side of the The copilot’s HSI (standard) is powered by the
instrument, without digital readouts of course HSI 2 circuit breaker on the right circuit-
or distance. breaker panel by the right extension bus power.
The STDBY HSI is powered by emergency
The HSI displays compass heading, glide- bus power. Both the HSIs heading readouts are
slope and localizer deviation, and airplane powered by AHRS 2 off the emergency bus.
position relative to VOR radials. The com-
pass card is graduated in 5° increments, and
a lubber line is fixed at the forward position. STANDBY AIRSPEED
Azimuth markings are fixed at 45°, 135°, 225°, ALTIMETER INDICATOR
and 315° on the compass face. A fixed refer-
ence airplane is in the center of the HSI, A combination standby airspeed altimeter in-
aligned longitudinally with the lubber line dicator (Figure 16-12) is mounted on the in-
markings. strument panel above the pilot’s multifunction
display (MFD). The instrument uses the right
The heading cursor and course cursor are set electrically heated pitot-static source and re-
by knobs located on the instrument. Once set, quires no other electrical power other than
the heading and course cursors rotate with the that which operates the altimeter vibrator,
compass card. which is supplied from the emergency DC
bus. An airspeed limit placard is located above
A heading flag (HDG) will appear in the in- the standby indicator.
strument when the compass system is off, the
heading signal from the directional gyro be-
comes invalid, primary power to the indicator
is lost, or the error between the displayed head- 0
ing and the received signal becomes excessive. 9 1
000 2
The course knob sets the course cursor. The
course deviation bar, which forms the inner
segment of the course cursor, rotates with the 7 3
MB ALT IN HG
course cursor. Like the HDG cursor, the course 6 4 299 2
cursor rotates in its set position with the com- 101 3 5
pass card.
The course deviation bar moves laterally in the 0 0 60

HSI in relation to the course cursor. Course de-
viation dots in the HSI act as a displacement IAS
reference for the course deviation bar. When BARO
tracking a VOR, the outer dot represents 10°,
while on an ILS localizer, it represents 2.5°.
White TO–FROM flags point to or from a sta- Figure 16-12. Standby Airspeed
tion along the VOR radial when operating on Altimeter Indicator
a VOR. A red NAV warning flag comes into
view when power is off, when NAV informa-
tion is unreliable, or when signals from the
ANGLE-OF-ATTACK SYSTEM
NAV receiver are not valid. The copilot’s HSI The angle-of-attack system is powered by 29
can normally display only NAV 2 informa- volts direct current (DC) through a 5-ampere
tion. An optional NAV 1/NAV 2 switch is circuit breaker on the left main DC bus. It
available and, if installed, is mounted adjacent incorporates a signal summing unit (com-
to the copilot’s HSI. puter), an angle-of-airflow sensing vane, a

FlightSafety
international
flap position sensor, an angle-of-attack indi- The AOA indicator is a full-range type, cali-
cator, and an optional indexer (Figures 16-13 brated from 0.1 to 1.0 and marked with red, yel-
and 16-14). The angle-of-attack system acti- low, and white arcs. The 0 represents a very low
vates a stick shaker, located on the pilot’s con- angle of attack, whereas the 1.0 indicates the
trol column, at a predetermined angle of attack. aircraft has exceeded the critical angle of at-
The stick shaker provides tactile warning of tack and has stalled. The area from 0.1 to 0.57
impending stall. represents the normal operating range of the
airplane, except for approach and landing. The
The vane-type angle of airflow sensor, in- white arc (0.57 to 0.63) covers the approach and
cluding associated transducer, is mounted on landing range with the middle of the arc. For
the right forward fuselage of the airplane. each flap configuration, 0.60 is calibrated to
The swept airfoil-shaped vane streamlines represent 1.3 V S1 ; this equates to VAPP for 15°
with the relative airflow and the transducer flaps and VREF for 35° flaps.
sends a signal to the computer located in the
right console. The yellow range (0.63 to 0.85) represents a
caution area, indicating the airplane is ap-
The flap position sensor provides a signal to proaching the critical angle of attack. The red
the computer, allowing compensation for any arc (0.85 to 1.0) is a warning zone that repre-
flap position selected. The computer then pro- sents the beginning of low-speed buffet, fol-
vides a signal to drive the AOA indicator (and lowed by full stall. Stick-shaker activation for
EADI LAA display and optional indexer), the CitationJet begins at a point between 0.80
which is accurate throughout the weight and and 0.95 on the angle-of-attack indicator, de-
CG range of the aircraft. pending on flap setting. If the angle-of-attack
system loses power or becomes inoperative for
other reasons, the needle will deflect to the top
of the scale and stow at a 1.0 indication. A de-
fault LAA setting will also be displayed if the
angle-of-attack system loses power.
1.0
ANGLE OF .8
ATTACK
.6
.4
.2
Figure 16-13. Angle-of-Attack Indicator and Indexer

FlightSafety
international
DIGITAL CLOCK
The Davtron model M877 clock (Figure 16-
15) can be made to display four time functions:
local time, Greenwich Mean Time (GMT),
flight time, and elapsed time. Two versions of
the elapsed time function may be selected:
count up or count down.
M877
CHRONOMETER
Figure 16-14. AOA Vane

GMT LT FT ET
An optional approach indexer, mounted on
SELECT CONTROL
the pilot’s glareshield, provides a “heads-up”
display of deviation from the approach refer- SEL CTL
ence. The display is in the form of three lighted
(red-green-yellow) symbols, which are used
to indicate the airplane angle of attack. High DAVTRON
angle of attack is analogous to low airspeed;
low angle of attack is analogous to high air- Figure 16-15. Davtron Digital Clock
speed. Illumination of the symbols is pro-
g r e s s ive a s t h e a i r p l a n e a n g l e o f a t t a c k
changes. When the airplane speed is on ref- The clock has two control buttons: SEL (select)
erence, the center circle will be illuminated. and CTL (control). The SEL button is used to
As the speed decreases from reference (.6), the select the desired function and the CTL but-
circle illumination will dim and the top ton to start and reset the selected mode.
chevron illumination will increase until the top
chevron is fully illuminated and the circle is For normal operation, either local time or
extinguished. As the angle of attack becomes GMT may be selected. GMT is displayed only
high, the top chevron will begin to flash. in 24-hour format, and local time is 12-hour
format. Pressing the SEL button sequentially
When the airplane is accelerating from the on- displays GMT, local time, flight time, and
speed reference, the illumination of the circle elapsed time. The displayed mode is annun-
will dim and illumination of the bottom chevron ciated GMT, LT, FT, and ET, as applicable,
will increase until the circle is extinguished and under the time display window.
only the bottom chevron is illuminated.
To set GMT or local time, select the desired
The top chevron points down, indicating that function by pressing the SEL button.
the angle of attack must be decreased to elim- Simultaneously press both the SEL and the
inate the deviation. The bottom chevron points CTL buttons to enter the set mode. The tenths
up to indicate that the angle of attack must be of hours digit will start flashing and may be
increased to eliminate the deviation. incremented by pressing the CTL button. The
next digit is then selected by pressing the SEL
The optional indexer is active anytime the button, and similarly set by means of the CTL
nose gear is down and locked. button. When the last digit has been set, press

FlightSafety
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the SEL button to exit the set mode. At that either the SEL or CTL button will turn off the
time the clock will start running and the lighted alarm and reset the alarm time to zero. Flight
annunciator will resume flashing. When no time is unchanged and continues counting.
airplane power is applied to the clock, the
SEL and CTL buttons will not operate. The clock display may be tested when power
is on the airplane by holding the SEL button
To use the clock as a stopwatch to time ap- down for three seconds. The display will show
proaches, etc., select ET with the SEL button 88:88 and activate all four annunciators.
and press the CTL button to start the timing.
The clock will start counting elapsed time in
minutes and seconds up to 59 minutes and 59
seconds. It will then switch to hours and min-
AVIONICS
utes and continue up to 99 hours and 59 min-
The standard avionics package includes dual
utes. Pressing the CTL button will reset the
audio control panels, dual VHF COMM
elapsed time to zero.
transceivers, dual NAVs, ADF, and DME, dual
transponders, autoflight system, a two-
To use the clock for an elapsed time “count-
display Rockwell Collins Pro Line 21 inte-
down” display, select ET for display and enter
grated avionics system, and a GPS long-range
the set mode by pressing both buttons simul-
navigational system. Included as part of the
taneously. A maximum countdown time of 59
autoflight system is altitude preselect, alti-
minutes and 59 seconds can be set. The time
tude alerting, and altitude reporting. An op-
from which it is desired to count is entered in
tional third flight display is available for the
the same manner as setting GMT or local time.
Pro Line 21 system.
When the last digit is set, press the SEL but-
ton to exit the set mode. Pressing the CTL but-
The two COMMs, two NAVs, two transpon-
ton will start the countdown. The display will
ders, and single ADF receiver are mounted in
flash when the time reaches zero. After reach-
a stacked arrangement behind the consoli-
ing zero, the ET counter will count up. Pressing
dated control panel, located in the center in-
the CTL button again resets ET to zero.
strument panel. Three fans cool the
communications rack; fans 1 and 2 (located in
The flight time mode of the clock is enabled
the rack) cool the rack and fan 3 (located at
by a ground-in-air landing gear squat switch
floor level) cools the rack in the pedestal. The
that causes the clock to operate anytime the air-
FAN 1 and FAN 2 annunciators, located at the
plane weight is off the landing gear. The flight
top right of the panel, will illuminate to warn
time may be reset to zero by selecting FT
of a malfunction to the cooling fans. The FAN
mode with the SEL button and holding down
1 annunciator monitors the top two fans and
the CTL button for three seconds. Flight time
will illuminate if one or both of those fans
is zeroed when the CTL button is released. A
fail. The FAN 2 annunciator will illuminate if
total of 99 hours and 59 minutes can be shown.
the lower cooling fan fails.
A flight time alarm mode is provided, which
will flash the clock display when the desired VHF COMMUNICATION
flight time is reached. To set the alarm func- TRANSCEIVERS
tion, select FT with the SEL button and enter
the set mode by pressing both buttons simul- Dual KY-196A transceivers and controls are
taneously. Enter the desired alarm time in the mounted at the top of the consolidated control
identical manner that GMT or local time is set. panel (Figure 16-16), located on the center
When flight time equals the alarm time, the dis- instrument panel. Each radio is a very-high-
play will flash. If FT is not being displayed frequency (VHF) unit with a frequency range
when the alarm time is reached, the clock will from 118.000 to 136.975 megahertz (MHz)
automatically select FT for display. Pressing with 25-kHz spacing. The frequency displays

FlightSafety
international
K
25 LL
USE STBY CHAN PU
COMM 1 PULL
CHAN
OFF TEST
FAN 1
PULL
25K
USE STBY CHAN
COMM 2 PULL
CHAN
OFF TEST
FAN 2
USE STBY
NAV 1 PULL
OFF ID
USE STBY
NAV 2 PULL
OFF ID
ANT
ET
USE STBY/TIMER
ADF VOL
FRQ FLT SET
ADF BFO ET RST
OFF
GND
TST ON
IDT SBY ALT
FL GND
OFF
XPDR 1 VFR
PUSH
GND
TST ON
IDT SBY ALT
FL GND
OFF
XPDR 2 VFR
PUSH
Figure 16-16. AlliedSignal CNI-5000 Consolidated Control Panel

FlightSafety
international
are self-dimming seven-segment gas discharge direct tuning mode is a backup mode that al-
digital readouts. During ground operation, lows frequency changes to be made directly
radio transmissions can be blocked by sur- into the active frequency display. The use
rounding terrain or structures. This may pos- (USE) display is the left window and the
sibly be overcome by using the other COMM standby (STBY) display is the right window.
because of airplane antenna location. The Dimming of the digital readouts is automatic
COMM 1 antenna is on the underside of the and is controlled by the background lighting.
fuselage and the COMM 2 antenna is on top Refer to Figure 16-16 for a depiction of the
of the fuselage. When flying through dry pre- COMM controls.
cipitation, it is possible for static electricity
to build up and cause the VHF COMMs to au- The KY-196’s “flip-flop” preselect feature
tomatically squelch to a point where reception enables the pilot to store one frequency in the
range is greatly reduced. Disabling the auto- standby display while operating on another and
matic squelch by pulling out the on/off/vol- then interchange them instantly with the touch
ume control (OFF PULL/TEST) knob will of a button. Both the active (USE) and the
cause background static in the speaker or standby (STBY) frequencies are stored in a cir-
headset, but normal reception range will be cuit component called EAROM (electrical al-
restored. Pushing the knob back in will restore terable read-only memory) that provides a
the automatic squelch. If the headset micro- nonvolatile storage of frequencies and pro-
phone fails to function properly, check the grammed channels, so that when the radio is
side console switch in MIC HEADSET, and turned off and then back on, channel infor-
verify that the hand microphone is fully en- mation is retained.
gaged in its socket.
When the transmitter is in operation, an illu-
minated “T” will appear in the center of the
KY-196A Controls digital display.
The KY-196A control uses two digital read-
outs to display the controlling (USE) fre-
quency and a pilot selected preset (STBY)
Mode/Frequency/Channel
frequency. It has four modes of operation: fre- Selector
quency mode, channel mode, channel pro- In the frequency mode of operation the outer,
gramming mode, and direct tuning mode. The larger, selector knob of the two concentric
frequency mode of operation allows the pilot knobs located to the right of the display is
to tune a frequency in the standby frequency used to change the MHz portion of the fre-
display and then “flip-flop” the standby and quency display; the smaller knob (PULL 25K)
active frequencies by pressing the frequency changes the kHz portion. This smaller knob is
transfer (double arrow) button. The channel designed to change the indicated frequency in
mode allows up to nine frequencies and the cor- steps of 50-kHz when it is pushed in and in 25-
responding channel numbers to be recalled kHz steps when it is pulled out. At either band
from memory. During channel mode of oper- edge, the frequency will wraparound; thus it
ation, the channel number is displayed in the is not required to move completely across the
CHAN window, and rotation of either the small frequency display in order to select a much
or large knob will increase or decrease the lower or higher frequency. In the frequency
channel number and the corresponding fre- mode of operation, the tuning knobs control
quency in the STBY window, one channel at the frequency in the STBY window, which
a time. The channel display will “roll over” at may then be transferred to the active (USE)
either end of the corresponding channel se- window by pressing the frequency transfer
lection. The channel programming mode al- (double arrow) button.
lows the pilot to program desired frequencies
for use in the channel mode of operation. The

FlightSafety
international
The channel mode of operation is entered by The KY-196 is also equipped with a stuck-
momentarily pressing the CHAN button while microphone indicator. If the mic switch re-
in the frequency mode. (Channel program- mains keyed for two minutes, the display will
ming mode is discussed below.) If there is no begin flashing and the transmitter will shut
activity for approximately five seconds, the down, preventing jamming of the frequency.
radio will return to the frequency mode of op-
eration. In this case, the channel frequency will
be placed in the STBY window. The system VHF NAVIGATION RECEIVERS
may also be returned to the frequency mode Dual KN-53 navigation receivers provide
by pressing the CHAN button again before VOR, localizer, and glide-slope capability.
five seconds have elapsed, and the status of the The receivers are mounted with other avion-
frequency mode will remain the same as it ics navigation and communication
was prior to entering the channel mode. When (NAV/COM) equipment in the center of the
CHAN is selected, the last active frequency consolidated control panel, which is located
will remain tuned and displayed in the USE on the left side of the center instrument panel.
window. The last used channel number (1 to The controls/receivers of both NAV radios are
9) will be displayed in the CHAN window un- one-piece units.
less no channels have been programmed; in
which case the system defaults to channel 1 and Each system has 200 VOR/LOC operating fre-
dashes are displayed in the STBY window. quencies and 40 glide-slope frequencies. VOR
When either end of the display is reached, the and localizer (VOR/LOC) frequencies are
display will “roll over” and start again at the from 108.00 to 117.95 MHz. Glide-slope fre-
respective end of the display. quencies are from 329.15 to 335.00 MHz. The
localizer/glide-slope frequencies are paired
The CHAN button is pressed and held for three and are automatically tuned together. When the
seconds to enter the channel programming published localizer frequency is tuned, the
mode. The last used channel number will flash glide-slop frequency is also tuned. Multiple
in the CHAN window, and the last used active outputs drive the flight director, HSIs, RMI,
frequency will remain displayed in the USE and autopilot. All the basic functions have a
window. Channel numbers from 1 through 9 can built-in self-test.
then be selected by rotating either the small or
large knob. Pressing the frequency transfer
button (double arrow) will cause the frequency KN-53 Controls
associated with that channel to flash; the fre-
The KN-53 controls use two seven-digit gas
quency select knobs will then change the fre-
discharge displays for the controlling (USE)
quency as described in the frequency mode of
frequency and a pilot-selected preset (STBY)
operation, above, with the exception that be-
frequency. The displays are dimmed auto-
tween the rollover points dashes are displayed.
matically by means of automatic photo sens-
To exit the channel programming mode, press
ing. Dual concentric frequency select knobs
the CHAN button, or after twenty seconds of
control the display. The larger (outer con-
no programming activity, the system will au-
centric) knob increments or decrements the
tomatically exit the mode.
MHz portion of the display in one-MHz steps.
The small tuning knob (inner concentric) in-
To enter the direct tuning mode of operation,
crements or decrements in 50-kHz steps. The
the frequency transfer (double arrow) button
frequency will roll over or under, as applica-
must be depressed for more than two seconds.
ble, at the end of the tuning band so that tun-
The standby window frequency will disap-
ing completely across the band to a much
pear, and the window will remain blank; the
higher or lower frequency is not required.
tuning knobs will then tune the active (USE)
frequency directly. Increments, and decre-
ments of the tuning knobs will be as explained
in the frequency mode of operation, above.

FlightSafety
international
Tuning of the NAV frequencies in normal To change the NAV source, if the desired
mode of operation is done in the STBY win- source is the partner of a currently selected
dow and then “flip-flopped” into the USE win- source, a single press of the adjacent line-se-
dow by pressing the frequency transfer (double lect key on the PFD will toggle the source se-
arrow) button. This allows the pilot to pretune lection. If the desired source is an on-side
the desired frequency and then interchange sensor located against a currently not active
the old and new frequencies with a touch of a sensor pair, a single press of the adjacent line-
button. The STBY window is then available for select key will select the desired source. A
a new pretuned frequency. second press of the same line-select key will
toggle to the cross-side source, if installed. The
The OFF PULL/ID knob operates as an NAV SOURCE menu is removed either by
on/off/volume control as well as a control for pressing the NAV/BRG pushbutton, or by
selecting voice/code identification (ID), or pressing R-LSK4 RETURN.
only code ID signals of VOR stations. Pulling
the knob out allows the station identification Selecting the active NAV source on the PFD
tone signals to be heard, as well as the station also automatically selects the distance mea-
voice announcements. Pushing it in will allow suring equipment (DME) display to that of
only NAV voice signals to be heard. Rotation the NAV selected. Since the AlliedSignal DME
of the knob allows volume control of the audio does not provide station identification, no
signals; complete counterclockwise rotation identification is available when VOR or LOC
turns off power to the NAV receiver. is the active NAV source. The distance display
provides distance information in nautical miles
Interface of the NAV receivers with other equip- to the station. Distance is associated with the
ment that use and display NAV signals is also active NAV source, thus providing distance to
discussed in the various parts of this section. the next waypoint for FMS, distance to the
Controls and displays of the distance measur- VOR/DME (or VORTAC) station for VOR,
ing equipment (DME), the copilot’s horizon- and distance to the runway for LOC. Lateral
tal situation indicator (HSI), and the pilot’s navigation information normally is color-
primary flight display are discussed separately. coded as on-side (green) or cross-side (yellow).
The pilot can select NAV 1 or NAV 2 on the The vertical deviation scale on the PFD comes
primary flight display by utilizing the line-se- into view between the attitude ball and the al-
lect keys on the NAV SOURCE and BRG titude scale when a LOC is the active NAV
SOURCE menus on the PFD. The NAV/BRG source. The glide-slope deviation pointer is
button on the display control panel is used to diamond shaped, and color follows the active
s e l e c t a n d d e s e l e c t t h e NAV a n d B R G NAV source color. The vertical deviation scale
SOURCE menus on the on-side PFD. The and glide-slop pointer are removed from view
available NAV sources are FMS1/FMS2 and when a LOC is no longer the active NAV source.
VOR1/VOR2 or LOC1/LOC2. The active NAV
source selection is displayed on the PFD in Refer to Figure 16-16 for a depiction of the
color-coded text as on-side (magenta) or cross- KN-53 NAV controls.
side (yellow). Inactive source legends are dis-
played in smaller white text.
KMR-675 MARKER BEACON
The PFD displays the active lateral navigation The KMR-675 marker beacon receiver system
course and deviation information on the com- is remotely mounted in the lower forward part
pass rose and arc. Lateral navigation course of the nose avionics compartment. The marker
and deviation information is made up of a beacon receiver provides marker beacon sig-
course pointer, to/from arrow, lateral deviation nals to the pilots through the marker beacon
bar, and scale. The course pointer is a single- presentations on the pilot’s primary flight
bar arrow that points to the selected course.

FlightSafety
international
display (copilot’s PFD optional) and the copi- and sense antenna. The control of audio sig-
lot’s panel lights (STD). The marker beacon re- nals from the ADF is discussed under Audio
ceiver is in operation whenever the avionics Control Panels in this section. Refer to Figure
power switches are on and power is available. 16-16 for a depiction of the ADF control panel.
They operate on a frequency of 75.00 MHz.
Power to the system is controlled by the
The annunciators in the pilots’ primary flight ON/OFF/VOL knob on the control panel.
displays are part-time displays. A white box, Rotating the knob clockwise from the detented
located in the left side of the ADI display, position applies power to the ADF. Rotation of
identifies the location of the marker beacon an- the control also adjusts audio volume. Control
nunciator when a localizer frequency is tuned. of the frequency is by the two concentric knobs
The marker beacon is annunciated by the ap- on the right side of the control panel. The inner
propriately colored letters: a blue 0 for outer knob controls the “1” digits when pulled out,
marker, an amber M for middle marker, and a and the “10” digits when pushed in. The outer
white I for inner marker. The letters appear in concentric knob controls the 100 and 1,000
the white box when the marker beacon re- digits up to a frequency of 1,799 kHz. When
ceiver is activated. A marker beacon tone is FRQ is annunciated in the display, the fre-
transmitted to the audio control panel and will quency select knobs control the tuning of the
be heard in the speaker/headset, if selected. A standby (STBY) window digits. Once tuned,
400-Hz tone is heard at the outer marker, a the standby frequency may then be inserted into
1,300-Hz tone at the middle marker, and a the active window by pressing the FRQ (dou-
3,000-Hz tone for the inner marker. ble arrow) button which will “flip-flop” the
standby and active frequencies.
The audio muting system (MKR MUTE) pro-
vides the pilots with a method of temporarily
cutting out the marker beacon audio. When Operating Modes
pressed, the marker beacon signal is muted for Two modes of operation are selected by the
approximately 30 seconds. The MKR MUTE ADF button (“push-in, push-out”) on the con-
switches (pushbuttons) are located on the trol face. When the button is out, antenna
audio control panels. (ANT) mode is selected and will be annunci-
ated. ANT mode provides improved audio sig-
The marker beacon antenna is mounted under nal reception for tuning and is used for
the fuselage abeam the main cabin entry door. identification. In ANT mode, the ADF pointer
System protection is from the MKR BCN cir- will park at 90° to the airplane heading. When
cuit breaker on the right circuit-breaker panel. the ADF button is in the depressed position,
ADF mode is selected and annunciated and rel-
ative bearing will be indicated.
KR-87 AUTOMATIC
DIRECTION FINDER The BFO (beat frequency oscillator) mode is
The KR-87 ADF is a single-unit receiver/con- selected by pressing in the BFO button on the
trol mounted in the consolidated control panel face of the control. BFO will then be annun-
on the left side of the center instrument panel. ciated. BFO mode is used to better identify
The digitally tuned automatic direction finder coded station identifier signals from stations
system operates in the frequency range of 200 that are unmodulated.
to 1,799 kHz. The KR-87 control panel uses
two gas-discharge digital readouts to display To perform a preflight or in-flight test of the
the controlling (active) frequency and a pilot- ADF system, tune and identify a station with
selected preset (STBY) frequency. The system a strong usable signal and select ADF mode.
is comprised of a receiver, a built-in elec- The pointer should seek the station without
tronic timer, and a KA-44B combined loop hesitation. Wavering, hesitation, or reversals

FlightSafety
international
indicate that the station is too weak or that there useful when tuning for stations the exact fre-
is a system malfunction. quency of which the operator may not know.
A second KR-87 ADF may be installed, in

Timer Operation which case the first system is duplicated with
The flight timer incorporated into the ADF will a second complete system, and operation of the
always be reset when the power to it is inter- second ADF is identical to the first. If a sec-
rupted, either by the ON/OFF switch, the ond ADF is installed, its bearing information
avionics master switch, or the loss of power may be displayed on the bearing needle on
to the system. Flight time should be read be- the pilot’s or copilot’s HSI.
fore shutdown for that reason. Flight time may
also not be accurate since it is time from elec-
trical power on. The timer has two functions—
HF KHF-950 WITH KFS-594
flight time and elapsed time. Flight time and CONTROL (OPTIONAL)
elapsed time are displayed and annunciated al- The KHF-950 with KFS-594 control (Figure
ternately by depressing the FLT/ET button on 16-17) is a 150-watt transceiver system that
the control panel. The flight timer continues provides 280,000 frequencies at 100-Hz in-
to count up until the unit is turned off. The crements, with 19 channel preset capability in
elapsed timer may be set back to :00 by press- the HF band (2.0000 to 29.9999.9 MHz). It op-
ing the SET/RESET button on the control erates in AM and single sideband. Upper side-
panel. It will then start counting up again. band (USB) is normally used for sideband
Pressing the SET/RESET button will reset the operation, but lower sideband (LSB) is avail-
elapsed time whether it is being displayed or able where that mode may be used.
not. There is also a countdown mode in the
elapsed time function. To enter the countdown In TEL (A3J) mode, any of the ITU telephone
mode, the SET/RESET button is depressed channels (401 through 2241) may be selected.
for about two seconds, or until the ET annun-
ciation begins to flash.
When the annunciation flashes, it indicates

that the system is in ET set mode and a time CH
of up to 59 hours and 59 minutes may be pre- M
set into the elapsed timer, with the concentric H
knobs. The preset time will be displayed and Z
remain unchanged until SET/RESET is pressed K
again, which will start the countdown from the H S
preset time. When the timer reaches :00 it will Z T
begin to count up and the display will flash for O
about 15 seconds. While flight time (FLT) or HF USB
elapsed time (ET) modes are being displayed, AM
VOL
the standby frequency is kept in memory. It LSB TEL
may be called back by pressing the FRQ but- OFF (A3J)
SQ
ton, and then transferred to the active fre-
quency by pressing the FRQ button again.
HF
While FLT or ET is displayed, the in-use fre-
quency on the left side of the display may be
directly changed by using the frequency select Figure 16-17. HF COMM KFS-594
knobs, without any effect on the stored standby Control (Optional)
frequency or the other modes. This feature is

FlightSafety
international
Control and Indicators until the dash appears in flashing mode, the
selected frequency may be entered into the
All controls and indicators are located on the channel appearing under the CH designation
radio set control, which is normally mounted on the display.
low and to the left on the copilot’s instrument
panel. The smaller left-most knob controls In order to program any one of the 19 user-pro-
power to the receiver/transmitter and con- grammable channels, proceed as follows: (1)
t r o l s t h e vo l u m e o f t h e r e c e ive d a u d i o . Select the channel to be programmed; (2) Step
Clockwise rotation turns the unit on and in- the cursor to the frequency digits, as described
creases the volume. above, and set in the desired frequency.
Changing the displayed frequency of a pro-
The larger left-most knob controls the thresh- grammable channel will automatically place
old of the received signal above which the the control head in program mode, as indi-
audio is enable (squelch). Turning the knob cated by the flashing dash adjacent to the
clockwise reduces the signal threshold (de- channel number; (3) Press STO to transfer the
creases squelch). frequency into the T/R unit receiver. The flash-
ing “TX” will appear in the upper right of the
The larger right-most knob selects the emis- display and the cursor will move to the 10/1-
sion modes: LSB, lower sideband; USB, upper MHz digits; (4) Change the display to the de-
sideband; AM, amplitude modulation; and sired transmit frequency (if different from the
TEL (A3J, or ITU mode). When LSB, USB, receive frequency); (5) Press STO again. When
or AM is selected, the radio is set to the cor- the transmit frequency is accepted, the letters
responding mode and a frequency is displayed “TX” and the cursor will disappear.
in the control head, which may be directly se-
lected on one of the 19 user-programmable If the user desires to operate the radio in the
channels. When TEL (A3J) is selected, the directly tuned mode without a channel num-
radio is set to the corresponding mode and an ber annunciated or a flashing dash, he may
ITU channel is displayed in the control head. tune the channel selector to zero and then
tune a frequency. The zero will disappear and
The smaller right-most knob, when pushed the annunciated frequency will be relocated.
in, moves the cursor (represented by a flash- Other frequencies may not be selected in like
ing digit) from left to right. One push incre- manner as long as a channel other than zero
ments the cursor one digit to enable that digit is not selected.
to be selected as required. When the small
knob is turned, it increments or decrements the A photocell-activated dimming circuit adjusts
digit selected by the cursor. the brightness of the display to compensate for
changes in the ambient light level.
The STO button is used to perform three sep-
arate functions: (1) When in the channel mode
(not in program mode—program mode is an- HF KHF-950 WITH KCU-951
nunciated by the flashing dash adjacent to CONTROL (OPTIONAL)
the channel number), pressing and holding
the STO button causes the control to display The KHF-950 with KCU-951 control (Figure
the letters “TX” and the tuned transmit fre- 16-18) is a 150-watt transceiver that provides
quency while the receiver monitors the trans- 280,000 frequencies at 100-Hz increments,
mit frequency. This enables the pilot to listen with 99 channel preset capability in the HF
for signals on the transmit frequency of du- band (2.0000 to 29.9999 MHz). It operates in
plex channels; (2) If STO is pushed while the AM and single sideband. Upper sideband
microphone is keyed, a 1,000-Hz tone is (USB) is normally used for sideband operation,
broadcast, which may be used to break the but lower sideband (LSB) is available where
squelch of some stations; (3) In the program that mode is used.
mode, selected by incrementing the cursor

FlightSafety
international
USB
MODE FREQ CHAN
FREQ KHZ CHANNEL
PULL
ON
OFF
CLARIFIER SQUELCH VOLUME
STO PGM
Figure 16-18. HF COMM KCU-951 Control (Optional)
Controls and Indicators OFF/VOLUME—ON/OFF switch; volume

control when set is on.
All controls and indicators are located on the
radio set control. A two-position FREQ/CHAN SQUELCH—Controls squelch threshold.
switch in the upper right corner determines
the form of operation. The depressed position CLARIFIER—Used for improving clarity of
establishes the channelized form of operation. reception during SSB operation.
The flush positions provides direct frequency
operation. A momentary MODE pushbutton Channel frequency can be changed by use of
switch, next to the FREQ/CHAN switch, selects the PGM or STO switches on either side of the
the mode of operation (AME or USB). This concentric tuning knobs. An ON/OFF/VOL-
switch is not active during transmit. Frequency UME control applies power to the system and
or channel selection is controlled by two con- controls volume. A SQUELCH knob provides
centric knobs on the lower right of the panel. control of the squelch threshold. A pull/on
The outer knob is used for frequency selection CLARIFIER knob is used for fine tuning up
and the inner knob for channel. Frequency to +250, –250 Hz and is active during receive
control is not functional when the operation only.
FREQ/CHAN switch is in the CHAN position.
USB is used for communication with other
FREQ/CHAN—Selects frequency or chan- stations operating in single sideband on the
nelized mode of operation. upper sideband. AME allows communication
with the older AM or AME stations. AME
MODE—Selects LSB, AME, or USB mode mode is not compatible with stations operat-
of operation. Mode is displayed in lower part ing on USB. LSB mode is disabled.
of frequency display.
To tune the HF system antenna coupler to the
PGM—Selects programming of frequency for frequency selected, rotate the VOLUME knob
channelized operation. out of the OFF detent. Receiver frequency
will be displayed after approximately one
STO—When pressed, stores selected fre- minute of warmup. Key the transmitter by mo-
quency for channelized operation. mentarily pressing the microphone button.
The antenna coupler will tune automatically.
Tuning knobs—Two concentric tuning knobs The channel number will continue to be dis-
for selecting frequency display. Control chan- played; however, the frequency will be blanked
nel or frequency mode of operation as selected until automatic tuning is complete. After tun-
by FREQ/CHAN switch. ing, adjust for desired squelch threshold.

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During reception, adjust CLARIFIER control card is seated properly; then close the card door
for maximum signal clarity or the most natu- and tighten the thumbscrew. The Aero-M sys-
ral sounding voice. tem utilizes a multi-level PIN code system to
limit access to maintenance and configura-
tion levels. Normal usage and operation of
UNIVERSAL AERO-M SATCOM the system usually requires only PIN 1.
TELEPHONE SYSTEM
(OPTIONAL) The following are the five dialing formats that
can be used to initiate a telephone call:
The optional Universal avionics/Thrane &
Thrane TT-3000 series Aero-M SATCOM sys- • Standard telephone numbers—Dialing a
tem provides one-channel data/voice/fax tele- telephone number by entering call pre-
phone communications to the airplane via the fixes, area codes, and number.
INMARSAT satellite network. The Aero-M
utilizes spot-beams for voice and data ser- • Short codes (speed dialing)—Short
vices at 2,400 bits per second (bps), one- codes are two-digit codes that corre-
spond to number addresses in the system
channel voice coding at 4,800 bps, fax 2,400 phonebook.
bps on two-wire RJ-11-type interface and can
be interfaced with a personal computer (PC) • Handset to handset—If an auxiliary
via a RS232 serial port for data communica- handset is connected to the AUX/FAX
tion. The system utilizes an intermediate gain, port, it is possible to call handset to
mechanically steered SATCOM antenna with handset.
an integrated GPS navigational reference sys- • Last number redial—The handset keeps
tem to enable the Aero-M antenna to locate and a list of the last 20 numbers dialed.
track communications satellites independent
of airplane navigation systems. • Call handoff—Call handoff is like call
transfer on a standard telephone. If an
The TT-5621A handset is the main user inter- auxiliary handset is used, it is possible
face of the Aero-M system. Handsets are located to receive a call on either the number 1
both in the cockpit and cabin. The individual or number 2 (AUX) handset and trans-
handset contains a keypad with 21 separate fer the call to the other handset.
function keys, a built-in liquid crystal display
(LCD) for operational and diagnostic readout, NOTE
four indicator LEDs, and a volume control. SATCOM reception may be inter-
The handset allows the user to utilize a menu rupted briefly during turns, due to
of operations that include placing and receiv- shadowing of the antenna by air-
ing calls, forwarding calls, saving and recall- plane structure. Continuing the turn
ing phonebook entries, viewing a phone log, and or reducing bank angle should re-
monitoring system operations. store communication. A limitation
requires that the AERO-M SATCOM
The Aero-M SATCOM system may require telephone switch, located adjacent to
an INMARSAT SIM card inserted into the the ADF, must be selected to the
satellite data unit before it will operate cor- OFF position to remove power from
rectly. The SIM card contains system IDs and the AERO-M SATCOM system (in-
additional stored information (phonebooks). cluding the antenna) during any ADF
To insert the SIM card into the satellite data navigation (see Supplement 24 for
unit: (1) loosen the thumbscrew on the SIM further information).
card door (located on the front panel of the
unit; (2) open the door and insert the SIM card
into the slot with the gold contact pointing
toward the right; and (3) ensure that the SIM

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AUDIO CONTROL PANELS A side tone control knob, which is concentric

to the passenger speaker volume control knob,
Two audio control panels (Figure 16-19) are is located on the lower left side of the audio
installed to provide individual audio selec- control panel. The side tone control allows
tion by each pilot. Three-position switches the pilot and copilot to select individual side
(SPKR–OFF–HDPH) enable all audio inputs tone volumes within certain limits. The side
to be selected to the speakers or headphones. tone cannot be completely removed; some
A two-position IDENT/VOICE switch is used side tone will always remain. When the oper-
in conjunction with the NAV and ADF switches ator positions the control knob, side tone vol-
to monitor either voice or coded identifiers. ume for all of the transmitters being operated
Two concentric MASTER VOLUME knobs from the respective audio control panel, and
control the headset or speaker volume of all the interphone side tone, will be set.
selected audio sources. A PASS–SPKR–VOL-
UME knob controls the output volume of the A t h r e e - p o s i t i o n AU T O S E L s w i t c h
passenger compartment speaker. (SPKR–OFF–HDPH) automatically selects
the proper speaker or headphone to match the
A rotary microphone selector switch has four position of the rotary microphone selector
standard positions. COMM 1 or COMM 2 con- switch. All audio sources can be monitored at
nects the microphone in use to the respective any time by use of the appropriate
VHF transmitter. PASS SPKR allows for an- SPKR–OFF–HDPH switch, regardless of the
nouncements to passengers through the cabin microphone selector switch or the AUTO SEL
speakers, but in PASS SPKR position, the switch positions. A MKR MUTE button, when
COMM 1, COMM 2, and HF AUDIO are pressed, silences the marker beacon audio for
muted. The EMER/COMM 1 bypasses the approximately 30 seconds.
audio amplifier, necessitating the use of a
headset to receive, and volume control is avail- A two-position switch on the control wheel has
able only at the radio. Transmitting remains a MIC position for keying the transmitters
normal from all microphone sources. An op- and INPH for interphone communication when
tional audio control panel has a fifth position using the lip microphone or oxygen mask mi-
to be used for the HF system, if installed. crophone. If a hand-held microphone is used,
transmission is determined by the position of
the microphone selector switch.
EMER/COMM 1 AUTO COMM ADF
PASS
SPKR
SEL 1 2 HF 1 2
HF
C DME NAV SPKR
O
M 2
M OFF
1
VOLUME 1 2 1 2
HDPH
IDENT MKR
PS H S
S AP D P
T SK P K
H
SR R
VOICE 1 2 MUTE
Figure 16-19. Audio Control Panel

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The copilot’s audio panel is powered by the The installation is equipped with a five-G
emergency bus, causing battery power to al- switch that will activate anytime the airplane
ways be available to that panel when the BATT is subjected to a 5-G force; this will disable
switch is in any position except OFF. In the the system’s erasure mechanism until a reset
EMER position of the battery (BATT) switch, button on the G-switch is pressed. The switch
the audio normal/emergency relay relaxes and and the unit are located forward of the tail
connects the pilot’s audio panel to the emer- cone baggage compartment.
gency bus; thus, in case of loss of both gen-
erators, both audio panels will continue to
operate with the battery switch in the EMER ARTEX LOCATOR BEACON
position. COMM 1 transmit and audio will be The Artex 110-4 is a second-generation emer-
operative and NAV 1 audio may be received. gency locator transmitter (ELT) system that
transmits the standard swept tone signal on
A-200S COCKPIT VOICE 121.5 and 243.0 MHz. The system consists of
an antenna mounted on top of the fuselage, a
RECORDER (OPTIONAL) transmitter and tray mounted in the tail cone
An A-200S cockpit voice recorder system pro- area, and a remote switch mounted on the in-
vides a continuous 120-minute record of all strument panel. When transmitting, the cock-
voice communications originating from the pit ELT ACTIVATED WHEN LIT light will
cockpit as well as sounds from warning horns flash continuously.
and bells. The system is protected by a 5-
ampere circuit breaker located in the tail cone The transmitter is activated by one of the fol-
electrical junction box. lowing three methods:
The sensitive microphone is located to the left • In the event of a crash (provided the
side of the fire tray. The system is energized transmitter has been securely mounted
when the battery switch is in the BATT posi- and locked in its tray)
tion. The control panel (Figure 16-20), nor- • When the cockpit switch is placed in
mally located on the right instrument panel, the ON position
contains a TEST button and an ERASE button.
System operation is checked by pressing the • When the transmitter switch is placed in
TEST button. When the TEST button is held the ON position
down for five seconds, illumination of the Once activated, the ELT must be reset using
green light on the control panel indicates cor- one of the following methods:
rect functioning of the voice recorder system.
Pressing the ERASE button for approximately • From the cockpit, place the switch to
two seconds will cause the entire record to be the ON position. Ensure the ELT AC-
erased. Erasure can only be accomplished on TIVATED WHEN LIT indicator light is
the ground with the main entry door opened. illuminated. Immediately place the
switch to the ARM position. Ensure that
the light is extinguished.
COCKPIT VOICE
RECORDER
HOLD
5 SEC
TEST HEADSET ERASE
Figure 16-20. A-200S Cockpit Voice Recorder (Optional)

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• From the transmitter, place the switch to • Barometric pressure (an echo of the
the ON position, and then immediately received input)
place the switch to the OFF position. • Total pressure
NOTE • Static pressure
Normal switch configuration is for
the transmitter switch to be placed in 3. Vertical speed (altitude rate of change)
the OFF position and the cockpit
switch to be placed in the ARM po- 4. Temperature (on MFD or reverted PFD)
sition. It is impossible to disarm the • Total air temperature (TAT)
ELT by improper placement of the
cockpit (or transmitter) switches. • Static air temperature (SAT)
• ISA delta temperature
System testing is accomplished by placing
the cockpit switch in the ON position, ob- The air data computer receives pitot tube and
serving steady illumination of the ELT AC- static port pneumatic data, Collins air tem-
TIVATED WHEN LIT indicator light for the perature data, and IAPS inputs to compute the
first three seconds and confirming audio tone air data parameters. The ADC is programmed
through a COMM radio tuned to either 121.5 with static source error correction (SSEC), as
or 243.0 MHz. Once testing is complete, ELT well as the aircraft’s maximum operating
must be reset. speeds (V MO /M MO ), which it then uses to
compensate for deficiencies in the aircraft
static system when sending data outputs.
AIR DATA The altimeter setting (BARO) is selected with
SYSTEM (ADS) the BARO knob on the display control panel
(DCP). No other pilot control operation is re-
The standard CJ1 air data system consists of quired. If the pilot’s ADC fails, no reversion
a single Collins ADC-3000 air data com- is available. The pilot uses secondary or
puter (ADC). The air data system supplies standby instruments.
data to the FCS (flight control system), AHS
(attitude heading system), EFIS (electronic The optional CJ1 configuration includes a
flight instrument system), IAPS (integrated copilot PFD and ADC. The pilot’s and copi-
avionics processor system), and navigation lot’s ADCs are isolated, independent, air data
systems. The air data system provides data systems. If either ADC fails, either pilot can
to the following: revert to the opposite ADC by using the DADC
REV switch on the lower switch panel.
1. Airspeed (IAS/CAS)
• Mach AIRSPEED, MACH, AND
• Maximum airspeed (V MO /M MO ) AIRSPEED TREND VECTOR
• True airspeed (TAS) The air data computer(s) provide displays of
airspeed, Mach, overspeed, airspeed trend,
2. Altitude pressure (uncorrected) four pilot-selectable airspeed references for
takeoff, and three references for landing
• Baro corrected altitude (Figure 16-21).

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150
T
140
60
120
11 5
4 1R
2
100
80
M .456
AIRSPEED SCALE AIRSPEED SCALE
AT POWER UP > M .45
Figure 16-21. Airspeed Scale
Airspeed or is missing at any time while airborne, the

Mach number is removed and replaced by a red
The PFD presents a vertical scale for the air- decimal point and three red dashes that flash
speed indicator (ASI). Indicated airspeed is for five seconds, then are steady.
displayed as a moving airspeed scale with a
fixed position airspeed pointer. Scale range is Airspeed information is displayed in red when
40 to 400 knots, with 80 knots of airspeed dis- the airspeed is less than or equal to impend-
played at one time. Short tick marks are dis- ing stall greater than or equal to V MO /M MO .
played every 5 knots, long tick marks every 10
knots, and numerals every 20 knots. Current
airspeed is displayed inside the fixed posi- Low-Speed Cues (with AOA)
tion airspeed pointer window in the middle of The low-speed cues (Figure 16-22) are made
the airspeed scale. up of the reference approach speed (RAS) cue
and the impending stall speed (ISS) cue. The
Airspeed information is displayed in green low-speed cues provide an approximation of
when the on-side ADS is selected, and in yel- stall speed. Both low-speed cues are based on
low when the cross-side ADS is selected. airspeed and angle of attack (AOA).
Mach The reference approach speed (RAS) cue is a

small green circle displayed against the air-
The Mach display is a digital readout located speed scale. The RAS cue indicates the cal-
below the airspeed scale. A green three-digit culated reference approach speed. The RAS
readout of the Mach number is displayed, pre- cue is variable and is calculated using 1.3V S ,
ceded by a decimal point. A gray “M” legend airspeed, AOA, and normal acceleration. The
appears in front of the readout when the dig- RAS cue is not displayed when it is less than
ital readout is displayed, or when airborne or equal to impending stall speed (ISS).
and the Mach input fails. If Mach data fails,

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OVERSPEED
CUE (RED)
140
AIRSPEED
INDICATOR
220 RAS
1.3VS1
120
AIRSPEED
TREND VECTOR 240
120
(MAGENTA)
AP AP
AIRSPEED
220
4 RF
8
100 RF
DIGITAL
READOUT
200
103
100 97
M .458
2 6
LOW-SPEED HDG
20
CUE 80
(YELLOW) FMS1
30
DTK 350
KCID
80
95.0NM
IMPENDING
STALL SPEED 200 60
(RED)
< PRESET
VOR1 LOW AIRSPEED LOW AIRSPEED
MACH WITH AOA NO AOA
DISPLAY VOR1
Figure 16-22. Low-Speed Cues with AOA Displays
The impending stall speed (ISS) range marker The fixed low-speed range marker is a verti-
is a thick red vertical line displayed against cal yellow line displayed against the airspeed
the airspeed scale. The top of the ISS range scale. Range is fixed from 97 to 72 knots. The
marker indicates the calculated impending stall bottom of the fixed low-speed range marker
speed. Impending stall speed variable and is cal- abuts the top of the fixed ISS range marker
culated using 1.1V S , airspeed, and AOA. The warning. The top of the fixed ISS range marker
IAS readout changes to yellow when ap- warning indicates 72 knots.
proaching ISS.
The ISS and RAS markers are removed when
The ISS caution is displayed if the airspeed on the ground and their display is inhibited
trend vector is below ISS for five seconds or until the aircraft has been airborne at least
more or when airspeed is 2 knots below ISS. three seconds.
For the warning, the ISS range marker changes
to an alternating red and dark blue segmented
line. In addition, the airspeed digital readout Overspeed Cue
turns yellow and flashes for five seconds, The overspeed cue is displayed (Figure 16-23)
then is steady. If the Mach readout is dis- on the airspeed scale when V MO/MMO is within
played, the readout changes to red and flashes display range. The overspeed cue is a vertical,
for five seconds. variable-length, solid red bar. The bottom of the
overspeed cue is positioned at V MO until the
M MO becomes more restrictive, then the bot-
Low-Speed Cues (without AOA) tom is positioned at the airspeed that corre-
When AOA data is invalid, the ISS range sponds with the M MO for the current altitude.
marker is replaced by a fixed low-speed range V MO /M MO is calculated by the ADC as a func-
marker and a fixed ISS range marker warning. tion of aircraft type, airspeed, and altitude.

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280 SOLID 300

RED
OVERSPEED
CUE
280
MAGENTA
TREND 280
280 BOTTOM INDICATOR
1 RED
MMO HIGH
6
280 100
6
250 AND VMO 255 26260
5
AIRSPEED
POINTER 9
240
LOW
4
WINDOW
240
220 240
220
IMPENDING ACTUAL
OVERSPEED OVERSPEED
Figure 16-23. Overspeed Cue Displays
Overspeed Mode • A speed reference bug is displayed next

to the airspeed scale on the PFD when
Characteristics of overspeed mode are the speed reference is IAS. When the
as follows: speed reference is Mach, a Mach refer-
ence bug is displayed next to the IAS
• Overspeed mode is automatically se- scale.
lected when a significant overspeed oc-
curs from all vertical modes, except • Overspeed mode inhibits the selection
altitude select capture or track and alti- or activation of any other vertical mode,
tude hold. except altitude hold and altitude select
capture.
• A significant overspeed is defined as
.015 Mach above M MO or five knots • Overspeed automatically transitions to
above V MO . flight level change when the IAS/Mach
has dropped below V MO /M MO .
• Overspeed generates commands to cap-
ture the reference airspeed. • The flight guidance system (FGS) will
pitch the airplane up to slow down but
• At selection, if above the transition al- not above the horizon.
titude, the reference airspeed is auto-
matically set to M MO . If below the
transition altitude, the reference air- IAS Flag
speed is automatically set to V MO . The
IAS, or Mach reference will never in- Air data information
crease but may decrease to maintain comes from the air data
V MO /M MO (as V MO /M MO changes with computer (ADC). In the
altitude). The IAS, or Mach reference, IAS optional second PFD in-
stallation, the on-side or
cannot be adjusted by the pitch wheel
while in overspeed. cross-side ADC can be

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selected as the on-side source. The airspeed AOA Flag

flag “IAS” is displayed in red on the airspeed
scale, and all airspeed information is removed AOA data comes from the stall warning com-
when IAS data from the selected ADC is puter. The AOA flag, a red, boxed “AOA1” or
failed. The low-speed cues are removed when “AOA2” is displayed to the left of the air-
the IAS flag is in view. If V MO /M MO data is speed scale if the AOA data fails. The RAS
failed, the overspeed cue is removed and the low-speed cue is removed when the AOA flag
IAS flag is displayed. is in view.
Airspeed Trend Vector Autopilot Speed Bug

The airspeed trend vector is a vertical, variable- The autopilot speed bug is displayed on the air-
length, magenta line that extends up or down speed scale when commanded by the FCS
on the airspeed scale. The end of the airspeed (Figure 16-24). The autopilot speed bug is a
trend vector provides an approximation of what right-facing hollow pointer. The pointer in-
the airspeed will be in 10 seconds at the pre- dicates the reference airspeed for flight level
sent rate of acceleration. The trend vector is cut change (FLC) mode and is only in view when
off at ±40 knots. The calculation of trend is FLC mode is active. A pointer and digital
based on airspeed, airspeed rate, longitudinal readout are also displayed above the airspeed
acceleration, and pitch angle. The airspeed display and a miniature pointer and digital
trend vector is not displayed until the aircraft readout also appear in the FCS mode field. The
has been airborne for three seconds, and it is pointers and digital readouts are displayed
removed at all times on the ground. The air- in cyan.
speed trend vector is also removed if any data AUTOPILOT
needed to calculate it is failed. SPEED BUG
The overspeed caution annunciation is trig-

gered by airspeed trend vector greater than FLC
V MO /M MO +2 knots for two seconds or more.
It shows yellow IAS digits and the solid red 220
line changes to an alternating red and dark
blue segmented line.
240
SPD CHG 220

Overspeed Alert
200
The overspeed warning is triggered when the
actual airspeed exceeds V MO /M MO by more MODE SELECT PANEL
than two knots. When the overspeed alert is (MSP) “FILCH” MODE M .458
HDG
active, the V MO /M MO cue is changed to an al- 20
ternating red and dark blue segmented line. FMS1

DTK 350 30
The airspeed readout changes to red and DN KCID
flashes for five seconds, then steady. If the 95.0NM
Mach readout is displayed, the readout 200

changes to red and flashes for five seconds,
then steady, and the cockpit aural warning UP < PRESET
horn sounds. OVERSPEED TEST is activated VOR1
on the ground with the rotary test switch to
trigger the overspeed aural. AUTO PILOT PANEL (APP) VOR1
SPD/VS PITCH WHEEL
PFD DISPLAY
Figure 16-24. Autopilot Speed Bug
Display and Controls

The speed bug is initially commanded in view the speed bug is controlled by the
at the current airspeed or Mach. The FCS (the APP PITCH wheel is not
SPD/VS/pitch wheel on the APP is used to functional).
set the value of the speed bug. Range is (V 1
Min or Mach equivalent or ISS, whichever is
higher) to V MO/M MO. If the system is powered BAROMETRIC ALTITUDE
up in flight, the speed bug setting is that last
selected value, unless the FCS commands a dif- The pilot reads current barometric altitude in
ferent value. the fine window in the middle of the vertical
moving altitude scale (Figure 16-25). The
The digital readout automatically changes from moving altitude scale displays 450 feet total
IAS to Mach when climbing through the or 225 feet above and below the fine window
IAS/MACH transition altitude of 30,810 feet, in thousands of feet, with tick marks every
and changes from Mach to IAS when descend- hundred feet. The fine window displays alti-
ing through 30,410 feet. When IAS is active, a tude every 20 feet from –1,000 to 55,000 feet
display of up to three digits with leading zeroes (–300 to 16,765 meters).
suppressed is shown. When Mach is active, a
letter M and a two-digit display of the Mach The ten thousands, thousands, and hundreds
value with leading decimal point is shown. The digits are larger digits than the tens and ones
IAS/MACH button on the mode selected panel units. This presents the altitude in a “flight
is used to manually select the display of IAS or level” predominant manner. Negative altitudes
Mach. The IAS/MACH button is not functional are indicated by a small, white, vertically po-
when overspeed mode is active. sitioned “NEG” in the thousands digit place.
Optional, metric barometric selected altitude

NOTE and hPa can be displayed in addition to the dis-
The speed bug comes into view when play of altitude in feet. If selected for display,
FCS overspeed is active. When over- the white, up to five-digit metric readout is con-
speed mode is active, the position of tained in a box with a white “M” following the
ALTITUDE
50 00 PRESELECT
30
6 00 ALTITUDE
SCALE
20
5 00 BARO
40
10 #14 20 FINE
WINDOW
PUSH
00 (BARO SCALE)
STD
BROWN
3 00 ALTITUDE
SCALE
100 10 2 00 DISPLAY CONTROL
30.12 KNOB (DCP)
BARO SET KNOB
ADI AND RADIO ALTITUDE 100 FT AND PUSH STD BUTTON
ALTIMETER SETTING (BARO)
Figure 16-25. Altitude Display and BARO Control

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digits, located above the selected altitude. A

flight-deck-mounted meters/feet (M/Ft) switch
is used to control the display of metric altitude.
Ground elevation is displayed as a moving

100 0 FEET
brown-colored scale at the lower blue altitude 9 1
scale. Radio altimeter data displays ground
level as the airplane passes below 225 feet. The
1000 2
brown scale rises up the altitude scale and 7
centers in the fine current altitude window at 3
MB IN HG
touchdown (or zero in the radio altitude read-
9 ALT
101 4 2993
out). Radio altitude is displayed in the lower, 5
middle altitude indicator in the brown area.
Green digits count down from 2,500 feet AGL 60 0 60 8
to 0 feet at touchdown.
IAS KNOTS
BARO
Barometric Pressure Setting
Barometric pressure setting is displayed below
the altitude scale on the PFD. The unit of mea-
surement can be either inches of mercury (in.) Figure 16-26. Standby Altimeter
or hectopascals (hPa) as selected by an optional
external switch. The BARO knob on the DCP
is used to set the barometric pressure setting FL180 Alert
between 22.00 to 32.50 inches of mercury. The optional FL180 alert causes the baro-
The PUSH STD button in the BARO knob on metric pressure readout to flash if entering
the DCP is used to selected standard pressure FL180 from below 17,800 feet, and baromet-
setting (29.92). ric setting is not 29.92 inches; and if de-
scending through FL180, from above 18,500
Another method for setting the altimeter in feet, and barometric setting is 29.92 inches.
inches of mercury when only hPa is known The alert is canceled by pushing the PUSH
is to set the standby altimeter (Figure 16-26) STD button (climbing through FL180) or turn-
in MB for hPa, read in HG, then set inches in ing the BARO knob (descending through
the PFDs. FL180) on the DCP.
Default Pressure Setting Alert Altitude Flag

The barometric pressure setting is stowed in Barometric altitude information comes from
nonvolatile memory and is recalled at powerup. the ADS (air data system). In the optional
At powerup, if the recalled value for the baro- second PFD installations, the on-side or cross-
metric pressure is outside the range of 22.00 side ADS can be selected as the on-side
to 32.50 inches, the barometric pressure is set source. Barometric altitude information is
to 22.00 (or its hPa equivalent, if selected), and displayed in green when the on-side ADS is
it is displayed in yellow and flashes continu- selected and when cross-side ADC is selected,
ously until the pilot sets current barometric a yellow ADC 1 (or ADC 2) indication is dis-
pressure to resume normal operations. played on the right side of the PFD. The pilot’s
or copilot’s DADC REV switch is used to se-
lect and deselect the on-side source. A boxed,

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red ALT flag replaces the barometric altitude CRS ALT HDG
pointer when barometric altitude information
is failed (Figure 16-27), or there is no avail- PUSH PUSH PUSH
able barometric pressure for correction. The IR E CT ANCE
L
SYNC
C
barometric altitude scales, digital thousands
readout, metric altitude readout, selected al-
titude readout, and selected altitude refer-
ence (bug) are removed when barometric
SELECTED
altitude data is failed. ALTITUDE
50 00 160 00
300
4 00 4
SELECTED
BLUE ALTITUDE
160 00 2 REFERENCE BUG
3 00 1
20
158 00 ALTITUDE SCALE
00 80
ALT #4 80 8 00 1
60 2
7 00
1 00 4
6 00
29.92
0 00 Figure 16-28. Selected Altitude
Display and Controls
ADC 30.12 a reference value used by the FCS in altitude
FAILURE
select mode. The selected altitude reference
is also used by the EFIS to present selected al-
Figure 16-27. Barometric Altitude titude alerts to the pilot.
Information—Failed
The CHP ALT knob is used to adjust the se-
Barometric Pressure lected altitude. When adjusting preselect alti-
tude (PSA), the knob is rate aided so that faster
Cross Check turning results in value changes of progres-
In the optional second PFD installations, if the sively larger amounts from 0 to 55,000 feet.
pilots have selected barometric pressure that
differ by more than 0.02 inches, a yellow box Enabling the BARO MIN bug shall allow the
is drawn around the barometric pressure dis- PSA to be set at the value of BARO MIN by
play, and a yellow line is drawn under the pre- rotating the ALT knob.
select altitude display on the noncoupled side.
• BARO MIN set at 10-foot increments—
The PSA reference bug shall be allowed
SELECTED ALTITUDE to setup from the 100-foot altitude in-
crement preceding the BARO MIN, di-
The present value of selected altitude is dis- rectly to the BARO MIN value and then
played digitally above the altitude scale on the on to the next 100-foot increment. When
PFD (Figure 16-28). A selected altitude ref- the BARO MIN bug is disabled, no such
erence bug is displayed on the altitude scale increments shall be allowed.
when within scale range. Selected altitude is

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• Changing the value of BARO MIN when NOTE

the PSA is a BARO MIN shall have no
effect on the PSA bug or digital readout. The selected altitude visual and aural
alerts are inhibited during FCS ver-
• BARO MIN set at a 100-foot incre- tical approach modes which are in
ment—The PSA reference bug shall op- the capture state, when the FCS
erate as normal. mode is valid.
Selected Altitude Alerts Altitude Select Mode

Automatic color changing of the selected al- Altitude select mode is armed whenever a flight
titude digital display is used to present se- director is active or the autopilot is engaged.
lected altitude alerts to the pilot. Selected Selection of any vertical mode, other than
altitude alerts are based on barometric altitude. glide-slope track or altitude hold mode, also
The selected attitude alert limits are described arms altitude select mode. Preselect altitudes
below: of 0 feet to +55,000 feet can be captured from
vertical rates within +12,000 ft/min. When
• The steady cyan (blue) readout flashes armed, altitude select mode monitors aircraft
blue and the warning horn sounds when closure rate toward the selected altitude and de-
the aircraft closes to within 1,000 feet termines the optimum capture point.
of the selected altitude.
• The flashing blue changes to steady blue During capture, altitude select mode generates
when the aircraft closes to within 200 commands to capture the selected altitude.
feet (the deviation limit) of the selected Selection of a new preselect altitude or oper-
altitude. ation of the APP pitch wheel during altitude
• The steady cyan readout changes to select capture clears altitude select capture, se-
flashing yellow and the warning horn lects pitch hold, and rearms altitude select
sounds if the aircraft then departs the de- mode. After capture, altitude select mode au-
viation limit (200 feet). The flashing tomatically transitions to altitude hold mode
yellow continues until the aircraft again to maintain the selected altitude.
closes to within 200 feet, a new altitude
is selected, or the ALT knob on the CHP VERTICAL SPEED
is pressed.
• The readout flashes blue and the warn- The PFD presents a vertical scale for the ver-
ing horn sounds when the aircraft closes tical speed indicator (VSl) (Figure 16-29). The
to within 1,000 feet of the selected al- present value of vertical speed is indicated by
titude, does not close within 200 feet, the position of the VS pointer on the VS scale.
and then departs the acquisition limit A part-time digital readout of vertical speed is
(1,000 feet). The flashing readout con- also provided.
tinues until the aircraft is again within
1,000 feet, a new altitude is selected, or The vertical speed scale is an analog scale
the ALT knob on the CHP is pressed. which allows representation of vertical speed
between ±4,000 feet per minute. The scale is
• The warning horn sounds for one second nonlinear with an expansion between ±2,000
each time the aircraft acquisition limit feet per minute to increase readability during
is crossed. approach maneuvers. As the vertical speed
• When an altitude alert is active, chang- pointer departs from the center of the vertical
ing the altitude setting or pushing the speed scale, it drags a green vertical line.
ALT knob will cancel the warning.

------
4 4
5 00
2 2
4 00 1 1 DRAGS A
VERTICAL LINE
#13 VS POINTER
1 1
2 00 2 2 DIGITAL READOUT
IF OVER 300 FPM
4 4 DESCENDING
1 00 800
29.92
Figure 16-29. Vertical Speed Display
The present value of vertical speed is dis- The vertical speed bug, digital readout, and
played digitally either at the top or at the bot- arrow are magenta.
tom of the vertical speed scale. If the aircraft
is climbing greater than 300 feet/minute, ver- Selected vertical speed is a reference value
tical speed is displayed digitally at the top of used by the FCS in vertical speed mode. Upon
the vertical speed scale. If the aircraft is deselection of VS mode, the selected vertical
scending greater than 300 feet/minute, verti- speed reference value is set to the current ver-
cal speed is displayed digitally at the bottom tical speed. Thereafter, the selected VS value
of the vertical speed scale. The vertical speed can be changed with the VS wheel on the APP.
digital display range is from 100 to 15,000 fpm The selected vertical speed bug goes off scale
in 100-fpm increments. and out of view for greater than 4,000 feet per
minute. Digital selected vertical speed dis-
play range is 0 to 8,000 feet per minute in
Autopilot VS Bug 100-feet per minute increments.
The present value of selected vertical speed
(VS) is indicated by the position of the au- The selected VS readout in the FCS mode field
topilot speed bug on the VS scale (Figure 16- is followed by an up or down arrow. Arrow di-
30). A digital readout of selected vertical rection is upward for a selected climb or down-
speed is also provided in the FCS vertical ward for a selected descent. The digital display
mode field. The VS bug and readout are only is boxed while the wheel is in motion.
displayed when FCS VS mode is active.

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1500 HAS
VS BUG BEEN SET CLIMBING
VERTICAL SPEED
VS VALUE DIGITAL DN
SELECTED VS 1500 READOUT OVER
ALTS 300 FPM UP
50 00 1500
AUTOPILOT
FCS MODE UP
FIELD 30 4 VERTICAL SPEED
BUG AT 1,500 FPM
2
3 00
20 MANUAL PITCH WHEEL
1 VERTICAL SPEED SET TO CLIMB
00 POINTER AT 1,500 FPM
10 #4 80
60
1
1 00 VERTICAL SPEED
INDICATOR
2 VS
10 0 00 4
VS SELECTED
30.12 ON MSP
Figure 16-30. Vertical Speed Display and Control
VS Flag • Attitude
Vertical speed source is direct • Stabilized magnetic (or free gyro)
from each installed ADC. On a heading
VS second PFD installation, the The AHRS also supplies data to the following
flight-deck-mounted ADC rever- subsystems:
sion switch controls which ADC
is the on-side source. If VS information from • EFIS (electronic flight instrument sys-
the selected ADC is failed, the vertical speed tem)
digital readout, scale, and pointer are removed,
and a red, boxed VS flag is displayed. • IAPS(integrated avionics processor
system)
• WXR (weather radar system)
ATTITUDE HEADING • LDS (lightning detection system) (as an
SYSTEM (AHS) option)
• FMS (flight management system)
GENERAL The left attitude heading computer (AHC) is
in the forward nose baggage compartment on
The attitude heading system is the Collins at- the left side under the floor and the right AHC
titude heading reference system (AHRS), made is in the right area. The AHC utilizes inertial
up of two AHC-3000 attitude heading com- sensors to generate angular rate and linear ac-
puters, two FDU-3000 flux detector units, and celeration about the body of the aircraft and
two ECU-3000 external compensation units. digitally processes this data to obtain three-
The attitude heading reference system sup- axis angle, rate, and acceleration information.
plies linear acceleration data to the flight con- The AHC receives magnetic flux inputs from
trol system as well as the following: the flux detector unit, compass compensation

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from the external compensation unit, and strut The attitude heading system is made up of
switch logic from the integrated avionics pro- two AHC-3000 attitude heading computers,
cessor system. In turn, the AHC supplies at- two FDU-3000 flux detector units, and two
titude, stabilized magnetic (or free gyro) ECU-3000 external compensation units.
heading, and linear acceleration outputs.
The AHC-3000 utilizes two inertial sensors to
The flux detector unit (FDU) uses a pendulous sense rate and linear acceleration in all three
sensing element to detect the direction of the axes. The AHC receives magnetic flux inputs
magnetic field of the earth. FDU data is sup- from the flux detector unit, compass com-
plied to the AHC, where it is used for compensation from the internal compensation unit,
puting stabilized magnetic heading. and strut switch logic from the integrated
avionics processor system.
The external compensation unit (ECU) pro-
vides alignment and compass correction data The external compensation unit (ECU) stores
needed to cancel compass errors caused by compensation data for compass errors caused
misalignment of the flux detector unit and the by the effect of the aircraft on the magnetic
aircraft on the magnetic field of the earth. field of the earth and by misalignment of the
This data is aircraft specific and is obtained FDU. This information is supplied to the AHC
during AHRS leveling and compass swing where it is used for computing stabilized mag-
procedures. ECU data is supplied to the AHC netic heading. This data is aircraft specific
where it is used for computing stabilized mag- and is obtained during AHRS leveling and
netic heading. compass swing procedures.
For normal operation, no pilot control opera- The FDU-3000 flux detector unit detects the
tion is required. However. for each AHS, a horizontal component of the magnetic field of
flight-deck-mounted switch (Figure 16-31) the earth. The information is supplied to the
provides a means to allow the pilot to select AHC where it is used for computing stabi-
the DG mode. Additionally, switches are pro- lized magnetic heading.
vided for left and right slewing. AHS transfer
(reversion) to the cross-side AHS is also se-
lected via the flight-deck-mounted switches. INITIALIZATION
No other pilot control operation is required. The AHS is not operational until a successful
initialization cycle (Figure 16-32) is complete
The AHS supplies attitude, magnetic head- This initialization occurs automatically when
ing, rate, and acceleration data to the flight DC power is applied to the computer.
control system, EFIS, navigation systems,
weather radar system, and optional lightning
detection system.
L AHRS SLAVE R AHRS SLAVE PANEL LIGHTING

PFD/MFD AHRS AHRS DADC
MANUAL L SLEW REV MAN L SLEW REV REV
PFD
AUTO R SLEW NORM NORM DIM

AUTO R SLEW DIM NORM
LEFT AHRS SLAVE PILOT’S PFD/MFD RIGHT AHRS SLAVE SWITCHES

SWITCHES AHRS REV SWITCH WITH COPILOT’S PFD (OPTIONAL)
Figure 16-31. Attitude Heading System Controls

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• Do not change the position of the nose-

ROLL PTCH wheel by operating the nosewheel steer-
ALTS ing system, and do not change the
position of speedbrakes and flaps until
initialization is complete.
• Do not initialize in the hangar, near mag-
netic disturbances or power cables, and
ATT / HDG ALIGNING expect to see an accurate heading.
DO NOT TAXI In all cases, a successful initialization is in-
dicated by the following:
• The heading and attitude flags clear (go

out of view).
• The aircraft current magnetic heading is
2200 displayed by the compass cards.
HDG 037 HDG • The current pitch and roll attitude is
shown on the EFIS.
33 3
Normal Initialization
The normal procedure is to initialize the sys-
Figure 16-32. AHRS Initialization tem on the ground after engine start, and with
manual (DG mode) not selected. Turn on the
avionics master switch; the heading and atti-
The following are the three types of initial- tude flags remain in view, the compass cards
ization that can be performed by the crew: rotate to north and briefly pause, then rotate
clockwise back to north in approximately 35
• Normal initialization (in the slaved seconds for the No. 1 unit, and 45 seconds for
mode) the No. 2 unit. After the compass card rotates
• DG mode initialization back to north, the heading and attitude flags
clear and the compass cards immediately ro-
• Airborne initialization tate to the actual magnetic heading of the air-
Before describing each of the types, there are craft. The aircraft is now ready to be moved,
some important things to know about a normal and pitch, roll, and heading indications should
(slaved mode) or DG mode initialization. be correct.
These are as follows:
A normal ground initialization takes ap-
• First, apply power to the EFIS to “see” proximately 35 seconds for the pilot’s-side
the initialization. computer and approximately 45 seconds for
the copilot’s-side computer. This difference
• Do not move, tow, or taxi the aircraft in time for the initialization prevents dupli-
from the time power is applied until cation of motion induced initialization er-
initialization is complete. It is also rors in both systems.
recommended that the parking brake be
set (ground initialization). Normal pas-
senger movement is okay.
• Do not remove power or switch electri-
cal buses that can interrupt power to the
computer. This causes a delay because
initialization starts again.

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For a normal initialization, the following steps NOTE

must be completed:
Prior to takeoff, if the two headings
A. Power—Turn on the avionics master disagree (pilot’s and copilot’s), but
switch. are not slewing away from the aircraft
heading, momentarily select MAN-
B. Flags—HDG and ATT flags in view UAL (DG mode), then select AUTO.
during initialization. This allows the headings to quickly
align with the magnetic field sensed
C. Compass card—Rotates to north and by the flux detector.
pauses.
D. Compass Card rotation—Rotates in

Normal Initialization
a clockwise direction back to north. with Aircraft Motion or
Power Transient
E. 70 to 80 seconds—Approximate time This is similar to the normal initialization,
it takes to complete initialization (in- except this time it is assumed that significant
dicated by the compass cards clock- aircraft motion has been detected by the in-
wise rotation back to north), then the ternal monitors of the AHC-3000 computer, or
flags clear, attitude is valid, magnetic the electrical system causes a power transient
heading is correct, and the system is before completion of the initialization.
now ready for use.
As the compass card rotates and the aircraft
Orientation Failure moves, sensors in the computer detect the air-
craft motion and prevent completion of the ini-
If the AHC detects an orientation failure dur- tialization. In this case, the compass card
ing initialization (which is the only time an simply continues past north for a second ini-
orientation failure can be detected), the atti- tialization period or more. A power inter-
tude (ATT) and heading (HDG) flags show on ruption or a large acceleration of the aircraft
the attitude and heading displays respectively, (such as release of brakes with power ap-
and the compass card(s) rotate to north and plied) will cause the initialization sequence
park. When the 70- or 80-second (approxi- to restart immediately.
mate) initialization is complete, the follow-
ing occur:
DG Mode Initialization
• The ATT flag continues to show on the If MANUAL (DG mode) is selected prior to
attitude displays. turning on primary DC power to the computer,
• The attitude horizon and command bars the compass card rotates clockwise as de-
are removed from view. scribed for a normal initialization, but the ro-
tation is very slow. This happens because the
• The HDG flag turns off and the compass flux detector input is not used in the DG mode.
cards rotate to the aircraft actual head-
ing. (Compass card operation is not af- With DG mode selected, it takes approxi-
fected by an orientation failure.) mately 4.5 minutes for the compass card to re-
turn to north and complete the initialization.
When the orientation fault is cleared or an al- At the end of the 4.5-minute period, the HDG
ternate attitude sensor is selected, the attitude and ATT flags will clear, attitude becomes
flag turns off, and the attitude display and valid, but heading comes up in the DG mode.
command bars show on the display.

If the 4.5-minute period is undesirable, per- extended interruption of primary DC power

form the following steps to return to normal (see warning below). In either case, the pilot
initialization: must maintain straight, level, and not accel-
erating or decelerating flight before and dur-
ing airborne initialization.
1. Select AUTO (deselect DG mode)
WARNING
2. Turn off both the avionics master switch
(primary power) and standby gyro switch
(backup DC power) to the AHC-3000 Errors in displayed pitch and roll at-
computer titude may result if the aircraft is ac-
celerated or decelerated or not
3. Turn on the standby gyro switch (backup) maintained in straight-and-level
and then the avionics master switch (pri- flight during and airborne initial-
mary) DC power sources to the computer. ization. If errors do occur, they will
s l ow l y d i m i n i s h w i t h c o n t i n u e d
steady-state flight. During any air-
4. Observe the instruments for indications borne initialization, the pilot should
of the normal 35-second and 45-second always cross-check with the standby
(approximate) initializations. attitude indicator to detect any ini-
tialization errors.
NOTE
Remember that after selecting To initialize the AHS-3000 system while
AUTO (deselecting DG mode), you airborne:
must cycle the primary DC power
sources before a normal initializa-
tion can start. 1. Fly the aircraft straight, level, and do not
accelerate or decelerate.
Airborne Initialization 2. Turn DC power to the AHC-3000 com-

This is the third type of initialization that can puter off, then back on to begin the air-
occur with the AHS-3000 system. As the name borne initialization.
implies, airborne initialization can be per- For an airborne initialization, valid attitude
formed when the aircraft is in flight. An air- and heading information is available in ap-
borne initialization is the same as a normal proximately 35 to 45 seconds for pilot and
initialization, except that the compass card copilot AHC in AUTO (slave mode). DG mode
may either: (1) rotate to north and park until initialization will take approximately 4.5 min-
the initialization is complete, then rotate to the utes. If a condition causing the need to reini-
actual heading of the aircraft; or (2) park at the tialize occurs while the AHC-3000 is operating
currently indicated heading until initializa- i n M A N UA L ( D G m o d e ) , p l a c e t h e
tion is complete, then rotate to the actual head- AUTO–MANUAL switch in AUTO (slave
ing of the aircraft. mode) before cycling primary and backup
power. Following the 35- to 45-second ini-
Airborne initialization takes place automati- tialization, place the AUTO–MANUAL switch
cally if a momentary loss of both primary and back in the MANUAL (DG mode) position.
backup DC power occurs. Airborne initial-
ization should be attempted following an

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AUTO (SLAVED MANUAL (FREE GYRO

GYRO MODE) MODE OR DG MODE)
The AHC is intended to operate in AUTO Operation at Near
(slaved gyro mode) in regions where other
slaved magnetic compass systems operate. In Polar Latitudes
AUTO, the heading computations (and the head- The AHS-3000 system is not designed for use
ing displayed on the compass cards) are slaved as a polar navigator, and flying in or around
to the long-term input from the flux detector. the fringe of low magnetic flux areas can cause
temporary dropouts in required flux levels for
the system. The AHC-3000 computer inter-
Controls nally monitors the flux level intensity and
The AUTO–MANUAL switch is used to select shows the heading flag HDG when the mag-
MANUAL (free gyro DG mode) and AUTO netic flux level is below the threshold for re-
(slaved gyro mode). liable magnetic navigation. Also, in areas of
magnetic anomalies or low magnetic flux, the
slaved magnetic heading error may be larger
NOTE than normal. However, the geographic areas
When switching from MANUAL where these phenomena occur are usually well
(DG mode) to AUTO (slaved mode), known, and entry and exit of these areas can
the computer fast slaves to the mag- be anticipated.
netic heading sensed by the flux de-
tector. (Momentarily selecting, then The appearance of a heading flag when oper-
deselecting, MANUAL [DG mode] ating in areas of known low magnetic flux can
on both the pilot’s and copilot’s sides be dealt with by prudent use of the directional
prior to takeoff may help correct any gyro (DG) mode. In DG mode, the long-term
heading splits between the two com- input from the flux detector is not used.
pass cards.)
NOTE
The left and right slew controls for both pilot DG mode is only for brief operation
and copilot are used in both DG and slaved near magnetic anomalies. DG mode
modes to slew the heading computations in the is not intended for use as a long-term
computer (and the heading displayed on the heading reference.
compass cards) toward the selected direction.
NOTE Heading Flag in View

Operating the slew control(s) when While Enroute
slaved mode is active causes the If the heading flag cycles in and out of view
heading computations in the com- erratically during transit of a low flux area, the
puter (and the heading displayed on suggested corrective action is as follows:
the compass cards) to slew toward the
selected direction. However, when 1. Switch to MANUAL (DG mode); verify
the slew control(s) are released, the that heading flag (HDG) is removed.
heading will slowly slave back to the
heading sensed by the flux detector 2. Return to AUTO (slaved mode) periodi-
unit (FDU). cally while in straight, level, and not ac-
celerating or decelerating flight, to check
for the absence of the heading flag.
Absence of the heading flag in AUTO

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(slaved mode) indicates that required lev- dynamic conditions. The acceleration during
els of magnetic flux are available to the a takeoff roll on southerly runways in the
computer for normal operation. northern hemisphere may cause a heading flag
to show because of the pendulum movement
3. If the heading flag does not show, remain of the flux detector coils. The heading flag goes
in the AUTO (slaved mode) operation. out of view when the acceleration is reduced.
The suggested corrective action is as follows:
4. If the heading flag does show and MAN- 1. While at the terminal, perform a normal
UAL (DG mode) is selected for an ex- initialization.
tended period of time (based on the
24°/hour drift rate of the free-gyro mode),
then another means to verify the heading 2. Just prior to starting the takeoff roll,
must be used, as required. switch to MANUAL (DG mode).
3. After departure, and while in straight,

Heading Flag in View Prior to level, and not accelerating or decelerating
Departure at Specific Airports flight, switch from MANUAL (DG mode)
back to AUTO (slaved mode) operation.
Airports that are located just inside low flux
areas may have sufficient flux during approach
and departure, but not on the field. The sug- Operations that Adversely
gested corrective action is as follows:
Affect Heading Accuracy
1. Perform a MANUAL (DG mode) initial- Some routine airplane operations can result in
ization. heading errors in the compass system. By un-
derstanding how these errors are induced, cor-
2. Slew compass to known heading reference rective measures can be applied to reduce their
(i.e., runway). effect. The heading errors can be generally
grouped into two classes: those caused by dis-
tortions of the magnetic field of the earth, and
3. After departure, return to AUTO (slaved those caused by the vertical component, or
mode) periodically (while in straight, dip, of the magnetic field of the earth.
level, and not accelerating or decelerat-
ing flight) to check for absence of the Operations that subject the compass system to
heading flag. magnetic distortions usually occur on the
ground, such as operation while parked at the
4. If the heading flag does not show, remain gate and/or taxiing the airplane. The vertical
in AUTO (slaved mode) operation. component of the earth’s magnetic field will
induce errors into the compass system when-
5. If the heading flag does show, and if ever the flux detector tilts away from the hor-
MANUAL (DG mode) is selected for an izontal position. Since the magnetic dip angle
extended period of time (based on the increases with latitude, errors caused by this
24°/hour drift rate of the free-gyro mode); effect will also be greater as latitude increases.
then another means to verify the heading Operations subject to this effect include shal-
must be used, as required. low turns and those associated with airplane
acceleration/deceleration.
Heading Flag in View during Deviation during

Takeoff Roll at Specific Airports Ground Operations
Some airports are located in fringe areas that
have insufficient flux levels only during some Whenever the flux detector is near a large fer-
rous structure, the displayed heading can be

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pulled away from the actual heading by the induce unacceptable heading errors,
magnetic field distortion caused by the struc- switch the compass system into the DG
ture. In dual systems, this could affect only one mode. When the operation is complete,
of the compass systems, and result in a head- return the system to the slaved mode of
ing comparator warning. operation.
Trucks, tugs, power carts, buildings, and even

buried objects in the ramp or taxiways have the Errors Generated in
potential to distort the magnetic field. These Shallow Turns
sources are usually easy to identify because a The forces generated during turns will move
potential object close to the flux detector may the flux detector coils away from their hori-
be visible. Buried objects are not as easy to zontal position. The vertical component of
identify, but they tend to reoccur at the same the magnetic field of the earth is then sensed
location, and therefore may become known by the flux detector, thus becoming an error.
to the pilot. At bank angles less than about 7°, the compass
system will be pulled by the error from the ac-
The suggested corrective action is as follows: tual heading at a 3°-per-minute rate.
• Wait until the airplane has moved out of When bank angles are greater than about 7°,
the distorted magnetic field, (or the dis- the compass system goes into slaving cutout.
torting object has moved away), and use In this state, the errors induced into the flux
MANUAL to fast slave the compass sys-
tem to the actual heading. In AUTO, the detector have no effect on the displayed head-
compass will slave back to the actual ing because the compass system will ignore the
heading, but the process will be at the flux detector data while in slaving cutout.
3°-per-minute slaving rate.
Either of the following is the suggested cor-
rective action:
Errors Generated by
Acceleration or Deceleration • When a shallow turn has induced a head-
ing error and the airplane has returned
The sensing coils in the flux detector are gim- to level, nonaccelerating flight, go to
baled so that they remain horizontal to the MANUAL and fast slave the compass
earth. When the airplane is accelerating or system to return it to the actual heading,
decelerating, the force moves the flux detec- then return to AUTO.
tor coils off of horizontal. The vertical com- • Prior to entering a shallow turn that is
ponent of the magnetic field of the earth is then likely to induce heading error, switch the
sensed by the flux detector and this becomes compass system into MANUAL (DG
an error. The compass system will be pulled mode). When the turn has been com-
by the error at the 3°-per-minute slaving rate, pleted and the airplane has returned to
so the longer the acceleration or deceleration level, nonaccelerating flight, return the
exists, the greater the heading error will be. system to the slaved mode of operation.
rective action: Operation in Turbulence
The forces encountered in turbulence will
• When the airplane has returned to nonac-
celerating/decelerating flight, fast slave move the flux detector coils away from their
the compass system to return it to the ac- horizontal position. When this happens, errors
tual heading, then return to AUTO. will result because of the influence of the ver-
tical field. However, errors due to turbulence
• Prior to entering an operation where ac- tend to cancel out, so this type of induced
celerations or decelerations are likely to heading error is not as common as others.

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The primary issue concerning the compass Roll

system in turbulence is the use of fast slave.
Because the fast slave action takes a snapshot Roll attitude is indicated by the position of the
of the heading sensed by the flux detector, the roll pointer on the roll scale. White tick marks
snapshot could have occurred when significant indicate 0°, 10°, 20°, and 30° of roll. Small
vertical field influence was present. This may white triangles indicate 45° of roll. White
actually increase the heading error. ticks located to the outside of the 45° triangles,
indicate 60° of roll.
rective action: Slip-Skid
• When the airplane is in turbulence, do Slip-skid attitude is indicated by the position
not manually fast slave the compass sys- of the white rectangular symbol at the base of
tem. Let the slaving action remove the the roll pointer (Figure 16-33). The slip-skid
heading error. indicator moves with the roll pointer, but
• When the airplane is free of the turbu- moves laterally from the pointer proportional
lence and is in level, nonaccelerating to lateral acceleration. A one-rectangle dis-
flight, go to MANUAL and fast slave the placement is equal to a one-ball displacement
compass system to return it to the actual of a conventional inclinometer.
heading, then return to AUTO.
GA GA
ALTS
SKY SLIP-SKID
ATTITUDE POINTER INDICATOR
General 20
The attitude display used in the EFIS system ONE HALF
provides the traditional attitude ball with a 10 BALL OUT
blue sky and brown earth separated by a white
horizon line. A V-shaped single cue aircraft
symbol is located in the center of the attitude
display. The attitude ball displays pitch, roll, ONE BALL OUT
and slip/skid information. 10
Pitch
Figure 16-33. Slip-Skid Display
The horizon line is part of the pitch scale, and
it pivots in roll around the aircraft symbol.
Pitch marks are in 2.5° increments up to ±30°. Unusual Attitude
Expanded markings are displayed from ±30°
up to ±90°. When the pitch attitude exceeds When pitch is greater than +30° or –20°, or roll
+30° or –20°, excessive pitch attitude warn- is greater than ±65°, the PFD is decluttered to
ing chevrons are displayed on the pitch scale, ensure the pilot recognizes and corrects the un-
and the PFD is decluttered. Downward point- usual attitude. All information (except engine
ing chevrons appear at +30° and slide out at information, attitude, airspeed, altitude, ver-
+25°. Upward pointing chevrons appear at tical speed, compass, YD disengage, AP en-
–20° and slide out at –15°. gage/disengage, TRIM fail, and mistrim
annunciations) is removed. The display is re-
stored to normal when pitch is less than or
equal to +25° or –15° and roll is less than or
equal to ±60°.

Attitude Flag input/output concentrators compare,

crosstalk, and wrap around all data going out
The on-side or cross-side AHS system may be of the card cage for display. Any flight guid-
selected to drive the on-side attitude displays. ance computer errors are stored in the diag-
The sensor selected is determined by the cock- nostics page as 16-bit code.
pit switch selection. The attitude flag ATT is
displayed in red on the PFD and the attitude ball
is removed, when attitude data is failed. The MAINT ENABLE AND OIL
attitude flag remains in view until the failure TEMP DISPLAY SWITCHES
is cleared, or until an alternate AHS is se-
lected. Selecting AHS reversion selects the The MAINT ENABLE switch is located near
cross-side AHS to the pilot’s PFD only in sin- floor level, on the right side of the pedestal,
gle-PFD installations and to pilot’s or copilot’s just to the left of the copilot’s rudder pedal.
attitude and heading in dual-PFD installations. When this lever-lock switch is in the up posi-
tion, maintenance or pilots can access the di-
agnostics page only on the MFD by pressing
the format LSK.
INTEGRATED AVIONICS
PROCESSOR SYSTEM The OIL TEMP DISPLAY switch (Figure 16-
34) is in the same location forward of the
(IAPS) MAINT ENABLE switch. When selected, oil
temperature will digitally display. It is a two-
GENERAL position toggle switch.
The integrated avionics processor system

(IAPS) is a physical collection of several func-
tional modules combined into an efficient me-
MAINT OIL TEMP
chanical package to minimize size, weight,
cost, and aircraft wiring. It consists of the ENABLE DISPLAY
following:
• One integrated card cage (ICC), in-

cluding lightning/HIRF protection
• IAPS environmental controller (IEC)
• Two c o n fi g u r a t i o n s t r a p p i n g u n i t s
(CSUs) STBY
• Two input/output concentrates (IOCs)
• Two power supplies (PWR) Figure 16-34. MAINT ENABLE and OIL
TEMP DISPLAY Switches
• Two flight guidance computers (FGCs)
The ICC provides integral HIRF and lightning DISPLAY CONTROL
protection for all installed modules. The ICC PANEL (DCP)
provides physical and electrical segregation
between left- and right-side signals. The A left DCP-3000 display control panel lo-
CSUs provide DIP switches to enable selec- cated to the right side of the pilot’s PFD pro-
tion of the required optional or alternative vides control of several display parameters
configurations. The IOCs perform data con- for the pilot’s PFD and MFD (Figure 16-35).
centration for the avionics system. The card The DCP provides control of the barometric
cage is portioned off in the right forward p r e s s u r e s e t t i n g , t h e R E F S , NAV / B R G
nose baggage compartment. The two SOURCE, and RADAR menus on the PFD, the

FlightSafety
international
Collins
BARO
BARO
PUSH
PUSH
STD
50 00 STD
4
5 00
2
REFS
4 00 1
60 REFS
#13 40
20
00 MENU SET
1
PUSH MENU SET
2 00 2 MENU
4 ADV PUSH
1 00 NAV / BRG
MENU
ADV
29.92
NAV / BRG
RADAR
BARO
UNITS
IN
HG hPa
RADAR
GCS
BARO UNITS SWITCH
GCS
TILT RANGE
TILT RANGE
PUSH
AUTO
T I LT
Collins
Figure 16-35. Display Control Panel—

Standard DCP-102 Version
Collins
weather radar GCS mode (ground clutter sup-

pression), the weather radar antenna tilt func- Figure 16-36. Display Control Panel—
tion, and the display range. Optional DCP-002 Version
Second PFD Configuration BARO Knob/PUSH STD Button

The DCP BARO knob is used to change the
In the optional second PFD configuration, a BARO setting and the optional flight level
copilot-side DCP provides control of display 180 alert. This barometric altimeter setting
parameters for the copilot-side PFD (Figure (in HG or hPa) is shown below the PFD al-
16-36). The optional DCP-002 version has timeter scale. Clockwise rotation increases
autotilt for radar with turbulence mode. the BARO setting; counterclockwise decreases

FlightSafety
international
it. Range is 22.00 to 32.50 inches of mercury. NAV/BRG Button

The PUSH STD button is used to select stan-
dard BARO setting (29.92 inches of mercury). Push the NAV/BRG button to display the BRG
The unit of measurement can be either inches SOURCE and NAV SOURCE menus on the
of mercury (in) or hectopascals (hPa) as se- PFD. The BRG SOURCE menu shows a sin-
lected by an optional external switch located gle-bar pointer and a double-bar pointer.
below the DCP. Turning the BARO knob can- Repeatedly pushing the associated line se-
cels the optional FL 180 alert when descend- lects the key to cycle through the pointer se-
ing through FL 180. Pushing the PUSH STD lections. Possible bearing sources are: OFF,
button cancels the FL 180 alert when ascend- FMS, VOR, and ADF. The enlarged annunci-
ing through FL 180. ation is the active source. The NAV SOURCE
menu shows the possible active navigation
The PUSH STD switch selects the standard sources. FMS1 and FMS2 annunciations are
barometric pressure correction of 29.92 adjacent to the top right line-select key.
inches of mercury or 1,013 hPa. The baro- VOR1/LOC1 and VOR2/LOC2 annunciations
metric pressure correction is always shown are adjacent to the second line-select key.
as a numeric readout. Push the line-select key to select the active on-
side navigation source. Pushing the line-select
key again toggle source to the cross-side sen-
Reference (REFS) Button sor. The enlarged annunciation is the active
The DCP REFS button is used to select and de- source. Pushing the RETURN line-select key
select the v-speed REFS menu on the PFD. Two removes the menu.
pages of REFS menus are provided. V1, VR,
V2, VT, N1 REF and their associated values RADAR Button
are shown on reference page 1. VRF, VAP,
VT, RA, or BARO minimum setting, N1 REF The RADAR button shows the weather radar
and their associated values are shown on ref- menus on the PFD. The left side RADAR menu
erence page 2. When the aircraft is on the shows GAIN, SEC (sector) scan, STAB
ground, page 1 is the first page displayed when (stabilization), TGT (target alert), and TEST.
the REFS button is pushed. A second push of The right side RADAR menu displays the radar
the REFS button calls up page 2. A third push modes: STBY, WX, WX + T, MAP, and TURB.
of the REFS button removes the REFS menu.
When the aircraft is airborne, page 2 is the first Gain
page displayed, and page 1 is displayed with
The current gain setting is shown in a box
the second push of the REFS button. Go to PFD
next to the GAIN legend. Turn the MENU
for a full pictorial explanation of setting take-
SET knob to set the gain at NORM, plus or
off and landing data. Push the RETURN LSK
minus 1, 2, or 3.
to remove the REFS menu.
SEC
MENU SET Knob/Advance
The sector scan function (WXR-852 only) is
Button toggled between ON or OFF by pushing the
The DCP MENU SET knob is used to set the SEC line-select key. The enlarged annunciation
value in the movable box (cursor) on the se- is the active state.
lected PFD menu. Initially, the movable box
is shown around the last selected value on the
menu. The value box can be advance from its
STAB
starting position to each settable value on that The stabilization function is toggled between
menu by pushing the MENU ADV button. ON or OFF by pushing the STAB line-select key.

FlightSafety
international
TGT cyan GCS annunciation replaces the active

radar mode legend for 10 seconds. GCS may
The target alert function (WXR-852 only) is be selected ON or OFF when the RDR mode
toggled between ARM or OFF by pushing the menu is active or anytime the radar is dis-
TGT line-select key. played on the on-side PFD or MFD.
TEST
The test display pattern can be selected by
TILT Knob
pushing the TEST line-select key. The TEST The DCP TILT knob is used to adjust the
annunciation is enlarged while active. weather radar antenna tilt. Clockwise rota-
tion adjusts the antenna above the horizon,
STBY Mode counterclockwise rotation adjusts the antenna
below the horizon. Range is ±15°. Tilt may be
Push the STBY line-select key to select the adjusted when the RADAR menu is active or
weather radar standby mode. The STBY an- anytime the radar is being displayed on the on-
nunciator is enlarged while active. side PFD or MFD.
WX and WX + T Modes
Display Range
Push the WX line-select key again to select the
weather and turbulence detection mode (WXR- The DCP RANGE knob controls the range
852 only). The WX + T annunciation is displayed on the on-side PFD and MFD.
enlarged while active. Clockwise rotation increases display range,
counterclockwise decreases it. Map displays
radar displays, and optional lightning displays
MAP Mode require range to be shown. Range is 300 nm
Push the MAP line-select key to select the anytime the weather radar is on.
ground mapping mode. The MAP annunciation
is enlarged while active.
DCP Flag
TURB Mode The DCP fail flag “DCP” is displayed in red
on the PFD when data from the DCP is failed.
When the WX + T mode is selected the RE- The display formats, NAV source, and bear-
TURN annunciation changes to TURB. Push ing source remain unchanged when the DCP
the TURB line-select key to show turbulent flag is in view.
weather only. After 10 seconds, this mode re-
turns to the WX + T mode.
Push the RETURN line-select key to remove FLIGHT GUIDANCE

the RADAR menu.
SYSTEM
GCS Mode (Ground Clutter PRIMARY FLIGHT
Suppression Display) DISPLAY (PFD)
When active, ground clutter returns are sup-
pressed for 10 seconds, easing the interpreta- The standard Rockwell Collins Pro Line 21
tion of rainfall. EFIS installation consists of two 8" x 10",
color, liquid-crystal displays (Figure 16-37).
Pressing the GCS button on the DCP causes The pilot’s primary flight display (PFD) is lo-
GCS to time out in 30 seconds. The GCS fea- cated in the pilot’s instrument panel, with a dis-
ture is INOP during MAP mode operation. play control panel (DCP) at the right side and
Select GCS by pressing the GCS button. A a multifunction display (MFD) to the left side

Collins
BARO
PUSH
GA GA
ALTS
50 00 STD
30 4
6 00
1 2
140
20
5 00 1
40 REFS
11 8 2 10 #14 20
7 1R 00
1
100
3 00 2 MENU SET
80
100 10 4 PUSH
2 00 MENU
23 HDG 30.12
013 013 ADV
NAV / BRG
VOR1 N 3
CRS 009
9.1 NM 33
6
RADAR
30
FORMAT >
GCS
W
12
< PRESET LX/RDR

FMS1
TILT RANGE
24
15
VOR1
21 S
Collins
Figure 16-37. Primary Flight Display (PFD) or Adaptive Flight Display (AFD)
of the center instrument panel. Both PFD and 2. The ADI for altitude in the middle
MFD are exactly the same units. The function
of each is controlled by the IAPS card cage 3. The HSI for heading and navigation at
strapping units located in the right nose bag- the bottom
gage compartment. The PFDs and MFDs each
weigh 12.9 pounds. The symbol generators are For this reason, they are also called adaptive
built into each unit. The PFD and MFD can be flight displays (AFDs), able to perform more
reverted, should a display failure occur. Either than one function.
display can be formatted in the compressed
mode, displaying all three of the following: The PFD and MFD generate little internal
heat. Warm ambient temperatures do require
1. The engine indicating system (EIS) at cooling fans and very cold ambient tempera-
the top tures require internal heaters in each PFD and

FlightSafety
international
MFD. The AFM “Limitations” section deselected PFD or MFD, and the optional copi-
scribes hot and cold requirements and limits. lot MFD (if installed) to the compressed for-
PFD and MFD use a liquid-crystal display, mat displaying the following:
which has clarity when viewed at wide an-
gles. The upper half of the PFD displays the 1. Engine data (top)
basic pilot’s “T” displays of the attitude di- 2. ADI (middle)
rector indicator (ADI), with airspeed vertical
scale at the left, and altitude vertical scale 3. HSI (bottom)
and vertical speed (VS) to the right.
The NORM switch position selects the ex-
Above the ADI is a dark blue field that displays panded engine instrument display in the upper
the flight control system (FCS) lateral modes half of the MFD. PFD formats and displays are
to the left of the sky pointer and vertical modes pilot controlled by the display control panel
to the right, which are programmed into the (DCP), the course heading panel (CHP) on
mode select panel (MSP). The lower half of the lower pedestal, and the line-select keys
the PFD displays heading and navigation data (LSK) on the PFD and MFD.
in several formats. The upper right line-select
key (LSK) next to format> (blue), when The optional configuration replaces the copi-
pressed successively, gives the rose, ARC, lot’s round gages with the same equipment
and FMS MAP (if an FMS flight plan has been the pilot has: the PFD, DCP, MSP, a second
selected), as selected by the pilot. Weather ADC, and a course knob panel (CKP), so that
radar and optional lightning symbology can be the copilot can set course data in the HSI.
overlaid on the ARC or FMS MAP formats.
The ARC and FMS MAP displays 125° of Primary Flight Display
ARC. The space at the right or left of the ASI
displays LSK data, lateral navigation data (PFD) Controls
field (upper left of HSI), weather radar mode The bezel-mounted line-select keys (LSK) on
field (at right), PRESET (at left), system mes- the PFD, along with function keys located on
sages, and selected menus. Normal warning the DCP, provide the primary pilot interface
and control annunciations are also displayed. to control the PFD. Function keys on the DCP
are used for menu selection. Selected menus
If the MFD or PFD goes blank, a switch (Figure are displayed on the PFD. Line-select keys
16-38) on the lower pilot’s instrument panel on the PFD and controls located on the DCP
may be selected out of NORM to REV TO are used to control the menu items. Active
PFD (MFD failure) or REV TO MFD (PFD line-select keys are indicated by a side-facing
failure). The reverted selection formats the carat (< or >).
PFD and MFD line-select keys have been

numbered as follows to facilitate explanation:
NORM L1 (top left) through L4 (bottom left) are on the
left side of the display, and R1 (top right)
REV TO REV TO through R4 (bottom right) are on the right side
PFD MFD of the display.
FORMAT LSK (R1)

Control of the PFD display format is via the
bezel-mounted FORMAT line-select key R1.
Alternate presses of the FORMAT LSK enable
the rose, ARC, MAP, and optional TCAS
Figure 16-38. REV to PFD–MFD Selector format to be displayed. Map is only included in

FlightSafety
international
the sequence if FMS is the active navigation V-Speed References

source. At system powerup, the previously
selected format will be displayed. On the Pilot-settable V-speeds are set using the
ground, the on-side VOR will be displayed. REFS menu.
The REFS button (Figure 16-39) on the DCP

LX/RDR LSK (R2) is used to control the display of the REFS
The LX/RDR line-select key controls the display menu. Two pages of REFS menus are pro-
of weather radar and optional lightning displays. vided. V 1 , V R , V 2 , and V T are shown on page
The first push selects radar returns. The second REFS 1/2 and V RF , V AP , and V T are shown on
push selects lightning returns. The third push page REFS 2/2. Active values are shown in
removes the radar and lightning returns. The larger cyan characters and are displayed at
LX/RDR line-select key is only available in their correct locations (which may be out of
formats that support the weather radar and view) on the airspeed scale or in the speed
lightning displays (rose and FMS map). REF table (Table 16-1). Inactive values are dis-
played in white and do not show on the airspeed
scale or speed REF table.
Radar Menu
The RADAR button on the DCP is used to
select the RADAR menu on the PFD. When the REFS
radar menu is active, PFD line-select keys are
used to set the active radar mode. In the
optional second PFD configuration, each pilot’s
display is controlled by the on-side DCP/PFD.
NAV and BRG SOURCE Menus

Line-select keys on the PFD are used to control MENU SET
the menu items on the NAV SOURCE and
BRG SOURCE menus on the PFD. The
NAV/BRG button on the DCP is used to select
and deselect the NAV and BRG SOURCE PUSH
menus on the on-side PFD.
MENU
PRESET LSK (L2) ADV
The PRESET line-select key allows a preset
NAV SOURCE to be selected via the DCP
MENU SET knob. This preset NAV SOURCE Figure 16-39. Display Control Panel
can be swapped with the active NAV SOURCE (DCP) REFS Button and
by pressing the L2 line-select key. PUSH–MENU–ADV Buttons
DATA LSK (L4) The squat switch affects which page comes up
The DATA line-select key is displayed on the first. On the ground, the first push of the REFS
PFD when the FMS map format is active. button brings up the REFS 1/2 page to set
Pressing the DATA line-select key causes the takeoff speeds. A second push displays the
map menu to be displayed on the PFD. The REFS 2/2 page to set landing speeds. A third
data menu controls the display of NAVAIDS push removes the REFS menu. When in flight,
(L3), AIRPORTS (LU), INTERS (R4), and the first push of the REFS button displays the
ALTS (R3). REFS 2/2 page to set landing data. A second
push displays the REFS 1/2 page, and the third

FlightSafety
international
press removes the REFS menu. The default V 1 , then set the speed by turning the
speeds were originally intended as powerup de- MENU SET knob; Again, press the
faults to the AFM heavy-weight simplified PUSH MENU ADV button to cursor
criteria. Any speed shown can easily be over V R , then spin the MENU SET knob
changed and activated so the moving airspeed to set the correct speed, etc., to V 2 , then
tick marks display on the desired page and V T . Generally, V ENR is set for V T (tar-
should be set not to display on the undesired get speed), then to N 1 REF. Check that
page. All active tick marks display, and can the data is correctly set in the cursor
clutter, the airspeed scale. Presetting the land- area and at the bottom of the airspeed
ing speeds before takeoff can expedite the set- scale each time airspeed is set. Check
ting of the landing tick marks and the landing that the N 1 REF setting is displayed in
spped can be easily deactivated, if necessary. the N 1 display on the MFD engine in-
dicating system (EIS).
There are two ways to quickly select the cur-
sor over an item to be set or set the data, and All pilot speeds, N 1 REF, and minimum set-
activate the V-speed tick marks or N 1 REF tings on the REFS menu are initially set to the
data. They are as follows: value last set since powerup. The MENU SET
knob on the DCP is used to set the selected
1. Press the line-select key (LSK) for the value on the REFS menu. Rotation of the knob
item to be set, observe the appearance also changes the selected V-speed state from
of the cursor, then spin the MENU SET off to on if the state was off. A movable box
knob and set the data. Repeat this first is shown around one of the values on the se-
setting V 1 , V R , V 2 , V T , and N 1 REF. lected REFS menu. The box indicates the se-
Observe in each step that the correct lected value. The line-select keys on the PFD
speed or N 1 data is displayed. are used to position the box. A second press
of the same line-select key toggles the se-
2. Takeoff and landing data can easily be lected value from off to on if the state was off.
set by using the MENU SET knob and In the optional second PFD installation, if ei-
the PUSH MENU ADV button inside ther pilot adjusts their own on-side controls,
the MENU SET knob. Press the PUSH the values automatically appear on both PFDs.
MENU ADV button to cursor around
Table 16-1. SPEED REFERENCE
DEFAULT
VSPEED REFERENCE MIN MAX
OLD NEW
V1 — Takeoff decision speed 108 108 86 150
VR — Rotation speed 108 108 89 150
V2 — Takeoff safety speed 110 111 91 150
VRF — Reference airspeed at the 50-foot 112 108 89 150

runway threshold
VAP — Approach climb airspeed 119 116 95 150

(1.3VS1) 15° flaps and gear up
VT — General purpose target speed or VENR 149 127 86/ISS VMO/MMO

V 1, V R, V 2, and V T are also displayed digitally ISS LSC), is set to the current minimum value,
in a speed reference field located in the lower it will be increased automatically if the asso-
half of the airspeed scale. As airspeed increases ciated variable increases.
above 40 knots, the speed reference table scrolls
off of the bottom of the airspeed scale. V 1 , V R , V 2 , and N 1 REF are automatically re-
moved from the display at 200 knots. V-speeds
V2 greater than or equal to VR greater than or can be manually removed by positioning the
equal to V1 is automatically maintained. VAP movable box around the value (with the adja-
greater than or equal to VRF is automatically cent LSK) and then selecting the adjacent LSK
maintained. When V T , which has a variable a second time.
maximum (i.e., V MO /M MO ), is set to the cur-
rent maximum value, it will be decreased auto- To set the takeoff speed data on the pilot TOLD
matically if the associated variable decreases. card, first, press the REFS button to display
When V T , which has a variable minimum (i.e., REFS 1/2 page (Figure 16-40, Sheet 1).
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
40 REFS
--- #13 20
00
1
10
2 00 2 MENU SET
4 PUSH
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
110
TILT RANGE
< VR N1 REF >
108 95.9
VOR1
< V1 ADF2 RETURN >
108
Collins
Figure 16-40. REFS Menu—Setting Takeoff and Landing V-Speeds (Sheet 1 of 14)

To set V 1 (Figure 16-40, Sheet 2), either push is set in larger blue numbers and confirm
the LSK or press the PUSH MENU ADV but- above that V 1 115 appears in the bottom of the
ton and cursor over V 1 , then spin the MENU airspeed scale.
SET knob and set the speed. Check the speed
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
60 REFS
40
--- #13 20
00
1
10
2 00 2 MENU SET
V1 115 4 PUSH
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
115
TILT RANGE
< VR N1 REF <
115 95.9
VOR1
< V1 ADF2 RETURN <
115
Collins
SET V1

To set VR (Figure 16-40, Sheet 3), there are two speed. Confirm that the tick mark is activated
ways to advance the cursor to V R : (1) PUSH by the larger, blue numbers under V R and that
MENU ADV, (2) Press LSK (L3); then spin the V R appears in the lower altitude scale.
MENU SET knob, setting and verifying the
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
60 REFS
40
--- #13 20
00
1
10
2 00 2 MENU SET
VR 115
V1 115 4 PUSH
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
115
TILT RANGE
< VR N1 REF >
115 95.9
VOR1
< V1 ADF2 RETURN >
115
Collins
SET VR

Similar to setting V1 and VR, now set V2 (Figure

16-40, Sheet 4). Confirm and check it in the
lower section of the vertical airspeed area.
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
60 REFS
40
--- #13 20
00
1
V2 118 10
2 00 2 MENU SET
VR 115
V1 115 4 PUSH
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
118
TILT RANGE
< VR N1 REF >
115 95.9
VOR1
< V1 ADF2 RETURN >
115
Collins
SET V2

Set V T to V ENR (Figure 16-40, Sheet 5), then

verify and confirm it.
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
60 REFS
40
--- #13 20
00
VT 149 1
V2 118 10
2 00 2 MENU SET
VR 115
V1 115 4 PUSH
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
115
TILT RANGE
< VR N1 REF >
118 95.9
VOR1
< V1 ADF2 RETURN >
115
Collins
SET VT

Set the N 1 REF (Figure 16-40, Sheet 6) power

setting that assures engine out 35-foot distance;
confirm and verify it in the MFD, N 1 area.
Collins
BARO
PUSH
------ STD
80 20 4
5 00
2
60
10
4 00 1
60 REFS
40
--- #13 20
00
VT 149 1
V2 118 10
2 00 2 MENU SET
VR 115
V1 115 4 PUSH
0 20 1 00 MENU
29.92
HDG 193 S 193 21
ADV
NAV / BRG
VOR1
CRS 177 15 24
9.1 NM
RADAR
REFS 1/2 REFS 1/2
50
< VT
149 GCS
25
< V2
118
TILT RANGE
< VR N1 REF >
115 95.9
VOR1
< V1 ADF2 RETURN >
115
Collins
SET N1

FlightSafety
international
Verify that the N 1 blue bugs appear at 95.9%, V-speeds must be cursored over and deacti-
with blue “95.9” in a white box (Figure 16-40, vated to small white numbers to unclutter the
Sheet 7). If the takeoff and departure are nor- vertical airspeed scale. The landing speeds ,
mal, this data will unclutter above 200 KIAS. if preset (small white letters), must be cursored
If a circuit and landing must be made, N 1 REF over the large blue numbers to get the tick
is ready for the landing phase. However, the marks on the moving airspeed scale.
N1 %
95.9
100
90
70
50
30
20.5 21.8

FlightSafety
international
To set the landing data, press the REFS button

to display the REFS 2/2 landing data page
(Figure 16-40, Sheet 8). In flight, the squat
switch logic tells the system to bypass REFS 1/2.
Collins
BARO
PUSH
HDG ALT
50 00 STD
2 00 4
280
20 2
1 00
260 1 REFS
10 20
250 #50 00
80
240 1
MENU SET
49 00
10 2
220 PUSH
GS
8 00 4 MENU
ADV
29.92
HDG 060 060 NAV / BRG
MIN 200 RA
LOC1 6
CRS 013 3 E
RADAR
10.2 NM
12
N
REFS 2/2 REFS 2/2

GCS
VT RA
33
15
151 200
V AP BARO TILT RANGE

30
1700
S
119
21
V RF W N1 REF
24
112 95.9
LOC1
ADF 2 RETURN
Collins
BRT
DIM

FlightSafety
international
To set V RF , press the LSK (L3) to box V RF 16-40, Sheet 9). The tick marks are off scale
speed and turn the MENU SET knob to set the here, until the aircraft slows sufficiently to
desired speed in big blue numbers. To ensure see them.
that the tick marks will be displayed (Figure
Collins
BARO
PUSH
HDG ALT
50 00 STD
2 00 4
280
20 2
1 00
260 1
10 20
REFS
250 #50 00
80
240 1
49 00 MENU SET
10 2
220 GS PUSH
8 00 4 MENU
ADV
29.92
MIN 200 RA
LOC1 6
CRS 013 3 E
RADAR
10.2 NM
12
N
REFS 2/2 REFS 2/2
VT RA GCS
33
15
151 200

30
1700
S
119
21
V RF W N1 REF
24
108 95.9
LOC1
ADF 2 RETURN
Collins
BRT
DIM

FlightSafety
international
To set V AP , press the LSK (L2) to obtain the

cursor, and set the speed with the MENU SET
knob (Figure 16-40, Sheet 10).
Collins
BARO
PUSH
HDG ALT
50 00 STD
2 00 4
280
20 2
1 00
260 1 REFS
10 20
250 50 00
80
240 1
MENU SET
49 00
10 2
220 PUSH
GS
8 00 4 MENU
ADV
29.92
MIN 200 RA
LOC1 6
CRS 013 3 E
RADAR
10.2 NM
12
N
REFS 2/2 REFS 2/2

GCS
VT RA
33
15
151 200

30
1700
S
115
21
V RF W N1 REF
24
108 95.9
LOC1
ADF 2 RETURN
Collins
BRT
DIM

FlightSafety
international
To set V T or target velocity to V ENR , verify

blue numbers to ensure tick mark (Figure 16-
40, Sheet 11).
Collins
BARO
PUSH
HDG ALT
50 00 STD
2 00 4
280
20 2
1 00
260 1 REFS
10 20
250 #50 00
80
240 1
MENU SET
49 00
10 2
220 PUSH
GS
8 00 4 MENU
ADV
29.92
MIN 200 RA
LOC1 6
CRS 013 3 E
RADAR
10.2 NM
12
N
REFS 2/2 REFS 2/2

GCS
VT RA
33
15
147 200

30
1700
S
115
21
V RF W N1 REF
24
108 95.9
LOC1
ADF 2 RETURN
Collins
BRT
DIM

Set minimums using BARO (recommended the blue pointer that comes into view on the
for all approaches, both precision and non- right side of the altitude scale. This is BARO
precision) (Figure 16-40, Sheet 12). Press referenced to the MSL based on a minimum
LSK (R2) and cursor over BARO altitude. altitude of 1,700 feet. It is not radar-altitude
Enter the MSL altitude using the MENU SET based. Notice at minimums (on the left), the
knob (1,700 feet in this case). Confirm the al- blue pointer turns yellow and the yellow MIN
titude by looking under the altimeter setting box appears. BARO minimums can be set in
and observing “MIN 1,700 BARO.” As the 10-foot increments through 15,000 feet.
airplane descends toward minimums, observe
BLUE POINTER
TURNS YELLOW HERE
Collins Collins
BARO
PUSH
1 AP ALT
17 00 17 00 STD
20 9 00 4
20 00 4
2 2
10 8 00 9 00
1 1
REFS
20 40
#17 00 #18 20
00
1 1
MENU SET
6 00 2
7 00 2
PUSH
1630 4 4 MENU
ADV
060 29.92 29.92

MIN 1700 BARO NAV / BRG
MIN 1700 BARO
6
E E
RADAR
12
12
REFS 2/2 REFS 2/2
RA RA GCS
15
15
200 200
BARO BARO TILT RANGE

S
1700 1700
21 21
N1 REF N1 REF
24
95.9 95.9
RETURN RETURN
Collins
BRT BRT
DIM DIM

Another way to set minimums for a precision approaches. To the left, observe the different
approach is to press the RA LSK (R1) and appearance of minimums when using RA to set
cursor over RA altitude and set the altitude minimums. A blue box at the left of the alti-
with the MENU SET knob (Figure 16-40, tude scale appears. As the airplane passes
Sheet 13). Confirm that minimums are cor- below minimums, the blue box turns yellow
rectly set by observing under the altimeter and the MIN box appears yellow. Brown
setting “MIN 200 RA.” This is a radar al- ground reference appears below 225 AGL.
timeter based on minimum altitude. Because RA minimums can be set in one-foot incre-
all approaches use baro for minimums, our ments through 999 feet.
counsel is to use the BARO method for all
Collins Collins
BARO
PUSH
1 GS
3000 50 00 STD
20 2 00 4
9 00 4
2 2
10 1 00
8 00 1 1
MIN 20 REFS
40
15 20 50 00
00 80
1 1
10 49 00
4 00 2 2
MENU SET
4 PUSH
200 20 4 8 00 MENU
800 ADV
29.92 29.92
013
MIN 200 RA MIN 200 RA NAV / BRG
N 3 E
RADAR
6
12
REFS 2/2
E
FORMAT RA GCS
15
200
12
LX/RDR BARO
TILT RANGE
S
1700
15
21
2 S N1 REF
95.9
RETURN
Collins
BRT BRT
DIM DIM

FlightSafety
international
Set N 1 REF in the same manner as for takeoff. Pressing RETURN immediately returns FOR-
Cursor over N 1 REF using LSK (R3). Turn the MAT> to LSK (1R) and RETURN disappears.
MENU SET knob on the DCP to set the power In the optional configuration with two PFDs,
setting (see Figure 16-40, Sheet 14). Notice on if either pilot sets the data, it is automatically
this page, FORMAT> is missing on LSK (1R). displayed on the other PFD.
This is the function of the RETURN key (4R).
Collins
BARO
PUSH
HDG ALT
50 00 STD
2 00 4
280
20 2
1 00
260 1 REFS
10 20
250 50 00
80
240 1
MENU SET
49 00
10 2
220 PUSH
GS
8 00 4 MENU
ADV
29.92
MIN 200 RA
LOC1 6
CRS 013 3 E
RADAR
10.2 NM
12
N
REFS 2/2 REFS 2/2

GCS
VT RA
33
15
147 200

30
1700
S
115
21
V RF W N1 REF
24
108 95.9
LOC1
ADF 2 RETURN
Collins
BRT
DIM

FlightSafety
international
RADIO ALTITUDE the radio altimeter is in test. Selection of FCS

APPR mode prevents the activation of the
A digital readout of radio altitude (RALT) is radio altitude test switch.
height above terrain displayed in the lower
part of the attitude display from 2,500 feet to
zero at touchdown (Figure 16-41). Also, an Radio Altitude Flag
analog radio altitude display is shown on the A red boxed RA flag appears to the left of the
barometric altitude scale to improve ground RA digital readout when radio altitude data is
awareness. Range is 0 to 2,500 feet. Resolution failed. Annunciation and box flash for five
is in 5-foot increments from 0 to 199 feet, 10- seconds, then are steady.
foot increments from 200 to 999 feet, and 50-
foot increments from 1,000 to 2,500 feet. The The radio altimeter system is made up of one
digital readout is green, unless a DH alert is in ALT-55B receiver/transmitter (RT) and one
view, then the radio altitude readout is yellow. RAC-870 radio altitude converter. The RT
Radio altitude is used by the EFIS and FGS. provides analog radio altitude and FCS warn-
ing discrete to the RAC. The RAC converts the
The analog radio altitude display is a brown analog DC altitude and FCS warning discrete
scale that replaces the normal background color from the RT to digital data for use by the
of the barometric altitude scale. The brown flight control system and the electronic flight
scale comes into view at the bottom of the baro- instrument system.
metric altitude scale when the radio altitude is
approximately 225 feet. At the same time, a 0
feet tick mark is displayed in the center of the DECISION HEIGHT AND
altitude scale. As the aircraft descends, the MINIMUM DESCENT ALTITUDE
brown scale moves up to meet the “0 FT” tick
mark when the radio altitude is 0 feet. Radio altitude-based decision height (DH, re-
ferred to as RADIO) alerts the pilot that the
Turn the rotary test switch to ANNUNCIATOR aircraft has descended to the selected RADIO
TEST to test the radio altimeter. When acti- decision height. RADIO DH is a function of
vated, the test provides a radio altitude read- radio altimeter altitude and all references to
out of 50 feet. A yellow RA TEST is displayed RADIO DH altitude are above ground level
adjacent to the digital radio altimeter readout, (AGL). Barometric altitude based minimum
over the normal position for the RA flag, when descent altitude (MDA, referred to as BARO)
GA GA
ALTS
50 00
6 00
20 5 00
40 GROUND
10 14 20 REFERENCE
100 FT (ANALOG)
3 00 225 FT
00
125 FT
100
8 00
30.12
Figure 16-41. Radio Altitude—During Takeoff at 100-Foot AGL

FlightSafety
international
alerts the pilot that the aircraft has descended pilot. When the box is around an inactive RA
to the selected minimum descent altitude. MIN or BARO value, rotating the DCP MENU
MDA is a function of barometric altitude; all SET knob adjusts the selected value and selects
references to MDA altitude are with respect the value if the value was deselected. Settable
to the pilot’s altimeter display. Either RADIO values are initially displayed in smaller white
or BARO is active on a given approach; there- characters and are considered inactive. They
fore, the selection of one precludes the other. become larger cyan characters when they are
made the active values. RA MIN range is 0 to
MIN (minimum) is displayed to the pilot if the 999 feet in 1-foot increments. BARO MIN
currently active height is reached. The MIN range is 0 to 15,000 feet in 10-foot increments.
setting is displayed digitally below the baro-
metric altitude display. Individual RA and RA and BARO MlN are mutually exclusive.
BARO set fields on the PFD display RA (de- Selecting either one while the other is selected
cision height) or BARO (minimum descent will cause the one in view to be deselected, and
altitude) value, depending on which is active. the MIN value to be replaced by the newly
These separate analog indications are used to selected reference’s value. When the box is
cue the pilots that the aircraft is approaching around an RA or BARO menu readout value,
the RA or BARO minimum setting. When at pressing the adjacent line-select key will de-
the point radio altitude is equal to, or below, select the associated function.
the MIN readout, yellow MIN, to the right of
the pitch scale, is displayed, which first flashes
for five seconds, then on steady. The yellow BARO
MIN is removed if the following occurs: When active, the BARO analog MDA is shown
on the fine altitude scale. The BARO reference
• RA MlN altitude becomes greater than is a cyan triangle with a protruding extension
50 feet above the MIN value. line, placed on the fine altitude scale at the
• Radio altitude is less then five feet AGL. BARO (MDA) altitude. At BARO MIN alert,
the analog BARO (MDA) reference changes
• MIN readout is removed. to yellow, flashes for five seconds, then steady.
• RA MIN value is changed to a value
more than 50 feet lower than the current RA
radio altitude value. (E.g., if radio alti-
tude is more than 50 feet below the RA When active, the RA analog reference is shown
MIN value, the yellow MIN annuncia- on the left side of the barometric altitude scale.
tion is never displayed.) The RA reference is a cyan rectangle with a
MIN is inhibited below five feet. dark blue background that extends up from
the analog radio altitude display. The RA ref-
There are two pages of REFS menus. The RA erence rises toward the radio altitude’s 0-feet
MIN and BARO set values are located on the tick mark as a function of radio altitude. At RA
REFS MENU, page 2. This page is accessed MIN alert, the RA analog reference color turns
by one press of the DCP REFS button while from cyan to yellow, flashes for five seconds,
airborne, or two presses while on the ground. then steady. The analog DH reference con-
tinues to rise up the left side of the baromet-
A movable cyan box is shown around one of ric altitude scale until radio altitude is zero.
the values on the REFS menu. The movable box
surrounds the value that can be changed with MIN Readout
the MENU SET knob on the DCP. The box is
brought to the BARO or RA MIN value by The MIN readout is the same value selected
pressing the respective adjacent LSK. The ini- as active in the REFS menu. The cyan, MIN
tial value displayed is the last value set by the readout and MIN nomenclature are displayed

part-time below the barometric altitude scale. NAVIGATION FORMATS

The MIN readout is displayed when either the
RA or BARO has a value set, and the follow- The FORMAT line-select key (R1) is used to
ings constraints are met: select the current PFD navigation format. A
right-facing carat points at R1 to indicate that
• When at or below 2,500 feet AGL and the line select key can change the current for-
an RA value of other than OFF has been mat. The selectable PFD formats are rose, arc,
set, unless RA readout is off. FMS map, and optional TCAS (if installed
and tuned on).
• When within 2,500 feet of the selected
MDA and a BARO value of other than
OFF has been set. Repeated presses of the FORMAT line-select
key will cycle through the available formats
• When the RA or BARO value is selected in the order shown.
(boxed) on the REFS menu, and a value
of other than OFF is shown in the box.
Rose Format
The RA alert is disabled on the ground, and
until the aircraft reaches greater than 50 feet The FORMAT line-select key (first push) on
above the selected RA value. the AFD is used to select the rose format
(Figure 16-42). Rose format is a conventional
The BARO alert is disabled on the ground, EHSI display. The familiar navigation displays
and until the aircraft reaches greater than 50 present in rose format include the following:
feet above the selected BARO value.
• Heading
MIN Alert • Selected heading
When at the point barometric altitude is equal • Track
to or below the MDA readout, yellow MIN is • S e l e c t e d c o u r s e , l a t e r a l d ev i a t i o n ,
displayed to the right of the pitch scale. MIN to/from
flashes for five seconds, then on steady. The
MIN alert is removed when MIN readout is re- • Bearing pointers (2)
moved; or it is removed if barometric altitude Normal control and warning annunciations
becomes greater than 50 feet above the current are also displayed.
MIN value; or it is removed if the BARO value
is changed to a value more than 50 feet lower
than the current barometric altitude value (e.g., Arc Format
if barometric aItitude is more than 50 feet The FORMAT line-select key on the AFD
below the BARO value, the yellow MIN an- (second push) is used to select the arc format
nunciation is never displayed). (Figure 16-43). The arc format is an expanded
125° section of the compass rose that is used
MIN alert and MIN readout are removed if to display navigation, weather radar, and op-
there is a radio altitude flag and MIN is RADIO tional lightning displays. The familiar navi-
based. MIN alert and MIN readout are also re- gation displays present in arc format include
moved if there is a barometric altitude flag and the following:
MIN is BARO based.
• Heading
Each PFD outputs a discrete sound for one
second as an aural warning. The discrete is • Selected heading
sounded for one second each time the RA or • Track
BARO alert is initially triggered.
• S e l e c t e d c o u r s e , l a t e r a l d ev i a t i o n ,
to/from
• Bearing pointers (2)

FlightSafety
international
HDG 230 230 29.99
VOR1 24
CRS 190 21
W
3.4 NM
30
15
FORMAT
33
12
PRESET LX/RDR
FMS1 STBY
T+2.0
N
E
6 3
BRT
DIM
Figure 16-42. PFD/MFD Rose Format
TRAFFIC 29.92
HDG
S 193 21
VOR1
CRS 252 FORMAT
15
24
9.0NM
PRESET LX/RDR
FMS1 25 +01
–01 WX
T +O.5
12.5 TFC
–05 SAT 0 °C
ISA 0 °C
RAT 50 °C
Figure 16-43. PFD/MFD Arc Format

FlightSafety
international
The weather radar and lightning displays are 3. AlliedSignal GNSXLS (GPS sensor)
selected with line-select key R2. Range in- 4. AlliedSignal KLN90B (GPS sensor)
formation is displayed on the arc format for
use with weather radar and optional lightning The FORMAT line-select key on the AFD is
displays. Display range is controlled with the used to select the FMS map format. The FMS
RANGE knob on the DCP. Normal control map is a heading-up moving map that graph-
and warning annunciations are also displayed. ically displays FMS-supplied navigation sym-
bols in the area surrounding the aircraft. If
FMS Map Format there is a flight plan in the FMS, the flight plan
legs and waypoints are shown. FMS naviga-
The FMS map format page (Figure 16-44) is tion symbology may be accompanied by iden-
only available if the pilot first inserts and ac- tifier data. The map display extends up to the
tivates a long-range flight plan using the de- heading arc.
sired or available FMS. (The blue dashed line
in the figure is the location of the HDG bug The heading arc is a 125° section of compass
off scale.) Some CJ1s and CJ2s have one or two rose similar to the arc format. The heading arc
FMS units. The current available flight man- is used to depict heading, selected heading,
agement systems (FMSs) are as follows: track, and range, Range is controlled with the
RANGE knob on the DCP. Lateral deviation
1. AlliedSignal KLN-900 (GPS sensor) is displayed immediately above the heading arc
2. Universal UNS1K (GPS sensor) (when the difference between airplane head-
ing and FMS desired track is less than 105°).
29.92
10 HDG 013 143 5
MIN 420 RA
12
FMS1 S
DTK 142
ICNB
E
2.9NM
PT
10
FORMAT
ICNB
5
PRESET RW01R LX/RDR
1332
LOC1
VOR2
DATA
DASHED LINE IS HDG BUG OFFSCALE LOCATION
Figure 16-44. PFD/MFD FMS Map Format (Present Position)

FlightSafety
international
Weather radar and optional lightning displays Turning on the ALTS (R3) displays the top of
are available for display on the FMS map climb (TOC) or level-off point and the top of
format. Line-select key R2 is used to select descent (TOD) point. TOC and TOD are un-
weather radar and/or lightning displays. marked, while circles that appear on the FMS
Normal control and warning annunciations are great circle track show the computed climb
also displayed. level-off point or start descent point based on
current climb or cruise data. Turning off ALTS
Navigation Symbology removes the circles from view. The DATA LSK
does not appear on the arc format page.
The DATA line-select key is used to select the
DATA menu. The DATA menu is used to con- Pressing the adjacent line-select key alter-
trol the selection of background navigation nately selects or deselects the associated menu
symbology when the FMS map display is ac- selections. Navigation symbology may be ac-
tive. The DATA menu only controls the sym- companied by identifier data. Different FMSs
bols not associated with the active flight plan provide different map symbol capabilities.
(map symbols associated with the active flight Refer to the appropriate vendor documenta-
plan (if any) are always displayed when the tion for the specific symbol types that each
map is displayed). The potential map menu se- FMS supports.
lections, depending upon the installed FMS,
are as follows:
TCAS I Format—Optional
• NAVAIDS (L3) If TCAS I is installed and tuned on, the FOR-
• AIRPORTS (L4) MAT line-select key on the AFD is used to se-
lect a dedicated TCAS I page (Figure 10-45).
• INTERS (R4)
• ALTS (R3) ON–OFF
093
ABOVE
25
FORMAT
RDR
STBY
T +1.0
TFC
CS 0 TAS 0 RAT 22 °C SAT 22 °C ISA +9 °C
BRT
DIM
Figure 16-45. MFD Optional TCAS I Format (if Installed)

FlightSafety
international
The FORMAT line-select key (R1) on the PFD menu with NAVAIDS (L3), AIRPORTS (L4),
will select rose, arc, rose, arc, etc. If an FMS INTERS (R4), and ALTS (R3).
flight plan is first selected, successive dashes
select rose, arc, FMS map, rose, arc, FMS The FORMAT line-select key (R1) when
map, etc. If the FMS is on the FMS map, and pressed a fifth time selects the optional TAS 1
the TCAS is available, successive pushes se- page if TAS 1 is turned on.
lect rose, arc, FMS map, TCAS I, rose, arc,
FMS map, TCAS I, etc. The FORMAT line-select key (R1) when
pressed a sixth time on the MFD (only) can dis-
The first three pages available on the PFD are play the FCS diagnostics format pages (Figure
also available on the MFD. The FORMAT line- 16-47). The diagnostics page will only display
select key (R1) when pressed a fourth time on if the maintenance diagnostics lever-lock
the MFD (only) selects the FMS PLAN map switch is in the UP position. Normally, the
(true north up) (Figure 16-46) for planning switch is down and that prevents the diag-
purposes. The PREV or NEXT line-select keys nostics page from displaying. The switch is on
move the flight plan waypoints (WPT) for- the lower right, forward pedestal above the
ward or backward. The NEXT LSK advances copilot’s inboard rudder pedal. Though the
the WPTs, one by one, to the end of the flight crew has access to the switch, it is normally
plan. PREV backs each WPT through the cen- left in its DOWN–OFF position and is only
ter to the first WPT. The DATA LSK on this used for maintenance purposes.
page and the FMS map page selects the DATA
FMS1
N
DTK 204
KICT
TTG – – : – –
2.8NM
KCID
864
IOW
200
FMS1 FORMAT
FMS2 STJ
NEXT L X/RDR
PREV DIRECT
DATA
GS TAS O RAT 7 ° C SAT 7 ° C ISA –7 ° C
BRT
DIM
Figure 16-46. MFD FMS Plan Map (True North Up)

FCS DIAGNOSTICS
©1998 ROCKWELL COLLINS, INC.
REPORT MODE
LEFT RIGHT
R E PA I R CODE = 000000 000000
AP D I S CODE = 000000 000000
A P ENG CODE = 020400 020400
YD D I S CODE = 000000 000000
Y D ENG CODE = 020000 020000
MOVE FORMAT
CURSOR
A R R O W I N D I C AT E S F C S S O U R C E
SCROLL CHANNEL (PUSH & HOLD MOVE– NEXT
UP C U R S O R K E Y T O S WA P C H A N N E L ) MODE
SCROLL
DOWN
LEFT ( P U S H & H O L D A S U M M A RY K E Y RIGHT

SUMMARY T O C L E A R E R R O R H I S T O RY ) SUMMARY
BRT
DIM
Figure 16-47. MFD FCS Diagnostics Format (Diagnostics Switch on)
HEADING Collins
SELECTED
The PFD displays heading information imme- LNV1 AP ALT
HEADING
diately beneath the attitude display for all nav- 170 00 TRACK
160 00
igation formats. Either a full compass rose or 260
20 4
2
POINTER
900
a partial compass arc is displayed (Figure 16- 240 10
20
1 HEADING
48), depending on the active navigation format. 220 158 00
80 BUG (BLUE)
1
200 10 700
2 ACTIVE
Current heading is read opposite the lubber line 180
M.458
20 600
29.92
4
COURSE
on the compass rose or compass arc. Tick 30
HDG 340 340
TO/FROM
FMS1 33
marks are provided every 5°. Heading numbers DTK
KCID
350
30
N INDICATOR
are located at 30° marks with letters at the LATERAL
3
95.ONM
W
DEVIATION
cardinal points. Compass reference marks FORMAT
6
(compass rose only) are triangular pointers

24
PRESET RDR
E
WX
located outside the rose, apex pointing to the VOR1
T-1.5A
21
12
rose, at ±45° and ±135° from the lubber line. S 15
White tick marks are located at 90°, 180°, and

270° from the lubber line. BRT
DIM
Heading data is supplied by the currently se- Figure 16-48. PFD in Rose Format
lected AHS. A flight-deck-mounted AHS XFR
(transfer) switch selects the source of on-side
is made using a flight-deck-mounted
AHS data. The AHS has two operational modes,
AUTO/MANUAL switch for an AHRS source.
auto and manual (DG) mode. Manual selection

FlightSafety
international
Heading Flag active navigation source. If only a single FMS

is installed, it shall be the data source for the
For a heading input failure, the compass rose track pointer for displays on both sides. The
or arc is rotated to north up, the lubber line and track pointer is normally green. However, if
digital heading readouts are removed, and a the cross-side FMS is the source, the track
red, boxed HDG flag is displayed. pointer will be yellow. Different FMSs have
varying requirements on when they will out-
Heading Bug put a valid track for display. Refer to appro-
priate FMS documentation.
A dual filled rectangular cyan bug is posi-
tioned on the compass rose, arc, or FMS map.
When the bug is off scale in arc or map mode, LATERAL NAVIGATION
a heading vector (dashed line) is displayed COURSE AND DEVIATION
that originates at the compass center and ex-
tends toward the selected heading. At system The PFD displays the active lateral navigation
power up, selected heading value is that which (NAV) course and deviation information on the
was previously selected. The heading bug is compass rose and arc. Lateral navigation
controlled by the HDG knob on the CHP. The course and deviation information is made up
center SYNC button on the end of the HDG of a course pointer, to/from arrow, lateral de-
knob causes the heading bug to be set to the viation bar, and scale.
current heading.
The course pointer is a single bar arrow that
A digital readout of the selected heading is dis- points to the selected course. The selected
played to the left of the lubber line. The read- course at powerup will be the last valid value
out is preceded by a HDG legend. The selected before powerdown. The CRS knob on the CHP
heading readout shares a location with the is used to set the pilot’s side VOR course
heading comparator flag. When active, the pointer (Figure 16-49). In the optional second
heading comparator flag is the priority display. PFD configuration, the CRS knob on the CKP
is used to set the copilot’s side VOR course
In the optional second PFD configuration, the pointer (Figure 16-49). The associated CRS
APP and AP XFR (autopilot transfer) button knob is inactive for FMS as the active NAV
selects which heading all heading bugs move source. The center DIRECT button on the CHP
to. The transfer status is displayed on the PFDs selects a course directly to the on-side PFDs
in the FCS mode field by the direction of the valid VOR station, if VOR is the active NAV
XFR arrow. If transferred to the pilot, the source. When enabled by CDU selection and
pilot’s heading is used. If transferred to the FMS is the active NAV source, the CRS but-
copilot, then the copilot’s heading is used. ton is used to select a course direct to the ac-
tive waypoint (applicable only to FMSs with
an OBS function). To/from indicator rotates
TRACK as part of the course pointer and is displayed
when the active NAV source is valid VOR or
The track pointer is positioned on the compass valid FMS. The course pointer and to/from
rose or arc at the current aircraft track over the arrow is displayed green for on-side source and
earth. The track pointer is an open circle. The yellow for a cross-side source. The display is
difference between the position of the track removed if the map display is active.
pointer and the lubber line is the drift angle.
Thus, the track pointer has been referred to as The lateral deviation bar moves left or right
a drift pointer. of the course pointer on the lateral deviation
scale to indicate relative position of the course
The on-side FMS will be the source for the to the aircraft, moves an amount proportional
track pointer unless the cross-side FMS is the to the magnitude of the deviation. The lateral

deviation scale has scale markings of two dots NAV Menu

left and two dots right of the course pointer
center line (Figure 16-50). Scale is displayed Pressing the DCP NAV/BRG button selects
for all active NAV sources. The display is re- the NAV menu on the right side of the PFD
moved if the map display is active. (Figure 16-51). For aircraft with standard
single-PFD installations, the available NAV
CRS ALT HDG
CRS PUSH PUSH PUSH

PUSH
DI CA SYNC
REC NCE
L
T
SETS COURSE DIRECT
ON COPILOT’S
PFD (IF INSTALLED)
Collins SETS PILOT PFD SETS ALTITUDE SETS HEADING BUG
AND MFD COURSE PRESELECT IN THE PFD(s) ON THE PFD AND MFD
AND COPILOT PFD
COURSE KNOB PANEL (CKP) (IF INSTALLED)
NEAR COPILOT’S PFD
COURSE HEADING PANEL (CHP)
ON LOWER PEDESTAL
Figure 16-49. Pilot and Copilot Course Heading Panels Controls
ACTIVE
TRACK Collins
COURSE ARROW
POINTER ONSIDE-GREEN
CROSS-SIDE YELLOW
LNV1 AP ALT
170 00
ACTIVE 20 160 00 4
NAV
2 BLUE SINGLE LINE
SOURCE
240 10 900 1
BEARING POINTER
DISPLAY (#1 NAV-ADF or FMS)
20
220 158 00
80
1
COURSE/
200 10 700 WHITE SINGLE LINE
2
BEARING POINTER
DESIRED 20
TRACK 600 4 (#2 NAV, ADF, or FMS)
M.458
DISPLAY 29.92
20
HDG 340 340
33 N
FMS1
OTK 350 30
KCID TO/FROM
3
STATION 95.ONM INDICATOR

WAYPOINT
IDENTIFIER 200 FORMAT
DISPLAY
100
LATERAL
PRESET RDR DEVIATION
VOR1 WX C+3
T+10.7A SCALE (CDI)
DISTANCE VOR1
DISPLAY
FMS1
BRT
DIM
Figure 16-50. PFD in Arc Format

Collins
BARO
ROLL PITCH PUSH
ALTS
30 00 STD
7 00 4
220
2
10 6 00
200 1 REFS
20
189 35 00
80
180 1 MENU SET
10 4 00
2 PUSH
160 MENU
2200 3 00 4 ADV
29.92 NAV/BRG
HDG 037 193
MIN 1700 BARO
VOR1 S 21
CRS 013 RADAR
NM 15
24
BRG NAV
SOURCE SOURCE GCS
12
FMS1
VOR1 FMS2
TILT RANGE
E
30
VOR1
OFF LOC2
33
6
3 N
VOR1
Collins
RETURN
BRT DCP NAV/BRG

DIM BUTTON
Figure 16-51. PFD NAV/BRG Page
sources are FMS1/FMS2 and VOR1/VOR2 or line-select key on the PFD will toggle the
LOC1/LOC2. If a single FMS is installed, the source selection. If the desired source is an
active NAV source legend is FMS. The active on-side sensor located against a currently not
NAV source selection is displayed in medium active sensor pair, a single press of the adja-
size text, color coded as on-side (magenta) or cent line-select key will select the desired
cross-side (yellow). Inactive source legends are source. A second press of the same line-se-
displayed in smaller white text. lect key will toggle to the cross-side source,
if installed. The NAV SOURCE menu is re-
To change the active NAV source, if the de- moved either by pressing the NAV/BRG push-
sired source is the partner of a currently se- button, or by pressing R-LSK4 RETURN.
lected source, a single press of the adjacent

Preset NAV Function Changing the active NAV source through the
NAV/BRG menu causes the old active NAV
The preset navigation function is only active source to become the new preset NAV source.
if there are no PFD menus selected. When
preset NAV is active, rotation of the MENU
SET knob will scroll through the list of in- Lateral Deviation
stalled navigation sensors. The current active Attitude Display
NAV source shall not be repeated in the list of
preset NAV sources. Pushing the MENU ADV The attitude display lateral (course) devia-
button or L-LSK2 causes the current preset tion pointer (CDI) is a pointer against a scale
navigation source to become the new active of four white round and deviation scale mark-
source and the active navigation source to be- ings on a black background (Figure 16-52).
come the new preset source (swap positions). The pointer is the same color as the NAV
APPR LOC1 GS
LNV1 AP ALT
140
200
10 20
120 MM
AP 10
110 RF 175
100
10 150
80
140 10
300 1850
HDG 060 013 10 HDG 013 143 5
12
LOC1 N 3 FMS1 S
CRS 013 DTK 142
1.9 NM 33 ICNB
6
2.9NM
PT
30
10
E
ICNB
5
W
12
PRESET PRESET RW01R

1332
FMS1 LOC1
24
15
ADF 1
21 S
VOR2
DATA
LOCALIZER TRACKING FMS MAP PAGE TRACKING

LATERAL AND VERTICAL DEVIATION G/S LATERAL DEVIATION
MM LOCATION
Figure 16-52. Lateral Deviation Attitude Display

FlightSafety
international
source annunciation. The pointer is a way- The distance display provides distance infor-
point shape for FMS and a diamond shape for mation in nautical miles (nm) to the pilot.
all other NAV sources. Pointer movement is Distance is associated with the active NAV
automatically reversed by the AFD when back- source, thus providing distance to the next
course localizer logic is active. If the associ- waypoint for FMS, distance to the VOR/DME
ated data is failed, the attitude display lateral (or VORTAC) station for VOR, and distance
deviation pointer is removed, and a red boxed to the runway for LOC. Distance readout is dis-
flag, using the same nomenclature as the ac- played followed by “nm” nomenclature. Range
tive NAV source, is displayed. Annunciation is 0 to 4,999 nm for FMS. If the distance is
and box flash for five seconds, and then steady. greater than 9,999 nm when FMS sourced, the
The scale is displayed for active NAV sources readout is replaced with four dashes.
of LOC and FMS. When the FMS map is the
active NAV format, the scale is displayed if the Information displayed in the lateral navigation
difference between airplane heading and FMS data field is normally color coded as on-side
desired track is less than 105°. (green) or cross-side (yellow).
Lateral Navigation Data Field Distance Flag

The lateral navigation data field is located to The distance display is four dashes, and “nm”
the left of the selected navigation format on nomenclature is shown, it is the same color as
the PFD. The lateral navigation data field dis- the active NAV source if the distance infor-
plays the following information: mation is not received.
• Active NAV source (e.g., VOR1)
LNAV Alert
• Course/desired track readout (e.g., CRS
351) If the active NAV source is FMS and a lateral
navigation alert occurs, the waypoint identi-
• FMS waypoint identification (e.g., CID) fication field and the distance display flash.
• Distance (e.g., 5.9 nm)
The identifying nomenclature in front of the FMS MAG VAR Fail
course/desired track readout is as follows:
The active NAV source flashes for 15 sec-
• CRS for VOR onds, then returns to normal, if MAG or DG
heading is selected when the active NAV
• DTK for FMS desired track source is FMS, and the magnetic variation
• HDG for FMS with heading leg active normally supplied by the FMS is unavailable
(only with compatible FMS) due to a failure.
• OBS for FMS with OBS mode active
(only with compatible FMS) NAV Flag
The FMS provides the waypoint ID when FMS The active NAV source legend VOR1, VOR2,
is the active NAV source. Standard CJ1s come LOC1, LOC2, FMS1, or FMS2 is displayed in
equipped with AlliedSignal DME. Allied- red and surrounded by a red box if the asso-
Signal DME does not provide station ID; there- ciated data is failed. For VOR, the NAV source
fore, no station ID is available when VOR or legend does not change, but the lateral devi-
LOC is the active NAV source. ation bar and to/from indicators are removed.

FlightSafety
international
ILS VERTICAL DEVIATION • OFF

The vertical deviation scale is displayed be- • FMS
tween the attitude ball and the altitude scale • VOR
on the AFD. The scale comes into view when
a LOC is the active NAV source. The GS (glide • ADF
slope) deviation pointer is diamond shaped, The sensor-side number of 1 (pilot side) or 2
and the color follows the active NAV source (copilot side) is at the end of the identifying
color. The vertical deviation scale and GS nomenclature. If a localizer is tuned, the as-
pointer are removed from view when a LOC sociated VOR selection is not included in the
is no longer the active NAV source. menu. If a VOR is selected as the bearing
source, and then a localizer frequency is tuned,
“LOC” is displayed adjacent to the bearing
G/S Flag source icon and the bearing pointer is removed.
The GS deviation pointer is removed, and a red, With subsequent menu selections, the associ-
boxed “GS” flag is displayed at the lower end ated bearing source will not be included in
of the vertical deviation scale when the GS sig- the menu until a VOR frequency is tuned. The
nal is failed. bearing pointer displayed at powerup will be
the last selected. The bearing pointer is re-
moved when data is failed, except for ADF not
MARKER BEACON received, and the bearing pointer is parked at
The marker beacon field is located to the left the last valid input.
of the pitch scale in the attitude ball. An outer
marker, inner marker, and airway marker bea- Bearing source icons are displayed to the left
con is available for display in the marker bea- of the navigation format on the PFD. Bearing
con field. The outer marker legend flashes on source icons are miniature representations of
and off when the aircraft is flying over an the bearing pointers that are used to identify
outer maker beacon. The outer marker is a the selected bearing pointers. Color follows
boxed, cyan “OM” legend. The middle marker bearing pointers. The bearing source display
legend flashes on and off when the aircraft is is blank if the BRG source selection is OFF.
flying over a middle marker beacon. The mid- Bearing source icons are accompanied by an
dle marker is a boxed, yellow, “MM” legend. identifying nomenclature of FMS, VOR, or
The airway/inner marker legend flashes on ADF. The sensor-side number of 1 or 2 is at
and off when the aircraft is flying over an air- the end of the identifying nomenclature.
way or inner marker beacon. The airway/inner
is a boxed, white “IM” legend. If more than one Bearing Distance
marker beacon is active at the same time, the
display alternates between the active markers. If available, valid bearing distance associated
with the bearing source is displayed to the
right of the bearing icon. Readout is up to four
BEARING POINTERS digits with an “nm” trailing nomenclature.
Color follows bearing pointers convention. If
On-side and cross-side bearing pointers can be the bearing pointer source is also the active
displayed on the rose, arc, and FMS present NAV source, then the bearing distance is not
position map format (Figure 16-53). The displayed. The FMS distance flag operates as
on-side bearing pointer is a cyan single bar described for the active NAV source distance
arrow. The cross-side bearing pointer is a display, except the dashes will be the same
white double bar arrow. color as the associated bearing pointer.
The BRG SOURCE on the PFD is used to se-
lect the bearing pointer source.

FlightSafety
international
29.92
HDG 037 193
MIN 1700 BARO
VOR1 S 21
CRS 013
NM 15
24
BRG NAV
SOURCE SOURCE
12
W
FMS1
VOR1 FMS2
30
VOR1
OFF LOC2
33
6
3 N
VOR1
RETURN
NAV/BRG SOURCE MENU

VOR1 BLUE SINGLE-LINE POINTER DISPLAYED
WHITE DOUBLE LINE OFF
29.92
HDG 193 S 193 21
VOR1
CRS 177
15
24
9.1 NM
REFS 1/2 REFS 1/2
50
VT
149
25
V2
110
VR N1 REF
108 95.9
VOR1
V1 RETURN
ADF 2
108
BLUE VOR1 SINGLE-LINE POINTER SELECTED

WHITE ADF2 DOUBLE-LINE POINTER SELECTED
Figure 16-53. Bearing Pointers (Sheet 1 of 2)

FlightSafety
international
29.92
HDG 037 037
FMS1 3 6
DTK 037
KCID N
361 NM
E
33
FORMAT
12
30
PRESET
15
LX/RDR
VOR1
W
S
FMS1 24 21
BLUE FMS 1 SINGLE-LINE POINTER SELECTED
29.92
HDG 193 193
MIN 1700 BARO
VOR2 S 21
CRS 013
15
24
12
FORMAT
E
30
PRESET LX/RDR
VOR1
33
6
3 N
VOR2
VOR 2 CROSS-SIDE VOR SELECTED ON COURSE POINTER

VOR 2 WHITE DOUBLE-LINE POINTER SELECTED, LOC 1 IS PRESET
Figure 16-53. Bearing Pointers (Sheet 2 of 2)

FlightSafety
international
VOR Bearing with True Heading are added to the ARC/s half-range arc. When
TCAS is overlaid on the map format, the map
If a VOR bearing pointer is displayed with range rings serve as the TCAS range rings. The
true heading selected, the bearing pointer is TCAS half-range hash marks are added to the
displayed geometrically correct, and a white map’s half-range arc.
“T” is displayed after the VOR bearing icon.
If the MAG VAR data is failed, the white T be-
comes yellow to inform the pilot that raw VOR MAP INCOMPLETE Message
bearing is being used to position the VOR This message is displayed in white at the bot-
bearing pointer, and the geometry is incor- tom center of the display when the AFD can-
rect by the amount of MAG VAR. The bear- not display all the data sent by the FMS. The
ing source, icon, and associated T, if displayed, message RADAR RANGE XXXNM shows in
first flash for five seconds, then display the same field as the MAP INCOMPLETE
steadily, upon initial true heading selection. message and takes priority.
DISPLAY RANGE Map Source

Range symbology is displayed on the PFD or The FMS map display is available regardless
MFD when the arc or FMS map format is se- of the PFD active NAV source. For dual FMS
lected for display. Map displays, radar dis- systems, the active NAV source legend (FMS1
plays, and optional lightning symbology or FMS2 ) shows on the left side of the map
require range to be shown. The selected range format. The map source legend is color-coded
is displayed beneath the left corner of the magenta for on-side or yellow for cross-side.
compass arc. The compass arc serves as the Pressing the adjacent line-select key toggles
range arc. The range readout is the full range the map source between FMS1 or FMS2.
selected in nautical miles (nm). A half-range
ring is provided for all arc and map displays.
The half-range ring is a circle encompassing Map Flag
the airplane symbol. A half-range readout is The map flag MAP is displayed in yellow
displayed in the left portion of the half-range characters in the top center of the display if a
ring. The half-range is always one half the fault is detected in any data required to display
full range value, in nautical miles (nm). the map. Map symbology is removed when
the MAP flag is in view.
The RANGE knob on the DCP is used to con-
trol the display range. Clockwise rotation in-
creases the range, counterclockwise decreases OBS or Pseudo-VORTAC Mode
it. The available display range is 5 (optional),
10, 25, 50, 100, 200, 300, and 600 (optional) Some FMSs provide guidance to a waypoint
nm. Maximum radar range is 300 nm. The as though the waypoint is a VOR. The pilot is
600-nm range is not selectable when the able to select the inbound track (OBS) value
weather radar is active. If radar is selected for to the waypoint using a pilot entered value on
display, and the 600-nm range is being dis- the CDU or by rotating the on-side course
played, the range will automatically decre- knob. Selection of OBS mode is integral to the
ment to 300 nm. The optional 600-nm range FMS. Refer to the FMS operations description
is available if at least one FMS is installed. for details.
Normal range control exists in the rose/TCAS

mode, but the maximum rose/TCAS full range
is 50 miles. When TCAS is overlaid on the arc
format, the arc range rings serve as the TCAS
range rings. The TCAS half-range hash marks

FlightSafety
international
When the FMS is in OBS mode, map sym- The space to either side of the rose, arc or
bology is positioned on the FMS map using map format is used to display a lateral navi-
magnetic variation derived from the TO way- gation data field, a weather radar mode field,
point. In FMS leg mode, map symbology is po- and selected menu fields. An MFD data line
sitioned using magnetic variation data at the is displayed along the bottom of the display
aircraft present position. with groundspeed, true airspeed, and temper-
ature readouts. Normal warning and control an-
Therefore, when transitioning from FMS leg nunciations are also displayed.
mode to OBS mode, or vice-versa, the pa-
rameters displayed on EFIS that are corrected The bezel-mounted line-select keys on the MFD,
with magnetic variation (desired track, track in conjunction with the DCP and CHP, provide
angle, wind direction, and map symbols) will the primary pilot interface with the MFD.
shift position on the display an amount equal
to the difference between the magnetic vari- The FORMAT line-select key is used to select
ation at the present position and the magnetic the current MFD format. A right-facing carat
variation at the two waypoint. points at R1 to indicate that the line-select
key can change the current format. Repeated
The course/desired track nomenclature in the presses of the FORMAT LSK will cycle
lateral navigation data field on the AFD is through the available formats in the order
OBS when OBS mode is active. shown as follows:
• Rose
FMS Message Window
• Arc
The PFD displays a number of messages from
data sent by the FMS that is the active NAV • FMS present position map
source (Table 16-2). FMS messages are dis- • FMS plan map
played in the FMS message window on the
PFD. The FMS message window is located • Optional TCAS I
above the active NAV source legend. • Diagnostics page
The diagnostics page is normally not selectable
MULTIFUNCTION in flight unless the maintenance switch is se-
DISPLAY (MFD) lected to its lever-lock-up position. This switch
is located to the left of the copilot’s left rud-
The MFD is an adaptive flight display (AFD), der pedal, at floor level, on the right side of
8 by 10 inches, color, liquid-crystal mounted the pedestal.
to the left side of the center instrument panel
(Figure 16-54). The PFD and MFD are inter- The EFIS color convention for the MFD is as
nally the same units; the MFD functions as an follows:
MFD because of strapping in the IAPS card
cage in the right, forward nose baggage com- • Red is used for flight envelope and sys-
partment area. tem limit warnings.
The upper region of the MFD is used to dis- • Yellow is used for abnormal source an-
play the engine indicating system (EIS). The nunciations, primary cross-side data,
lower region displays a rose, arc, FMS map, and abnormal/caution messages.
optional TCAS, FMS plan map, and a diag- • White is used for fixed legends, scales,
nostic page (switch properly selected) as se- and flight plan data.
lected by the crew.
• Green is used for primary on-side data.
• Magenta is used for FMS data.
• Cyan is used for pilot-selected values.

Table 16-2. FMS MESSAGES
MESSAGE COLOR BLINK FIELD MEANING
SX (selected White NO TOP LEFT Parallel crosstrack

crosstrack) offset selected
MSG (message) Yellow YES TOP RIGHT Message alert
DR (dead Yellow YES TOP LEFT FMS is in dead

reckoning) reckoning mode
APPR Cyan NO TOP LEFT Vertical & lateral

(approach) deviation set to
approach scaling
HDG White NO BOTTOM FMS “HDG” submode

(heading mode) RIGHT mode is selected
INT (integrity) Yellow YES TOP LEFT Navigation approach

integrity is degraded
DEV CHG BOTTOM Lateral deviation

White YES scaling in transition
(deviation LEFT
change)
OBS White NO BOTTOM Psudo VORTAC or

(OBS mode) RIGHT OBS mode enabled
Note 1: Top left field priority, from highest to lowest, is DR, INT, and APP.
Note 2: Bottom left field priority, from highest to lowest, is DEV CHG and SX.
Note 3: The bottom right field priority, from highest to lowest, is HDG and OBS.
If the bottom left field is DEV CHG, the bottom right field is blanked.
Note 4: All messages that blink do so for five seconds, then remain steady.

FlightSafety
international
Collins

1000 91.8 % 91.8 LBS
100 900 OIL PSI OIL °C 1500
90 800
1000
70
700
50 500
600
30 FUEL FLOW
400
99.2 99.2 200 430 PPH 430 930 930
FMS1 HDG 230 230 24

DTK 227 21
LMN
TTG –– : –– W
75.6 NM KCNC
DSD
S
KTVK
I-D
50 KOXV
FMS1 FORMAT
FMS2
25 KPEA
KTNU
KDTM LX/RDR
OTM KOBA
WX
T+2.0
KGGI
KFFL
DATA
GS 400 TAS 360 RAT –34 °C SAT –39 °C ISA 0 °C
BRT
DIM
Figure 16-54. Multifunction Display (MFD)
The bezel-mounted line-select keys on the line-select keys are indicated by a side-facing
MFD allow the pilot to control the MFD. The carat (< or >).
MFD follows the selections of the radar menu
and NAV and BRG source menu on the PFD. AFD line-select keys have been arbitrarily num-
bered to facilitate explanation. L1 (top left)
Line-select keys on the MFD are used to se- through L4 (bottom left) are on the left side of
lect the MFD navigation format, the weather the display, and R1 (top right) through R4 (bot-
radar and optional lightning overlays, the FMS tom right) are on the right side of the display.
map source, the FMS map background sym-
bology, and the FMS plan map center. Active

FlightSafety
international
FORMAT LSK (R1) (FMS1 or FMS2). The active map source se-
lection is displayed in cyan and in larger text.
Control of the MFD display format is via the The inactive map source selection is displayed
bezel-mounted FORMAT line-select key R1. in smaller white text. The FMS button is in-
Alternate presses of the FORMAT LSK en- active for single or non-FMS installations.
able rose, arc, or map format to be displayed. The map source legend (FMS 1 or FMS 2) is
Map is only included in the sequence if FMS displayed to the left of the FMS map on the
is the active navigation source. At system MFD (Figure 16-55).
powerup, the previously selected format will
be displayed.
DATA LSK (L4)
LX/RDR LSK (R2) The DATA line-select key is displayed on the
MFD when the FMS map or FMS plan map for-
The LX/RDR line-select key controls the dis- mat is active. Pressing the DATA line-select
play of weather radar and optional lightning key causes the map menu to be displayed on
displays. The first push selects radar returns. the MFD. The map menu controls the display
The second push selects lightning returns. The of background map symbols (map symbols
third push removes the radar and lightning re- not associated with the active flight plan) on
turns. The LX/RDR line-select key only op- the MFD.
erates in formats that support the weather radar
and lightning displays (arc and FMS map). The potential map menu selections, depend-
ing upon the installed FMS, are as follows:
NOTE
• NAVAIDS (L3)
The MFD follows the selections of
the RADAR menu on the PFD. • AIRPORTS (L4)
• INTERS (R4)
FMS1/FMS2 (L1) • ALTS (R3) ON–OFF
In dual-FMS installations, the FMS1/FMS2 Turning on the ALTS (R3) displays the top of
line-select key is used to select the map source climb (TOC) or level-off point and the top of
FMS1 FORMAT
FMS2
2.5
KICT
LX/RDR
STBY
USTB
VOR1
DATA
GS O TAS O RAT 7 ° C SAT 7 ° C ISA –6 ° C
BRT
DIM
Figure 16-55. MFD—FMS1/FMS2

FlightSafety
international
descent (TOD) point. TOC and TOD are un- the active FMS flight plan is displayed cen-
marked white circles that appear on the FMS tered about a position or waypoint.
great circle track to show the computed climb
level-off point or start descent point based on The TO waypoint is initially used as the plan
current climb or cruise data. Turning off ALTS map center. If there is no valid TO waypoint,
removes the circle from view. the present position is used for plan map cen-
ter. Repeatedly pressing L3 when PREV is
Pressing the adjacent line-select key alter- displayed will advance through each way-
nately selects or deselects the associated menu point, one at a time, until the end of the cur-
selections. Navigation symbology may be ac- rent flight plan is reached. Repeatedly pressing
companied by identifier data. Different FMSs L4 when NEXT is displayed will descend
provide different map symbol capabilities. through each waypoint until the first waypoint
Refer to the appropriate vendor documenta- being transmitted by the FMS is displayed.
tion for the specific symbol types that each
FMS supports. If the waypoint currently used as plan map
center is modified/deleted, the plan map cen-
ter defaults back to the TO waypoint. When the
PREV/NEXT LSK (L2 and L3) plan map is selected, if there is no valid TO
The PREV and NEXT legends are displayed waypoint, PREV/NEXT are not displayed.
adjacent to L3 and L4 respectively when the
FMS plan map is the active MFD format
(Figure 16-56). In the FMS plan map format,
FMS1
N
DTK 204
KICT
TTG – – : – –
2.8NM
KCID
864
IOW
200
FMS1 FORMAT
FMS2 STJ
NEXT LX/RDR
PREV DIRECT
DATA
GS TAS O RAT 7 ° C SAT 7 ° C ISA –7 ° C
BRT
DIM
Figure 16-56. MFD—PREV/NEXT

FlightSafety
international
ENGINE INDICATION tick marks at 30, 40, 50, 60, 70, 80, 90, 95, 100,
and 105%. There is a larger red N 1 redline
SYSTEM (EIS) mark with leading edge at 104.5%. Scaling is
linear between 20% and 90% and between 90%
The EIS (engine indication system) serves as and 110%. A scale change occurs at 90%. The
an interface between the Collins avionic sys- N1 digital display is a boxed readout with a dec-
tem and the Williams-Rolls engine. The pri- imal point between the third and fourth digits.
mary function is acquisition, concentration,
data transmittal, and display on the upper half The normal limit for N 1 is 104.4%. The N 1
of the MFD. The MFD presents full-time dis- pointer is white and the digital readout is green
plays of N 1 and N 1 reference (bug), ITT (in- when N 1 is less than 104.5%. The N 1 scale
terstage turbine temperature), N 2, oil pressure, pointer and the digital readout both remain
and oil temperature (Figure 16-57 and 16-58). white if N 1 reads 104.5 and less than 105.4%
Fuel quantity analog data is changed to digi- for less than 20 seconds. If N1 becomes 105.4%,
tal data in the fuel signal conditioner and sent or if N 1 remains 104.5 for 20 seconds, it be-
to the MFD. Abnormal alerts and warnings comes red. The N 1 pointer and digital readout
are also provided. flashes for five seconds, then steady, when N 1
first turns red. The N 1 pointer and digital read-
The MFD first looks for left engine data from out stops flashing when N 1 is no longer red.
the left DCU (on-side data concentrator unit).
If the left engine data is not available from the
on-side DCU, the MFD looks to the cross- N1 REF
side DCU. The DCUs read all data from both The N1 REF consists of a single digital N1 REF
engines. The EDC (engine data concentrator) readout (blue)and individual N 1 REF bug
provides a third path for N 1 , ITT, and N 2 dis- (blue) on each N 1 scale. Initially, no N 1 REF
play to the MFD, if the on-side and cross-side value is displayed. The N1 displays appear
DCUs fail. A DCU and EDC are the same unit on the MFD when either pilot selects any N 1
but perform a different function in the re- REF value other than the powerup value. The
spective positions by IAPS strapping. The initial powerup value for N 1 on the ground is
DCUs also provide other miscellaneous in- 95.9. After initial powerup, the N 1 value is the
terfaces with the airplane. Four DCUs are re- last set value. When powered up in the air, the
quired in the Citation CJ1. The left DCU and N 1 REF value is the last selected value.
EDC are grouped together and located on the
left side of the fuselage, below and to the rear The N 1 REF value is set by the pilot using the
of the left engine. REFS menu. When the REFS menu is selected,
if the box is not around the N 1 REFS value,
The DCUs crosstalk to each other and do not pressing the line-select key adjacent to the N 1
allow propagation of an electrical fault from REF legend (R3) will bring the box around the
one channel to the other. N 1 REF value. The N 1 REFS value is initially
displayed in smaller white characters and is
Each DCU adds 9 pph to the fuel flow input considered inactive. It becomes larger cyan
for each engine to account for the unmetered characters when it is made the active value.
start nozzle fuel flow. When the box is around the N 1 REF value, that
value is set using the DCP MENU SET rotary
N1 (TURBINE SPEED) knob. N 1 REF readout range is 70.0% to N 1
normal limit % value. The N 1 value is syn-
The turbine speed (N 1 ) gage indicates engine chronized so that when either pilot changes his
fan rpm. N 1 is measured against a fixed 100% on-side controls, the N 1 REF value on all dis-
value (expressed in percent). The N 1 displays plays is set to the same value. N 1 REF is au-
consist of an analog and digital display for tomatically removed from the display when
each engine. Scale range is 0 to 120% with airspeed first goes above 200 knots.

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OIL OIL
ITT PRESSURE TEMPERATURE
START POINTERS POINTERS
UNIT BUGS
OIL
IGNITORS ITT N2 N2 TEMPERATURE
N1 LEGEND LEGEND READOUTS LEGEND LEGEND
N1 REF FUEL
DIGITAL OIL QUANTITY
PRESSURE LEGEND
N1 SCALE LEGEND
FUEL
N1 REF QUANTITY
BUGS
N1 % ITT °C 91.0 N2 91.5 FUEL QTY UNITS
100.1 1000 LBS
%
I 900
I 1500
OIL °C
100 G G OIL PSI
N 800 N FUEL
90 1000 QUANTITY
70 SCALE
700
50 32 32 130 130 500
FUEL
600 QUANTITY
30 FUEL FLOW
N1 400 POINTERS
POINTERS 93.2 94.9 200 475 PPH 475 690 650
FUEL
FUEL QUANTITY
ITT FLOW DIGITAL
N1 FUEL FUEL
SCALE LEGEND OIL
DIGITAL FLOW FLOW
ITT OIL DIGITAL UNITS TEMPERATURE
POINTERS PRESSURE DIGITAL
DIGITAL
Figure 16-57. Engine Indicating System (EIS)
N1 % I ITT °C I N2 FUEL QTY

95.9 G 1000 G 73.0 % 74.3 LBS
100 N 900 N OIL PSI OIL °C 1500
90 800
1000
70
700
50 500
600
30 FUEL FLOW
400
55.1 53.9 200 140 PPH 140 1250 1250
Figure 16-58. MFD—Expanded EIS Display

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N1 Flag ITT normal limit is 796°C. The ITT pointer is

white when ITT is less than or equal to 796°C.
The N 1 pointer is removed if no EDC and DCU ITT caution yellow range is 798° to 820°C. ITT
N 1 data is available. Four yellow dashes and takeoff red line limit is 822°C.
a decimal point are displayed for the digital
readout if all sources of N1 are failed. The ITT transient limit is 798°C to 820°C
Automatic source selection between data (caution range) for less than five minutes. A
sources is provided. L DCU is priority source five-minute timer is started when ITT reaches
for the left engine. R DCU is the priority 798°C. If ITT is within the caution range for
source for the right engine. Cross-side DCU less than five minutes, the ITT pointer is yel-
is the secondary source. EDC is the third pri- low. If ITT remains between 798°C and 820°C
ority source. N 1 REF is automatically removed for five minutes or longer, or exceeds 822°C,
from the display when either engine N 1 mis- the ITT pointer becomes red. The timer is
compare is present. reset each time ITT returns to the normal limit
of 798°C.
INTERSTAGE TURBINE The ITT pointer flashes for five seconds, then
TEMPERATURE (ITT)— remains steady, when it first turns yellow or
ENGINE START red. The ITT pointer stops flashing when ITT
is no longer yellow or red.
During engine starts, advancing the throttle to
idle turns on the 1,000°C red ITT start limit
mark. ITT START redline is 1,002°C. The ITT ITT Flag
pointer is white when less than 1,000°C, and
red when greater than or equal to 1,002°C. The ITT pointer is removed and a yellow FAIL
legend is written vertically outside of the as-
sociated ITT scale if ITT from all sources is
NOTE failed. Automatic source selection between
ITT normal limit and transient limit data sources is provided. L DCU is priority
do not apply while ITT start limit source for the left engine. R DCU is priority
mark is in view but become active source for the right engine. Cross-side DCU
when ITT start limit mark is removed. is the secondary source. EDC is the third pri-
The start limit mark is removed when ority source.
the throttle is moved to OFF or when
out of the starting sequence. N2
N2 is a “standardized” display of engine tur-
ITT—ENGINE RUN bine rpm measured against a fixed 100% value.
The N2 displays consist of digital readouts for
The ITT gage indicates the temperature be- each engine. Display range is 0 to 120%. The
tween the first and second compressor stages normal limit for N 2 is 99.3%. N2 is always
in degrees centigrade. The display of ITT con- green when less than 99.4%, and red when
sists of an analog scale and pointer for each 99.4%. Readout flashes for five seconds, then
engine. The ITT pointer only shows when ITT steady, when N2 first turns red. The N2 read-
is above 100°C. out stops flashing, if applicable, when N2 is
no longer red. Four yellow dashes and a dec-
Scale range is 100° to 1,050°C, with tick marks imal point are displayed if all sources of N2
at 200, 400, 600, 650, 700, 750, 800, 850, 900, are failed. L DCU is the priority source for the
950, 1,000, and 1,050°C. Four linear scale por- left engine. R DCU is the priority source for
tions exist, with scaling change above 600°C, the right engine. Cross-side DCU is the sec-
800°C, and changing again above 900°C. ondary source. EDC is the third priority source.

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Automatic source selection between data Oil Pressure Flag

sources is provided.
Oil pressure pointer is removed if no DCU
data is available. Automatic source selection
OIL PRESSURE between data sources is provided. L DCU is
the priority source for the left engine. R DCU
The oil pressure display consists of an analog is the priority source for the right engine.
and part-time digital display for each engine. Cross-side DCU is the secondary source.
A digital readout of oil pressure is displayed
if an over-limit condition is detected with any Digital readout for oil pressure is only dis-
oil parameter. The oil pressure scale is a sim- played when the oil pressure pointer is yellow
ple wide line with linear scaling from 0 psi to or red, and is the same color as the pointer.
125 psi. The scale is red below 24 psi, yellow Readout flashes for five seconds, then steady,
from 24 psi to below 44 psi, green from 44 psi when yellow or red is first displayed. The oil
to 101 psi, and red above 101 psi. pressure readout is removed when oil pressure
is no longer yellow or red. The digital oil pres-
The oil pressure normal upper limit is 90 psi, sure readout is on if the maintenance switch
and the oil pressure normal lower limit is 45 is up. This switch is the forward switch of two
psi, when N 2 is greater than or equal to 80%; on the lower right pedestal to the left of the
or 35 psi when N2 is less than 80%; the oil pres- copilot rudder at floor level.
sure pointer is green and no digit is displayed
when oil pressure is normal.
OIL TEMPERATURE
If the oil pressure exceeds 101 psi or exceeds
91 psi for five minutes, the digital readout is The oil temperature display consists of an
displayed and the oil pressure pointer turns red. analog and part-time digital display for each
engine. The oil temperature scale is a simple
The oil pressure transient lower limit is 25 wide line with linear scaling from 0°C to
psi for less than five minutes. A five-minute 140°C. The scale is yellow below 9°C, green
timer is started when oil pressure is less than from 9°C to 122°C, and red above 122°C.
or equal to 44 psi (less than or equal to 34 psi
if N2 is less than 80%). The oil pressure pointer Digital readout oil temperature is only dis-
turns yellow and the digital readout is displayed when the oil temperature pointer is yel-
played when less than or equal to 44 psi and low or red and is the same color as the pointer.
greater than 24 psi (less than or equal to 34 psi Readout flashes for five seconds, then steady,
and greater than 24 psi if N 2 is less than 80%) when yellow or red is first displayed. The oil
for less than five minutes. If oil pressure be- temperature readout is removed when oil tem-
comes less than or equal to 24 psi, or if oil pres- perature is no longer yellow or red. A minus
sure remains less than or equal to 44 psi (less sign (–) is displayed for negative values.
than or equal to 34 psi if N 2 is less than 80%)
for five minutes, it becomes red. The timer is The oil temperature normal upper limit is
reset each time oil pressure is greater than 44 121°C and the oil temperature normal lower
psi (greater than 34 psi if N 2 is less than 80%). limit is 10°C. The oil temperature pointer is
green and the digital readout is not displayed
The oil pressure pointer flashes for five sec- when less than 122°C and greater than 9°C.
onds, then is steady, when the oil pressure The oil temperature pointer turns red and the
pointer first turns yellow or red. The oil pres- digital readout is displayed when greater than
sure pointer stops flashing if applicable when or equal to 122°C. The oil temperature pointer
oil pressure is no longer yellow or red. Three turns yellow and the digital readout is dis-
yellow dashes are displayed if oil pressure played when less than or equal to 9°C.
from all sources is failed.

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Oil Temperature Flag The fuel quantity digital readout is displayed

below the associated analog scale. The fuel
The oil temperature pointer flashes for five sec- quantity digital readout has the same source
onds, then remains steady, when oil tempera- of data as the fuel quantity analog pointer.
t u r e f i r s t t u r n s y e l l ow o r r e d . T h e o i l The CJ1 readout range is from 0 to a maximum
temperature pointer stops flashing if applica- of 1,800 pounds. The boxed fuel quantity read-
ble when oil temperature is no longer yellow out is green.
or red. Oil temperature pointer is removed if
no DCU data is available. Automatic source Fuel quantity pointer is removed if no DCU
selection between data sources is provided. L data is available. Four yellow dashes are dis-
DCU is the priority source for the left engine. played for the fuel quantity digital readout if
R DCU is the priority source for the right en- all sources of fuel quantity are failed.
gine. Cross-side DCU is the secondary source. Automatic source selection between data
Three yellow dashes are displayed if oil tem- sources is provided. L DCU is the priority
perature from all sources is failed. source for the left wing tank. R DCU is the pri-
ority source for the right wing tank. Cross-side
FUEL FLOW DCU is the secondary source.
Fuel flow is normally in pounds per hour (pph).

Optional kilograms per hour (kph) may be dis- IGNITION OPERATING
played. The fuel flow displays consist of dig- A green IGN legend is displayed adjacent to
ital readouts for each engine. A white fuel flow the upper center of the applicable analog ITT
legend is displayed between the left and right scale when the respective engine’s ignition is
digital readouts. The CJ1 legend is FUEL PPH, on by a DCU (from the on-side ignition sys-
display range is 0 to 1,050 pph (0 to 1,000 tem). IGN is displayed from any of the igni-
kph). Fuel flow values are displayed in green. tion sources.
The displayed fuel flow values include 9 The left DCU is the priority source for the
pounds/hour for unmetered start nozzle fuel left engine; the right DCU is the priority source
flow. The fuel flow signal must be valid. Four for the right engine. The cross-side DCU is the
yellow dashes are displayed if fuel flow from secondary source for both. Source selection be-
all sources is failed. Automatic source selec- tween the DCUs is automatic.
tion between DCUs is provided. L DCU is the
priority source for the left engine. R DCU is
the priority source for the right engine. Cross- MFD NAVIGATION FORMAT
side DCU is the secondary source.
MFD (multifunction display) formatting is
the same as PFD formatting with two addi-
FUEL QUANTITY tional pages. LSK R1 is the format key. If
LSK R1 is not displayed, then observe LSK R4
The fuel quantity display (FUEL QTY LBS) “return.” Pressing the RETURN LSK will re-
consists of an analog and digital display for store FORMAT> to LSK R1.
the fuel in each wing tank. Fuel quantity is
normally in pounds (lb). The scale range is
from 0 to 1,800 pounds, with large tick marks Rose Format
at 500, 1,000, and 1,500 pounds. Smaller tick The first press of the format LSK R1 selects
marks indicate 100-pound increments up to the the rose format in the lower half of the MFD.
maximum range. The fuel quantity scale Rose format surround the aircraft’s symbol.
pointer is always white.

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Arc Format If there is no valid TO waypoint, the present

position is used for plan map center (Figure
The second press of the format LSK R1 selects 16-59). When the plan map is selected, L2 is
the arc format on the MFD (same as the PFD). the map center advance key, and L3 is the pre-
The arc format displays the aircraft symbol vious map center key, except if there is no
below the 125° heading arc. Weather and op- valid TO waypoint, the NEXT/PREV legends
tional lightning detection may be displayed, are not displayed. Repeatedly pressing L2
if desired. When weather is displayed, 300 when the NEXT is displayed will advance the
nm is the maximum range displayed. center of the map through each waypoint, to
the end of the flight plan. Repeatedly press-
FMS Map Format ing L3 when PREV is displayed will back the
center of the map through each waypoint to the
The third press of the format LSK R1 selects first waypoint. If the waypoint currently used
the FMS map format only if the crew has input as plan map center is modified/deleted, the plan
a long-range flight plan into the FMS. Weather map center defaults back to the TO waypoint.
and optional lightning detection may be dis-
played, if desired. When weather is displayed, The FMS symbols allowed are identical to
300 nm is the maximum range displayed. those allowed on the FMS present position
map. The operation of the DATA line-select
If dual FMSs are installed, line-select key L1 key (L4) is the same as on the FMS present po-
controls the source of FMS map data (FMS1 sition map.
or FMS2). The currently selected map source
is displayed in larger cyan text, and the non- If the airplane present position is within dis-
selected source is displayed in smaller white play range, an airplane symbol is displayed
text. Pressing the map source line-select key on the FMS plan map in correct relationship
alternates which FMS is the source of FMS to the flight plan and oriented according to
map data and causes the associated legend to its heading.
change accordingly.
The selection of the FMS plan map back-
ground symbology is identical to that de-
FMS Plan Map Format scribed for the FMS present position map.
(True North Up)
The FMS plan map is a fixed “true north up” Display range (Figure 16-60) is selected with
stationary map that graphically depicts the the RANGE knob on the DCP. Clockwise ro-
active FMS flight plan. The FMS plan map is tation increases the range, counterclockwise
selected for display with the FORMAT line- decreases it. The available display ranges are
select key on the MFD. 5 (optional), 10, 25, 50, 100, 200, 300, and 600
nm. Range symbology is made up of a full-
The active FMS flight plan is displayed cen- range ring and a full-range readout. The full-
tered about a position or waypoint selected by range ring is a circle encompassing the airplane
the pilot. The TO waypoint is initially used as symbol. The full-range readout is displayed in
the plan map center. a cutout of the full-range ring. If weather radar
is operating, range is restricted to 300 nm.
AlliedSignal KLN-900, Universal UNS1K,
AlliedSignal GNS-X LS , AlliedSignal KLN- If dual FMSs are installed, line-select key L1
90B, and Garmin equipment are available for controls the map source (source of FMS map
FMS installation of single or dual FMS. The data, FMS1 or FMS2). Pressing the map
appropriate manual must be consulted to de- source line-select key alternates which FMS
termine how FMS functions are controlled is the source of FMS map data and causes the
and/or accessed. associated legend to change accordingly.

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FMS1
N
DTK 204
KICT
TTG – – : – –
2.8NM
KCID
864
IOW
200
FMS1
FMS2 STJ
NEXT
PREV DIRECT
DATA
GS TAS O RAT 7 ° C SAT 7 ° C
Figure 16-59. FMS Plan Map
The currently selected map source legend is

displayed in larger text. The color of the map
TILT RANGE source legend follows the color of the active
NAV source if the map source and the active
NAV source are the same FMS. If the map
source and the active NAV source are not the
same FMS, the map source legend is displayed
in cyan. The map source is also displayed
above the lateral navigation data field.
At system powerup, the MFD format and map

source selections that were last selected prior
to powerdown will be recalled.
Collins MAP INCOMPLETE Message

The message “MAP INCOMPLETE” is dis-
Figure 16-60. DCP TILT–RANGE Knob played in the bottom center of the MFD when

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the FMS sends a map containing more data NAV/Map Source Legend
than the display is capable of processing (refer
to separate FMS document). A NAV source legend (VOR#, LOC#, or FMS#;
# indicates 1 or 2) is displayed above line-
select key L1 when the MFD NAV format is
Map Flag displaying information from the same source
The map flag “MAP” is displayed in yellow selected on the PFD. Under these conditions,
in the top center part of the MFD (Figure 16- the color of the NAV source legend follows the
61) when a fault is detected in the map data color of the active NAV source (green for on-
provided by the FMS. MAP symbology is re- side and yellow for cross-side).
moved when the MAP flag is in view. Refer
to separate FMS document for details. The map source legend (FMS1 or FMS2) is dis-
played above line-select key L1 when the NAV
HDG 132 263 W format is FMS map or FMS plan. When the
24 NAV format is FMS map or plan map, the map
source can be selected separate from the NAV
30 source via the FMS1/FMS2 line-select key
adjacent to L1. When the NAV format is rose
or arc, this is not possible (the NAV source
MAP tracks the source selection on the PFD). The
color of the map source legend follows the
color of the NAV source selected on the PFD
when the map source and the NAV source are
50 +17 the same FMS (green for on-side and yellow
for cross-side). The map source legend (FMS1
or FMS2 ) is displayed in cyan when the map
source and the NAV source are not the same.
Figure 16-61. Map Flap
Lateral Navigation Data Field
FULL-TIME DISPLAYS The information displayed
FMS1 in the lateral navigation
The MFD full-time displays are as follows: data field on the MFD is
DTK 204
• NAV/map source legend identical to display of the
KICT same information on the
• DME TTG – – : – – PFD, with one exception.
• Lateral navigation data field 2.8NM TTG (time to go) is dis-
played above the distance
• Heading readout in the lateral navigation data field on
• Wind the MFD. TTG is displayed in the HH:MM for-
mat. TTG is sourced from the same source as
• Bearing pointers distance. The color of information displayed
• Groundspeed (GS) in the lateral navigation data field follows the
color of the displayed NAV source.
• True airspeed (TA)
• Ram-air temperature (RAT) Heading
• Static air temperature (SAT) The MFD displays heading in-
• ISA deviation (international standard VOR1 formation for all MFD formats
atmosphere) CRS 117 except plan map. The sym-
9.1 NM bology varies for different

formats, but is similar to the PFDs display of 23 HDG

the same information. AHS reversion is an- 013 013
nunciated only on the PFD. Current heading VOR1 N 3
to PFD and MFD comes from the left AHRS. CRS 009
Current heading to copilot and standby display 9.1 NM 33
6
comes from the right AHRS.
30
E
The MFD always uses the same heading type,
selected heading, and range (when applicable)
that is selected for the on-side PFD. The PFD Figure 16-62. MFD—Wind Display
serves as the control (master) for those items
on the MFD. Wind magnitude and direction are displayed
regardless of active NAV source, and they
are sourced from the on-side FMS unless
Wind cross-side FMS is the active NAV source;
The windspeed magnitude digital readout then the cross-side FMS is the wind source.
and the wind direction arrow are located to
the left of the compass lubber line on the
MFD (Figure 16-62). An arrow pointing rel-
Bearing Pointers
ative to aircraft heading (6 o’clock = direct Two bearing pointers can be displayed on the
head wind) indicates wind direction. The rose, arc, and FMS present position map, sim-
range is 5 to 255 knots. The wind display is ilar to the PFD display. The bearing pointers
blank while the aircraft is stationary and displayed on the MFD are the same as the
when the windspeed magnitude is less than bearing pointers selected on the PFD. Bearing
approximately 7 knots (each FMS establishes pointer menu is only available on the PFD by
its own “minimum winds” value, below which use of the DCP NAV/BRG selection. The point-
it does not output valid winds for display). ers, when selected, appear in the PFD and
Wind information is color-coded as either MFD (See Figure 16-61 and Figure 16-63).
on-side (magenta) or cross-side (yellow).
220 2 PUSH
MENU
3 00
2200 20 4 ADV
29.92 NAV / BRG

HDG 037 193 MIN 1700 BARO
VOR1 S 21
CRS 013 RADAR
– – – – NM 15
24
BRG NAV
SOURCE SOURCE GCS
12
<
FMS1 >
VOR1
FMS2
TILT RANGE
E
30
<
OFF
VOR1 >
6
LOC2
33
3 N NAV / BRG
VOR1
Collins
RETURN >
Figure 16-63. PFD NAV/BRG Source Selection using DCP and PFD LSKs

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Groundspeed (GS) Static Air Temperature (SAT)

Groundspeed (GS) is displayed on the MFD and International Standard
data line (Figure 16-64). A full-time GS leg- Atmosphere (ISA) Deviation
end is displayed in front of the digital GS
The air temperature information displayed on
readout. The range is 0 to 999 knots in 1-knot
the MFD data line is SAT and ISA deviation
increments. Groundspeed is color-coded as
(the difference between SAT and ISA in °C).
either on-side (magenta) or cross-side (yel-
Air temperature information is color-coded
low). The on-side FMS provides groundspeed
as either on-side (green) or cross-side (yellow).
source data unless the cross-side FMS is se-
SAT and ISA are supplied by the currently se-
lected as the active NAV source.
lected ADC. The ADC switch is used for ADC
DATA
reversion. ADC reversion is annunciated on the
GS TAS O RAT 7 ° C SAT 7 ° C ISA –7 ° C PFDs. ADC reversion is only available with
the optional copilot’s PFD.
Figure 16-64 . MFD Full-Time Display—
Lower Edge
NOTE
True Airspeed (TAS) RAT, SAT, and ISA deviation are dis-
played on the PFD if MFD is failed.
The MFD displays true airspeed (TA) on the
MFD data line along the bottom of the display.
A full-time TAS legend is displayed, followed
by the digital TAS readout in white. The dis-
FLIGHT CONTROL
play range is 0 to 999 knots in 1-knot incre- SYSTEM (FCS)
m e n t s . Tr u e a i r s p e e d i s s u p p l i e d b y t h e
currently selected ADC.
GENERAL
Ram-Air Temperature (RAT) The Rockwell-Collins Pro Line 21 integrated
flight control system consists of an autopilot
The ram-air temperature consists of a full- panel (APP), two flight guidance computers
time digital readout of ram-air temperature (FGCs), one mode select panel (MSP) with a
(RAT) on the MFD. A full-time gray-scaled single PFD or two mode select panels with
RAT legend precedes the digital readout. RAT dual PFDs, and three primary servos. The left
is always displayed in °C. A minus sign (–) pre- and right flight guidance computers are con-
cedes the readout for negative values. Range tained in the IAPS card cage in the right, for-
is –99°C to 99°C. Valid values received outward nose baggage compartment. FGC
side this range are displayed as the maximum commands are displayed to the pilot by ma-
(99) or minimum (–99) and valid. The digital genta flight director bars in the attitude indi-
readout is white. cators (ADIs) located in the upper primary
flight displays (PFDs). The FGC receives
RAT is supplied by the currently selected ADC. flight director input from pilot-selected modes
(MSP), APP roll and pitch wheel inputs for
vertical speed or airspeed/Mach, autopilot en-
NOTE gage logic from the autopilot panel (APP),
TAT data from ADCs is used for RAT on-side attitude and heading data from the on-
display. TAT probe heating, if inside attitude heading system (AHS or AHRS),
stalled, may affect the readout when or cross-side attitude and heading data from
there is insufficient airflow over the the cross-side attitude heading system. The
TAT probe (i.e., on ground). three-axis APP provides engage clutching
power to the three servos and autopilot engage

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inputs to both FGCs. For single PFD, the au- • Capture and track a selected heading
topilot panel input includes yaw damper (YD)
• Capture and track a selected radio course
and autopilot (AP) engage levers, roll and (VOR, LOC, G/S)
pitch wheel inputs, and TURB mode. The dual-
PFD installation includes the same single- • Capture and track a lateral navigation
PFD autopilot items and the AP XFR mode for course
the autopilot to connect to the right FGC flight • Maintain a wings-level, fixed pitchup
director bars in the copilot’s PFD. Control in- attitude for go-around
puts from the APP are input to both FGCs.
Properly programmed flight guidance com- NOTE

mands from the FGC may be hand flown by the
pilots with the autopilot disengaged by visu- The FCS (APS-3000) is available in
ally maneuvering the miniature aircraft in for- a standard installation for single-
mation with the magenta flight director bars. pilot’s operation with single PFD
The flight director bars give a visual depiction (single flight director display) and
of the selected flight path. single ADC. It is also available in
an optional installation for crew op-
The APP-85 autopilot, when engaged, will eration with dual PFD (dual flight
maneuver the aircraft in accord to those same director display) and dual ADC. All
flight director bar displayed commands, and installations have dual AHSs.
the pilot monitors the flight path by observ-
ing the commands displayed by the flight di- The left FGC, in the IAPS card cage, receives
rector. In fact, the MSP FD button will allow discrete control data from cockpit switches, at-
removal of the flight director bars and the au- titude and heading data from the left AHRS,
topilot will still fly the MSP programmed concentrator data from the left and right IAPS
commands. Other inputs to the FGC are the card cage IOCs (input and output concentra-
MSP pushbuttons, the AP SYNC (vertical syn- tors), crosstalk data from the right FGC, and
chronization), and AP TRIM/DISC (AP and flight director mode select/engage data from
YD disconnect) buttons on the outboard con- the left MSP. The right FGC operates in the
trol grip of the control wheels, and the go- same way, except that it functions with right
around (GA) switch on the left throttle. side circuits. The two systems operate to-
gether to drive the servos and the electric trim.
The yaw damper provides yaw damping and Any error codes to the FGS are stored in the
turn coordination. diagnostics page and can be observed on the
MFD if the maintenance switch is selected.
The automatic pitch trim system trims out
sustained elevator forces when the autopilot
is engaged. CAUTION
Whether autopilot is engaged or disengaged, Under no circumstances should the
the flight control system provides commands autopilot be overpowered by manu-
to accomplish the following: ally applying force to the control col-
umn or wheel. If manual control of
• Hold a pressure altitude the aircraft is necessary, disengage
the autopilot by pushing the AP dis-
• Hold a vertical speed connect button.
• Hold an indicated speed
• Capture and track a selected altitude

FGC-3000 FLIGHT Autopilot

GUIDANCE COMPUTER (FGC) The autopilot may be engaged anywhere in the
Two identical flight flight computer modules flight envelope from normal pitch and roll at-
use magnetic heading, radio data, acceleration, titudes. The autopilot cannon be engaged with-
attitude, mode select panel, autopilot panel, out the yaw damper (interlocked mechanically).
servo, and data inputs to develop dual flight
guidance, yaw damping, autopilot, and auto- Engage the autopilot and yaw damper by mov-
matic pitch trim functions. Each FGC gener- ing the guarded engage levers on the APP to
ates pitch and roll flight director commands. the ENGAGED position. If all preengage cri-
The pilot’s flight director commands are com- teria are satisfied, the levers are magnetically
puted in the left FGC using sensor data from held in the ENGAGED position.
the left side sensor set.
The conditions that may prevent the autopilot
from engaging are any of the following auto-
Second PFD Configuration matic disengage criteria:
In the optional second PFD configuration, the • An open AP disconnect button
copilot’s flight director commands are com-
puted in the right FGC using sensor data from • Failure to pass powerup self-test
the right side sensor set. Both modules work- • Airplane or FGC incorrectly configured
ing together provide redundant autopilot, yaw
damper, and pitch trim computations and re- At engagement, the autopilot does the
spective servo drives. The dual computation following:
channels ensure that the copilot’s flight guid-
ance functions are isolated from the pilot’s • Couples to the selected flight guidance
flight guidance. (pilot’s or copilot’s)
• Synchronizes the active mode references
SERVOS • Clears go-around mode
The primary servos position the airplane con- • Selects the flight directors if they were
trol surfaces in response to commands from the deselected
flight control computer. • Engages the elevator and aileron servo
clutches
APP-85 AUTOPILOT PANEL • Provides commands to drive the eleva-
The APP-85 autopilot panel is the cockpit tor and aileron servos
control center for the autopilot function of When the autopilot is engaged and no lateral
the system. The autopilot panel contains both modes are selected on the MSP, the basic lat-
autopilot and yaw damper engage/disengage eral mode (roll hold) is selected by default.
levers, the roll knob and pitch wheel, and the Likewise, when the autopilot is engaged and no
turbulence mode select button. An autopilot vertical mode is selected on MSP, the basic
transfer select button is present in the optional vertical mode (pitch hold) is selected by default.
second PFD configuration.
I n b a s i c l a t e r a l a n d ve r t i c a l m o d e s , t h e
The following text is a description of each of autopilot accepts pitch commands from the
the controls on the APP. APP pitch wheel and roll commands from
the roll knob.

FlightSafety
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Failure or loss of any engage criteria during Upon selection, the yaw damper is engaged if
operation automatically disengages the au- the FGC is detecting no damper failures and
topilot. The conditions that may cause auto- no unusual attitudes, rates, or accelerations.
matic autopilot disengagement are as follows: Engagement is indicated by the YD lever re-
maining in the up position.
• A failure condition is detected by the
FGC The yaw damper provides yaw damping and
• The stick shaker activates turn coordination commands to the yaw servo.
It is automatically disengage if a yaw damper
• An excessive attitude occurs (a pitch at- failure is detected by the FGC or the aircraft
titude beyond 25° noseup or 15° nose- yaw rate exceeds established limits. Pushing
down or a roll attitude beyond 45°). the AP DISC button or lowering the YD en-
Any of the following actions will manually dis- gage lever on the APP manually disengages the
engage the autopilot: yaw damper. Disengaging the yaw damper re-
turns the rudder surface to a near-streamlined
• Pushing the control yoke AP DISC position.
button
• Lowering the AP or YD lever on the Roll Knob
APP The roll knob is active only when the autopi-
• Pushing the go-around button on the lot is engaged. Rotation of the roll knob clears
throttle handle all lateral modes (except in NAV or APPR mode
after localizer capture) and selects roll hold.
• Operating either side manual pitch trim
switch The autopilot holds the selected roll angle
Pushing the AP TRIM/DISC button disen- when the roll angle is greater than 5°. For a roll
gages the autopilot as well as the yaw damper. angle of 5° or less, the autopilot holds the cur-
Appropriate annunciation is provided on the rent heading. The roll knob is inoperative after
PFD and the autopilot disconnect warning localizer capture in NAV or APPR modes.
horn sounds.
Pitch Wheel
Automatic Pitch Trim With the autopilot engaged and operating in
Automatic pitch trim is selected upon en- selected altitude track, altitude hold or verti-
gagement of the autopilot. An inoperative, cal go-around modes, rotation of the pitch
stuck, or runaway condition inhibits selection. wheel clears the active vertical mode, selects
Automatic pitch trim generates commands to pitch hold, and slews the pitch reference.
drive the airplane pitch trim system to relieve
elevator servo forces. Automatic pitch trim is When operating in pitch, vertical speed, or
disabled by autopilot disengagement. It is also FLC mode, rotation of the pitch wheel slews
disabled if an automatic pitch trim fault (i.e., the appropriate vertical reference (pitch, VS,
inoperative, stuck, or runaway) is detected. A or IAS).
fault detected before autopilot engagement
prevents the autopilot from engaging. A fault The pitch reference can be set to any value be-
detected after engaging the autopilot does not tween 20° up and 12° down. The VS reference
disengage the autopilot. can be set to a maximum value of ±8,000
feet/minute. The IAS reference can be set to
any value between 70 knots and V MO /M MO ).
Yaw Damper
The yaw damper is selected by moving the After pitch wheel operation, altitude select
YD engage lever to the ENGAGED position. mode is rearmed. If the previous mode was

FlightSafety
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selected altitude track, the rearm of altitude pushes of the GA switch have no effect). On
select mode causes an immediate transition the ground, the heading reference is continu-
back to the capture and track states. Commands ously set to the current aircraft heading.
from the VS/pitch wheel are ignored after GS Selection of go-around mode automatically
capture is in approach mode and during alti- arms the altitude preselector unless the aircraft
tude capture prior to track. is within ±75 feet of the preselector when go
around is selected.
Turbulence Mode Pushing the SYNC button in go around se-
(TURB Button) lects basic pitch and roll modes. The pitch
The TURB button is active only when the au- reference is reset to the current pitch attitude.
topilot is engaged. It is used to select turbu- Selecting another lateral or vertical mode, ro-
lence mode (except when the onside localizer tating the pitch wheel, or engaging the au-
is captured or APPR mode is captured). topilot clears go-around mode. GA mode is
inhibited during an overspeed condition.
When active, turbulence mode reduces au-
topilot gains to provide proper lateral and ver- A/P SYNC Mode
tical control in turbulent flight conditions.
Turbulence mode is cleared by on-side local- The A/P SYNC button is used to synchronize
izer or APPR mode capture. Turbulence mode the roll, pitch, altitude, vertical speed, and
is annunciated by illumination of an integral FLC reference to current conditions. When
lamp in the TURB button. the autopilot is engaged, operation of the
SYNC button momentarily releases the au-
topilot servos and then synchronizes the ref-
Autopilot Transfer (AP XFR)— erences to current conditions. The autopilot
Optional Second PFD then smoothly returns to following the flight
Configuration Only director commands.
Autopilot transfer is selected with the AP XFR In the optional second PFD configuration, if AP
button on the APP. Selection of AP XFR trans- XFR is selected left, the references are set to
fers flight guidance to the cross-side. conditions as measured by the left sensors. If
Appropriate annunciation is continuously pro- AP XFR is selected right, the references are set
vided in the FGS mode field. Autopilot trans- to conditions as measured by the right sensors.
fer will clear any selected lateral and vertical
modes, and cause the system to use roll and If the flight directors are operating indepen-
pitch basic operating modes. If the cross-side dently (glideslope track), A/P SYNC button
FD was off, autopilot transfer selects the cross- operation is selected independently by the on-
side FD on. side SYNC button and the references are set
independently to the current condition as mea-
sured by the on-side sensors (optional second
Go-Around Mode PFD configuration only).
The GA button is used to select go-around
mode (except during an overspeed condition). During go around operation of the SYNC but-
Selection of go-around mode disengages the ton selects roll hold, synchronizes the appro-
autopilot (if previously engaged) and acti- priate roll hold reference (ROLL or HDG),
vates both flight directors. The yaw damper re- selects pitch hold, and synchronizes the pitch
mains engaged. The flight directors display reference to the current pitch attitude.
fixed pitchup (10°) and heading-hold com-
mands. In flight, the heading reference is set
to the existing aircraft heading (additional

FlightSafety
international
The datum for the following modes shall be FLIGHT CONTROL DISPLAYS
synchronized to the current aircraft value
while the A/P SYNC button is pressed: The flight control system displays on the PFD
consist of single-cue flight director command
• ROLL bars and FCS mode annunciators. FCS mode
annunciators are displayed along the top of the
• VS PFD. The flight director command bars are
• ALT displayed over or about the miniature aircraft
symbol in the attitude ball (Figure 16-65). FD
• IAS symbology is removed from view when the
• Mach flight director is turned off or flagged, or when
the attitude is extreme.
• Pitch
The overspeed and vertical approach modes
are not affected by SYNC button operation. Flight Director Command Bars
Aircraft electric pitch trim operation does Single-cue flight director (FD) steering com-
not disengage the autopilot during SYNC mands are displayed in the attitude display on
button operation. the PFD. The command bars present pitch and
roll guidance information from the FCS to the
Collins
FCS MODE
MESSAGES
LNV1 AP ALT
170 00
COMMAND 20 160 00 4
BARS 2
240
10 9 00
1
20
1
220 158 00
9 80
1
200 10 7 00
2
20 6 00 4
M.458
340 29.92
20
HDG 33 340 N
FMS1
DTK 350 30
KCID 3
95.0NM
200
FORMAT >
100
< PRESET RDR >
VOR1 WX G+3
T+10.7A
VOR1
FMS1
Figure 16-65. FCS Mode Messages

FlightSafety
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pilot when the FD is active. With zero input, green in the lateral capture field on the PFD,
the command bars are centered on the airplane and the HDG annunciation disappears. During
symbol. The command bars move up or down dead reckoning operation, DR is displayed in
to command a climb or descent, and rotate white in the lateral arm field on the PFD. After
right or left to command a right or left bank. lateral capture, VOR, LOC, B/C, or LNV is
displayed in green in the lateral capture field on
the PFD. FCS lateral mode annunciations are
Synchronization (SYNC) listed in Table 16-3.
The FCS synchronization message (SYNC)
is displayed in white in the roll/yaw warn field Yaw Damper Engaged/
on the PFD when either control wheel A/P Disengaged (YD)
SYNC button is selected. The SYNC message
is displayed to indicate lateral and/or vertical YD is displayed in green in the AP/YD engage
reference synchronization. The mistrim warn- field on the PFD when the yaw damper is
ings take priority over the SYNC message. engaged. If the YD is manually disconnected,
YD flashes yellow for five seconds (cancelable).
For an automatic disengage, YD flashes
FCS Mode Messages continuously in yellow until acknowledged by
the pilot. The AP engage/disengage warning
FCS mode messages (Figure 16-66) are dis-
takes priority over YD disconnect warning.
played on both PFDs if either the flight director
is selected or the autopilot is engaged. Active
FCS modes are displayed in green; armed Autopilot Engaged/
modes and submodes are displayed in white. Disengaged (AP)
When a FCS mode is automatically selected, AP is displayed in green in the AP/YD en-
the mode annunciator flashes for five seconds gage field on the PFD when the autopilot is en-
before becoming steady. Loss of any or all gaged. If the autopilot is manually
FCS data is indicated by a flashing FCS an- disconnected for any reason, AP flashes in
nunciator that eventually blanks. If a mode yellow for 1.5 seconds (cancelable). For an au-
becomes invalid, a yellow line is inserted tomatic disengage, AP flashes in yellow con-
through the white (armed) or green (active) tinuously (cancelable). To cancel the autopilot
mode messages. disconnect warning, push the control wheel AP
DISC button, go-around button, or reengage
Lateral Modes the autopilot with the AP button on the FCP.
Lateral modes are displayed in the lateral mode
field on the PFD. When armed, the applicable Half-Bank Mode
navigation sensor LNV, VOR, or LOC is The half-bank submode, which is available in
displayed in white in the lateral arm field; and some lateral modes, is annunciated by a white
ROLL or HDG is displayed in green in the half-bank arc on the top of the altitude scale.
lateral capture field on the PFD. Upon capture, With half bank selected, the roll limit is re-
the applicable navigation sensor is displayed in duced to 15°.
Lat YD/AP Vert Active

Active Eng
Pitch Roll/Yaw
Warn Warn Lat Arm XFR ALTS FMS APPR
Arrow Arm Vert Vert
Arm Arm
Figure 16-66. FCS Mode Annunciator Locations

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Table 16-3. PFD LATERAL MODES
LATERAL MODES
BUTTON LEGEND FUNCTION
Roll ROL Heading hold, roll hold

(no button)
HDG (MSP) HDG Heading select
NAV (MSP) LNV# FMS navigation arm/capture/track
VOR#’ VOR navigation arm/capture
LOC# LOC navigation arm/capture/track
APPR (MSP) APPR LNV# FMS approach arm/capture/track
APPR VOR# VOR approach arm/capture
APPR VOR#, DR VOR approach over station

(‘DR’ is white)
APPR LOC# LOC approach arm/capture/track
B/C (MSP) APPR B/C# B/C approach arm/capture/track
GA (throttle) GA Go around—Heading hold (FD only mode)
NOTE:
# May be 1 or 2 (1 = Pilot’s side and 2 = Copilot’s side).
Vertical Modes NNN is the value of the reference airspeed

in knots, or .NN would be the Mach refer-
FCS vertical modes are displayed in the ver- ence value.
tical mode field on the PFD. Armed modes are
displayed in white in the bottom half of the
field, and captured modes are displayed in Couple Arrow
green in the top of the field. One active mode The arrow below the autopilot engaged legend
can be present with up to three armed modes in the AP/YD engage field on the PFD is the
at the same time. couple arrow (Table 16-5). A closed arrowhead
points to the FGC which is driving the servos
The FCS vertical mode annunciations are listed if AP is engaged, or would be upon AP en-
in Table 16-4. gagement. An open arrowhead indicates the
on-side FD guidance is being provided by the
ALTS is displayed in flashing yellow in the on-side FGC, but the on-side FGC is not the
vertical arm field on the PFD when altitude se- FGC which is driving the servos. The couple
lect capture is aborted due to operation of the arrow flashes yellow when AP disengage warn-
ALT SEL knob or the APP pitch wheel. FLC ing is active. Pushing the CPL button on the
NNN is displayed in flashing yellow in the ver- FCP selects the coupled side (left or right).
tical capture field on the PFD when overspeed
is active.

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Table 16-4. PFD FLIGHT GUIDANCE VERTICAL MODES
FLIGHT GUIDANCE VERTICAL MODES
BUTTON LEGEND FUNCTION
Pitch ‘PTCH’ Pitch hold

(no button)
ALT (MSP) ALT CAP (green) Altitude hold acquisition/track
Preselect altitude ALTS (white) Preselect altitude arm/capture/track

(no button) ALT (green)
VS (MSP) VS NNNN Vertical speed acquisition/track
APPR (MSP) GS Vertical approach arm/capture/track
GA (throttle) GA Pitch hold (FD only mode)
FLC (MSP) FLC NNNN IAS or Mach aquire/track
NOTE:
For VS mode, NNNN is the VS value (e.g., 3000), the arrow indicates direction. For LVL CHG mode, NNNN
is the airspeed value (e.g., 250 or M.70).
Table 16-5. PFD COUPLE ARROWS
COLOR DESCRIPTION
None Single PFD configuration
Green Left FD selected with autopilot engaged
Green Right FD selected with autopilot engaged
Green Independent FD active with autopilot engaged
White Left FD selected with autopilot not engaged
White Right FD selected with autopilot not engaged
White Independent FD with autopilot not engaged
FD Flag other displayed FCS annunciation will also

flash for five seconds, then disappear. The half-
The FD flag, FD, is displayed in red on the bank arc in the attitude display does not flash
PFD, the FD command bars are removed, and and is immediately removed. The single-cue
the active modes flash for five seconds, then dis- display is removed entirely if either the pitch
appear when a failure of either the flight director or the roll steering calculations are flagged.
or autopilot pitch or roll data is detected. All

FD Alert crosstalk data from the right FGC, and flight

director mode select-engage data from the left
The alert FD1 or FD2 is displayed in yellow on mode select panel. The right FGC operates in
the PFD whenever the cross-side flight direc- the same manner, except that it functions with
tor information is displayed on the on-side PFD right-side circuits. The two systems operate to-
and the flight directors should be independent. gether to drive the servos and the electric trim.
Trim Fail (TRIM) For single-PFD installations, all flight direc-

tor steering commands displayed on the PFD
In the event of a detected fault, TRIM is dis- come from the left FGC. No XFR side arrow
played in red to the far left of the autopilot en- is displayed and there is no AP XFR switch.
gage field on the PFD. For nonrunaway-type For the optional second PFD configuration, a
failures, the flag remains in view until the c o p i l o t - s i d e f l i g h t d i r e c t o r i s p r ov i d e d .
fault is cleared. For runaway-type failures, Additional hardware on the copilot’s side in-
the flag remains in view until the autopilot is cludes an MSP and an APP with an autopilot
disengaged, even if the fault clears. transfer button. The pilot’s and copilot’s flight
director modes are synchronized so that either
pilot may select the new mode from the asso-
Elevator Mistrim (E) ciated MSP. The exception to this is, when in
E The elevator mistrim warning (E) is an APPR and GA mode, where independent
OR displayed in the pitch warning field to guidance information is provided to each pilot.
E indicate an elevator mistrim condition. With dual PFDs, the pilot selects which FGS
The arrow indicates the direction of is in control via the AP XFR switch located on
trim needed to relieve the mistrim condition. the APP-85. A XFR arrow in each PFD indi-
A yellow E is used to indicate a moderate el- cates which FGS is active. Each PFD displays
evator mistrim condition. There is no annun- the FD commands from the FGS computer se-
ciation to indicate normal automatic pitch trim lected with the XFR switch, except for go-
activity. Sustained pitch trim actuation may be around (GA) and approach (APPR) modes.
indicated by a trim in motion aural system The APPR and GA modes are referred to as in-
provided elsewhere in the cockpit. dependent modes, and only the on-side FGS
is used by the respective PFD for indepen-
dent modes.
Aileron Mistrim (A)
The aileron mistrim warning (A) The primary means of selecting and dese-
A OR A is displayed in the roll/yaw warn- lecting flight guidance modes is by pressing
ing field on the PFD to indicate an aileron the appropriate button on the mode select
mistrim condition. A left or right pointing panel located above the PFD (Figure 16-67).
arrow is displayed above the A. The arrow in- The following mode select buttons are located
dicates the direction of trim needed to relieve on the MSP HDG, NAV, APPR, B/C, FLC,
the mistrim condition. A yellow A indicates SPD CHG, ALT, and VS. The MSP incorpo-
a moderate aileron mistrim. rates a 1/2 BANK button, which reduces the
normal roll limit to 15° for the lateral modes.
The MSP also incorporates an FD OFF button,
MODE SELECT PANEL (MSP) that allows the associated flight director to
be toggled on or off. Except for SPD CHG,
The two FGCs are installed within the IAPS each of the mode select buttons and the 1/2
card cage located in the right forward nose BANK button have push-on/push-off actions,
compartment area. Computation circuits in meaning that the first push selects the mode
the left FGC receive discrete control data from and a second push clears the mode. Pushing a
cockpit switches, altitude and heading data button for a mode that is not currently se-
from the left attitude/heading computer, lected clears all noncompatible modes and

Collins
HDG 1/2 BANK B/C FLC ALT
NAV APPR FD SPD CHG VS
Figure 16-67. MSP-85 Mode Select Panel
causes the new mode to latch if all conditions the APP roll knob is rotated (except after lat-
for the mode are satisfied. An integral yellow eral APPR capture has occurred). When active,
lamp in the mode select button illuminates if roll hold generates commands to hold the roll
the selected FGC mode has latched. The FCS reference, unless the roll reference is 5° or less,
defaults to the basic lateral and vertical flight in which case, roll hold generates commands
guidance modes when no modes are selected to hold the heading reference.
by the MSP.
The roll reference may be set to any roll angle
The optional second PFD configuration in- up to 32°. The roll knob on the APP is used to
cludes a copilot side MSP. In dual-MSP in- adjust the roll reference. The roll reference is
stallations, pilot-side and copilot-side modes set to the current roll angle upon the occurrence
are synched. Selecting a lateral or vertical of any of the following:
mode on the copilot MSP selects that mode on
the pilot-side MSP. • Selection of roll mode
• Selection of the SYNC button
NOTE • Autopilot engagement
Except for overspeed mode, turning
off the flight directors and disen- Roll hold is cleared upon selection of another
gaging the autopilot cancels the ac- lateral mode.
tive mode.
Pitch Mode
Roll Hold Mode Pitch mode is the basic vertical operating
mode. Pitch mode is active when no other ver-
Roll hold is the basic lateral operating mode tical mode is active. Pitch mode generates
(Figure 16-68). Roll hold is active when no commands to hold the pitch reference.
other lateral mode is active. Roll hold has no
mode select button. Roll hold is automatically The pitch reference is manually adjusted by ro-
selected when the autopilot is engaged and tating the pitch wheel on the APP. The pitch ref-
erence is synchronized to the current pitch angle
upon the occurrence of any of the following:
ROLL PITCH
ALTS
• Selection of pitch mode
• SYNC button selection (manually fly
20 the aircraft to establish a new pitch at-
titude and then push the SYNC button)
Figure 16-68. Roll Hold Mode
• Autopilot engagement

Pitch mode is automatically deselected upon Navigation mode is armed upon selection if a
manual selection or automatic capture of an- valid NAV source is selected. The NAV source
other vertical mode. is determined by the NAV/BRG menu on the
PFD. The course knob on the CHP is used to
select the course, or CKP for the optional
Altitude Select Mode (ALTS) copilot PFD. Prior to capture, the navigation
Altitude select mode is armed whenever a mode operates in the active lateral mode that
flight director is active or the autopilot is en- existed at the time of NAV mode selection.
gaged. Selection of any vertical mode other NAV indicator lights illuminate if the NAV
than glide-slope track or altitude hold mode mode is active. At capture, the navigation
also arms altitude select mode. When armed, mode generates commands to capture and
altitude select mode monitors aircraft closure track the selected course.
rate toward the selected altitude and deter-
mines the optimum capture point. During cap- Dead-reckoning operation is provided during
ture, altitude select mode generates commands VOR station passage. Selecting a new navi-
to capture the selected altitude. Selection of gation source clears navigation capture and au-
a new preselect altitude or operation of the APP tomatically selects heading hold.
pitch wheel during altitude select capture
clears altitude select capture, selects pitch
hold, and rearms altitude select mode. After
Approach Mode
capture, altitude hold mode generates com- (Lateral And Vertical)
mands to hold the selected altitudes. It pres- The APPR button on the MSP
elects altitudes of 0 to 55,000 feet from vertical is used to select approach
APPR
rates of ±12,000 feet/minute. m o d e ( p u s h o n / p u s h o ff ) .
Lateral approach mode arms
Heading Select Mode upon selection if a valid NAV source is se-
lected. The NAV source is determined by the
The HDG button on the MSP is NAV/BRG menu on the PFD. The CRS knob
HDG
used to select heading select on the DCP is used to select the course.
mode (push-on/push-off).
Heading select mode generates Approach mode is capable of performing
commands to capture and track the heading ref- course captures from intercepts, which differ
erence. The heading reference is adjusted with from the selected course by up to 90°. When
the HDG knob on the CHP. armed, lateral approach mode monitors aircraft
closure rate toward the selected course and cal-
The roll limit is 27° in heading select mode. culates the optimum capture point while con-
Heading select mode is cleared upon capture tinuing to operate in the currently active lateral
of another lateral mode. The HDG indicator mode. Lateral capture occurs when the course
light illuminates if HDG mode is active. deviation is less than .6 dot (LOC) or less than
.1 dot (VOR). After lateral capture, approach
mode generates commands to track the se-
Navigation Mode lected course.
The NAV button on the MSP
is used to select navigation After lateral capture, vertical approach mode
NAV
mode (push-on/push-off). is automatically armed if a valid glide-slope
Navigation mode generates signal is being received. When armed, verti-
commands to capture and track guidance for cal approach mode monitors aircraft closure
enroute navigation and nonprecision ap- rate toward the approach path and calculates
proaches. Enroute guidance may be from a the optimum capture point while continuing
VOR or FMS. Approach guidance may be from to operate in the currently active vertical mode.
a VOR or localizer.

FlightSafety
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At capture, vertical approach mode generates NOTE

commands to capture and track vertical guid-
ance from the precision approach source. After Vertical guidance is not provided in
capture, vertical approach mode is automati- the back-course mode.
cally deselected when go-around mode is se-
lected, a lateral mode other than lateral approach The FCS generates steering commands to cap-
is selected, or when the NAV source or fre- ture and track lateral guidance. A LOC fre-
quency is changed. The APPR indicator light quency must be selected with the CRS knob
illuminates only if approach mode is active. on the CHP (CKP or PFD) used to select the
established inbound localizer (front) course.
Half-Bank Mode An intercept that differs from the final in-
bound back course by more than 90° is not rec-
The 1/2 BANK button on the ommended. The B/C indicator light illuminates
MSP is used to select and de- only if the back-course mode is active.
1/2 BANK
select half-bank mode (push-
on/push-off). Half-bank mode The back-course mode will arm when selected,
is automatically selected when climbing but will not capture until the active NAV source
through the half-bank transition altitude of (LOC) is valid and the capture criteria have
18,000 feet in the CJ1, or above the transition been met.
altitude when the flight director is selected.
If no FCS mode is selected prior to back-course
Selection of half-bank mode is inhibited when mode selection, or if roll (basic) is active, the
approach (capture or track), go-around, or FCS operates in roll mode from back-course
NAV (with a localizer or FMS source) modes mode selection until back-course capture oc-
are active (Figure 16-69). curs. The roll mode is cleared upon back-course
capture. If HDG mode is selected prior to back-
course mode selection, the FCS operates in
ROLL ALT heading select mode from back-course mode
selection until back-course capture occurs.
The HDG mode is cleared at LOC capture.
20 At the capture point, the capture state is se-
lected, the back-course mode becomes active,
Figure 16-69. Half-Bank Mode and the FGC calculates performance to ac-
quire the flight path. When the track point is
When active, half-bank mode limits the max- reached, the FGC provides display informa-
imum commanded roll angle to 15°. Half bank tion to assist in maintaining the flight path.
is automatically deselected by localizer or
LNAV capture. Descent through the half-bank
transition altitude automatically deselects ALT Button
half-bank mode. The ALT button on the MSP
is used to select and deselect
ALT
Back-Course Mode altitude hold (push-on/push-
off). When active, altitude
The B/C button on the MSP hold generates commands to hold the current
is used to select the back- pressure altitude. Manual selection or auto-
B/C
course mode (push on/push matic capture of another vertical mode, go-
off). Selection of B/C pro- around mode selection, or pitch wheel
vides the arm, automatic capture, and track- operation when the autopilot is engaged clears
ing of the nonprecision approach localizer altitude hold mode. Manual selection of ALT
back-course beam. is inhibited when glide-slope track is active.

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Vertical Speed Mode The reference airspeed is indicated by the au-

topilot target speed bug (V BUG ) on the air-
The VS button on the MSP is speed scale. The reference airspeed is set to
VS
used to select and deselect the current airspeed at the time of mode se-
vertical speed mode (push- lection and, thereafter, may be adjusted by
on/push-off). Selection of ver- the PITCH wheel on the APP. The airspeed ref-
tical speed mode is inhibited when glide-slope erence is limited to settings between 70 knots
track or overspeed mode is active. Vertical and V MO /M MO .
speed mode generates commands to capture and
track the vertical speed reference. The pitch Pushing the SPD CHG button on the MSP tog-
wheel on the APP is used to set the vertical gles the airspeed reference from Mach to IAS,
speed reference. The SYNC button is used to or IAS to Mach. When the speed reference is
set the vertical speed reference to the current IAS, climbing through the lAS/Mach transi-
vertical speed. The VS indicator light illumi- tion altitude automatically toggles the speed
nates if the vertical speed mode is active. reference to Mach. When the speed reference
is Mach, descending through the lAS/Mach
FLC (Flight Level transition altitude automatically toggles the
speed reference to IAS.
Change) Mode
The FLC button on the MSP FLC mode automatically transitions to altitude
is used to select and deselect select capture upon capture of the selected al-
FLC FLC mode (push-on/push- titude. FLC mode is automatically deselected
off). FLC mode is inhibited upon manual selection or automatic capture of
when glide-slope track or another vertical mode.
overspeed mode is active. When active, FLC
mode generates commands to capture the se-
lected altitude while maintaining the refer-
SPD CHG Button
ence airspeed, taking into account the aircraft’s Pushing the SPD CHG button
ability (e.g., thrust level) to accomplish that on the MSP toggles the air-
intent. The FLC indicator light illuminates if SPD CHG speed reference from Mach
the FLC mode is active, generating the fol- to IAS, or IAS to Mach. When
lowing commands: the speed reference is IAS,
climbing through the IAS/Mach transition al-
• If the selected altitude is above the cur- titude automatically toggles the speed reference
rent altitude and there is sufficient thrust to Mach. When the speed reference is Mach,
to accomplish a climb, FLC mode gen- descending through the IAS/Mach transition
erates commands to capture the selected altitude automatically toggles the speed ref-
altitude while maintaining the reference erence to IAS.
airspeed. Otherwise, FLC mode gener-
ates commands to fly level. The FCS speed bug is displayed on the air-
• If the selected altitude is below the cur- speed scale, the speed bug icon and a digital
rent altitude and the thrust setting is ap- readout are displayed above the airspeed scale,
propriate to accomplish a descent, FLC a miniature speed bug icon, and the current
mode generates commands to capture value (IAS or Mach) are also displayed in the
the selected altitude while maintaining FCS mode field when commanded by the
the reference airspeed. Otherwise, FLC flight control system. The speed bug auto-
mode generates commands to fly level. matically changes from IAS to Mach when
climbing through 30,810 feet of altitude, and
The ALT SEL knob on the CHP is used to ad- changes from Mach to IAS when descending
just the selected altitude. through 30,410 feet of altitude. The SPD CHG

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pushbutton on the mode select panel alter-

natively selects either IAS or Mach. The SPD ROLL PTCH
CHG button on the MSP is only functional
when the speed bug is in view and overspeed
mode is not active. When IAS is active, the 20
icon and up to three-digit display is shown,
with leading zeroes suppressed. When Mach
is active, then the icon, letter “M,” and a two- 10
digit display of the Mach value, with leading
decimal point and leading tenths and hun-
dredths zeroes, if required, is shown. There
is no indicator light in this button.
10
Flight Director Mode
The flight director is the FCS
steering commands and mode 2200 20
FD annunciations displayed on HDG 037 193
the PFD. At powerup, the S 21
flight director is off. With the
Figure 16-70. ROLL and PTCH
FD off (autopilot not engaged), pushing the FD
Basic Mode
button selects the on-side FD with basic modes
pitch and roll.
The roll knob stays where it is released and does
A second push of the FD button (autopilot not snap back to neutral.
not engaged) cancels all modes and removes
the commands bars from the PFD (except Takeoff Modes Setup
whenever overspeed mode is active). With
the autopilot engaged, the FD button is used The left GA mode is a lateral mode that keeps
to deselect the steering command portion of the FD bars level during taxi and takeoff
the FD only. Appropriate mode annunciation (Figure 16-71). This lateral GA mode selects
is continuously provided as long as the AP is the airplane azimuth at lift-off and will com-
engaged. In the optional second PFD config- mand turns back to the lift-off azimuth in the
uration, the FD button for the nontransferred event of departure from that azimuth due to
side FD, functions as an on/off toggle switch. inattention or engine failure. Lateral GA mode
One push turns on the flight director; the next lets the pilot set the HDG bug to a heading
push turns it off. There is no indicator light other than runway azimuth to a first turn after
in this button. takeoff azimuth in a clearance. If the engine
fails at or just prior to lift-off,the rudder must
be controlled in order to maintain runway az-
ROLL and PTCH Basic imuth throughout lift-off.
If there is no current mode selected on the
MSP, ROLL, and PTCH basic automatically ap- The right GA mode is a vertical mode that
pears in the MSP window above the ADI when sets the FD bars at +10° pitch, wings level. The
the AP is engaged or if the FD MSP button is ALTS with the up arrow reflects the first climb
pressed (Figure 16-70). The roll knob is only to altitude after takeoff and appears automat-
active when the AP is engaged. The APP pitch ically when the altitude preselector is used to
wheel is active with or without the AP coupled set the first level-off altitude. Press the GA but-
in the basic PTCH mode to set desired pitch at- ton (Figure 16-72) on the throttle knob to set
titude. The pitch wheel snaps back to neutral. GA for takeoff.

GA GA
ALTS HDG HDG
20
HDG 037 037
10 3
6
N
Figure 16-73. After Takeoff, HDG
Control and Display
10 Flight Level Change (FLC)

Airspeed Mode
1. Preselect the new higher altitude to
climb (Figure 16-74).
0 20
2. Press FLC.
HDG 013 013 3. Set required power.
Figure 16-71. Takeoff Modes
4. ALTS preselect at capture mode to
level-off.
5. ALTS preselect track.
HDG FLC
ALTS
HDG ALTS CAP
HDG ALTS
Figure 16-72. GA Button
1
Pressing the HDG button (on the MSP) when 2
ALT
cleared after takeoff, changes the lateral GA
to HDG and the FGC commands a turn to the PUSH
FLC
preset HDG bug azimuth at 27° roll (Figure
16-73). AN
C
CE
Figure 16-74. Flight Level Change

Airspeed Mode

M AC H a p p e a r s a b o v e The maximum roll in NAV is 27°. The inter-

M.450. The SPD CHG but- cept may be made up to a 90° angle. The NAV
SPD CHG
ton toggles between Mach button is used to avoid arming the GS. The sys-
and IAS. tem senses that a localizer frequency is set
when the NAV button is pressed and logic pre-
IAS/MACH transition altitude: vents the GS from arming. Localizer tracking
is the same as ILS.
CLIMBING: DESCENDING:
MACH MACH
30,810 FT 30,400 FT
IAS IAS
NAV
FLC or filch mode may be changed using the

pitch wheel on the APP (Figure 16-75).
3 HDG ALT
L R
DN
4 HDG ALT
LOC1
5 LOC1 ALT
UP
Figure 16-75. APP Pitch Wheel

20
Flying Technique Localizer
Straight-in Approach 10
Refer to Figure 16-76 for steps to intercept and
track a localizer straight-in approach course:
1. Tune and identify the VOR frequency.

10
2. Set the localizer approach course.
3. On the MSP, select HDG and ALT for 1650
the intercept mode.
4. Press the MSP NAV button to arm the
DG 060 040 H
localizer APPR mode, observing the
button light on and the LOC1 white
lights appear in the MSP window. Figure 16-76. Localizer Straight-in
5. At capture, track, turn on, and observe Approach Display
the LOC1 white command replace HDG
to LOC1 green capture, turn on, and
track mode for the localizer straight-in
approach.

Intercept and Track a VOR 4. Capture and turn on mode at the cap-
ture point VOR1 white light replaces
Radial to a VOR Technique HDG with VOR1 green tracking and
Refer to Figure 16-77 for steps to intercept and turn on mode. Maximum roll in NAV
track a VOR radial to the VOR: mode is 27°.
The intercept can be made up to a 90° angle.
2. ATC instructions were to fly heading
045° to intercept the 270° radial into Intercept and Track a VOR
the VOR. Set the tail of the CDI to 270° Approach Technique
and check the 090° is in the NAV data Refer to Figure 16-78 for steps to intercept and
block as the inbound course to the track the VOR approach course:
VOR. On the MSP, select HDG and
ALT for the intercept mode.
3. Arm the NAV mode and observe the APPR
button light on and VOR1 in the MSP
window.
2 HDG ALT
NAV
3 HDG ALT
2
HDG ALT APPR VOR1
APPR VOR1 ALT

3 HDG ALT
VOR1
APPR VOR1 VS 1000
4 ALTS
VOR1 ALT
20
20
10
10
10
10 1650
1650 HDG 165 142 15
Figure 16-77. VOR Radial to
12
a VOR Display Figure 16-78. VOR Approach Display


2. Set the VOR approach course in the
NAV data block. APPR
On the MSP, select HDG and ALT for

the intercept mode.
3. Press the MSP APPR button to arm the
VOR APPR mode, observing that the 2 HDG ALT
button light is on and APPR VOR1
white lights appear in the MSP window.
4. At capture, track, turn on, and observe
the APPR VOR1 white command re-
3 HDG ALT
place the HDG to APPR VOR1 in APPR LOC1 GS
green, and turn on the tracking mode
for the VOR approach. Maximum roll 4 APPR LOC1 ALT
in APPR is 15°. The intercept can be GS
made up to a 90° angle.
5. Descent to minimums.
At the descent point, press the VS button
5 APPR LOC1 GS
(MSP) to cancel ALT hold mode and roll the
APP manual pitch wheel to set 1,000 feet per
minute to start the descent toward minimums.
Observe the VS green light cancels the green
ALT light and that 1,000 fpm is displayed in
green with the white down arrow. The ALTS 20
white light will be on if minimum altitude has
been selected for level-off. Maximum roll in
APPR is 15°. The intercept may be made up 10
to a 90° angle.
Flying an ILS
Approach Technique 10
Refer to Figure 16-79 for steps to fly an ILS 1650
approach:
1. Tune and identify the localizer fre-

HDG 060 040
quency.
2. Set the inbound front course in the Figure 16-79. ILS Approach Display
NAV data block. Program the MSP with
HDG and ALT for radar vectors around 4. The capture and turn on mode is armed
the traffic pattern (intercept mode). at approximately .5 dot or less. APPR
3. On a dog leg to final and when cleared LOC1 white replaces HDG to green
for the ILS approach, press the APPR APPR LOC1. The localizer is captured
(MSP) button and see the button light and turned on and tracking occurs.
on. Observe that APPR LOC1 appears Maximum roll in APPR is 15°.
in the display (armed). The approach
mode is armed.

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5. The GS capture point is at .5 dot or

less. The white GS replaces ALT to
green GS and the glide slope is cap- B/C
tured and tracked by the FGC. The pilot
may hand fly the flight director bars
and stay on LOC and GS or, if coupled,
the APP will automatically track the 3 HDG ALT
LOC and GS. The AP must be disen-
gaged at 71 feet AGL or higher.
The final approach can be intercepted up to
90°, but should be programmed early. 4
HDG ALT
APPR B/C 1
Flying a Localizer Back-Course
Approach Technique 5 APPR B/C 1 ALT
Refer to Figure 16-80 for steps to fly a local-
izer back-course approach:
1. Tune and identify the localizer fre-

quency.
20
2. Set the inbound front course in the
NAV DATA block. The left/right nee-
dle is directional. 10
3. For the intercept mode, use HDG and
ALT (MSP) for vectors to final.
4. On a dog leg to final, when cleared for
the localizer back-course approach,
press the B/C button and observe the 10
amber light in the switch illuminate and
APPR B/C1 white light shows the ap- 1850
proach is armed. The B/C button re-
verses the flight director bars to turn in
the proper direction.
HDG 013 211
5. At the capture point, observe that the
white APPR B/C 1 replaces the HDG Figure 16-80. Localizer Back-
mode and turns green. Course Approach
At capture, the airplane is turned on to final
1. Load a current desired FMS approach
approach at 27° bank. The final approach can
out of the database (database no older
be intercepted up to 90°, but the pilot must arm
than 28 days) into the current FMS
the approach early so the FGC can properly
flight plan.
compute the capture and turn-on points.
2. If the approach has an associated NDB
or VOR approach overlay, set that ap-
Flying an FMS proach on the NAV 2 and NAV 2 copi-
Approach Technique lot’s display.
Refer to Figure 16-81 for steps to accomplish 3. Select the NAV/BRG key and select
an FMS approach: FMS on the pilot’s PFD and the NAV
mode (MSP).

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two miles to the FAF. These may be the

APPROACH ACTV light coming on with
APPR KLN-900 to the blue APPR that appears above
the NAV data box in the PFD. Different
indications with different FMSs.
Slip-Skid Indicator
5a LNV1 AP ALT
APPR LNV1 The slip-skid indicator, under the sky pointer
is about 1/8-inch scale to the right, is the same
as a ball in a turn-and-slip race. Step on the
5b APPR LNV1 AP ALT ball, recenter, then slowly trim out the forces.
Selecting a lateral or vertical mode, engaging

the autopilot, or selecting the go-around or
overspeed modes also selects the FD.
20 If the offside FD is turned back on using the

offside FD button, the currently active modes
are retained (optional second PFD installa-
10 tions). If the autopilot is not engaged. push-
ing the FD button a second time cancels all
modes and removes the command bars from
the PFD (except when the overspeed mode is
active). If the autopilot is engaged, pushing the
10 FD button deselects only the steering com-
mand portion of the FD.
1850
Approach Mode (Vertical)
HDG 013 211
Vertical approach mode is automatically armed
after lateral approach mode capture when a
Figure 16-81. FMS Approach Display valid glide-slope signal is being received.
Vertical approach mode generates commands

4. The aircraft is now flying the long- to capture and track vertical guidance from the
range FMS flight plan on the FMS map precision approach source (ILS).
page of the pilot’s PFD.
5. Press APPROACH TO ARM FMS When armed, vertical approach mode moni-
APPR. tors aircraft closure rate toward the approach
a. Observe APPR LNV1 armed for path and calculates the optimum capture point
FMS approach mode. while continuing to operate in the currently ac-
tive vertical mode.
b. At capture point, observe APPR
LNV1 white light replace LNV1 At capture, vertical approach mode generates
green to APPR LNV1 green FMS commands to capture the flight path.
approach mode.
With RAIM (receiver autonomous integrity After capture, it generates commands to track
monitoring) and the proper horizontal position vertical guidance from the precision approach
error quality factors, the indications of going source (ILS).
into FMS approach mode occur within the final

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The glide-slope approach (arm or track) is au- Go-Around (GA) Button

tomatically deselected when go-around mode
is selected, a lateral mode other than lateral Pushing the GA button on the throttle knob se-
approach is selected, the NAV source or fre- lects the go-around mode.
quency is changed or becomes invalid.
After capture, vertical approach mode inhibits

AHRS Control
the activation of any other vertical mode ex- The AHRS requires an AUTO/MANUAL
cept go-around and overspeed mode. switch and left/right slew switches. The AHRS
has two operational modes: Auto slave and
manual directional gyro (DG) mode. DG
Overspeed Mode selection is made using a flight-deck-mounted
Overspeed mode is automatically selected AU T O / M A N UA L s w i t c h f o r a n A H R S
when a significant overspeed occurs from all AHS source.
vertical modes except altitude select capture
or track and altitude hold. DADC Reversion
In the optional second PFD configuration, a
REMOTE SWITCHES flight-deck-mounted DADC REV–NORMAL
Several switches and buttons with avionics switch selects which sensor will be the on-side
functions are located throughout the flight air data source.
deck and on the control wheels. The controls
located on the control wheels are the A/P SYNC AHS Reversion
button (2), AP and TRIM DISC button (2), and
electric trim controls. The GA button is lo- A flight-deck-mounted AHRS REV switch
cated in the throttle handle. Other controls lo- selects which sensor will be the on-side atti-
cated on the flight deck are the AHRS tude/heading source.
AUTO–MANUAL L–R SLEW controls, ADC
reversion switches (dual PFD only), display re- Display Reversion
version switches, attitude heading reversion
switches, rotary test switch AOA test and over- To allow for the failure of either display, each
speed warning test, and display dimming knobs. shall be capable of providing all the instru-
mentation for the safe operation of the air-
craft. The engine parameters shall normally be
A/P SYNC Switch displayed on the MFD, and on the PFD dur-
SYNC switches are provided as part of the ing display reversion.
aircraft system and mounted on each control
wheel. The A/P SYNC button is used to syn- Overspeed Warning Test
chronize the roll, pitch, altitude, vertical speed,
and FLC reference to the current conditions. Selecting overspeed on the rotary test switch
tests the overspeed aural alert.
AP and TRIM DISC Button
AP and TRIM DISC red buttons are provided
Display Dimming
as part of the aircraft system and mounted on Dimming controls for the AFDs are the
each control wheel. Pushing either control PFD/MFD dim rheostat below the pilot’s PFD
wheel AP and TRIM DISC button disengages and the PFD dim rheostat for optional copilot
the autopilot and activates the aural warning. PFD. The R EFIS/STBY rheostat dims the
standby HSI and the copilot’s HSI in the stan-
dard installation.

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BARO Units Switch A/P SYNC Button

Optionally, the unit of measurement for baro- The A/P SYNC button allows momentary dis-
metric pressure setting can be either inches of connect of all servos while the pilot or copi-
mercury (in hg) or hectopascals (hPa). Select lot hand-flies the aircraft and manually retrims.
the unit measurement with the optional baro When the button is released, the servos re-
units switch. Hectopascals can be set on the clutch and hold the current MSP or attitude se-
standby altimeter to read inches, then set the lectors electric trim switch to electrically trim
altimeter in inches in the PFD. the elevator trim wheel position.
Meters/Feet Switch Autopilot Control Panel

Optionally, a flight-deck-mounted meters/feet The APP-85 autopilot control panel (Figure 16-
(m/ft) switch is used to control the display of 82), mounted on the center pedestal, provides
metric barometric altitude and selected alti- the means of engaging the autopilot and yaw
tude. When selected, the white, up to five- damper, as well as manually controlling the au-
digit metric readout of barometric altitude is topilot through the pull knob and pitch wheel
contained in a box with an “M” following the and turbulence (TURB) mode select button.
digits, located above the display of selected The -223 version (with XFER) is used with
altitude. The metric readout of selected alti- dual flight director autopilot systems and the
tude is followed by an “M” and replaces the -227 version (without XFER) is used with sin-
readout of selected altitude in feet above the gle flight director systems. The descriptions
altitude scale. that follow apply to both versions unless oth-
erwise noted.
Radio Altitude Test Switch The autopilot (AP) engage switch is used to
Turn the rotary test switch to ANNUNCIATOR engage the autopilot and yaw damper. Push the
TEST to test the radio altimeter. When acti- AP engage lever up and hold for one second
vated, the radio altitude test provides a radio to select the autopilot mode for the flight guid-
altitude readout of 50 feet, ensuring pilot con- ance system. If no faults are detected during
fidence in the RALT system functionality. A the preengage test, the autopilot mode will
yellow RA TEST is displayed adjacent to the engage and the lever will remain up in the
digital radio altimeter readout, over the nor- ENGAGE position. If a fault is detected, the
mal position for the RA flag, when the radio autopilot will not engage and the lever will
altimeter is in test. Selection of FCS APPR drop to the DISENGAGE position.
mode prevents the activation of the radio al-
titude test switch.
ENGAGE
L R
YD AP
DN
UP TURB
Collins DISENGAGE
Figure 16-82. Autopilot Panel—Standard Single PFD (APP-85-227)

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NOTE Autopilot Lever

Engaging the autopilot also engages The autopilot lever interlocks with the yaw
t h e y a w d a m p e r, i f n o t a l r e a d y damper. Both guarded levers move forward
engaged. when only the autopilot lever is moved to the
engage position. If the left flight guidance
If the flight guidance system turns the au- computer magnetic clutch and the right flight
topilot off, the AP engage lever will drop and guidance computer magnetic clutch preen-
the green AP on the primary flight display gage criteria is met, the levers are magnetically
changes to flashing yellow. Push the yoke- held in the ENGAGE position (Figure 16-84).
mounted AP and TRIM DISC button to turn
the autopilot off. The autopilot may be engaged anywhere in
the flight envelope from normal pitch and roll
attitudes. The autopilot cannot be engaged
NOTE without prior or simultaneous engagement of
Disengaging the autopilot does not the yaw damper.
disengage the yaw damper.
When the autopilot is engaged and no lateral
modes are selected on the MSP, the basic lat-
An autopilot transfer select button is present eral mode (roll hold) is selected by default.
in the optional second PFD configuration. Likewise, when the autopilot is engaged and no
vertical mode is selected on MSP, the basic
The AP XFR button (-223 only) (Figure 16- vertical mode (pitch hold) is selected by default.
83) switches control of the autopilot from the In basic lateral and vertical modes, the au-
pilot’s flight director to the copilot’s flight topilot accepts pitch and roll commands from
director. To operate, push the button once to the APP pitch wheel and roll knob respectively.
switch control from the pilot’s to copilot’s
side. Push the button again to switch control If no faults are detected during a preengage
of the autopilot back from the copilot’s flight test, the yaw damper mode will engage, the
director to the pilot’s flight director. The AP lever will remain up in the ENGAGE posi-
XFER indicator is illuminated if the autopi- tion, and a green YD is shown on the PFD. If
lot is being controlled by the copilot’s flight a fault is detected, the yaw damper will not en-
director system. If the indicator is not illu- gage and the lever will drop to the DISEN-
minated, the autopilot is being controlled by GAGE position.
the pilot’s flight director system.
ENGAGE
L R
YD AP
DN
AP XFR
UP TURB
Collins DISENGAGE
Figure 16-83. Autopilot Panel—Optional Dual PFD (APP-85-223)

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ROLL PTCH ENGAGE

YD AP
10
DISENGAGE
AP AND YD ENGAGED
10 L R
DN
22000 Collins
HDG 037 S 193 21 UP
BASIC ROLL AND BASIC PTCH APPEAR

MANUAL ROLL PITCH KNOB
Figure 16-84. Autopilot Controls and Indications
NOTE NOTE
Engaging the yaw damper does not Disengaging the yaw damper also
engage the autopilot. disengages the autopilot, if not al-
ready disengaged.
If the flight guidance system turns the yaw
damper off in automatic yaw damper discon- The autopilot is manually disconnected by the
nect, the lever will drop and the green YD on following:
the primary flight display changes to flash-
ing yellow. Push the yoke-mounted AP and 1. Turning off the YD or AP levers on the
TRIM DISC switch to change YD to steady AP panel.
white. For manual yaw damper disconnect, 2. Pressing the red AP and TRIM DISC
push the YD engage lever down or push the button (Figure 16-85) on the outboard
yoke-mounted AP/YD DISC switch to turn the control grip.
yaw damper off.
3. Pressing the GA button (Figure 16-85)
on the throttle knob (YD stays on).

RED AP AND TRIM DISC BUTTON GA BUTTON
Figure 16-85. Autopilot—Disconnect Controls
4. P or CP electric trim switch (YD stays damper is engaged if the FCC is detecting no
on). yaw damper failures and no unusual attitudes,
5. Press and hold the A/P SYNC button rates, or accelerations are present. Engagement
(AP and YD momentarily unclutched). is indicated by the YD lever remaining in the
up position.
The autopilot is automatically disconnected if
the following occur: When engaged, the yaw damper provides yaw
damping and turn coordination commands to
1. Either FGC fails the yaw servo.
2. Stick shaker activation occurs
3. Excessive attitude of the following: Pushing the AP and TRIM DISC button or
lowering the YD engage lever on the APP
a. >25° noseup m a n u a l l y d i s e n g a g e s t h e y a w d a m p e r.
b. >15° nosedown Disengagement of the yaw damper returns the
c. >45° roll rudder surface to a near-streamlined position.
CAUTION Turn Knob

The turn knob is used to manually input a roll
Under no circumstances is the au- command to the autopilot when the autopilot
topilot to be overpowered by manu- is engaged (Figure 16-86). Rotation of the
ally applying force to the control roll knob clears all lateral modes (except in
column or wheel. NAV or APPR mode after localizer capture)
and selects roll hold. The autopilot holds the
Appropriate PFD annunciations and aural tests selected roll angle when the roll angle is
are provided for AP DISCONNECT. greater than 5°. For a roll angle of 5° or less,
the autopilot holds the current heading. The
roll knob is inoperative after localizer capture
Yaw Damper Lever in NAV or APPR modes. The manual roll limit
Engage the yaw damper by moving the YD en- is 32°.
gage lever to the ENGAGE position and hold
for one second. Upon selection, the yaw

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ENGAGE
L R
YD AP
DN
AP XFR
UP TURB
DISENGAGE
AUTOPILOT PANEL (APP-85)
FLC
ALT
VS
MSP VERTICAL MODES

Figure 16-86. Autopilot—Pitch and Roll Controls
NOTE go-around modes, rotation of the pitch wheel

clears the active vertical mode, selects pitch
If the turn knob is out of detent when hold, and slews the pitch reference. When op-
the autopilot is engaged. the existing erating in pitch, vertical speed, or FLC mode,
airplane heading will be maintained rotation of the pitch wheel slews the associ-
and the autopilot will not accept the ated vertical reference (pitch, VS, and IAS
turn knob input until the knob is first respectively). After pitch wheel operation, al-
centered to the detent position. titude select mode is rearmed. If the previous
mode was selected altitude track, the rearm of
PITCH Wheel altitude select mode causes an immediate tran-
sition back to the capture and track states.
The pitch wheel is used to apply vertical slew Commands from the VS/pitch wheel are ig-
commands to the autopilot when the autopi- nored after GS capture in approach mode and
lot is engaged. The reference that is slewed during altitude capture prior to track. Manual
depends on the active lateral mode. With the pitch limit is 20° up to 15° down. Using VS
autopilot engaged and operating in selected mode, ±8,000 fpm and IAS mode 70 KIAS to
a l t i t u d e t r a c k , a l t i t u d e h o l d , o r ve r t i c a l V MO /M MO can be set.

FlightSafety
international
The pitch wheel allows manual pitch control COURSE/HEADING

of the airplane proportional to the rotation of
the wheel and in the direction of wheel move-
PANEL (CHP)
ment. Rotate the pitch wheel to change the ex- The CHP-3000 course heading panel (Figure
isting vertical command reference to the flight 16-87), located in the center pedestal, is used
guidance system. Rotating the wheel toward UP to input desired course, altitude, and heading
increases the existing reference value. Rotating reference to the flight guidance system. The
the wheel toward DN decreases the existing ref-
erence value. The wheel is spring-loaded and C RS A LT H DG
will return to the center detent if released.
PUSH PUSH PUSH
Turbulence (TURB) Button DI

RECT
CA
N CEL SYNC
Collins
The TURB button is used
to select turbulence mode Figure 16-87. Course Heading
TURB when the autopilot is en- Panel (CHP-3000)
g a g e d ( ex c e p t w h e n t h e
on-side localizer is captured ALT (altitude) knob sets the desired altitude
or APPR mode is captured). When active, tur- reference in the left and right side (if installed)
bulence mode reduces autopilot gains to the flight guidance system. Clockwise rotation
aileron and elevator channel in turbulent flight of the knob increases the selected altitude
conditions. Turbulence mode is cleared by value. The CRS knob sets the desired course
on-side localizer or APPR mode capture. reference in the left side flight guidance sys-
Turbulence mode is annunciated by illumina- tem. Clockwise rotation of the knob increases
tion of an integral lamp in the TURB button. the selected heading value. The PUSH 100
It is deactivated by pressing the TURB button, FT CANCEL switch deactivates the 100-foot
then the yellow indicator light goes out. altitude warning margin. The PUSH DIRECT
switch automatically selects a course direct to
the tuned left side NAV station and returns
Flight Guidance Transfer the left side course deviation to zero. The
(AP XFR) Button PUSH SYNC switch is used to synchronize the
In the optional second PFD heading reference to the current airplane head-
configuration, the APP AP ing. This switch simultaneously synchronizes
the heading bug on the left PFD and right PFD
AP XFR XFR button is used to se-
(if installed).
lect the NAV side (left or
right) for autopilot cou-
pling. Selecting autopilot transfer couples the The CHP provides course and heading select
flight guidance to the cross-side. Appropriate functions for the associated displays as well
annunciation is continuously provided in the as selection of altitude preselect. The fol-
FCS mode field. All vertical commands, ex- l ow i n g r o t a r y k n o b s / c e n t e r p u s h bu t t o n
cept for vertical capture in APPR mode, are switches are located on the CHP.
synchronized during flight guidance transfer.
If the cross-side FD is off, autopilot transfer • CRS knob (course pointer setting con-
trol)
turns on the cross-side FD.
• CRS DIRECT button (selects course di-
The pilot has the AP coupled to the left FD and rect-to active NAV source)
left FGS with HDG and ALT selected on the • ALT knob (preselect altitude sestting
MSP. The copilot has no modes selected. When control)
AP XFR is pressed, suddenly the AP is con-
nected to the copilot’s FD and FGS and HDG
and ALT automatically turn on.

• HDG knob (heading bug setting con- Optional Course Knob

trol)
Panel (CKP-3000)
• HDG SYNC button (synchronizes the
heading bug to current heading) The course knob panel (CKP) (Figure 16-88)
is located on the instrument panel below the
The course/heading panel is located above the right display control panel. The course knob
autopilot panel on the lower pedestal. panel is used by the copilot to input the de-
sired course reference to the right-side flight
guidance system. Desired altitude and head-
Course (CRS) Knob/CRS ing references to the right-side flight guidance
DIRECT Button are input using the course heading panel.
The CRS knob provides control of the pilots Rotate the course knob (CRS) to set the de-
selected VOR or LOC course CHP pointer on sired course reference in the right-side flight
the pilot’s PFD and MFD.The center CRS DI- guidance system. Clockwise rotation of the
RECT button selects a course directly to the knob increases the selected course value. The
on-side AFDs VOR station if VOR is the ac- PUSH DIRECT switch automatically selects
tive NAV source. With FMS as the active NAV a course direct to the tuned right-side NAV sta-
source, the CRS knob is inactive. When en- tion and is used to return the right-side course
abled by CDU selection, and FMS is the ac- deviation to zero.
tive NAV source, CRS DIRECT button selects
a course direct to the active way point (appli-
cable only to FMSs with this feature enabled).
The optional copilot PFD uses the course knob
panel to set course.
CRS
ALT Knob
The CHP ALT knob is used to set the preselect PUSH
altitude. The ALT knob is a two-position ro-
tary switch, spring-loaded in the out position.
DI
The preselect altitude increments are 100 feet RECT
(30 meters). The range is 0 to 55,000 feet.
Col l i ns
HDG KNOB/HDG SYNC Button Figure 16-88. Course Knob

The CHP HDG knob is used to adjust the po- Panel (CKP)
sition of the heading bug. Clockwise rotation
of the knob increases the selected heading and
counterclockwise rotation decreases the se- PULSE EQUIPMENT
lected heading. The center HDG SYNC but-
ton is used to set the heading bug to the current
aircraft heading (under the lubber line). In KT-70 TRANSPONDERS
the optional second PFD installations, the AP The KT-70 mode S transponder system consists
XFR button on the APP selects which head- of two panel-mounted units, two external an-
ing all heading bugs move to. tennas mounted on the bottom of the airplane
nose section, and a control wheel mounted
XPDR IDNT switch for each pilot. Transponder
No. 1 receives its altitude encoding informa-
tion from the air data computer and transmits

FlightSafety
international
coded pulse-train relay signals on 1,090 MHz. the XPDR 1/XPDR 2 switch, SBY will be an-
It can reply to mode A (aircraft identifica- nunciated in the center of the digital display.
tion) and mode C (altitude reporting) inter- In ON, the transmitter is enabled for normal op-
rogations on a selective reply basis on any of eration, except the altitude information of the
4,096 information code selections. mode C reply and the altitude fields of the
Transponder No. 2 obtains its altitude data mode S are suppressed. ALT position causes
from the copilot’s pneumatic altimeter. The al- transmission of uncorrected barometric altitude
titude reporting capability is provided by the (based on a barometric pressure of 29.92, which
mated altimeter to each transponder set. The is supplied by the encoding altimeter in mode
pilot’s encoding altimeter electronically trans- C and mode S interrogations. ON or ALT will
mits the altitude information to transponder be annunciated respectively when either of
No. 1, and the copilot’s encoding altimeter those selections are made.
provides like data for the No. 2 transponder.
The encoding altimeters are not switchable The TST position initiates a system self-test.
between the two transponders. The transpon- To test the system, select the desired transpon-
ders have mode S capability, which enables the der and turn the selector to TST position. The
ground station to individually select the air- TST position causes the selected transponder
plane by its preprogrammed aircraft address, to respond to internal interrogation, verifying
which is assigned to the airplane by the FAA. memory data and making hardware squitter
A XPDR 1/XPDR 2 switch, located on the checks. The transmitter is disabled. All dis-
control panel to the left of the two transpon- play segments will illuminate. Should a squit-
der controls, selects which transponder is op- ter error occur, the transmitter is considered
erating. The nonselected transponder is placed inoperative and the message “FO 1” will ap-
in force standby mode so that it can be se- pear in the altitude display. Should a memory
lected at a moment’s notice, if required. A error occur, the message “FO 2” (internal) or
landing gear squat switch removes power from “FO 3” (external) will appear. Should a fail-
the transponder circuit when the airplane is on ure occur, normal operation is prohibited and
the ground and disables both mode A and “FO 4” will appear. If no errors are detected,
mode C, so that it is not necessary to select the unit will remain in the test mode.
SBY on the ground. Refer to Figure 16-16 for
an illustration of the transponder control panel. GND mode is designed to be used only when
the airplane is on the ground. GND position
turns the set on and enables the transponder
KT-70 CONTROL PANEL to transmit mode S reply pulses. The ID 4096
The KT-70 uses a digital readout to display the code is shown on the right side of the display
pilot selected transponder code. The four-digit with altitude shown on the left side. GND is
code is set into the display by four knobs, one annunciated in the display in this mode. Mode
for each digit. A photocell on the face of the A and C interrogations are inhibited.
control automatically dims the display ac-
cording to ambient cabin light. Power and An IDT switch (button) is located on the front
mode of operation are controlled by the power of each transponder control. These switches
and mode switch, which has OFF, SBY, TST, perform the same function as the XPDR IDNT
GND, ON, and ALT positions. OFF removes switches on the pilots’ control wheels. Pressing
power from the system. SBY applies power to either button (control wheel or IDT button on
the system for warmup and allows momentary active transponder) will cause a distinctive
power interruptions that may be desired with- return to appear on a ground controller’s radar
out having to turn the system off. When a screen for approximately 30 seconds after the
transponder is in standby, either because of IDENT button is pressed and released. It
the SBY position being selected on the power should not be depressed unless requested by
and mode switch or because of the selection on a ground controller.

FlightSafety
international
When the transponder is turned from OFF to DISTANCE MEASURING

any other selection, the unit will display the in-
staller programmed aircraft address and max-
EQUIPMENT
imum airspeed, in three two-second segments,
according to a preprogrammed sequence. KN-63 with KDI-574
Indicators
The function selector has a PUSH VFR func- The standard DME installation consists of one
tion that may be preprogrammed. Momentarily KN-63 receiver-transmitter, one KN-574 in-
depressing the function selector knob causes dicator, and an antenna mounted on the bot-
the preprogrammed VFR code to supersede tom of the fuselage below the cockpit. The
whatever code was previously entered. The KN-574 is installed on the right side of the cen-
ID code will immediately be accepted for inter instrument panel. The DME is turned on and
terrogation reply sequence. The VFR code is off by the illuminated DME ON/DME/OFF
programmed by the following sequence: (green/white, push-on/push-off) switch on the
center instrument panel. Dual DMEs and dual
1. Place the unit in standby mode (SBY). indicators may be installed as an option.
2. Select the desired code (VFR, 1200, for The KN-63 transmits interrogating pulse pairs
instance). on 200 channels between 1041 MHz and 1150
MHz; it receives associated ground-to-air
3. Depress the VFR pushbutton (function replies between 978 MHz and 1213 MHz. The
select knob) while holding the IDT but- KN-574 digitally displays distances in nauti-
ton depressed. cal miles, groundspeed in knots, and time-to-
station in minutes. All displays are in
If the VFR pushbutton (function select knob) self-dimming gas-discharge numerics.
is inadvertently pressed, the previous nonpro-
grammed 4096 code may be retrieved by press- The VOR/DME tuning is controlled by the
ing the VFR pushbutton again for three seconds. KN-53 NAV receiver on the consolidated con-
trol panel. When a VOR station is tuned, the
The KT-70 transponder has an altitude (FL) DME frequency is automatically tuned. The
display in the left side of the digital readout. DME ident can be verified by selecting the ap-
It is in hundreds of feet and FL is annunciated propriate DME on the DME selector switch on
to indicate that the display is of a flight level, the audio control panel. The NAV (1 or 2) se-
which is an altitude that corresponds to an al- lected is displayed in the KDI-574 indicator
titude above sea level (above the standard to the right of the nautical mile (nm) display.
datum plane) with the altimeter set at 29.92 Channel 1 always refers to NAV 1 and chan-
inches of mercury. It corresponds to the alti- nel 2 always refers to NAV 2. The DME
tude that is being transmitted to the air traf- ON/DME OFF switch below the indicator
fic control, and will seldom agree exactly to turns the DME on and off.
the indicated altitude on the altimeter. The al-
titude display will only be active when altitude DME information is also displayed on the
reporting is enabled in ALT and GND modes. pilot’s EHSI by pressing the NAV button on
the display controller. If the pilot selects NAV
An “R” reply indicator is also on the digital 1 on the display controller, the DME infor-
display. The R will illuminate when the mation displayed on the EHSI and the KN-574
transponder is replying to a valid interrogation DME indicator (Figure 16-89) will be from
by a ground station, and will illuminate for ap- NAV 1, and so annunciated on the EFIS dis-
proximately 18 seconds after the initiation of play. If NAV 2 is selected, the DME will be
an “ident.” tuned to NAV 2, and NAV 2 will be displayed
and annunciated on the EFIS and the KN-574

FlightSafety
international
DME indicator. Pressing the NAV button al- the DME HOLD/SELECTED illuminated
ternately selects NAV 1 and NAV 2 for display. switch, located just below the DME indicator,
If the pilot selects NAV 2 on the EFIS con- before the set is retuned. The switch will il-
troller, the NAV annunciation (VOR 2) will be luminate in amber and the DME will hold on
in amber, to indicate selection of the off-side the previously tuned frequency. H1 or H2 (as
NAV. The selected DME will always be the applicable) will be annunciated in the KN-
same as the NAV source (VOR). 574 display to warn the pilot that the DME is
in the hold mode. It will also be annunciated
in amber to the left of the distance display on
I00 00 99
2 the PFD to indicate the DME frequency and
NM KT MIN that information is being held.
If optional dual KN-63 DMEs are installed, the

KING respective DMEs will interfere with each other
when the NAV frequencies differ by 5.3 MHz
(for example, 108.00 MHz and 113.3 MHz).
Figure 16-89. KN-574 DME Indicator This interference results in premature flags or
loss of “lock-on.” Should this occur, one of the
If dual DMEs are installed, dual KN-574 DME KN-63s should be either turned off or tuned
indicators will be installed, usually one on the to a different NAV frequency so that the 5.3-
pilot’s instrument panel and one on the copi- MHz difference is eliminated.
lot’s instrument panel. The pilot’s KN-574
will be permanently connected to th No. 1 NAV
and the copilot’s KN-574 will be permanently
connected to the No. 2 NAV. Only No. 2 NAV
RADIO ALTIMETER
can be displayed on the copilot’s HSI. A sep-
arate switch is required for a single-DME in- COLLINS ALT-55B
s t a l l a t i o n t o d e t e r m i n e w h i c h NAV i s
channeling the DME. The Collins ALT-55B radio altimeter displays
altitude at all times up to an absolute altitude
Distance measuring equipment (DME) ground- of 2,500 feet. The system becomes operational
speed or time-to-station readouts are only ac- when the airplane electrical system is powered
curate when the airplane is proceeding directly up and it remains operational throughout the
to or from the selected station. Since it is slant flight. Radio altitude is displayed in green
range that is computed, groundspeed or time- digits located in the bottom center of the al-
to-station accuracy increases with distance titude sphere in the ADI displays.
from the station. The readouts can be consid-
ered reasonably close to actual speed or time The altitude display in the ADIs operates from
when distance from the station in miles is –20 to 2,500 feet. Between 200 and 2,500 feet,
equal to or greater than the airplane altitude the display is in 10-foot increments. Below 200
in thousands of feet. The distance display on feet, it is in 5-foot increments. Above 2,500
the DME indicator is in 0.1-nm increments feet, the display will disappear.
up to 99.9 nm, then in increments of one nm
to a maximum of 389 nm. The groundspeed Radio altitude, radio altitude-based decision
display can indicate a maximum range of 999 height (DH, referred to as RADIO), and a de-
knots, and the time-to-station indication has cision height alert are displayed on the PFD.
a maximum indication of 99 minutes. The RADIO value is set via the REFS (refer-
ence) menu on the PFD. The REFS menu is se-
If the pilot desires to retune the KN-53 NAV lected with the REFS button on the DCP. Turn
control but to retain the DME readout of the the ROTARY TEST switch to ANNUNCIA-
present station, HOLD is selected by pressing TOR TEST to test the radio altimeter. No other
pilot control operation is required.

FlightSafety
international
The decision height warning tone is controlled • The radio altitude decision height tone
only by the DH setting in the pilot’s PFD. The check will depend on the radio altitude
copilot’s attitude sphere decision height se- selection (RA) set on the pilot’s ADI
lection has no effect on the sounding of the DH display.
warning horn. Testing the radio altimeter system with the
TEST button on the display controller will also
When the airplane descends below an alti- test the EFIS failure flags and annunciators
tude of 100 feet above the selected radio al- (lamps) in the flight director mode selector.
titude decision height, a black box with a
white background appears in the upper left
side of the ADI. When the decision height is NOTE
reached, an amber MIN appears inside the The test function activated by the
box. The display flashes for 10 seconds and TEST button is disabled after the
then goes steady. glide slope has been captured during
an ILS approach using the autopilot
A “low-altitude awareness display,” which is or flight director.
a brown strip along the right side of the DU-
870 primary flight display, is used as a visual
annunciation of the airplane’s nearness to the While taxiing over ice or snow, the radio al-
ground. The low-altitude awareness display is timeter may fluctuate as much as 50 feet.
inside the bottom part of the altitude display Outputs from the radio altimeter system are
and begins to appear when a radio altitude of used to desensitize the flight director and au-
less than 550 feet is reached. At touchdown, topilot as the airplane passes 1,100 feet AGL
the low-altitude awareness display reaches with the glide slope engaged during an ILS ap-
the horizon line. The yellow line, which divides proach. If the radio altitude is invalid, gain pro-
the brown area from the rest of the display, will gramming becomes a function of glide-slope
disappear at a radio altitude below 60 feet. capture, time, and airspeed.
If radio altimeter information is invalid, the

radio altitude display will be amber dashes,
and the low-altitude awareness display will
WEATHER RADAR
not appear.
WXR-800 WEATHER
Functional testing of the radio altimeter sys- RADAR OVERLAY
tem and the ADI display digital readout is ac-
complished on the ground by depressing the
TEST button on the ALT-55B display con- WARNING
troller. The following displays will occur:
• A radio altitude of 50, ±5 feet will be in- The radar will transmit on the ground
dicated until the bottom is released, at if selected to the ON position. The
which time the actual altitude will be dis- area within the scan area and within
played 15 feet of an operating weather radar
system constitutes a hazardous area.
• The radio altitude decision height dis- Do not operate the radar system
play shows dashes when the TEST but-
ton is held down, and then displays the within 15 feet of personnel or
current set altitude for the remainder of flammable or explosive material or
the test. during fueling operations. For ground
operation of a radar system, position
• The radio altimeter TEST cannot be ac- the airplane facing away from build-
complished when APR CAP function of ings or large metal structures that
the flight director is selected.

FlightSafety
international
are likely to reflect radar energy back autotilt operation and the additional capa-
to the airplane. bility of detecting moisture-based turbulence.
The RTA-800 and RTA-852 accept radar con-
trol data from the left :FD/MFD. The RTA-
The Collins Pro Line 21 weather radar system, 800 can also accept radar control data from
or the RTA-800, is a fully integrated radar the right PFD. The weather radar system may
system that utilizes the airplane’s electronic be operated in a split mode, where the radar
flight instrument systems (EFIS) equipment to functions like two independent radars, each
provide the pilot and/or copilot with a video updating on alternate sweeps of the antenna.
display of radar indications relative to outside
moisture precipitation (Figure 16-90).
WARNING
Weather radar targets and mode information
are available for display on both pilot-side
MFD and PFD as well as the optional copilot- The system performs only the func-
side PFD. Radar overlay and menu are se- tions of weather detection and ground
lected for display with the RADAR button on mapping. It should not be used or re-
the DCP. The radar is then turned on by press- lied upon for proximity warning, an-
ing LSK R2 and turning white WX> to blue ticollision, or terrain avoidance.
WX>. The radar is not transmitting. There is
no forced standby in this radar. The RTA-800
operates on X-band frequency and is capable The weather radar system, located in the air-
of detecting wet precipitation along the flight plane’s radome, operates on a nominal out-
path and in front of the airplane within an arc put of 25 watts. The integrated physical
of the heading angle ±60°, at a selectable dis- components consist of a receiver-transmitter
play range of up to 300 nautical miles. attached to a 12-inch flat-plate antenna and
a pedestal-base assembly. Scan and tilt mo-
An optional installation configuration, the tors within the pedestal assembly are activated
RTA-852, is physically and functionally by respective circuits to sweep the antenna
identical to the RTA-800 except for featuring horizontally and vertically. The tilt function
NAV/BRG
HDG 037 S 193 21
VOR1
CRS 013 RADAR
15
24
- - - -NM
RADAR RADAR
GCS
GAIN NORM
STBY
2.5
TILT RANGE
STAB WX
ON OFF
MAP
TEST RETURN
Collins
BRT
DIM
Figure 16-90. Collins WXR-800 Weather Radar Overlay Display

FlightSafety
international
controls the antenna assembly up or down fies the system’s ability to process
30° above or below the horizon. When a and display he precipitation in-
changeable item on the menu is active, it is tensity level or other display data
cyan and in larger characters. When a change- represented by that color. The
able item is not active, it is white and in transmitter is OFF in TEST.
smaller characters. At system power-up on the
ground, the active mode will be STBY. A 3. MODE Select—STBY
power-up in flight will result in the radar
b e i n g i n i t s p r ev i o u s l y s e l e c t e d m o d e .
Pressing the RETURN line select key (R4) re- The following preflight may be accomplished
moves the RADAR menu. The RETURN leg- on the ground prior to takeoff; however the
end remains displayed for 5 seconds. During radar will be energized and the following
this time, pressing the RETURN line-select warning must be observed:
key returns to the RADAR menu.
WARNING
PREFLIGHT CHECKS
The following preflight may be accomplished The airplane must be outside when
on the ground prior to takeoff and prior to the transmitter is turned on. Be cer-
energizing the radar: tain that no personnel or com-
bustible materials are within 60 feet
of the hazardous area in front of the
WARNING airplane.
In order to prevent possible serious 1. Ensure safety precautions have

injury to ground personnel or igni- been observed
tion of flammable or explosive ma-
terials, the following tests must be 2. M O D E S e l e c t – W X — A d j u s t
accomplished with the mode con- range to 10 0r 25 and make sure
trol switch in the STBY or TEST GCS is not selected.
positions.
3. T I LT k n o b — A d j u s t s o t h a t
ground return is shown at or near
1. R A DA R on DCP–STBY max distance. Note display of
(standby) mode—Selecting ground return.
STBY mode applies power to the
RTA-800, and within a few sec- 4. Pitch control—Apply 4° to 8°
onds executes a short initializa- D OW N i n p u t . G r o u n d r e t u r n
tion process. The antenna is should disappear or move away
driven to the boresight position from apex as antenna tilts up.
(0° azimuth and 0° tilt) and re-
mains in this position as long as 5. STB mode—Release (STAB off).
STBY is selected. Ground return moves back to
earlier position and USTB is
2. TEST Mode—The self-test func- annunciated.
tion appears, with the word
“TEST” displayed on the MFD 6. STB switch—Press in (STAB on).
(LSK L4). The radar self-test dis- Ground return position does
play consists of six colored arcs, not change and USTB is not
evenly spaced across the full sec- annunciated.
tor of the display. Each arc veri-

7. Pitch control—Apply 4° to 8° UP moves back to original position

input. Ground return moves closer and USTB is annunciated.
to the apex of display.
8. Pitch control—Set to zero (null). 11. Roll control—Set to zero (null)

Ground return moves back to ear- and press STB switch (STAB on).
lier position. Ground return remains and USTB
is not displayed.
9. Roll control—Apply 4° to 8°
RIGHT input (right wing down).
Ground return moves away or OPERATIONAL NOTES
disappears on right side of display The controls and special features of the WXR-
and moves closer on left. 800 control panel are defined on Table 16-6.
10. STB switch (on WXP-800A/B)—
Press in (STAB off). Ground return
Table 16-6. WXR-800 COLOR DISPLAY VERSUS RATE OF RAINFALL
VIP
RATE OF (VIDEO RATE OF
PDF OR MDF STORM
RAIN FALL INTEGRATED RAIN FALL REMARKS
DISPLAY CATAGORY
(IN/HR) PROCESSOR) (IN/HR)
LEVEL
Greater Severe
than 5.0 turbulence, large hail,
Extreme 6
inches per lightning, extensive
Greater than hour (81.93 ml) wind gusts
2.0 inches
MAGENTA
per hour
2.0 to 5.0 Severe turbulence,
(32.77 ml) Intense 5 inches per lightning, wind gusts,
hour (32.77 hail likely
to 81.93 ml)
0.47 to 2.0 1.02 to 1.97 Severe turbulence
Very 4 inches per
inches per likely, lightning
hour (7.70 Strong hour (16.71
to 32.77 ml) to 32.28 ml)
RED 0.48 to 0.98 Severe turbulence,
3
inches per possible lightning
Strong hour (7.86
to 16.06 ml)
0.16 to 0.47 0.10 to 0.48
Moderate 2
inches per inches per
YELLOW hour (2.62 hour (1.64 Light to moderate
to 7.70 ml) to 7.86 ml) turbulence possible,
0.01 to 0.10 lightning
0.04 to 0.16 Weak 1
inches per
GREEN inches per
hour (0.164
hour
to 1.64 ml)
BLACK Less than

0.04 (0.65 ml)

FlightSafety
international
CAUTION Controls
Mode Control Knob
Not all fault conditions can be mon-
The mode control knob selects choice of
itored. The pilot must continually
operating modes of the WXR-800 system
assess reasonableness of data
as follows:
displayed.
OFF—Primary power is removed from the
system. The word OFF is displayed on the
NOTE PFD/MFD.
An experienced pilot can use GAIN
control for estimating precipitation STBY (Standby)—Applies power to RTA-800.
greater than levels 3 (red) or 5 (ma- The letters STBY display on the PFD/MFD
genta). Targets continuing to display within 20 seconds. At system powerup on the
after reduced gain imply hail and/or ground, the radar will be in STBY mode. A
heavy rainfall likely. powerup in flight will result in the radar being
in its previously selected mode. STBY is au-
tomatically selected 60 seconds after
NOTE air/ground transition to ground. STBY is man-
ually selected by pressing line-select key R1
Sensitivity time control (STC) is au-
when the RADAR menu is active (Figure 16-
tomatically provided to compensate
91). The RADAR menu is selected with the
for the stronger radar returns caused
RADAR button on the DCP. With two PFDs
by storms. STC helps the WXR to
installed, selecting STBY on either side causes
provide correct representation out to
both sides to go to STBY. When both sides are
approximately 65 nm (for 12-inch
in STBY, and one side selects an active oper-
antennas).
ational mode, then both sides will go to that
operational mode. Independent radar modes
Path Attenuation may then be selected by each pilot.
Compensation (PAC) Alert The radar display, radar transmitter, and an-
The RTA provides a path attenuation com- tenna scan drive are inhibited whenever STBY
pensation (PAC) feature that compensates au- is selected.
tomatically for radar beam absorption by
heavier rainfall rates. The RTA commands the
display to present a yellow PAC alert bar (arc) CAUTION
at the perimeter of the radar display to indi-
cate the range of compensation has been ex- The WXR should be in the STBY
ceeded. The PAC alert indicates areas of mode when on the ground to ensure
unknown rainfall rates may exist beyond in- the safety of people and equipment
tervening areas of precipitation. PAC alert from possible radar radiation.
may result from ground returns if the antenna
is aimed at the ground.
TEST
NOTE Test mode runs a self-test for radar. The word
PAC alert may result from ground TEST displays on the PFD/MFD. If TEST is
returns if the antenna is aimed at the deselected with LSK L4, the previously active
ground. radar mode becomes active.

FlightSafety
international
@@yy@yyy@y@yy @@@
@@y@yy@yy@yy@y@y @
@

y
@@@@@y@yyy@yy@y @
@ @ @

@@@@@@ @
@

yyy @
y

@
FORMAT >
@

@ RDR >
WX
BRT
DIM
Figure 16-91. Weather Radar Display
MAP GAIN
MAP mode is selected and deselected by press- CAL—Calibrates the receiver with a preset
ing line-select key R3 on the PFD when the value. It displays G + 0 on the upper left on
radar mode menu is active. The RADAR menu the MFD. In the map mode and GAIN position,
is selected for display with the RADAR but- the MFD shows four colors.
ton on the DCP.
–1, –2, –3—Reduces receiver sensitivity by
Selecting MAP from the RADAR menu puts value selected. It is displayed on the upper
the WXR in terrain mapping mode. In terrain left on the MFD.
mapping mode, signal processing and target
display colors are changed to accentuate +1, +2, +3—Reduces receiver sensitivity by
ground features. The path attenuation com- the value selected. It is displayed on the upper
pensation (PAC), ground clutter suppression left on the MFD.
(GCS), and sensitivity time control STC) fea-
tures used for weather detection are automat- The current GAIN value is located inside a
ically disabled, therefore MAP mode should cyan box adjacent to the GAIN legend. It is
not be used for weather detection. controlled by selecting radar GAIN with
MENU SET knob on the DCP when the
Map mode is most effective if shorter ranges RADAR menu is active. The radar GAIN can-
are selected and the antenna is tilted down. not be adjusted unless the RADAR menu is in
view. Selections are NORM, 1, 2, and 3. Each
WX step away from NORM represents a 6-dB
change to the NORM (calibrated) radar gain.
Selecting the WX mode places the unit in Higher gain settings are sometimes useful for
weather detection mode. Precipitants that are identifying lighter levels of precipitation.
detectable display in one of four colors, least Lower gain settins are sometimes useful for
reflective to most reflective: green, least evaluating intense weather targets.
reflective; yellow, increasing; red, increasing;
magenta, most reflective.

FlightSafety
international
If the radar gain is set to other than NORM, which remains displayed for five seconds after
the GAIN setting is displayed on the first line the tilt setting has stopped changing. The display
of text below theRDR legend on the PFD, then reverts to the USTB display.
whenever radar is selected for display on the
PFD. Radar information in this field is dis- RANGE
played full time on a single PFD (a PFD with-
out an on-side MFD). GAIN is shown as a RANGE allows selection of desired range of
“G” with a plus or minus sign and 1, 2, or 3. operation from zero to 300 nautical miles.
Displays on MFD or PFD with 1/2 scale at right
end of range arc and full scale at left end.
NOTE
When the GAIN value is any value Precipitation-related targets are displayed in
other than NORM, radar returns are up to a 250-nautical mile range. The RANGE
uncalibrated and display colors may knob on the DCP controls the display range.
no longer be indicative of rainfall Maximum radar range is 300 nm. The 600 nm
rates. range is not selectable when the weather radar
is active. If radar is selected for display and
the 600 nm range is being displayed, the range
TILT will automatically decrement to 300 nm.
With STB off—Allows vertical aim adjust-
ment of 15° up, to 15° down. It displays on the NOTE
MFD within 1/4° of exact tilt angle.
One-eighth of the range nearest the
With STB on—Allows vertical aim adjust- aircraft is blanked (no weather radar
ment 30° up, to 30° down. It displays on the returns show).
MFD within 1/4° of exact tilt angle.
RADAR RANGE XXX NM message—If the
The TILT knob on the DCP is used to adjust the radar range is set to a range different from the
antenna tilt. Clockwise rotation adjusts the currently displayed on-side range, this message
antenna above the horizon, counterclockwise is displayed in white characters at the bottom of
rotation adjusts the antenna below the horizon. the MFD, and the radar display is removed.
The range is ±15°. Tilt may be adjusted when “XXX” represents the actual range the radar is
the RADAR menu is active, or anytime the radar currently reporting it is set to. This annun-
is being displayed on the on-side PFD or MFD. ciation can be removed by deselecting the radar
If the antenna tilt setting is set to any value other from display.
than zero, the antenna tilt readout is displayed on
the second line of text below the RDR legend on
the PFD, whenever radar is selected for display. GCS
If tilt is changed while RADAR menu is Ground clutter suppression display, when ac-
displayed, a tilt angle readout is displayed for tive, suppresses ground clutter to differentiate
five seconds between R2 and R3. The antenna weather returns from ground returns (WX mode
tilt angle readout consists of a T followed by a only). It enables for 12 seconds, followed by
plus or minus sign and up to three digits for the return of normal operation mode and displays
readout. Range is ±15.0° with .25° resolution. on the PFD. It is inoperative in map mode.
The tilt angle readout is shown in degrees plus a
single tenths digit. (N.0, N.2, N.5, N.7). The Push the GCS button to activate the GCS
0.0X digit is truncated. For tilt angles less than function. Immediately following GCS activation,
10°, only two digits are shown. The USTB a cyan GCS annunciation replaces the active
annunciation shares the same location as the radar mode legend for 12 seconds. GCS may be
TILT readout and takes priority. With USTB selected to ON or OFF when the radar mode
displayed, if the TILT angle is changed, the menu is active or anytime the radar is being
USTB display is replaced by the TILT display, displayed on the on-side PFD or MFD.

FlightSafety
international
STAB weather radar data. The lightning bolt icons

are color coded to identify different levels of
STAB enables/disables pitch and roll stabi- lightning intensity. Intensity levels are clas-
lization circuitry. It displays on the MFD as sified as light, medium, and heavy.
USTB (unstabilized) or STAB (stabilized).
• Light intensity thunderstorm cells are
Antenna stabilization is selected ON or OFF yellow.
with the line-select key L1 when the RADAR • Medium intensity thunderstorm cells
menu is selected with the RADAR button on the are red.
DCP. Stabilization is set to ON, and the radar
antenna is gyrostabilized to eliminate aircraft • Heavy intensity thunderstorm cells are
pitch and roll effects. Antenna stabilization can magenta.
be turned off with the STAB selection on the Lightning detection is generally limited to
RADAR menu. USTB (unstabilized) replaces approximately 100 nm from the aircraft by
the radar tilt annunciation when STAB is off. the lightning detection system.
USTB is displayed in cyan when STAB is set to
OFF. USTB is displayed in yellow if an attitude Cyan LX/RDR is displayed when Lightning
to the RTA input fault occurs. For an attitude Detection is selected for display. Yellow LX
fault, the USTB legend flashes for five seconds, with cyan /RDR legend is displayed when
then steady. Lightning Detection is selected for display and
an LDS fault is reported. The LX legend flashes
Fault Monitor for five seconds, and then steady. LX is larger
RTA is built in as an automatic function should than /RDR when a LDS fault is reported.
any faults be detected in the system. Displays
on the MFD as flashing yellow FAULT for
five seconds, if system malfunction, and as BEFORE USING
n o n f l a s h i n g FAU LT i f c o m m u n i c a t i o n s
malfunction. FAULT can be removed by des- THE SYSTEM
electing the radar from the display.
CAUTIONS AND WARNINGS
LIGHTNING DETECTION
SYSTEM (OPTIONAL) CAUTION
The Collins system is capable of providing dis-
play functions for BFGoodrich WX-1000E The following statements should be
lightning detection system. The lightning de- read carefully and thoroughly un-
tection system detects various levels of light- derstood by the pilot before using
ning activity and processes that information for the system:
display on the AFDs lightning data from the
lightning detection system (LDS) may be su-
perimposed on the arc and FMS map formats. • Each Airplane Flight Manual con-
tains detailed data on the operation
Lightning symbology is displayed as light- of the FCS in that specific air-
ning bolt icons (Figure 16-92 and see Figure plane. The Airplane Flight Manual
16-107). Lightning icons are positioned by the should be used to determine any
lightning detection computer. The icons are variations in operation of the sys-
displayed as relative bearing and distance to tem from the general operation de-
the aircraft. Lightning icons are drawn above scribed in this pilot’s guide.

FlightSafety
international
Collins
LNV1 AP FLC 220

AUTOPILOT ALTS 300
SPEED BUG 220
17000
260
20 16000 4
2
240
10 900
1
20
220 15800
80
1
10
200 700 2
20 4
180 6 00
M.458
20 HDG 340 33 340 N 29.92
FMS1
DTK 350 30
KCID
3
95.0NM
200 FORMAT >
100
< PRESET LX/RDR >
VOR1 WX G+3
T+10.7A
VOR1
FMS1
BRT
DIM
Figure 16-92. PFD with Lightning Data Display
• The FCS has been designed to ex- MISCOMPARE WARNINGS

hibit a very high degree of func-
tional integrity. The monitoring, Miscompare warnings are used to alert the pi-
diagnostics, and self-test capabil- lots that redundant data from dual independent
ities of the system detect more sys- systems does not agree within limits (Figure
tem failures than previous systems. 16-93). Comparator monitoring is performed
However, the pilot is reminded that full time for attitude and heading data when
even though an undetected failure dual attitude heading reference systems are in-
condition would be very unusual, stalled (baseline). Comparator monitoring is
100% failure detection is not pos- performed full time for airspeed and altitude
sible, and the pilot must continue data when dual air data systems are installed
using instrument cross-check pro- (optional second PFD configuration).
cedures in the unlikely event that Comparator monitoring is performed full time
an undetected failure does occur. for N 1 , N 2 , and ITT.
The miscompare warning annunciations are

If any of the above or similar conditions exist, displayed in yellow, flash for five seconds
modify operation to correct the problem or when a miscompare condition first exists,
use emergency procedures as required. then are steady. They are removed when the
miscompare condition is removed. For the
N 1 , N 2 , a n d I T T c o m p a r a t o r wa r n s , t h e

FlightSafety
international
C o llin s
YD
E A R
17000
FD1 ATT
260
AHS2
20 000
ALT 4
ADC2 240 FD 2
10 900
1
20
220 15800
80
1
WINDSHEAR
XTLK 10
200 700 2
20 4
180
RA TEST RA
200 LOC GS
600
M.456
3D
HDG 33 340 N 29.92 CAT2
LOC1
CRS 340 30
95.0 NN
3
200 FORMAT >
100
< PRESET RDR >
FMS1 FOR FAULT
TCAS FAIL
BRT
DIM
Figure 16-93. PFD Yellow Display Messages
respective legend associated with each pa- not G/S capture, or greater than 3°, G/S cap-
rameter is removed and replaced with a N 1, N 2, ture; the roll miscompare warning ROL is dis-
or ITT as appropriate, and a direction arrow played in yellow on the attitude ball.
pointing to the side with the engine that is
causing the comparator warn. If both engines
have a miscomparing parameter, the direction Pitch and Roll
arrows show on both sides. The pitch and roll comparators are enabled
when both sides are not using a common at-
titude source and both sides are not failed (no
Pitch ATT flags). When the pitch and roll com-
The pitch comparator is enabled when both parators are enabled, and both the pitch and
sides are not using a common attitude source roll comparator limits are exceeded (de-
and both sides are not failed (no ATT flags). scribed above), the pitch and roll miscompare
When the pitch comparator is enabled, and warning ATT is displayed in yellow on the at-
the pilot’s and copilot’s pitch difference is titude ball.
greater than 4°, not G/S capture, or greater than
3°, G/S capture; the pitch miscompare warn-
ing PIT is displayed in yellow in the center of Heading
the attitude ball. The heading comparator is enabled when both
sides are using the same heading type (MAG
or TRU), both sides are not using a common
Roll source, and both sides are not failed (no HDG
The roll comparator is enabled when both sides flags). When the heading comparator is en-
are not using a common attitude source and abled, and the pilot’s and copilot’s heading
both sides are not failed (no ATT flags). When difference is greater than 6°, the heading com-
the roll comparator is enabled, and the pilot’s parator warning HDG is displayed in yellow
and copilot’s roll difference is greater than 4°, above and to the left of the compass card.

FlightSafety
international
SECOND PFD are available, or when all three AHS parame-

ters are flagged as invalid.
CONFIGURATION
Altitude Air Data
The altitude comparator is enabled when both If valid data is being displayed for an ADC pa-
sides are not using a common air data source rameter but the independent source data re-
and both sides are not failed (no ALT flags). quired for the display comparison function
When the altitude comparator is enabled and for that parameter is not available, then a white
the difference between the pilot’s and copilot’s XADC (No Comparator) flag is displayed in
altitude difference is not within limits, the al- the PFD message window to the left of the
titude miscompare warning ALT is displayed airspeed scale. The flag is removed when in-
in yellow on the altitude scale. The compara- dependent sources of data for both ADC pa-
tor limit for altitude is variable and increases rameters are available, or when both ADC
as a function of altitude. Difference greater parameters are flagged as invalid.
than 60 + (ALT1 + ALT2/460).
Engine Data
Airspeed If valid data is being displayed for an engine
The airspeed comparator is enabled when both parameter but the independent source data re-
sides are not using a common air data source, quired for the display comparison function
both sides are not failed (no IAS flags), and for that parameter is not available, then a white
the IAS is greater than 90 knots. If the airspeed ENG1 or ENG2 No Comparator flag (for the
comparator is enabled and the airspeed dif- respective engine the parameter is associated
ference is greater than 10 knots, the airspeed with) is displayed in the PFD message window
miscompare warning IAS is displayed in yel- to the left of the airspeed scale. The flag is re-
low on the airspeed scale. moved when independent sources of data for
all three engine parameters are available, or
when all three engine parameters are available,
NO COMPARATOR FLAGS or when all three engine parameters are flagged
A “No Comparator” flag is shown on the PFD as invalid.
when a compared parameter is shown as valid,
but no valid data is being received from an in- ALTERNATE AND COMMON
stalled second source to allow the comparator
to work. The No Comparator flags are boxed (REVERSION) ANNUNCIATION
and displayed in white, flash for five seconds Alternate and common annunciators are dis-
when a no-comparator condition first exists, played to alert the pilots that the same data
and are then steady. They are removed when source is being displayed, or that an alternate
the no-comparator condition is removed. source has been selected. There are two al-
ternate and common annunciations that may
Attitude/Heading Data be displayed at the left side of the PFD display
in the PFD message window: AHS 1 or 2 and
If valid data is being displayed for an AHS pa- ADC1 or 2.
rameter but the independent source data re-
quired for the display comparison function
for that parameter is not available, then a white AHS Reversion
XAHS No Comparator flag is displayed in the A flight-deck-mounted AHS switch selects
PFD message window to the left of the airspeed which sensor will be the on-side attitude/head-
scale. The flag is removed when independent ing source. When AHS reversion is selected,
sources of data for all three AHS parameters both sides display the reversion annunciation

inside a yellow box to the left of the airspeed PFD FLAGS

display, reflecting the actively selected (com-
mon) AHS source. AHS1 is displayed when the Each of the PFD flags and warnings available
pilot’s AHS is the common source, and AHS2 for display on the PFD are listed in Figure 16-
is displayed when the copilot’s AHS is the 94 and Table 16-7, along with the color and the
common source. meaning of the flag. Each of these flags and
warnings are described in greater detail in the
appropriate section of this chapter.
NOTE
Common source AHS data to the FCS C ollins
is forbidden. AHS reversion does not

remove the AHS data to the FCS. No AP
automatic AP/YD disconnect occurs AHS2
TRIM E A R
ATT V
FD1
strictly as a function of reverting the ADC2 IAS FD N ALT
V
RA2
AHS; however, the normal FCS mon- AOA2
ATT
MM MIN
itors remain active and the FCS will XTLK
XRA IAS ALT VS

disconnect if the AHS sources vio- XAHS
WINDSHEAR
late the AHS monitors. XADC
ENG1
ENG2 RA LOC GS
DCP
HDG HDG CAT2
ADC Reversion 33
N
3
If only a single ADC is installed, no ADC re-

30
6
version is possible. A flight-deck-mounted
ADC reversion switch selects which ADC will
W
E
be the on-side air data source. When ADC re-
12
24
version is selected, data from (the cross-side LOC1
ADC becomes a common source of ADC data). 21

S
15
TCAS TEST
The common ADC source annunciation is dis-
played in yellow to the left of the airspeed
display on both PFDs when ADC reversion is BRT
DIM
selected from either side. ADC1 is displayed

when the pilot’s ADC is the common sensor, Figure 16-94. PFD Flags
and ADC2 is displayed when the copilot’s
ADC is the common sensor.
AFD Cross-Talk Flag
NOTE A yellow, boxed, XTLK flag is displayed in
Autopilot and/or yaw damper oper- the PFD message window, and beneath the N 1
ation may be impaired in reversion. readouts on the MFD, when applicable, when
any AFD loses cross-talk input from any other
PFD or MFD. The XTLK flag flashes for five
AOA Reversion seconds, then is steady. It is removed when
communication is restored. PFDs or MFDs
If the AOA on the on-side DCU AOA fails, the that have been deselected by pilot reversion
AFD automatically selects the cross-side DCU will not cause the message.
as the AOA source and displays a yellow AOA1
or AOA2 (as appropriate) reversion flag in
the PFD message window. When the yellow
AOA box first appears, it flashes for five sec-
onds, then steady. If no AOA is available, then
the AOA fail flag is shown.

FlightSafety
international
Table 16-7. PFD FLAGS
FLAG COLOR MEANING
ALT Red Altitude data fail
AOA# Red Angle of attack data fail
AP Yellow Autopilot disconnect warn
ATT Red Attitude fail
DCP Red Display control panel fail
FD Red Flight director fail
FMS# Red FMS data fail
G/S Red Glidescope data fail
HDG Red Heading data fail
IAS Red Airspeed data fail
LOC# Red Localizer data fail
RA Red Radio altitude fail
TRIM Red Pitch trim fail (autopilot engaged)
VOR# Red VOR data fail
VS Red Vertical speed data fail
XTLK Yellow AFD crosstalk fail
FLAG flashes for five seconds when first in view, then steady.
# Indicates 1 or 2
AP flashes red for manual disengage, yellow for automatic disengage.
PFD Operation “T” information displayed below. The engine

and navigation information are compressed
with Loss of MFD formats. The altitude, altitude airspeed, and
PFD operation with a loss of MFD (MFD may FGS annunciation remain at their normal size
be failed or PFD may be reverted) is normal but are relocated to allow the EIS to be dis-
except for the addition of EIS (engine indi- played. The PFD engine display operation is
cating system) and air temperature displays identical to the MFD engine display. Air tem-
(Figure 16-95). This format contains the EIS perature displays include optional SAT and
across the top of the display with the primary ISA. The SAT and ISA legends are displayed

FlightSafety
international
C ollins
N1 % ITT°C OIL PSI OIL °C 910 N2

910
%
100 900
I I FF
G G
310 PPH
310
800
80 N 700 N QTY
600 600 LBS
650
60 200 24 24 121 121
93.2 93.2 LNV1 AP ALTS

17000
260
20 16000 4
2
240
10 900
MM 1
20
220 15800
80
1
10
200 700 2
20 4
180 600
M.456
33 340 22.92
20 HDG 340 N
FMS1
DTK 350 30 FORMAT >
KCID DBQ
3
25. ONM ALO MXO
TNU RDR
< PRESET
KCID WX
VOR1 200 T–1.5A
CO
100 IA
IOW
RETURN >
< DATA
OTM
RAT–15°C
BRT
DIM
Figure 16-95. PFD Display with Failed MFD
above and to the right of RAT readout. All area, and HSI in rose, arc, or FMS map at bot-
other annunciations are the same as listed in tom. Any reversion selection with this switch
the respective directions. (Figure 16-97) automatically compresses the
optional copilot PFD.
If the MFD fails in the standard installation,
manually select PFD on the PFD/MFD MFD Reversion to
reversion switch to enable the combined
PFD/MFD display on the PFD. In the second
PFD Operation
PFD configuration, if the MFD fails, select- Should the PFD fail, the MFD can be recon-
ing PFD enables the combined PFD/MFD dis- fi g u r e d t o f u n c t i o n a s a P F D . W h e n t h e
play on the pilot’s PFD, and adds the EIS P F D / M F D r ev e r s i o n s w i t c h ( R E V T O
display only to the copilot’s PFD. PFD–NORM–REV TO MFD) is activated to
the MFD position, the PFD is powered down
If the MFD display fails, select REV TO PFD and the MFD becomes a PFD. The MFD op-
and observe the normal PFD display change eration in PFD reversion is identical to the
to the compressed format (Figure 16-96) with PFD operation with loss of the MFD. Controls
the EIS compressed at top. ADI in middle for the MFD acting as the PFD are the same
as for the PFD operating without a MFD.

FlightSafety
international
Collins
N1 % ITT°C OIL PSI OIL °C 0.0 N2

0.0
%
100 900
FF
0 PPH
0
800
80 700 QTY
600 430 LBS
520
60 200
0.0 0.0
------
50 3 00 4
AOA1
10 2
60 2 00
1
20
–– 51 00
80
10 1
VT150
V2112 0 00
20 2
VR109 GS
V1109 LOC 09 00 4
0
29.92
HDG 015 039
LOC1
CRS 013 3 6
------- NM N
E FORMAT
33
12
PRESET LX/RDR
FMS
30
15
ADF
W
S SAT 17°C
ADF ISA+4°C
24 21
RAT 17°C
BRT
DIM
Figure 16-96. PFD/MFD in Compressed Format
DISPLAY
NORM
REV TO
PDF REV TO
MDF
SELECTED TO “REV TO PFD”

Figure 16-97. PFD–NORM–MFD Reversion Switch

FlightSafety
international
NOTE format. This format contains the EIS across the

top of the display with the primary “T” in-
MFD reversion to PFD only applies formation displayed below. The engine and
to the pilot’s PFD in the second PFD navigation information is in a compressed for-
configuration. If the copilot’s PFD mat. The altitude, altitude airspeed, and FGS
fails, the MFD cannot be reverted to information remains at the normal size, but is
replace the PFD. relocated to allow the EIS to be displayed.
Second PFD Configuration If MFD in the standard configuration fails,

manually select REV TO PFD on the PFD/MFD
In the optional second configuration, the copi- reversion switch to enable the combined
lot’s PFD operates similarly to the pilot’s PFD/MFD display on the pilot’s PFD. In the
PFD. Control of various copilot PFD param- second PFD configuration, if the MFD fails,
eters (map, engines, SAT/ISA) are controlled selecting REV TO PFD enables the combined
by discretes on the rear of the AFD, which PFD/MFD display on the pilot’s PFD, and adds
means the interconnect wiring controls these the EIS display only to the copilot’s PFD. If the
functions. copilot’s PFD fails, the MFD cannot be reverted
to act as the PFD.
If the copilot’s PFD fails, display capability
on that side is lost. However, if the pilot’s N1
PFD fails and the MFD is reverted to combined
PFD/MFD operation, EIS and air tempera- Same as normal EIS format, except for the N1
ture displays are added to the copilot’s PFD. scale range and tick marks. The N1 scale has tick
marks at the top and at 50, 60, 70, 80, 90, and
Regardless of the FMS installed, the copi- 100%. Scale and scale pointer range is linear
lot’s PFD includes a full-time MAP format se- from 47% to 110%. The reversion EIS format
lection capability because it has no associated does not display the N1 REF.
MFD. Weather radar may be overlaid on the
map or arc. ITT
When the second PFD option is installed the Same as normal EIS format, except for the ITT
following equipment is added to the baseline, scale range and tick marks. The ITT scale is
AFD-3010, DCP-3000, MSP-85, and CKP- gray-scaled with tick marks at 200°, 400°, 600°,
3000. In addition, the baseline APP is re- 700°, 800°, 900°, and 1,000°C. Three linear
placed by a version with an autopilot transfer scale portions exist, with a scaling change
button. The ball reacts to gravity and cen- above 600°C, and changing again above 900°C.
trifugal force to indicate the need for direc-
tional trim. The CKP provides control of the Fuel Quantity
copilot’s selected course. Same as normal EIS format, except no legend
and no scale, digital readout only.
MFD Reversion
If display reversion causes the MFD to be- DCP Reversion
come a PFD, the engine information remains In the event of failure of the DCP, the display
displayed. When display reversion shuts off the formats, navigation source, and bearing source
MFD, then the engine information is displayed remains unchanged. If the AFD is powered-up
on both PFDs. with a failed DCP, the AFD utilizes default se-
lections for formats, navigation source, and
In the event of failure of either the pilot’s PFD bearing source.
or the MFD, the remaining display may be
manually reverted to a combined PFD/MFD

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Miscompare Warnings
Miscompare warnings are used to alert the pi-
lots that redundant data from dual indepen-
dent systems does not agree within specified
limits. Comparator monitoring is performed
full-time for attitude and heading data.
Comparator monitoring is performed full-time
for airspeed and altitude data when dual air data
systems are installed (optional). Comparator
monitoring is performed full-time for N 1 , N 2 ,
and ITT.
The miscompare warning annunciations are

displayed in yellow, flash for five seconds
when a miscompare condition first exists, then Figure 16-98. Static Wicks—Wing
are steady. They are removed when the mis-
compare condition is removed. For the N 1 ,
Three static wicks are installed on each wing,
N 2 , and ITT comparator warns, the respective
two on each aileron and one outboard on the
legend associated with each parameter is re-
trailing edge of each wingtip (Figure 16-98).
moved and replaced with a N 1 , N 2 , or ITT, as
Three static wicks are installed on each ele-
appropriate, and a direction arrow pointing
vator, two on the rudder (Figure 16-99), and
to the side of the engine that is causing the
one on the tail cone. All 15 static wicks are
comparator warn. If both engines have a mis-
required for flight. If any static wick is miss-
comparing parameter, the direction arrows
ing on a moveable control surface, replace
show on both sides.
prior to flight to ensure proper control sur-
face balance.
Powerup Displays
At system power-up, the MFD FORMAT and
map source (FMS1/FMS2) selections that were
last selected prior to power-down will be re-
called and displayed on the MFD; additionally,
if there is no input from the PFD, data normally
controlled by the PFD (e.g., heading type,
range, etc.) that was last displayed will be re-
called and redisplayed.
STATIC DISCHARGE WICKS

A static electrical charge, commonly referred
to as “P” (precipitation) static, builds up on the
surface of an airplane while in flight and causes
interference in radio and avionics equipment
operation. Static wicks are installed on vari- Figure 16-99. Static Wicks—Rudder
ous p oints to dissipate the static electricity in
flight. All statick wicks are required and should
be checked periodically by maintenance.

FMS INTERFACES LONG-RANGE NAVIGATION—

KLN-900 GLOBAL
The Collins system provides interfaces to POSITIONING SYSTEM
the following navigation/flight management
systems:
(GPS) RECEIVER (STANDARD)
• KLN-900 (standard) The AlliedSignal KLN-900 (P/N057-02203-
0004) with GPS fault detection and exclusion
• UNS-1K (optional) (FDE) is a single-unit panel or pedestal-
• GNS-X LS (optional) mounted, long-range, global positioning sys-
tem (GPS) based airborne navigation system
• KLN-90B (optional) with a database (Figure 16-100). Besides the
panel or pedestal-mounted GPS receiver, the
The KLN-900 is the baseline, with any of the system is comprised of a KLN-900 configu-
above being provided as an alternative. ration module and a KA-91 antenna mounted
on top of the forward fuselage. All output data
NOTE is read from the unit front panel display, and
all input to the unit is via the front panel con-
In this installation, the FMS is a non- trols. The primary purpose of the equipment
Collins external navigator. The ca- is to provide the pilot with present position
pabilities of the installed FMS is information and to display guidance infor-
manufacturer dependent. Refer to the mation with respect to a flight plan defined
appropriate approved FMS operator’s by the pilot.
manual for information on how FMS
functions are controlled/accessed.
GPS
KHUT 2 KHUT A
4 1 GPS 31
DI S 2 8 6 NM 2 NDB 13
GS 10 KT 3 VOR 03 BRT
PUSH
ETE : 4 VORD 21 ON
BRG 314°
NAV 1 ENR 314 MSG ACT 8
CRSR CRSR
D CLR ENT
NAV APT
NAV CALC
D/T VOR
FPL STAT
ACTV NDB
MODE SETUP
REF INT
TRIP OTHER
CTR SUPL
OBS ALT NRST
PULL SCAN
MSG SAVE
Figure 16-100. KLN-900 GPS

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Flight plan information is entered by the pilot before the expiration date. Use out-
via various knobs and buttons on the front of-date database information is done
panel. The screen display normally is divided at the operator’s own risk.
into five segments defined by vertical and
horizontal lines on the screen. The larger top
left segment is called the left page and the The KLN-900 can be coupled to the autopilot
larger top right segment is called the right when FMS is selected as the navigation source
page. The lower left segment displays the and NAV is selected on the mode select panel.
name of the left page being displayed while A white (armed) or green (captured) LNAV
the smaller lower-right segment displays the message on the PFD will indicate that the
name of the right page being displayed. The KLN-900 GPS is being coupled to the NAV
lower middle segment displays the mode of mode of the Collins Pro Line 21 IAPS system.
operation, for example ENG-LEG is enroute- Prior to waypoints in the KLN-900 active
leg mode, which is the normal mode for en- flight plan, the waypoint and waypoint iden-
route operations. There are eight types of tifier will flash.
pages that may be displayed on the left side
of the screen and 10 types of pages that may Instrument Panel Annunciators
be displayed on the right side. The abbrevi-
ations for these page types are displayed The approach switch/light annunciator indi-
around the outside of the left and right outer cates the KLN-900 mode of operation while
knobs. Some types of pages, such as NAV, in the approach environment and allows for the
have more than one page. Once the type of manual selection of the APPROACH ARM
page is selected using the outer knob, the mode of operation. The APPROACH ARM
inner knob is used to select the specific page. mode will automatically engage when the air-
plane is within 30 nm of the destination air-
The information stored in the database even- port and an approach has been loaded into the
tually becomes out of date; therefore, to pro- active flight plan. When the APPROACH ARM
vide a means of updating the information, the mode is engaged, the FMS switches from the
database is housed in a PCMCIA card, which enroute mode of operation to the terminal
plugs directly into the front of the KLN-900. mode of operation. The CDI sensitivity will
It is designed so that there are two ways for change from ±5.0 nm to ±1.0 nm for full-scale
the operator to keep the database current. The deflection. The APPROACH ARM mode can
first method of database update is to remove be manually activated by pressing the ap-
the old card a insert a current card. This method proach annunciator in any phase of flight.
involves returning the old card to AlliedSignal.
The second is to electronically update the The APPROACH ACTV mode cannot be man-
database by means of 3.5-inch diskettes sup- ually selected outside of 2 nm from the final
plied by AlliedSignal and a laptop computer. approach fix (FAF). The APPROACH ACTV
This method does not involve removing the mode will engage only when the following
KLN-900 from the airplane. A data port on the criteria are satisfied:
front of the KLN-900 provides a means of in-
terfacing the unit with the computer via an 1. The airplane is 2 nm from the FAF
interface cable. For more information on up-
dating the database of the KLN-900 refer to 2. The leg mode is selected
the KLN-900 Pilot’s Guide.
3. RAIM is available
WARNING
4. The airplane is heading toward the FAF
The accuracy of the database infor- 5. The FAF is the active waypoint
mation is assured only if it is used

When the APPROACH ACTV mode is en- KLN-900 calculations using temperature input
gaged, the FMS switches from the terminal are based on ram-air temperature (RAT).
mode of operation to the approach mode of op-
eration. CDI sensitivity will change respec-
tively from ±1.0 nm to ±0.3 nm for full-scale CAUTION
deflection. APPR will display in the upper
left quadrant of the PFD. The altitude alerting feature will
only be accurate if the altimeter
At the missed approach point (MAP), the KLN- barometer correction is kept updated.
900 will not automatically sequence to the If altitude alerting is used, the al-
next waypoint. The appropriate waypoint must timeter baro-setting should be
be manually selected. By default, the KLN-900 changed according to the airplane’s
will nominate the first waypoint of the pub- altimeter setting.
lished missed approach procedure when
DIRECT TO is pressed, and the active waypoint
is the MAP, and the MAP has been passed. Operator’s Manual
For detailed operating information, consult
NOTE the KLN-900 GPS Pilot’s Guide, P/N 006-
The KLN-900 does not provide guid- 08796-0000 dated July 1996, or later revision.
ance in accordance with the pub- The Pilot’s Guide, as applicable to the spe-
lished missed approach procedure. cific software modification status and sensor
When executing a missed approach, installation, must be immediately available
use the autopilot HDG mode or man- to the flight crew whenever navigation is
ually fly the aircraft to ensure the predicated on the use of the system. The
missed approach procedure is exe- Bendix/King Operator’s Manual is generic to
cuted as published. many aircraft installations. The “Operational
Revision Status” (ORS) of the Pilot’s Guide
must match the ORS level annunciated on
Fuel flow information is supplied directly to the self-test page. All functions discussed in
the KLN-900 from the fuel signal conditioner t h e m a n u a l m a y n o t b e ava i l a b l e i n t h e
unit. Air data and temperature are provided to Citation CJ1 installation.
the KLN-900 via an air data computer inter-
face. Absence of these inputs or improper in-
puts will not affect the navigational accuracy Navigation Operation
of the system. Otherwise, data must be man- Approvals
ually entered for the KLN-900 functions using
The KLN-900 flight management system
this information, e.g., TAS, wind computa-
(FMS) with FDE is approved under TSO
tion, range, etc.
C129A1 and has been demonstrated capable
of meeting the requirements for the following
NOTE VFR/IFR operations (provided it is receiving
Start nozzle fuel is supplied contin- usable navigation data from the GPS sensor):
uously at a flow rate of approximately
9 pounds per hour while the engine 1. Oceanic/remote—As the primary means
is operating and is not accounted for of navigation per FAA Notice 8110.60
in the fuel flow indication on the
KLN-900. The fuel flow on the MFD 2. North Atlantic Track (NAT) Minimum
does account for the 9 pounds per Navigational Performance Specification
hour start nozzle fuel. (MNPS) airspace

3. Enroute and terminal—In accordance required by the FARs applicable to the

with AC20-138 specific type of operation (e.g., VOR,
DME, etc.).
4. Enroute BRNAV/RNP5—In accordance
with AC90-96 and JAA AMJ 20X2 for air- 3. IFR navigation is prohibited unless the
craft with FMS CDI information dis- pilot verifies the currency of the database
played on the copilot’s instrument panel or verifies each selected waypoint for
(dual PFD installations, or single-PFD accuracy by reference to current approved
installations with a separate dedicated data.
CDI displaying FMS aircraft position rel-
ative to track on the copilot’s side). 4. The internal database (IDB) must be up-
dated to the latest revision every 28 days;
5. Nonprecision Approach—In accordance updating to be accomplished with the
with AC20-138 and AC90-94 update disk or equivalent. Update disks
will be delivered by mail (to subscribers)
or obtained from authorized installation
NOTE centers or update centers.
Some oceanic/remote NAT routes
may require two FMSs with inde- 5. The use of manually inserted runway co-
pendent long-range navigation sen- ordinates for FMS approaches is limited
sors (GPS or IRS). to VFR operations only.
6. Instrument approaches must be accom-

KLN-900 Operating Limitations plished in accordance with approved in-
strument approach procedures that are
1. The KLN-900 Pilot’s Guide, P/N 006- r e t r i eve d f r o m t h e F M S n av i g a t i o n
08796-0000, Revision 2, dated January database.
1999, or later revision, as applicable to the
specific software modification status and 7. Not all published approaches are in the
sensor installation, must be immediately FMS database. The flight crew must en-
available to the flight crew whenever nav- sure that the planned approach is in the
igation is predicated on the use of the database.
KLN-900. The “Operational Revision
Status” (ORS) of the Pilot’s Guide must
8. At the final approach fix, the KLN-900
match the ORS level annunciated on the
APPROACH ACTV and ARM switch-
self-test page.
lights must be illuminated and RAIM
NOTE must be available.
The KLN-900 Operator’s Manual is
generic to many aircraft installations. 9. When using FMS guidance for conduct-
All equipment, options, and features ing instrument approach procedures that
in the KLN-900 Operator’s Manual do not include “or GPS” in the title of the
may not be available in the Citation published procedure, the flight crew must
CJ1 installation. verify that the procedure specified navaid
and associated avionics are operational.
2. Other navigation equipment appropriate 10. IFR nonprecision approach approval is

to the ground facilities along the intended limited to published approaches within
route must be installed and operable, as the U.S. National Airspace System.

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Approaches to airports in other airspace 2. If continuing to navigate using GPS

are not approved unless authorized by equipment, verify position every 15 min-
the appropriate governing authority. utes using another IFR approved naviga-
tion system.
11. ILS, LOC, LOC-BC, LDA, SDF, and MLS
approaches are not authorized for the MESSAGE (MSG
KLN-900.
Annunciator Illuminated)
12. When an alternate airport is required by KLN-900 MSG Button—Press
the applicable operating rules, it must be
served by an approach based on other NOTE
than GPS or Loran-C navigation, the air-
• KLN-900 message descriptions
craft must have operational equipment
are outlined in the KLN-900 Pilot’s
capable of using that navigation aid, and
Guide.
the required navigation aid must be op-
erational.
• T h e “A d j u s t N a v C o u r s e t o
13. The KLN-900 does not provide guidance XXX°” message will appear each
in accordance with the published missed time a waypoint is sequenced. This
approach procedure. Auto pilot FMS cou- message is a false indication. The
pled operation is prohibited during a course is automatically adjusted.
missed approach until vertical and lat- The only crew action is to cancel
eral course requirements can be accom- the message by pressing the MSG
plished per the published procedure. button on the KLN-900.
14. Operation above 74°00.0’ north latitude UNIVERSAL UNS-1K FLIGHT

and below 60°00.0’ south latitude is pro- MANAGEMENT SYSTEM
hibited due to unreliable magnetic head-
ing, unless manual magnetic variation is (OPTIONAL)
entered into the FMS. The Universal UNS-1K is a fully integrated
navigation management system designed to
15. The fuel management mode is for advi- provide the pilot with centralized control for
sory purposes only and does not replace the airplane’s navigation sensors, computer-
the airplane primary fuel flow and fuel based flight planning, and fuel management
quantity. (Figure 16-101). The FMS accepts primary
position information from short- and long-
range navigation sensors. The primary posi-
KLN-900 Abnormal tion data received from the sensors is filtered
Procedures within the FMS to derive a “Best Computed
Position” (BCP). It accomplishes these com-
RAIM Not Available putations and advises the flight crew of com-
ponents or systems requiring attention, as
1. Continue to navigate using GPS equip- well as other irregularities, such as loss of
ment, or revert to an alternate means of enough sensors to compute a valid position.
navigation appropriate to the route and In the latter situation, if sensor loss endures
phase of flight. over a set length of time, the system will
enter dead-reckoning (DR) mode and so in-
form the pilot through a message on the con-
trol display unit (CDU) and display a red
boxed FMS on the MFD.

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UNIVERSAL
NAV APPR 1 / 3 M
K I C T GPS 19L
MSG F R KONYA 2900 F T HDG NAV
194 ° 3 . 8 NM – 2 . 9 °
DATA T O RW 1 9 L * 1369 F T MNVR DTO
M I S S D
FUEL NX * EOA * APPR FPL
TUNE XTK ( A ) L0 . 00 VDEV +19 VNAV

XWIND R 6 GS 144
PREV WIND 238 ° / 9 VSR –744 LIST
NEXT MENU
A B C D E F G 1 2 3
PWR
DIM H I J K L M N 4 5 6 PERF
O P Q R S T U 7 8 9
V W X Y Z ENTER BACK 0 +
–
Figure 16-101. UNS-1K Display
The UNS-1K provides lateral steering infor- display some momentary fluctua-
mation to the pilot through the PFD. When tions during the transition from ter-
connected to the autopilot, it provides roll minal to approach modes. It should
steering commands. The VNAV function probe noted that the command bars still
vides vertical steering information displayed provide accurate guidance, and the
on the UNS-1K CDU. VNAV guidance is not autopilot does not attempt to follow
provided to the flight director or autopilot. the CDI.
The NAV computer additionally computes
fuel flow information, providing a current
fuel status and airplane gross weight through- The UNS-1K database incorporates SIDs,
out the flight if the fuel and gross weight are STARs, and approaches including GPS ap-
updated prior to takeoff. proaches. These procedures may be flown
coupled to the autopilot or flight director.
The internal database must be updated to the
NOTE latest revision every 28 days; updating is to
The CDI sensitivity depicted by the be accomplished with the Universal Avionics
UNS-1K changes with respect to the update disk or equivalent.
mode of operation (enroute, termi-
nal, and approach). The CDI may

Operator’s Manual single-PFD installations with a separate

dedicated CDI displaying FMS aircraft
For dated operating information, consult the position relative to track on the copilot’s
Universal UNS-1K Pilot’s Operating Manual, side) provided it is receiving usable nav-
Universal Systems report number 2423sv602, igation data from the GPS sensor.
latest change. The software status stated in the
Pilot’s Manual must match that displayed on
the FMS control display unit (CDU). 5. Nonprecision approach—In accordance
with AC20-130A and AC90-94 provided
the FMS is receiving usable navigation
UNS-1K Navigation information from the GPS sensor.
Operational Approvals
The Universal UNS-1K flight management UNS-1K Operating
system (FMS) is approved under TSO C129 Limitations
Class B1 and C1 and has been demonstrated
capable of and has been shown to meet the re- General
quirements for the following operations:
1. The Universal UNS-1K Flight Man-
a g e m e n t S y s t e m P i l o t ’s O p e r a t i n g
1. Oceanic/remote—When used in con- Manual, Universal Systems report num-
junction with Universal FDE prediction ber 2423sv604, latest change, must be
program P/N 10751, with software con- immediately available to the flight crew
trol number SCN 21 or FAA-approved whenever navigation is predicated on the
later version. Two FMSs are required to use of the FMS. The software status stated
be installed, operating, and receiving us- in the Pilot’s Manual must match that
able signals from independent GPS sen- displayed on the FMS control display
sors (or one FMS and one GPS sensor for unit (CDU).
those routes requiring only one long-
range navigation [LRN] sensor).
2. The UNS-1K must be used in conjunction
with the Universal off-line RAIM pre-
2. North Atlantic track (NAT) Minimum diction program, P/N 10751, with SCN 21
Navigational Performance Specification or higher FAA approved versions, when
(MNPS) airspace (as defined in AC91-49 used as the primary means of navigation
and AC-91-70)—Provided that the proper in oceanic and remote airspace.
documentation and approval is obtained.
Two FMSs are required to be installed,
operating and receiving usable signals 3. The UNS-1K position information must
from independent GPS sensors. be checked for accuracy (reasonableness)
prior to use as a means of navigation. The
UNS-1K position should be updated when
3. Enroute and terminal—In accordance a cross-check with other approved navi-
with AC20-130a, provided it is receiv- gation equipment reveals an error greater
ing usable navigation data from the GPS than 3 nm along-track or crosstrack.
sensor.
4. Navigation within the national airspace
4. Enroute—Including BRNAV/RNP5 in ac- system shall not be predicated upon the
cordance with AC90-96 and JAA AMJ UNS-1K during periods of dead reck-
20X2 for aircraft with FMS CDI infor- oning (DR).
mation displayed on the copilot’s instru-
ment panel (dual-PFD installations or

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5. The internal database (IDB) must be up- to the first display page of the selected mode.
dated to the latest revision every 28 days; Where multiple pages exist, subsequently
updating to be accomplished with the pressing the function key will cycle the display
Universal Avionics update disk or equiv- forward one page at a time. The following
alent. When latitude/longitude transferred paragraphs describe the selectable modes in
from the IDB is displayed on the CDU, general terms. For a detailed description of each
the pilot will ensure that it is a reasonable mode and the various display pages under each
position for the requested identifier. mode, refer to the function and page
descriptions later in this section.
6. The fuel management mode is for advi-
sory purposes only and it does not re- LIST Key
place the airplane primary fuel flow and The LIST key is used to provide a list of options
fuel quantity systems. appropriate to the data to be entered. While
performing data entry, pressing the LIST key
7. GPS manually entered altitude may be presents a list of selections appropriate to the
used only after failure of the automatic entry being made.
inputs and must be updated every five
minutes. MENU Key
The MENU key is used to present a list of
8. When operating outside the magnetic
alternate formats or options for the FUEL, FPL
variation model area (north of 72°45
or TUNE mode being displayed. A small letter
minutes north latitude, or south of 59°45
“m” in a box will appear on the title line of any
minutes south latitude), the pilot must
page in which the MENU key is active. Refer to
manually insert magnetic variation.
the applicable section for further details.
9. The UNS-1K displayed VNAV infor-
mation is advisory information only.
DATA key
The DATA function is used to obtain
10. For Brazilian operators, FMS IFR non- information and status about the FMS, its NAV
precision approaches are prohibited. Data Base, and the attached sensors which
operate with the FMS. Although sensor control
is totally automatic, selection and deselection of
NOTE individual sensors may be accomplished using
this function. The DATA function is also used to
When an instrument approach pro- make additions, deletions, or changes to pilot
cedure missed approach point is not defined locations.
identified in the database as a runway
(e.g., RW02, etc.), VNAV guidance
may not be appropriate for straight-
MSG Key
in approach operations. Pressing the MSG key will cause the MESSAGE
page (Figure 16-102) to be displayed showing
the active messages. The current messages
Function Keys (those messages generated since the page was
last accessed) will be displayed. When a system
Eight function or mode select keys are located
message becomes active, “MSG” will appear on
immediately below the display (see Figure 16-
the far right side of the top line on the display.
101). These keys are used to select the basic
After the messages are viewed, the display may
operating modes of the system for data entry or
be returned to the previous page by selecting the
command inputs. When one of the function keys
RETURN option on the MESSAGE page, by
is pressed, the display will immediately change
pressing the MSG key again, or by pressing the

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international
BACK key. line-select key 5L will either be Selecting DOWN will adjust the display
blank or display a UNILINK, or AFIS if the downward an equal amount. Selecting VIDEO
system is so configured. Pressing this key will will cause the display to switch to the video
access the UNILINK or AFIS Menu page. source. Pressing any key while in video mode
will cancel video mode. Selecting CANCEL will
MESSAGE 1/1 return the display to the main (BRIGHT/
DIM/CANCEL/DISPLAY/OFF) window.
P O S I T I O N U N C E R TA I N
OSS 2 M I N O R FA I L
ROUTE OVERFLOW OFF
STEERING FA I L
WPT ALERT Pressing the line-select key for OFF will cause
the CONFIRM OFF window to be displayed.
This window has two options (CONFIRM OFF
UNILINK RETURN and CANCEL) selectable using the line-select
keys. Selecting CONFIRM OFF will turn the
system off. Selecting CANCEL will return the
Figure 16-102. Message Display
display to the main (BRIGHT/DIM/CANCEL/
OFFSET/OFF) window.
ENTER Key
PREV Key
The ENTER key is used to store input data. The
cursor marks variable parameters by means of The PREV (previous) key is used to cycle
reverse field printing (dark letters on a light backward, one page at a time, through multiple
background). Parameters which cannot be pages of the same mode.
marked by the cursor are not variable and can
not be changed by the normal input processes. NEXT Key
Each time the ENTER key is pressed, the
The NEXT key is used to cycle forward, one
variable marked by the cursor will be stored in
page at a time, through multiple pages of the
memory. When the cursor marks a variable, it
same mode.
may be altered through the alpha numeric keys
and then stored by pressing the ENTER key.
Pressing the ENTER key completes entry of the BACK Key
data and is required for all data entries. When the cursor is over a data entry field, the
BACK key serves as a delete or backspace key.
DISPLAY
Pressing the line-select key for DISPLAY will ± Key
cause the display adjustment window to be The state change key (±) is used in conjunction
displayed. The display adjustment window with the alphanumeric keys to enter data. It
presents four options (UP, DOWN, CANCEL, changes + to –, N to S, and L to R. It is also used
and VIDEO) selectable using the line-select keys. in strictly alpha fields as a dash or period.
NOTE MSG Key

VIDEO is only applicable to certain When a system message becomes active, MSG
CDU part numbers. will appear on the far right side of the top line on
the display. If the Position Uncertain message is
active, POS will be displayed onthe far left side
Selecting UP will cause the entire display to of the top line on the display.
shift upward by as much as one-half character to
adjust the parallax for the line-select keys.

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ON/OFF–DIM Key CANCEL

The ON/OFF–DIM key for initial powerup will Pressing the line-select key for CANCEL will
energize the system and initiate self-test of the cause the control window to be removed from
navigation computer. When self-test is initiated, the active display page.
the self-test page will appear. The initialization
page will automatically follow the self-test
page if all test are successfully completed. If a Alphabetic and Numeric
failure, which would cause the system to be Keyboards
unuseable, occurs, the initialization page will The alphabetic and numeric keys are used to
not appear. Once the initialization page input characters into a variable field marked
appears, no other page can be displayed until by the cursor. The alphabetic keys are located
the initialization data is accepted. immediately below the function keys and the
numeric keys are to the right.
After the system is turned on, pressing the
ON/OFF–DIM key will cause a control window
to be displayed on the right side of the active Line-Select Keys
page with the options BRIGHT, DIM, Normally, data is entered by using the line-
CANCEL, DISPLAY, and OFF selectable using select keys to position the cursor, using the al-
the line-select keys. phanumeric keys to input the desired data,
and then pressing the ENTER key to complete
NOTE the entry.
The BRIGHT/DIM provides display
dimming only and does not dim the UNS-1K Standard Features
key backlighting. Key backlighting • Active matrix color flat panel display
is dimmed along with aircraft in-
strument dimming. • 8 megabyte (64-megabit) NAV database
• 3-D approach mode (RNAV, VOR/DME,
TACAN)
BRIGHT
Pressing the line-select key for BRIGHT will • VNAV
cause the display to steadily brighten as the key • Fuel management
is held down.
• Five long-range sensor inputs
DIM • Rho/Rho/Rho and Rho/Theta navigation
Pressing the line-select key for DIM will • System X-fill
cause the display to steadily dim as the key is • 200 stored routes (up to 3,000 wpts)
held down.
• 200 pilot waypoints, 100 runways, 100
airports, 100 arrivals/departures, 100
NOTE alignment waypoints, 25 radar waypoints
If the display is dimmed completely • ARINC 429 AFIS interface compatible
off and other keys are pressed or the
location of the BRIGHT key can • Holding pattern capability
not be remembered, press the • Plain language, airports, and NAV names
ON–OFF DIM key twice to restore
display. • High- and low-altitude airways
• SIDs, STARs, approaches, and missed
approach procedures in database

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• Configuration module—For aircraft sensors into an integrated whole, capable of

systems and sensor configuration precise navigation and aircraft performance
• Capability for aircraft specific computations. The system takes information
performance from various navigation sources (DME and
GPS sensors), considers the strengths, weak-
• Internal, 12-channel GPS receiver nesses, and signal strengths of each system
• GPA primary means NAV capable and sensor in use, and computes a most likely
position for the airplane. The GPS sensor has
• TSO C129a B1/C1 compliant priority unless degraded sensor accuracy has
• Optional UniLink (text only) been detected by the system. It accomplishes
these computations with a minimum of atten-
• H o n ey w e l l f l i g h t g u i d a n c e s y s t e m tion by the flight crew, and advises them of
compatible components or systems requiring attention, as
well as other irregularities such as loss of
enough sensors to compute a valid position. In
GNS-XLS FLIGHT MANAGEMENT the latter situation, if sensor loss endures over
a set length of time, the system will enter DR
Description (dead-reckoning) mode and so inform the pilot
The GNS-X LS flight management system with through a message on the control display unit
GPS fault detection and exclusion (FDE) is a (CDU) and display a red boxed “FMS” on the
comprehensive navigation management sys- MFD (Figure 16-103).
tem, which integrates multiple systems and
NAV VNAV AFIS FPL ON BRT PLAN HDG TUNE
HOLD
MSG 1 2 3
P
R
4 5 6
V
N
X
7 8 9
T
# 0 ±
BACK
A B C D ENTER E F G H
I J K L M N O P Q R
S T U V W X Y Z * SP
Figure 16-103. GNS-XLS Control Display Unit

FlightSafety
international
The GNS-X LS is an integrated navigation and above. The pilot should refer to the
flight management system that consists of a published DP or STAR procedure for
control display unit, a GPS sensor, an antenna, correct navigation guidance.
a navigation database and an optional
DME/DME sensor. The GNS-X LS with FDE is
approved for oceanic enroute, terminal, and The CDI sensitivity depicted by the GNS-X LS
nonprecision approach operations. changes with respect to the mode of operation
(enroute, terminal, and approach). When the
The standard navigation database contains way- aircraft is within 30.0 nm of the destination air-
points such as VHF navaids, airports, runway port, the GNS-X LS switches from the enroute
thresholds, outer markers, intersections, DPs, mode of operation to the terminal mode of
STARs, airways, and nonprecision approaches. operation. The CDI sensitivity on the EHSI
This information is stored in and accessed by will change respectively from ±5.0 nm to ±1.0
the CDU and updated on a 28-day cycle. nm for full-scale deflection. When an ap-
proach has been loaded into the active flight
The GNS-X LS interfaces with the Collins Pro plan and the aircraft is within 2.0 nm of the
Line 21 IAPS flight control system and air final approach fix (FAF), the “APPR” annun-
data computer. The CDU contains a color liq- ciation on the PFD will illuminate. CDI sen-
uid crystal display (LCD), which is the inter- sitivity will change respectively from ±1.0
face between the system and the operator. All nm to ±0.3 nm for full-scale deflection.
necessary controls are located on the CDU
and the instrument panel. The GNS-X LS can NOTE
be coupled to the autopilot when FMS is se-
lected as the on-side navigation source. Some When a procedure turn is initiated,
options may have both a primary and sec- the inbound course is displayed for
ondary FMS capable of being coupled to the desired track on the PFD.
autopilot. The systems are selected as the pri- Additionally, the CDI needle will
mary navigation source by the use of line se- automatically slew to the inbound
lect buttons on the PFD. course for correct sensing.
The GNS-X LS has an advisory only VNAV Automatic leg sequencing will cease at the
mode. Air data, temperature, vertical speed, MAP. Missed approach procedures are to be
and heading information are provided by the executed as published. After executing the
Collins ADC and AHRS. This information is missed approach procedure and enroute to the
used to calculate wind computations, VNAV missed approach holding fix, the fix can be au-
profiles, range, etc. Absence of these inputs, tomatically selected as the next waypoint by
or improper manual inputs will not affect the pressing the DIRECT TO button.
navigational accuracy of the system.
The GNS-X LS is not designed to fly DP or NOTE

STAR procedures. When flying those portions When initially executing a missed
of a DP or STAR that are not tracks between approach procedure, use the autopi-
fixes (such as heading-to-intercept type pro- lot HDG mode or manually fly the
cedures), the airplane should be flown in au- procedure to ensure proper track and
topilot HDG mode or manually to ensure turn direction.
proper track and turn direction.
The GNS-X LS provides steering information
NOTE to the pilot through the primary flight dis-
The MFD map display may be in- play (PFD). When connected to the autopilot,
correct for the procedures described it provides roll steering commands. The NAV

computer additionally computes fuel flow in- 1. Oceanic/remote—As the primary means
formation, providing a current fuel status and of navigation per FAA Notice 8110.60
airplane gross weight throughout the flight,
if the fuel and gross weight are updated prior 2. North Atlantic Track (NAT) Minimum
to takeoff. Navigational Performance Specification
(MNPS) airspace
The system also provides navigation data out-
puts that enable the active flight plan to be dis-
played on the multifunction display (MFD). 3. Enroute and terminal—In accordance
with AC20-130
The following components comprise the GNS-
X LS : a control display unit (CDU); which 4. Enroute BRNAV/RNP5—In accordance
houses its own global positioning system with AC90-96 and JAA AMJ 20X2 for air-
(GPS) sensor; a configuration module unit, craft with FMS CDI information dis-
and an antenna. The GPS antenna is mounted played on the copilot’s instrument panel
on top of the fuselage near the cabin door. (dual-PFD installations, or single-PFD
installations with a separate dedicated
The CDU is the heart of the system, possess- CDI displaying FMS aircraft position rel-
ing the computer, the VORTAC positioning ative to track on the copilot’s side)
unit (if installed), the navigation data bank, and
the memory capability, as well as the GPS re- 5. Nonprecision approach—In accordance
ceiver. The NDB maintains 50,000 naviga- with AC20-130 and AC90-94
tion points in its database as well as up to 999
operator-generated waypoints. Fifty-six flight
plans with up to fifty waypoints each may be
stored. The NAV database must be updated
NOTE
every 28 days by means of a memory card. The Some oceanic/remote NAT routes
card is inserted into a personal Computer may require two FMSs with inde-
Memory Card International Association pendent long-range navigation sen-
(PCMCIA) slot under the lower portion of the sors (GPS or IRS).
alpha keyboard on the CDU.
GNS-XLS Operating
Operator’s Manual Limitations
For detailed operating information, consult
Revision 5 of the Global GNS-X LS Flight
Management System Operator’s Manual, 1. The GNS-X LS Operator’s Manual. P/N
Report Number 006-08845-0000, issued 5 0 0 6 - 0 8 8 4 5 - 0 0 0 0 , R ev i s i o n 2 , d a t e d
September 1997 or later revision. January 1996 or later revision, as appli-
cable to the specific software modifica-
tion status and sensor installation, must
GNS-XLS Navigation be immediately available to the flight
crew whenever navigation is predicated
Operational Approvals on the use of the GNS-XLS. Software mod-
The GNS-X LS flight management system ification level must be verified to be P/N
(FMS) with FDE is approved under TSO C129 17960-0102, SMO4 as displayed on the
C1/C3 and has been demonstrated capable of GNS-X LS initialization page.
meeting the requirements for the following
VFR/IFR operations (provided it is receiving
usable navigation data from the GPS sensor):

FlightSafety
international
NOTE runway (e. g., RW02, etc.), VNAV

guidance may not be appropriate
The GNS-X LS Operator’s Manual is for straight-in approach operations.
generic to many aircraft installations.
All equipment, options, and features
in the GNS-X LS Operator’s Manual 8. When using FMS guidance for conduct-
may not be available in the Citation ing instrument approach procedures that
CJ1 installation. do not include “or GPS” in the title of the
published procedure, the flight crew must
verify that the procedure specified navaid
2. Navigation within the national airspace and associated avionics are operational.
system shall not be predicated upon the
GNS-X LS during periods of dead reck-
oning (DR). 9. IFR nonprecision approach approval is
limited to published approaches within
the U.S. National Airspace System.
3. With the exception of oceanic/remote, Approaches to airports in other airspace
other navigation equipment appropriate are not approved unless authorized by
to the ground facilities along the intended the appropriate governing authority.
route must be installed and operable, as
required by the operating rules applica-
ble to the specific type of operation (e.g., 10. ILS, LOC, LOC-BC, LDA, SDF, and MLS
VOR, DME, etc.). approaches using the GNS-X LS for final
approach guidance are not approved.
4. Enroute IFR navigation is prohibited un-
less the pilot verifies the currency of the 11. When the approach at the destination is
database or verifies each selected way- based on GPS and an alternate airport is
point for accuracy by reference to cur- required by the applicable operating rules,
rent approved data. it must be served by an approach not based
on GPS, the aircraft must have opera-
tional equipment capable of using that
5. The internal database (IDB) must be up- navigation aid, and the required naviga-
dated to the latest revision every 28 days. tion aid must be operational.
6. The use of manually inserted runway co- 12. The GNS-X LS does not provide guidance
ordinates for FMS approaches is limited in accordance with published missed ap-
to VFR operations only. proach procedures. The airplane must be
flown manually or by use of the FMS
7. Instrument approaches must be accom- heading mode to ensure that certain por-
plished in accordance with approved in- tions of the missed approach procedure
strument approach procedures that are are flown properly.
r e t r i eve d f r o m t h e F M S n av i g a t i o n
database. 13. Operation above 70°.00.0 north latitude
NOTE and below 60°.00.0 south latitude is pro-
hibited due to unreliable magnetic head-
• Not all published approaches are ing, unless manual magnetic heading
in the FMS database. The flight variation is entered into the FMS.
crew must ensure that the planned
approach is in the database.
14. The fuel management mode is for advi-
• When an instrument approach pro- sory purposes only and does not replace
cedure missed approach point is the airplane primary fuel flow and fuel
not identified in the database as a quantity.

15. The VNAV feature is advisory only. 2. Following a period of dead reckoning op-
Vertical coupling to the F/D autopilot is eration, verify FMS position using vi-
not available. sual ground references or other available
navigation sources.
Airborne Flight Information RAIM Not Available
System (AFIS) Interface
The global airborne flight information sys- 1. Continue to navigate using GPS equip-
tem (AFIS) interfaces the flight planning and ment, or revert to an alternative means of
performance management functions of the navigation appropriate to the route and
standard GNS-X LS flight management system phase of flight.
with global data center computers. AFIS in-
terfaces with various VHF and satellite com- 2. If continuing to navigate using GPS
munications facilities, thereby providing the equipment, verify position every 15 min-
computer data link between the airplane and utes using another IFR-approved navi-
global data center, by which transfer of dig- gation system.
ital data concerning flight plans, weather,
and message traffic is possible.
Message MSG
The Citation CJ1 AFIS installation consists Annunciator Illuminated
of a data management unit (DMU), a con-
figuration module, a data transfer unit (DTU), GNS-X LS MSG button—PRESS
a satellite communications unit (SCU), an
antenna switching unit (in installations hav- NOTE
ing a shared antenna), and an antenna. The
global data center, with its VHF/satellite/ GNS-X LS message descriptions are
ground telephone system interface, makes o u t l i n e d i n t h e G N S - X L S P i l o t ’s
up the ground portion of the system. The Guide.
global data system provides the services of
flight planning, aviation, weather, and flight-
related message forwarding, through its
KLN-90B GLOBAL
“mainframe” computers, which accept and POSITIONING SYSTEM
process digital data, and provides the re- (GPS) RECEIVER
quested information on a real-time basis.
The KLN-90B is a single-unit panel-mounted,
long-range global positioning system (GPS)-
NOTE based airborne navigation system with an up-
The AFIS interface is installed by datable database. The panel-mounted unit
special equipment request (SER). comprises all of the operating equipment in
the system except the antenna, which is
mounted on top of the f orward fuselage
GNS–XLS Abnormal Procedures (Figure 16-104).
Dead Reckoning (DR) Message NOTE

Displayed on FMS CDU Sensor
Message Page For complete operating instructions
on the KLN-90B, refer to KLN-90B
Pilot’s Guide, S/N 006-08773-0000,
1. Do not predicate navigation on the FMS Dated May 1997, or latest revision.
until the DR message has extinguished.

BENDIX/KING GPS
KLN 90B TSO BRT PUSH
ON
CRSR CRSR
NAV APT
NAV
CALC D/T VOR
FPL
STAT ACTV NDB
MODE
SETUP REF INT
TRIP
OTHER MSG ALT CLR ENT CTR SUPL
Figure 16-104. KLN-90B GPS Receiver
The KLN-90B can be coupled to the autopi- mode of operation to the terminal mode of
lot when FMS is selected on the DC 550 and operation. The CDI sensitivity on the EHSI
NAV is selected on the MS 560 mode selec- will change respectively from ±5.0 nm to ±1.0
tor. A white (armed) or green (captured) LNAV nm for full-scale deflection. The APPROACH
message in the EADI will indicate that the ARM mode can be manually activated by
KLN-90B FMS is being coupled to the pressing the approach annunciator in any phase
NAV mode. of flight.
A green WPT (waypoint) annunciator will il- The APPROACH ACTIVE mode cannot be
luminate prior to waypoints in the KLN-90B manually selected. The APPROACH ACTIVE
active flight plan when the SPZ-5000 is cou- mode will engage only when the following
pled. Some options may have both primary criteria are satisfied; the aircraft is approxi-
and secondary FMS capable of being coupled mately 2.0 nm from the final approach fix
to the autopilot through a panel-mounted an- (FAF), the leg mode is selected, RAIM is avail-
nunciator switch. able, the aircraft is heading toward the FAF,
and the FAF, or colocated FAF/IAF is the ac-
Two panel-mounted annunciator switches are tive waypoint. When the APPROACH ARM
provided for the KLN-90B, a course annun- mode is engaged, the FMS switches from the
ciator switch and an approach annunciator terminal mode of operation to the approach
switch. The course annunciator is switchable mode of operation. CDI sensitivity on the
between LEG mode and OBS mode. In LEG EHSI will change respectively from ±1.0 nm
mode, the course needle displays the flight to ±0.3 nm for full-scale deflection.
plan course. In OBS mode, the course knob on
the RI553 remote instrument controller is used At the missed approach point (MAP), the
to manually select FMS course. missed approach holding point will not be au-
tomatically sequenced. Missed approach pro-
The approach annunciator indicates the KLN- cedures are to be executed as published. By
90B mode of operation while in the approach pressing the DIRECT TO button on the KLN-
environment and allows for the manual se- 90B after the MAP, the missed approach hold-
lection of the APPROACH ARM mode of op- ing point will be automatically selected as the
eration. The APPROACH ARM mode will next waypoint. Direct to operation can be con-
automatically engage when the aircraft is firmed by pressing the ENT button.
within 30 nm of the destination airport and an
approach has been loaded into the active flight Fuel flow, air data, temperature and heading
plan. When the APPROACH ARM mode is are automatically provided to the KLN-90B via
engaged, the FMS switches from the enroute an air data computer (ADC). Absence of these

FlightSafety
international
inputs, or improper inputs will not affect the The terminal mode will automatically engage
navigational accuracy of the system. when the airplane is within 30 nm of the des-
Otherwise, data must be manually entered for tination airport and an approach has been
KLN-90B functions using this information, loaded into the active flight plan. The CDI
e.g., TAS, wind computation, range, etc. sensitivity will change from ±5.0 nm to ±1.0
nm for full-scale deflection.
KLN-90B calculations using temperature input
are based on RAT.
NOTE
The map format on the PFD/MFD
NOTE will not display the ARC portion of
When initially executing a missed a GPS approach. The ARC will be
approach procedure, use the autopi- displayed on the GPS-400 CDU.
lot HDG mode or manually fly the
procedure to ensure proper track and
turn direction. The approach mode will engage when the air-
plane is 2.0 nm from the FAF. CDI sensitivity
will change respectively from ±1.0 nm to ±0.3
CAUTION nm for full-scale deflection. APPR will dis-
play in the upper left quadrant of the PFD.
It is the pilot’s responsibility to en-
sure that the airplane is properly At the missed approach point (MAP), the GPS-
maintained with respect to the elec- 400 will not automatically sequence to the
trical bonding of airplanes surfaces next waypoint. The GPS-400 continues to give
and the installation of static dis- guidance along an extension of the final course
charge wicks. segment until the missed approach procedure
is initiated. When the OBS key is used to ini-
tiate the missed approach procedure, the
The pilot must be prepared to use an alternate missed approach holding point is automatically
navigation means should the system flag. offered as the destination waypoint. The OBS
course must be selected on the GPS-400 CDU.
GARMIN GPS-400 (OPTIONAL) The remote course knobs will not change the
selected OBS course.
General
The GPS-400 can be coupled to the autopilot NOTE
when FMS is selected as the navigation source The GPS-400 does not provide guid-
and NAV is selected on the mode select panel. ance in accordance with the pub-
A white (armed) or green (captured) LNAV lished missed approach procedure.
message on the PFD will indicate that the When executing a missed approach,
GPS-400 is being coupled to the NAV mode use the autopilot HDG mode or man-
of the Collins Pro Line 21 system. Prior to way- ually fly the aircraft to ensure the
points in the GPS-400 active flight plan, the missed approach procedure is exe-
waypoint and waypoint identifier will flash. cuted as published.
NOTE Garmin GPS-400 Navigation

The red boxed FMS annunciation will Operational Approvals
appear briefly during flight plan mod-
ifications and selection of the direct The Garmin GPS-400 is approved under TSO
to function. This is normal while the C129 A1 and has been demonstrated capable
FMS updates navigation data. of meeting the requirements for the following

VFR/IFR operations (provided it is receiving 2. Use of the Garmin GPS-400 is prohibited

usable navigation data from the GPS sensor): during single-pilot operation except fol-
lowing the in-flight failure of the pedestal-
mounted FMS.
1. North Atlantic Track (NAT) Minimum
Navigational Performance Specification 3. Other navigation equipment appropriate
(MNPS) airspace—In accordance with to the ground facilities along the intended
AC91-49 and AC120-33 route must be installed and operable, as
required by the FARs applicable to the
2. Enroute and terminal—In accordance specific type of operation (e.g., VOR,
with AC20-138 DME etc.).
3. Enroute BRNAV/RNP5—In accordance 4. IFR navigation is prohibited unless the

with AC90-96 and JAA AMJ 20X2 for air- pilot verifies the currency of the database
craft with FMS CDI information dis- or verifies each selected waypoint for
played on the copilot’s instrument panel accuracy by reference to current
(dual-PFD installations, or single-PFD approved data.
installations with a separate dedicated
CDI displaying FMS aircraft position rel- 5. The internal database (IDB) must be up-
ative to track on the copilot’s side) dated to the latest revision every 28 days.
4. Nonprecision approach—In accordance 6. The use of manually inserted runway co-

with AC20-138 and AC90-94 ordinates for FMS approaches is limited
to VFR operations only.
NOTE
Some NAT routes may require two 7. Instrument approaches must be accom-
FMSs’ with independent long-range plished in accordance with approved in-
navigation sensors (GPS or IRS). strument approach procedures that are
r e t r i eve d f r o m t h e F M S n av i g a t i o n
Garmin GPS-400 database.
Operating Limitations
8. Not all published approaches are in the
FMS database. The flight crew must en-
1. The Garmin GPS-400 Pilot’s Guide, P/N sure that the planned approach is in the
190-00140-60, Revision A, dated August database.
1999, or later revision, as applicable to the
specific software modification status and
sensor installation, must be immediately 9. Instrument approaches utilizing the GPS
available to the flight crew whenever nav- receiver must be conducted in the ap-
igation is predicated on the use of the proach mode and receiver autonomous
GPS-400. integrity monitoring (RAIM) must be
available.
NOTE
The GPS-400 Pilot’s Guide is generic 10. When using FMS guidance for conduct-
to many aircraft installations. All ing instrument approach procedures that
equipment, options and features in do not include “or GPS” in the title of the
the GPS-400 Pilot’s Guide may not published procedure, the flight crew must
be available in the Citation CJ1 verify that the procedure specified navaid
installation. and associated avionics are operational.

FlightSafety
international
11. IFR nonprecision approach approval is 2. If continuing to navigate using GPS

limited to published approaches within equipment, verify position every 15 min-
the U.S. National Airspace System. utes using another IFR approved naviga-
Approaches to airports in other airspace tion system.
are not approved unless authorized by
the appropriate governing authority.
Message MSG
Annunciator Illuminated
12. ILS, LOC, LOC-BC, LDA, SDF, MLS, or
any other type of approach not approved GPS-400 MSG button—PRESS
for GPS overlay, is not authorized for the
GPS-400. NOTE
GPS-400 message descriptions are
13. When an alternate airport is required by outlined in the GPS-400 Pilot’s
the applicable operating rules, it must be Guide.
served by an approach based on other
than GPS or Loran-C navigation, the air-
craft must have operational equipment
capable of using that navigation aid, and HONEYWELL CAS66A
the required navigation aid must be op- TRAFFIC ALERT AND
erational.
COLLISION AVOIDANCE
14. VNAV information may be utilized for SYSTEM 1 (OPTIONAL)
advisory information only. Use of VNAV
information for instrument approach pro-
cedures does not guarantee step-down fix GENERAL
altitude protection, or arrival at approach The Honeywell CAS66A TCAS 1 traffic alert
minimums in a normal position to land. and collision avoidance system is an inde-
pendent airborne system. It is designed as a
15. The GPS-400 does not provide guidance backup to the air traffic control system and the
in accordance with the published missed see and avoid concept. The system consists of
approach procedure. Autopilot FMS cou- two airplane-mounted antennae, a TCAS com-
pled operation is prohibited during a puter unit, and a mode S transponder. TCAS
missed approach until vertical and lat- displays and controls are located in the cock-
eral course requirements can be accom- pit (Figures 16-105 and 16-106).
plished per the published procedure.
GCS
Garmin GPS-400
Abnormal Procedures TILT RANGE
RAIM not Available

1. Continue to navigate using GPS equip-
ment, or revert to a alternate means of
navigation appropriate to the route and
phase of flight. Collins
Figure 16-105. DCP Range Knob

FlightSafety
international
TCAS FAIL
TEST FL
ON ABOVE
SBY NORM
OFF BELOW
PUSH TO TST PUSH FOR FL
Figure 16-106. Honeywell CAS66A TCAS 1 (Optional)
The following features are available with the track aircraft outside its minimum volume de-
CAS66A TCAS 1: pending on the transponder type being inter-
rogated, the range of the intruder, and the
1. The TCAS range will correspond to the density of intruders. The selected TCAS dis-
range selected on the PFD or MFD on play range does not affect the TCAS airspace
which TCAS is being displayed. The max- surveillance volume.
imum TCAS range is 50 nm. The TCAS
display will be scaled on the PFD/MFD TCAS 1 will display three different traffic
for ranges greater than 50 nm. symbols based on the intruder’s location and
closure rate. Nonthreat traffic, depicted by an
2. The TCAS system will not automatically open blue diamond on the TCAS display, in-
revert to STANDBY when on the ground. dicates that an intruder’s relative altitude is
greater than ±1,200 feet or its range is beyond
5 nm. Proximity traffic, depicted by a filled blue
3. The self-test function is not inhibited in diamond indicates that the intruder is within
flight. A test pattern is displayed on the ±1,200 feet and within a 5-nm range but is still
TCAS during pilot initiated TCAS 1 self- not considered a threat (Figure 16-107).
test (Figure 16-107).
Traffic advisory (TA) traffic, depicted by a
TCAS detects and tracks other aircraft by in- filled yellow circle, indicates that the intruder
terrogating their transponders. Aircraft de- is considered a threat. An intruder is consid-
tected, tracked, and displayed by TCAS are ered a threat when its closest point of approach
referred to as “intruders.” TCAS analyzes the meets specific range and closure rate criteria.
transponder replies to determine range and
bearing, which it presents to the crew on the TCAS continuously calculates intruder pro-
TCAS display. Relative altitude is also pre- jected positions. TA’s are therefore constantly
sented if the intruding transponder is report- updated and provide real-time advisory in-
ing altitude. If TCAS determines that a formation. Intruders not considered as threats
possible collision hazard exists, it issues both may not be displayed, depending on traffic
visual and aural advisories to the crew. density, even though they may be acquired vi-
sually by the flight crew. Intruders consid-
TCAS has a minimum surveillance volume ered to be threats will be displayed as such,
defined by a horizontal radius of 14nm and a regardless of traffic density or other factors.
vertical range of ±12,700 feet. TCAS may

TRAFFIC 29.92
HDG
S 193 21
VOR1
CRS 252 FORMAT
15
24
9.0NM
PRESET LX/RDR
FMS1 25 +01
–01 WX
T +O.5
12.5 TFC
–05 SAT 0 °C
ISA 0 °C
RAT 50 °C
Figure 16-107. TCAS 1 Display on Arc or FMS Map Pages on PFD/MFD
TCAS 1 Normal Procedures 4. Ground operation

1. R e f e r t o t h e a p p r o p r i a t e H o n ey w e l l
CAS66A TCAS 1 Pilot’s Manual described Before Takeoff
in the “Limitation” section. The TCAS 1 should be selected to “TFC”
(traffic advisory) mode on the PFD line-select
2. The TCAS 1 aural warning is inhibited key just prior to takeoff.
below 400 feet AGL during descent and
below 600 feet during ascent. After Landing
The TCAS 1 should be selected to STANDBY
3. Preflight Test—Activate the self-test
mode immediately after clearing runway.
mode by pressing the test button on the
TCAS control panel. The aural annunci-
5. TCAS 1 Flight Procedures
ation “TCAS system test OK” and visual
TCAS Traffic Advisory (TA)—Using the
confirmation “TRAFFIC” on the PFD ad-
information on the TCAS display, com-
vise that the minimum required equip-
mence a visual search for the intruder. If,
ment is available and operational. “TCAS
and only if, the intruder is visually ac-
system test fail” is announced if the min-
quired, maneuver the airplane to maintain
imum required equipment is not avail-
safe separation.
able and operational.
CAUTION
NOTE
If initiated in flight, the self-test will Evasive maneuvers based solely on
affect normal TCAS operation for TCAS traffic advisories, without vi-
up to 12 seconds. Normal operation sual acquisition of intruder, are not
will resume when the self-test is suc- recommended.
cessfully completed.

6. TCAS 1 range selection: SAFEFLIGHT N1

a. A 10-nm (or lower) range may be se- REMINDER (OPTIONAL)
lected for takeoff, low-altitude climb
a p p r o a c h a n d l a n d i n g , a n d b e l ow GENERAL
10,000 feet.
The SafeFlight N 1 Reminder presents a con-
b. A 10 nm (or greater) range may be se- tinuous display of target percent fan speed (N1)
lected for high-altitude cruise. for takeoff, go-around, climb and maximum
cruise thrust settings (Figure 16-108). N 1 is
computed based on air data from the digital air
c. The range selected has no effect on the data bus along with anti-ice configuration.
TCAS 1 logic for giving TAs.
7. TCAS traffic advisory annunciations (TA) PREFLIGHT

(Table 16-8). Upon initial powerup, the computer performs
a self-test. If the results are satisfactory, the
8. Pushing the FL button will display alti- display will indicate “888.” If the results are
tude reporting targets at barometrically unsatisfactory, the display will be blank. The
corrected altitudes. display will blank for any failure.
The N 1 reminder is now ready to accept a se-

lected ground temperature to determine the
takeoff N 1 setting.
Place the switch in the center (TO/GA) posi-

tion. Press and hold the control knob. The
Table 16-8. TCAS TRAFFIC ADVISORY ANNUNCIATIONS (TA)
AURAL VISUAL CREW POSITION
“TRAFFIC, TRAFFIC” • Amber “TRAFFIC” on Conduct visual search for

the PFD. the intruder. If successful,
maintain visual acquisition
• Amber filled circle on
to ensure safe operation.
the TCAS display.
N1 SETTING N1 SETTING N1 SETTING
TO / GA TO / GA TO / GA
CLB CRU CLB CRU CLB CRU
SAFE FLIGHT SAFE FLIGHT SAFE FLIGHT
PUSH TEMP SET PUSH TEMP SET PUSH TEMP SET
TAKEOFF/GO-AROUND CLIMB CRUISE

Figure 16-108. SafeFlight Reminder Displays

FlightSafety
international
display will indicate the ram-air temperature will display the percent N 1 for go-around when
(RAT) in degrees celsius. Rotating the pressed at or below 15,500 feet.
control knob clockwise will increase the dis-
played temperature. Rotating the pressed con- Pushing the control knob in any mode will
trol knob counterclockwise will decrease the display the RAT in degrees Celsius.
displayed temperature.
Set the reported airfield temperature on the dis- LANDING

play. Once the knob is released, the display will After landing, the N 1 display will indicate
indicate the percent N 1 for takeoff based on the “888” after one minute.
selected temperature. If any other mode is se-
lected on the ground, or if there is no N1 charted
data for the anti-ice conditions, the display will SAFEFLIGHT N1 REMINDER
indicate “_ _ _ .” NORMAL PROCEDURES
BEFORE TAKEOFF Preflight
Selecting takeoff (TA)/go-around (GA) will
1. Select anti-ice—AS REQUIRED
display the Flight Manual target N 1 thrust set-
ting for takeoff.
2. Place switch in the TO/GA position
Ram-air temperature may be displayed by
pressing the mode switch. If necessary, the 3. Set air temperature by depressing switch
display may be changed to show a pilot- and turning
selected (ATIS) temperature by pressing and
rotating the mode switch.
4. Read takeoff power on display
IN FLIGHT
In Flight
Once airborne, select N 1 thrust settings for
climb (CLB), cruise (CRU), or go-around
(GA) with the mode switch. The system in- 1. Place switch in the CLB position to read
stantly and continuously displays the appro- normal climb power
priate N 1 thrust setting schedule for the
selected mode and given conditions. 2. Place switch in the CRU position to read
maximum cruise power
After the airplane is in flight, the display will
continue to indicate takeoff percent N 1 based 3. Place switch in the TO/GA position to
on the selected temperature, field elevation and read go-around power
anti-ice until another mode is selected. After
another mode is selected, the display will in- NOTE
dicate percent N 1 based on RAT and current
• At maximum cruising altitude, (FL
pressure altitude instead of selected temper-
410), display of N1 may be
ature and field elevation for that mode.
intermittent.
Rotating the control knob counterclockwise to
the CLB position will display the percent N 1 • All bleed-air anti-ice (WS, ENG,
for normal climb thrust; rotating the control WING) must be selected ON for
knob clockwise to the CRU position will dis- anti-ice power setting. If anti-ice
play the percent N 1 for maximum cruise thrust; is partially activated, “ _ _ _ ” will
and reselecting the center TO/GA position be displayed.

SAFEFLIGHT N1 REMINDER Honeywell

OPERATING LIMITATIONS
The SafeFlight N 1 reminder is a secondary 0
means of computing approximate N 1. The pri- 9 FEET 1
mary means of determining N 1 settings under
all conditions is the FAA-approved Airplane
Flight Manual.
35 800
8 2
60,000 FT
WARNING ALT (18,288M)
7 3
N 1 is computed for normal opera- hPa IN HG
tions only. Consult the Airplane
Flight Manual for single-engine 4
operations.
6 5
STD BARO
NOTE
If any anti-ice item required by N 1 re- Figure 16-109. Honeywell-Ametek
minder is not turned on, the display AM-250 Altimeter
will remain blank.
RSVM Group Approval January 4, 2000).
HONEYWELL AMETEK The pilot’s ADC receives 29-VDC power from

the left crossover bus. Its ADC 1 circuit breaker
AM-250 DIGITAL is located on the right circuit-breaker panel and
ALTIMETER WITH AIR is labeled “ADC 1.” The copilot’s AM-250 re-
ceives 29-VDC power from the right extension
DATA COMPUTER bus. Its circuit breaker is located on the right-
hand circuit-breaker panel and is labeled
“ADC/ALT 2.”
GENERAL
The Honeywell AM-250 altimeter/air data The pilot’s ADC 1 display on PFD provides al-
computer provides the airplane with an alti- titude data to the pilot, the number one
tude display and an air data computer (ADC) transponder, the flight management system,
with static source error correction (SSEC) and the flight guidance system. The altitude
(Figure 16-109). The optional Collins Pro information required by pressurization system
Line 21 dual PFD and dual ADC is equipped for autoscheduling also is provided by the
and ready for the pilot to do his or her accu- pilot’s ADC. In addition, the pilot’s ADC pro-
racy tests and obtain his LOA (letter of au- vides barometric correction input to the au-
thorization). The standard Collins Pro Line 21 topilot and the optional fuel/air data computer.
installation with the pilot’s PFD and left ADC,
and a pneumatic copilot altimeter does not The copilot’s AM-250 provides altitude data
qualify as RVSM equipped. If the copilot’s to the copilot and the No. 2 transponder.
pneumatic altimeter is replaced with the
Honeywell AM-250 digital altimeter with air The pneumatic standby altimeter on the pilot’s
data computer, the airplane is now equipped instrument panel shares the pilot’s static port
w i t h d u a l A D C s a n d i s RV S M e q u i p p e d and displays uncorrected altitude (without
(Citation CJ1 AFM Supplement 50 under SSEC). The standby altimeter receives 29-

FlightSafety
international
VDC power from the emergency bus. Its cir- Loss of Both Generators (LH
cuit breaker is located on the right-hand cir-
cuit-breaker panel and is labeled “STANDBY
and RH GEN OFF Caution
ALT/VIB.” Power is required to operate the Lights and Master Warning)
failure flag and the internal vibrator.
If Neither Generator Comes on
4. Battery Switch—EMER. With the battery
NOTE switch in the emergency position and the
In the event of any discrepancy be- generators off, power is supplied for at
tween the primary altimeters, the least 30 minutes to COMM1, NAV1,
pneumatic standby altimeter will not marker beacon, overhead floodlights,
be used in determining which of the pilot’s and copilot’s audio panels, volt-
two primary altimeters is correct. meter, right pitot-static heater, standby
gyro, standby altimeter/airspeed vibra-
tor, standby HSI, and both N 1 LCD en-
OPERATING LIMITATIONS gine indicators.
1. In the event of any discrepancy between
the primary altimeters, the pneumatic ABNORMAL PROCEDURES
standby altimeter will not be used in de-
termining which of the two primary al-
timeters is correct.
Single Air Data
Computer Failure
2. The PFD ADC altimeter and AM-250 Indicated by loss of affected side altitude.
altimeter and a sensitive standby altime-
ter are required for all kinds of opera- 1. Altitude—Use opposite side altimeter
tions (e.g., VFR day and night, IFR day
and night, and icing). 2. Transponder select switch—Select oper-
ating side (pilot’s 1 and copilot’s 2)
EMERGENCY PROCEDURES
NOTE
Replace the following steps where indicated
in the following procedures: If pilot’s air data computer is inop-
erative, the autopilot will operate
only in basic altitude hold.
Electrical Fire or Smoke
6. Generators—OFF. With the battery switch
in the emergency position and the gen-
Dual Air Data Computer Failure
erators off, power is supplied for at least Indicated By Loss of Pilot’s
30 minutes to COMM1, NAV1, marker and Copilot’s Altitude
beacon, overhead floodlights, pilot’s and
1. Altitude—Use pilot’s standby altimeter.
copilot’s audio panels, voltmeter, right
pitot-static heater, standby gyro, standby
altimeter/airspeed vibrator, standby HSI,
and both N 1 LCD engine indicators.
NOTE
• Transponder altitude reporting will
be inoperative
• Autopilot will operate only in

basic attitude hold

NORMAL PROCEDURES Each operator must ensure compliance with re-

quired flight crew training and operating prac-
Replace the following steps where indicated tices and procedures.
in the following checklists:
REQUIRED EQUIPMENT
Cockpit Inspection This airplane is approved for operations in
21. Battery Switch—EMER (Check power R e d u c e d Ve r t i c a l S e p a r a t i o n M i n i m u m
to emergency bus items) (RVSM) airspace when the following equip-
ment is installed and operating normally upon
NOTE entering the RVSM airspace:
With the battery switch in the emer-
gency position and the generators 1. Pilot and copilot primary altimeters
off, power is supplied for at least 30
minutes to COMM1, NAV1, marker 2. Autopilot
beacon, overhead floodlights, pilot’s
and copilot’s audio panels, voltmeter, 3. Altitude alerter
right pitot-static heater, standby gyro,
HSI, standby altimeter/airspeed vi-
brator, and both engine N 1 LCD 4. ATCRBS transponder
indicators.
NOTE
COMM1/NAV1 can be used on emer-
gency bus for clearance/ATIS with- Any changes to the pitot-static, air
out operating other airplane data computer, autopilot, altitude
equipment, if needed prior to start. alerting and/or transponder systems,
or other changes that affect operation
of these systems, must be approved
b y t h e Wi c h i t a FA A A i r c r a f t
REDUCED VERTICAL Certification Office (ACO).
SEPARATION MINIMUM
(RVSM) RVSM OPERATIONS
AUTHORIZED
RVSM GROUP (FAA APPROVAL This airplane is approved for operations in
ON JANUARY 14, 2000) reduced vertical separation minimum (RVSM)
airspace when required equipment is main-
Operating under reduced vertical separation
tained in accordance with the airplane
minimum (RVSM supplement 1) permits 1,000
Maintenance Manual. This does not constitute
feet vertical separation of aircraft at flight lev-
operational approval. Operational approval
els from FL-290 to FL-410. The pitot-static sys-
must be obtained in accordance with applica-
tem and instruments must be maintained in
ble operating rules.
accordance with the airplane Maintenance
Manual, Section 34, “Navigation,” as it pertains
to airplanes operating under RVSM rules.

RVSM NORMAL PROCEDURES SPECIAL USE AIRSPACE

Cockpit Inspection Member nations of the International Civil
Aviation organization (ICAO) have instituted
1. Hot Items/Lights—Static ports and sur- special procedures requiring aircraft to ob-
rounding fuselage skin (left and right): tain certification from their counties of reg-
Check clean, clear, and no damage. Upper istry to fly in its airspace. In the United States,
and lower static vent ports are located on this certification takes the form of a Letter of
each side of the fuselage below the aft Authorization, or LOA, issued by the FAA. The
cockpit window. LOA substantiates the training and qualifica-
tions of each approved pilot as well as ensur-
ing that the navigation and communications
Before Takeoff equipment aboard the aircraft meet specific cri-
1. Altimeters (pilot and copilot)—Confirm teria. Previously the operators LOA was good
and compare. Altimeters must both infor an indefinite period, provided that there
dicate departure field elevation within were no major changes in their operations
±50 feet when set to local altimeter set- procedures or training practices.
ting. Altimeters must indicate within 75
feet of each other when set to local al-
timeter setting.
The Approval Process
Gaining approval for conducting operations in
RVSM airspace is a two-part process:
Cruise
2. Altimeters—Crosscheck pilot and copilot • The aircraft itself must be approved by
altimeters at one-hour intervals or less. the FAA.
Maximum allowed difference 200 feet. • The flight crews must be trained in
RVSM-specific procedures
Flight Crew Training
Each operator must ensure compliance with re-
Aircraft Airworthiness
quired crew training and operating practices RVSM aircraft air worthiness approval is
and procedures. granted after a specific aircraft or an aircraft
group:
RVSM LIMITATIONS • Is outfitted with the specific avionics, al-
timetry, and altitude alerting systems
Airspeed Limitations • Has documented the accuracy and in-
Minimum airspeed in RVSM airspace is 135 tegrity of such systems
KIAS. Maximum airspeed in RVSM airspace
is 0.66 Mach (indicated). • Has documented the effects of flight op-
erating conditions on static source error
t h r o u g h o u t t h e a i r c r a f t ’s f l i g h t
Weight Limitations envelope.
Minimum weight in RVSM airspace is 7,800
pounds. Maximum weight in RVSM airspace
is 10,400 pounds.

FlightSafety
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• Has documented engineering data to en- • Verification that the aircraft has the re-
sure continued in-service RVSM integrity quired communications and navigation
equipment
• Has submitted a maintenance inspec-
tion program that provides for continu- • Verification that the crew have the qual-
ous airworthiness approval ifications to use such equipment
• Verification that a single individual in
Avionics Required the corporation is responsible for crew
operation in MNPS airspace
The avionics required include:
• Two independent altitude measurement Operational Approval

systems
RVSM Operational Approval is granted after
• One SSR altitude-reporting transpon- an operator has submitted:
der. (If only one is provided, it must
have the capability to switch between the • Standard practices and procedures to be
altitude measurement systems.) used in RVSM operations
• An altitude alerting system • An operations training program that cov-
ers operating practices and procedures
• An automatic altitude control system r e l e va n t t o RV S M o p e r a t i o n s .
capable of maintaining altitude within Completion of this course constitutes
65 feet of that assigned. the required training program
• Information/guidance to be included in
Coordinating Approval operations manuals and checklists
Gaining aircraft approval for RVSM operations • A Minimum Equipment List (MEL) that
is a team effort involving: includes items pertinent to operating in
RVSM airspace
• The operator
• A plan for participation in the verifica-
• The manufacturer tions/monitoring program
• The FSDO In addition, the operator must:
An individual operator seeking approval for
its aircraft should contact the manufacturer of • Prepare an International Operations
their specific aircraft type and their local flight Procedures Manual, or
systems district office (FSDO) to coordinate • Incorporate those procedures as a sep-
the process of RVSM approval. arate chapter of the Aircraft Operations
Manual
Sufficient documentation must be available to
show that the aircraft has been approved by
appropriate airworthiness authorities. Crew Qualification
AC91-RVSM specifies that practices and pro-
FAA Inspection cedures in the following areas should be stan-
dardized:
Operators applying for a LOA to operate in
MNPS airspace can expect the following from • Flight planning
the FAA inspector:
• Preflight procedures at the aircraft
• Inspection of the navigation equipment • Procedures prior to RVSM airspace entry
installation
• In-flight normal procedures

FlightSafety
international
• Contingency procedures NORMAL PROCEDURES

• Special emphasis items At initial powerup, the cockpit speaker audio
inhibit system defaults to the normal operat-
RVSM PREFLIGHT PLANNING ing mode, indicated by AUDIO SPK/HPH il-
luminated in the switch. This allows normal
During flight planning, verify the specific air- audio operation through the overhead speak-
craft you are about to fly has been certified for ers and the flight crew headsets.
RVSM operations. Next, review tropopause
charts for performance capability, and wind Overhead speaker audio is inhibited by de-
charts for turbulence conditions, to determine pressing the cockpit speaker audio inhibit
if either could exceed altitude keeping equip- switch and verifying that AUDIO HPH ONLY
ment parameters. Review minimum equipment is illuminated in the switch. When the cock-
lists if any height-keeping equipment is listed pit speaker audio inhibit switch is activated
as being inoperative. If required for a specific (i.e. overhead speakers are muted), any one
aircraft group, account for any aircraft operat- of the following actions will revert the sys-
ing restriction related to RVSM approval. tem back to the normal operating mode re-
s u l t i n g i n AU D I O S P K / H P H b e i n g
illuminated in the switch:
COCKPIT SPEAKER 1. Deselecting cockpit speaker audio inhibit
AUDIO INHIBIT SWITCH switch
(OPTIONAL) 2. Interruption of DC power
Enabling the cockpit speaker
audio inhibit switch prevents 3. Either the pilot or the copilot selects MIC
audio broadcast over the cock- OXY MASK position on the microphone
pit speakers from all avionics select switch
radios as well as audio from op-
tional systems such as traffic
alert and collision avoidance system (TCAS) NOTE
and ground proximity warning system It is the flight crew’s responsibility
(GPWS). The cockpit speaker audio inhibit to verify and maintain vigilance as to
switch allows the crew to deselect the overhead which mode is in operation and com-
speakers, preventing passengers from be- ply with and understand the limita-
coming alarmed in the event a TCAS or GPWS tions associated with operation of the
warning activates. Operation of this switch cockpit speaker audio inhibit system.
will not affect aural warnings that are exter-
nal to the audio amplifiers (e.g., phone calls,
selcal, and autopilot off on French/German
registered airplanes) nor will it alter operation HONEYWELL
of the headphone audio system. ENHANCED GPWS
(OPTIONAL)
GENERAL
The enhanced ground proximity warning sys-
Pilot(s) must be using headset(s) when
tem provides visual and aural warnings in the
the overhead cockpit speaker audio is
following basic GPWS modes (Table 16-9):
inhibited.
1. Excessive rate-of-descent with respect
to terrain (mode 1)

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international
Table 16-9. EGPWS AURAL WARNINGS, CAUTIONS, AND ADVISORIES
Mode 1 pullup “PULL UP” immediately repeated

Mode 2 pullup preface “TERRAIN–TERRAIN” not repeated
Mode 2 Pullup “PULL UP” immediately repeated
Enhanced terrain
awareness preface “TERRAIN–TERRAIN” immediately repeated
Enhanced terrain
awareness warning “PULL UP”
Obstacle preface “OBSTACLE–OBSTACLE” not repeated
Obstacle warning “PULL UP” immediately repeated
Mode 2 terrain “TERRAIN”
Mode 6 minimums “MINIMUMS”
Enhanced terrain
awareness caution “CAUTION TERRAIN (pause) CAUTION TERRAIN (7-second pause)”
Obstacle awareness
caution “CAUTION–OBSTACLE”
Mode 4 too low terrain “TOO LOW TERRAIN”
TCF too low terrain “TOO LOW TERRAIN”
Mode 6 altitude “FIVE HUNDRED” one message per nonprecision approach
Mode 4 gear “TOO LOW, GEAR” repeated twice, unless terrain clearance
continues to decrease
Mode 4 flaps “TOO LOW, FLAPS” repeated twice, unless terrain clearance
continues to decrease
Mode 1 sinkrate “SINKRATE–SINKRATE” one message
Mode 3 don’t sink “DON'T SINK” repeated twice, unless terrain clearance continues to decrease
Mode 5 glide slope “GLIDE SLOPE” variable delay, more frequent and louder if condition worsens
Mode 6 bank angle “BANK ANGLE–BANK ANGLE”
NOTE:
EGPWS aural alerts and warnings above will override all other aural warnings except overspeed.
2. Excessive closure rates to terrain (mode 2) 6. Minimums callout upon reading DH

(mode 6)
3. Negative climb before acquiring a pre-
determined terrain clearance after take- 7. SMART 500 callout—Altitude callout at
off or missed approach (mode 3) 500 AGL (mode 6)
4. Insufficient terrain clearance based on 8. Excessive bank angle alerting (mode 6)

the airplane configuration (a flap override
switch is provided to disable the flap con- In addition, the enhanced ground proximity
figuration input to the system to prevent warning system provides the following ter-
nuisance warnings when landing with rain map enhanced modes (Table 16-10):
less than full flaps) (mode 4)
1. Terrain clearance floor exceedance
5. Inadvertent descent below glide slope
(mode 5) 2. “Look-Ahead” cautionary terrain and ob-
stacle alerting and warning awareness

FlightSafety
international
3. Terrain and obstacle awareness display. The terrain display is intended to serve as a sit-
The EGPWS provides display of ap- uational awareness tool only. The terrain/ob-
proximate terrain and obstacles. The ter- stacle database does not include 100% of all
rain display is color- and intensity-coded terrain, nor does it include 100% of all ob-
(by density) to provide visual indication stacles. Navigation is not to be predicated
of the relative vertical distance between upon use of the terrain database display.
the airplane and the terrain. The color
bands are as shown in Table 16-10. The terrain display must be INHIBITED by se-
lecting TERR INHIB when using QFE as al-
titude reference (Figure 16-110).
NOTE
• The yellow-green boundary will
be automatically adjusted to a
–250 feet value when landing gear
is selected UP.
• If there is no terrain data in the Figure 16-110. Terrain Display Control

database for a particular area, then
terrain awareness alerting is not EGPWS must be INHIBITED by selecting
available for that area. The af- TERR INHIB when within 15 nm of landing
fected area is colored magenta. at an airport for which any of the following
conditions apply:
OPERATING LIMITATIONS 1. The airport has no approved instrument
The use of this system is limited to perform- approach procedure.
ing a caution/warning function only. The
Honeywell enhanced ground proximity warn- 2. The longest runway is less than 3,500
ing system (EGPWS) is not intended as a pri- feet in length.
mary flight instrument.
3. The airport/approach is not listed in
Pilot’s are authorized to deviate from their
AlliedSignal Avionics, Inc. Document
current air traffic control (ATC) clearance
060-4267-00, Revision A or latest
to the extent necessary to comply with an
revision.
EGPWS warning.
Table 16-10. TERRAIN MAP ENHANCED MODES
RELATIVE ALTITUDE IN FEET DISPLAYED DOT PATTERN AND COLOR

(ABOVE OR BELOW AIRCRAFT)
+2,000 and greater Heavy-density red
+1,000 to +2,000 Heavy-density bright yellow
–250/–500 to +1,000 Medium-density dark yellow (appears brown)
–1,000 to –250/–500 Medium-intensity bright green
–2,000 to –1,000 Light-density dark green
Caution alert, regardless of altitude Bright solid yellow
Warning alert, regardless of altitude Bright solid red

In the event that the accuracy of aircraft po- • When flying under daylight VFR,
sition data (from the flight management sys- should a warning threshold be de-
tem(s)) becomes inadequate for navigation, the liberately exceeded or encoun-
terrain awareness alerting and display func- tered due to specific terrain or
tions shall be inhibited. This will not affect the operating procedure at certain lo-
basic GPWS functions. cations, the warnings may be re-
garded as cautionary and the
approach or other procedure con-
OPERATING PROCEDURES tinued, provided visual terrain
The operating procedures are the same as those clearance is maintained.
in the basic FAA-approved Airplane Flight
Manual except as follows: EMERGENCY PROCEDURES
NOTE Basic Ground
• When an EGPWS CAUTION oc- Proximity Warnings
curs, adjust the airplane flight The modes listed in Table 16-11 are basic
path or configuration until the GPWS modes. If any of these warnings occur,
caution ceases. immediately initiate the corrective action to
eliminate the cause for the warning.
• If an EGPWS warning occurs, im-
mediately initiate and continue a Enhanced Ground
climbing, vertical escape maneu- Proximity Warnings
ver that will provide maximum ter-
rain clearance capability, until all Table 16-12 lists enhanced modes based on
alerts cease. Only vertical maneu- proximity to database terrain. If any of these
vers are recommended unless op- warnings occur, immediately initiate the cor-
erating in visual meteorological rective action to clear the terrain.
conditions (VMC) and/or the pilot
determines, based on all available
information, that turning in addi-
tion to the vertical escape maneu-
ver is the safest course of action.
Table 16-11. BASIC GPWS MODES
VISUAL
AURAL WARNING
MODE WARNING MESSAGE ACTION
MESSAGE (COLOR/DISPLAY)
2* “PULL UP, PULL UP, PULL UP Execute a vertical escape maneuver
TERRAIN, TERRAIN” (Red/PFD ADIs) (indicates rapidly rising terrain ahead as a
function of rate of change in radio altimeter).
3 “DON'T SINK” PULL UP Establish a positive rate of climb (indicates radio
(Red/PFD ADIs) altitude loss after takeoff, with gear and flaps
not in landing configuration, below 300-foot AGL).
*GPWS mode 2 will not provide warning for flight into precipitous or very rapidly rising terrain with little or no rising preamble terrain.

Table 16-12. ENHANCED GPWS MODES
VISUAL
AURAL WARNING
WARNING MESSAGE ACTION
“TERRAIN–TERRAIN, PULL UP Immediately execute a vertical escape maneuver.
PULL UP–PULL UP” (Red/PFD ADIs) (This message indicates less than 30 seconds to
impact with terrain that is within 250 to 500 feet
below or higher than airplane altitude.)
“OBSTACLE–OBSTACLE, PULL UP Immediately execute a vertical escape maneuver.

PULL UP–PULL UP” (Red/PFD ADIs) (This message indicates less than 30 seconds to
impact with terrain that is within 250 to 500 feet
below or higher than airplane altitude.)
ABNORMAL PROCEDURES Ground Proximity Alerts

The modes listed in Table 16-13 are basic
GPWS FAIL (Amber GPWS modes which are a function of radio al-
Message in PFD and MFD) titude. If any of these warnings occur, imme-
The GPWS system computer has detected a d i a t e l y i n i t i a t e t h e c o r r e c t ive a c t i o n t o
fault or a required aircraft system input has eliminate the cause for the warning.
been lost to the GPWS system. All GPWS
functions will be inoperative and the annun- Enhanced Ground
ciations will be inhibited.
Proximity Alerts
Table 16-14 lists the enhanced GPWS modes.
TERR FAIL (Amber If any of the following warnings occur, im-
Message in PFD and MFD) mediately initiate the corrective action to elim-
The EGPWS is unable to display terrain or pro- inate the cause for the warning.
vide enhanced mode warnings.
Advisory Callouts (Mode 6)
NOTE Mode 6 provides the following advisory call-
• In the event that the radio altime- outs (Table 16-15). No visual alert is associ-
ter is not functioning, the basic ated with mode 6.
GPWS modes (modes 1 to 6 and
enhanced terrain clearance floor
mode) will not be available. The NORMAL PROCEDURES
other enhanced features, however,
will be available. Cockpit Preparation
Warning Systems—CHECK/OFF
• Any degradation of radio altime-
ter signal can significantly de- Ground Proximity Warning System
grade basic GPWS mode
operation. Unexplained dropouts NOTE
in radio altimeter indication GPWS self-test is inhibited in flight.
should be investigated.

Table 16-13. BASIC GPWS MODES—FUNCTION OF RADIO ALTITUDE
VISUAL
AURAL WARNING
WARNING ACTION
MODE MESSAGE
1 “SINK RATE” ---- Reduce rate of descent until the warning ceases
(indicates excessive sink rate below 1,100-foot
AGL in landing configuration.
4A “TOO LOW, GND PROX Immediately level off or initiate a climb as

TERRAIN” (Amber/PFD ADIs) required. (This message indicates the airplane
has descended below 1,100-foot AGL, is not in
landing configuration, and airspeed is greater
than 190 KIAS.)
4A “TOO LOW, GEAR” GND PROX Immediately level off, initiate a climb or lower
(Amber/PFD ADIs) landing gear as required. (This message indicates
the airplane has descended below 500-foot AGL,
landing gear is not down, and airspeed is below
190 KIAS.)
4B** “TOO LOW, FLAPS” GND PROX Immediately level off, initiate a climb or extend
(Amber/PFD ADIs) flaps, as required. (This message indicates the
airplane has descended below approximately
245-foot AGL, airspeed is below 160 KIAS and
flaps are not in the 35° position.)
5 “GLIDE SLOPE” GND PROX Maneuver the airplane to recapture the glide
(Amber/PFD ADIs slope, go-around, or continue the approach—
ILS selected) if visual—as required. (This message indicates
the airplane has descended more than
approximately 1.3 dots below glide slope on an
ILS, is below 1,000-foot AGL, and is descending
greater than 500 foot per minute.)
** If landing with flaps less than 35°, FLAP OVERRIDE must be

selected to prevent inappropriate TOO LOW, FLAPS warning.

Table 16-14. ENHANCED GROUND PROXIMITY ALERTS
VISUAL
AURAL WARNING
WARNING ACTION
MESSAGE
“TOO LOW, TERRAIN” GRD PROX Immediately level off, climb, or continue (if visual)
(Amber/PFD ADIs) as required. (This message indicates the airplane
has passed through the EGPWS minimum terrain
clearance floor, based on proximity to nearest
airport.)
“CAUTION–TERRAIN, GND PROX Turn or initiate a vertical escape manuever to

CAUTION–TERRAIN” (Amber/PFD ADIs) avoid terrain. (This message indicates the airplane
is within 30 to 60 seconds of impact with terrain
which is within 250 to 500 feet below or higher than
airplane altitude. This message will repeat every
seven seconds.)
“CAUTION–OBSTACLE, GND PROX Turn or initiate a vertical escape maneuver to

CAUTION–OBSTACLE” (Amber/PFD ADIs) avoid obstacles. (This message indicates the airplane
is within 30 to 60 seconds of impact with terrain
which is within 250 to 500 feet below or higher than
airplane altitude. This message will repeat every
seven seconds.)
Table 16-15. ADVISORY CALLOUTS—MODE 6
AURAL
MODE ACTION
ADVISORY
6 “FIVE HUNDRED” This callout will occur on every approach at 500-foot

AGL provided an ILS glide slope is not selected to
the pilot's instruments, or if an ILS glide slope is
selected and the aircraft is two dots below glide slope.
6 “MINIMUMS” This callout will occur on evey approach when the

radio altitude is equal to the value for decision
height entered.
6 “BANK ANGLE, This callout alerts the pilot to excessive bank angles.
BANK ANGLE” The bank angle that causes this alert varies lineraly
from 10° at 30-foot AGL to 40° at 150-foot AGL to
55° at 2,450-foot AGL.

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GPWS TEST switch/annunciator—PRESS • BELOW G/S CANCEL—The BELOW

GLIDESLOPE warning may be can-
• “GPWS” fail (amber mes- celled by pressing the GPWS G/S
sage in PFD and MFD). switch/annunciator.
• Aural “GLIDESLOPE” is • GPWS FLAP O’RIDE—To avoid nui-
annunciated and boxed GND sance “TOO LOW, FLAPS” warning
PROX appears in PFD ADI. during training or other flights during
landings of flaps less than 35°, the
• Aural “PULL UP” is annunciated and warning may be inhibited by pressing
boxed red “PULL UP” appears in PFD the FLAP OVRD switch/annunciator.
ADI.
• TERRAIN INHIBIT—The terrain in-
• Aural “TERRAIN–TERRAIN, PULL hibit function can be enabled by select-
UP–PULL UP” is annunciated and boxed ing the TERR INHIB switch/annunciator.
red “PULL UP” appears in PFD ADI. When terrain inhibit is selected, the “EN-
HANCED” GPWS warnings and terrain
EGPWS Mode Selections map are inhibited. The basic GPWS
modes 1–6 will remain active. Selecting
EGPWS modes are selected as follows (Figure this mode will display yellow TERRAIN
16-111): INHIB on the PFD/MFD.
• TERRAIN—The terrain map can be dis-
played by selecting TERRAIN on the
PFD/MFD line-select key. The terrain
BFGOODRICH
map can be selected/deselected by con- SKYWATCH SKY497
secutive presses of this button. Terrain TRAFFIC ADVISORY
map cannot be selected if terrain in-
hibit is selected. Terrain mode is dese- SYSTEM (OPTIONAL)
lected if PFD/MFD RDR is selected,
and visa-versa. The Skywatch model SKY497 from
BFGoodrich Avionics Systems, Inc., is an air-
RIGHT LOWER PFD INDICATIONS

Figure 16-111. EGPWS Controls and Display

borne traffic advisory system. It monitors the The SKY497 receives weight-on-wheels data
airspace around the aircraft and advises the from the aircraft squat switch. This informa-
flight crew where to look for transponder- tion is used to place the unit in standby mode
equipped aircraft that may pose a collision when poweredup on the ground. When pow-
threat. The system has a limited range (2 to 6 ered up in flight, the SKY497 will automati-
nm) and closure rate (900 knots) capability and cally display traffic in the 6-nm range. The
is therefore intended for use in the terminal display mode can be selected on the ground by
area only. pressing the button labeled “STB.” The “STB”
mode is not selectable while the aircraft is in
The SKY497 displays traffic information on flight. The SKY497 will automatically return
a BFG SKY497 display (Figure 16-112), and to standby mode 24 seconds after landing.
generates aural announcements on the cock-
pit audio system. Traffic information is dis-
played with symbols and text including the OPERATING LIMITATIONS
relative range, bearing, and altitude of in-
truder aircraft. 1. The BFGoodrich Skywatch traffic advi-
sory system model SKY497 Pilot’s Guide,
P/N 009-10801-001 (Rev. A, 6/23/97 or
later revision), must be available to the
BFG flight crew when operating the Skywatch
BRT
OFF traffic advisory system.
2. Pilots must not maneuver the aircraft

SKY497 solely based on the traffic display. The
traffic display is intended to assist in vi-
Standby sually locating other air traffic. The traf-
fic display lacks the resolution necessary
for use in evasive maneuvering.
TEST OPR
Operator-Initiated
Self-Test Fails
If Self-Test Still Fails After
Figure 16-112. Skywatch SKY497 Display
Pressing Test Button again
1. Circuit breaker labeled“SKYWATCH
When an intruder aircraft may pose a collision C/B”(left panel)—PULL
threat, a traffic advisory (TA) is displayed and If the failure is not associated with the baro-
announced aurally. The TA is displayed as a metric altitude source, the system will auto-
solid circle. The TA is announced as “TRAF- matically revert to stormscope.
FIC, TRAFFIC,” over the cockpit speakers
and headsets.
NOTE
The aural announcement is inhibited when the
radar altitude is less than 400-foot AGL. In the When the power is removed from the
event that radar altitude is not available to the SKY497 at the circuit breaker, the
SKY497, the aural announcement is inhibited mode switch will remain in the
when the gear is down. Skywatch indication, even though
t h e s y s t e m s t i l l r eve r t s b a c k t o
Stormscope.

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NORMAL PROCEDURES 1. MSG (amber)—Indicates an FMS mes-

sage has been posted on the FMS CDU
Refer to the Skywatch Model SKY497 Traffic 2. WPT (amber)—Illuminates prior to a lat-
Advisory System Pilot’s Guide. eral or vertical waypoint
3. GPS (amber)—Illuminates when the FMS
ABNORMAL PROCEDURES GPS integrity monitor has detected GPS
system integrity out of tolerance
SKY497 Failed (SKY497 FAILED 4. SX (amber)—Selected crosstrack illu-
Message Displayed on Screen) minated when a parallel course has been
selected for the current navigation leg
If Failed Screen Remains On After
5. FLG (red)—Illuminated if the CDI-500
Second Powerup Attempt has failed, the CDI is not receiving valid
Circuit breaker labeled “SKYWATCH C/B” data, or there is not a flight loaded on the
(left panel)—PULL FMS
6. FMS (green)—Illuminated with FMS
If the failure is not associated with the baro- heading mode selected
metric altitude source, the system will auto-
matically revert to stormscope. CDI-500-equipped airplanes with TO/FROM
annunciators in lieu of FMS, GPS annunciators:
1. TO (green)—Indicates FMS intended pro-

SKYLIGHT AVIONICS gression to the active waypoint
CDI-500 COURSE 2. FROM (amber)—Indicates past the active
waypoint
DEVIATION INDICATOR
(CDI) (OPTIONAL) NAVIGATION OPERATIONAL
APPROVALS
GENERAL
The CDI-500 course deviation indicator is ap-
The Skylight avionics CDI-500 course devi- proved for enroute navigation only.
ation indicator is installed to display FMS air-
craft position relative to track on the copilot’s
instrument panel. The CDI-500 receives power OPERATING LIMITATIONS
when the avionics switch is on. Dimming is ac-
complished with a knob on the unit for the in- The CDI-500 must be operated full bright dur-
dicator lights, and with the right panel light ing daylight operations. Dimming the indica-
control for the legends. The CDI scaling is .625 tor may result in inability to see track deviation.
nm per light and two dots of deflection rep-
resent 5 nm. In dual-FMS-equipped airplanes,
FMS1 or FMS2 guidance can be selected with HEADS UP
a switchlight located adjacent to the CDI-500.
TECHNOLOGIES
SYSTEM ANNUNCIATORS CMS-400 AUDIO
Six annunciators are located on the CDI-500
CHECKLIST (OPTIONAL)
display on the right-hand pilot’s panel. In
dual-FMS-equipped airplanes, two annunci- GENERAL
ators are located separately and to the right of
the CDI-500. The annunciators operate The CMS-400 Heads Up Technologies check-
as follows: list provides computer-stored voice

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announcement of checklist items over dedi- AGL—above ground level

cated speakers with accompanying display
of individual items on the LED display. The AHC—attitude/heading computer
rate of delivery and sequencing of checklist
grouping is controlled by crew members by AHRS—attitude/heading reference system
means of pushbuttons located on the pedestal
and side consoles. Some installations also in- AHS—attitude heading system
clude a button located on the throttle quadrant.
The audio volume of the checklist items is con- ALT—altitude
trolled by a pedestal mounted knob.
AMI—alpha-margin indicator
NOTE AOA—angle of attack
Audio checklist items are announced
over dedicated overhead speakers AP—autopilot
only. Checklist items are not an-
nounced through headsets. AP DISC—autopilot disconnect
APP—autopilot panel
OPERATING LIMITATIONS
ARP—air data reference panel
The Heads Up Technologies CMS400-4 Users
Manual, dated July 14, 1991 or later revision,
ATC—air traffic control
must be available to the flight crew whenever
the CMS-400 is being used as the operating
checklist. B
A u d i o c h e c k l i s t m u s t c o n t a i n FA A - BRG—bearing
approved operating procedures. It is the op-
erator’s responsibility to ensure checklist con-
tents are consistent with current airplane flight C
manual revisions.
CAS—computed airspeed
CDU—control display unit

ABBREVIATIONS
AND ACRONYMS CHP—course heading panel
(COLLINS RELATED) CKP—course knob panel
COM—communication
A
CPA—closest point of approach
ADC—air data computer
CPL—couple
ADI—attitude director indicator
CPN—Collins part number
ADS—air data system
CRS—course
AFD—adaptive flight display
AFMS—Aircraft Flight Manual supplement

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D FGC—flight guidance computer
DCP—display control panel FL—flight level
DCU—data concentrator unit FLC—flight level change
DG—directional gyro FMC—flight management computer
DISC—disconnect FMS—flight management system
DH—decision height G
DTK—desired track GA—go-around
DME—distance measuring equipment GPWS—ground proximity warning system
DR—dead reckoning GS—glideslope
E H
ECU—external compensation unit HGS—Head-Up Guidance System
EFD—electronic flight display HIS—horizontal situation indicator
EFIS—electronic flight instrument system
I
EGPWS—enhanced ground proximity warn-
ing system IAPS—integrated avionics processor system
EHSI—electronic horizontal situation IAS—indicated airspeed

indicator
ICC—integrated card cage
EIS—engine indicating system
IEC—IAPS environmental controller
ET—elapsed time
ILS—instrument landing system
ETA—estimated time of arrival
INC—inclinomenter
F IOC—input/output concentrator
FCC—flight control computer in. hg.—inches of mercury
FCP—flight control panel IRS—inertial reference system
FCS—flight control system ISA—International Standard Atmosphere
FD—flight director ISS—impending stall speed
FDU—flux detector unit ITT—interstage turbine temperature

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K R
KIAS—knots, indicated airspeed RA—radio altimeter or resolution advisory
KT—knots RAS—radio altimeter system or reference

approach speed
L RSP—reversionary switching panel
LDS—lightning detection system RSS—radio sensor system
LOC—localizer RTA—receiver/transmitter/antenna
LSK—line select key RTU—radio tuning unit
M S
Mb—millibars SAT—static air temperature
MDA—minimum descent altitude STBY—standby
MDC—maintenance diagnostic computer
T
MFD—multifunction display
TA—traffic advisory
MSP—mode select panel
TAS—true airspeed
N TAT—total air temperature or true air
temperature
Nav—navigation
TCAS—traffic collision avoidance system
NAVAID—navigational aid
TERR—terrain
nm—nautical mile
TFC—traffic
O
TRK—track, track angle
OT—other traffic
TTG—time to go
P
U
PAC—path attenuation compensation
UTC—Universal time correlation
PFD—primary flight display

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V W
VHF—very high frequency WPT—waypoint
VIR—VOR/ILS receiver WX—weather
VNAV—vertical speed
Y
VOR—VHF omnidirectional range
YD—yaw damper
VS—vertical speed
VSR—vertical speed required

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CJ1 COLLINS PRO LINE 21 EFIS QUESTIONS

1. The purpose of the pilot’s display control C. The PFD for the engine indicating
panel (DCP) is: system (EIS) in the r eversionary
A. The main way to control the PFD mode, if the MFD is inoperative
B. The primary way to control the MFD D. Collins Pro Line 21 pilot’s guide
reachable, pilot in the seat with lap
C. To control the PFD and MFD
belt on, and EFIS turned on, and timed
D. To control the TCAS 1 out with no fault codes
2. The integrated avionics processor sys- 5. The MFD went blank with the loss of the
tem (IAPS) is: engine instrument system (EIS) and nav-
A. The heart of the Collins Pro Line 21 igation display.
located in the right forward nose bag- A. There is no reversion possibility, ob-
gage compartment serve the standby L and R N 1 s
B. Changes analog engine data to digi- B. Use the L AHRS reversion switch
tal and directs that data to the MFD for
C. Use the DADC reversion switch
display
D. Select the PFD/MFD reversion switch
C. Changes fuel quantity to analog and
to REV TO PFD
directs it to the PFD for display
D. Has no way to store fault codes from
6. Select the NAV button on the mode select
the flight guidance system (FGS)
panel (MSP) when cleared for:
3. Things that trip the autopilot and yaw A. VOR approach
damper are: B. ILS approach
A. Pressing the electric trim switch C. Localizer straight-in approach
B. Pressing the AP TRIM DISC r ed D. Localizer back-course approach
button
C. Pressing the electric trim switch or the 7. The pilot’s PFD airspeed, altitude, and
go-around button on the left throttle vertical speed data just failed to red let-
tered IAS, ALT, and VS in red boxes.
D. Pressing the AP SYNC button and
EFIS turned on and timed out with no A. The left air data computer failed.
fault codes Single PFD cannot revert. Dual PFD
can revert.
4. Which of the following is required for B. With single PFD, the copilot’s round
normal takeoff operation of the EFIS instruments are inoperative.
system: C. The standby airspeed and altimeter
A. Pilot in the seat with lap belt on and use the left air data computer.
the FMS flight plan loaded in the FMS D. Properly flying the single PFD con-
B. The avionics master switch on prior figuration, fly the standby instruments
to starting engines and EFIS turned on backed up by the copilot’s instruments.
and timed out with no fault codes

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8. The MFD FORMAT line-select key page 13. The PFD went blank with the loss of the
possibilities in order are: ADI and HSI displays.
A. FMS MAP, rose, diagnostics page A. There is no reversion possibility, ob-
B. Rose, arc, FMS MAP, TCAS 1, FMS serve the standby L and R N 1 s
planning map north up, and diagnos- B. Use the L AHRS reversion switch
tics page C. Use the DADC reversion switch
C. Arc, diagnostics page, Jeppesen chart D. Select the PFD/MFD reversion switch
D. Rose, arc, FMS MAP, TCAS 1 to REV TO MFD
9. The pilot’s PFD and MFD are primarily 14. What are the indications if the pilot’s
controlled by the: air data computer fails (single-PFD
A. Mode select panel (MSP) configuration)?
B. TCAS 1 control panel A. The left PFD, red ATT, and HDG fail
C. Autopilot panel (APP) flags appear
D. Display control panel (DCP) B. The copilot’s round instruments are
inoperative
10. The rudder servo is engaged by the: C. The pilot’s airspeed, altimeter, and
vertical speed go to red lettered IAS,
A. Yaw damper (YD) lever on the APP ALT, and VS in red boxes
B. Autopilot lever (AP) on the APP D. Properly flying the single PFD con-
C. A/P SYNC button figuration, fly the standby instruments
D. Go-around button (GA) on the throt- backed up by the copilot’s instruments
tle knob
15. The pilot’s PFD FORMAT line-select key
11. The autopilot minimum disengagement page possibilities are:
altitude during an ILS is: A. Rose, arc, FMS MAP, TCAS 1
A. 71 feet B. Rose, arc, FMS MAP, TCAS 1, FMS
B. 110 feet planning map north up, and diagnos-
C. 200 feet tics page
D. 50 feet C. FMS MAP rose, diagnostics page
D. Arc, diagnostics page, Jeppesen chart
12. What mode select panel (MSP) button do
you arm when cleared for the localizer 16. To set the course on the course pointer and
straight-in approach? CDI (LDI) and select the single line
A. APPR pointer:
B. NAV A. Select the radar key on the DCP
C. B/C B. Select the NAV/BRG key on the DCP
D. FLC C. Select the APPR button on the MSP
D. Press the RETURN line-select key to
the FORMAT page

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CJ1 FLIGHT MANAGEMENT SYSTEMS QUESTIONS

1. GPS position data is normally accurate to 5. During flight, the fuel calculations shown
within: in the FMS are:
A. 1 meter A. Correct
B. 10 meters B. Always 200 pounds or greater
C. 100 meters C. Advisory only
D. 1,000 meters D. Dependent upon the accuracy of the
fuel quantity gages
2. If fewer than four satellites are available:
A. GPS data will not be used by the FMS 6. If there is more than one waypoint with
the same identifier:
B. Altitude must manually be entered
and updated every five minutes A. The waypoint entry will flash until
C. GPS will revert to DR mode the coordinates are verified.
D. Position information will be avail- B. The waypoints will be displayed in
able between 45° N latitude and 45° alphabetical order
S latitude C. The ICAO identifier for the country or
zone must be entered as an identifier
3. The MSG key will flash if: suffix
D. The database will first display the
A. There is a message on the system or
country with waypoint closest to pre-
sensor page
sent position
B. Prior to a change of active waypoints
C. Whenever GPS altitude requires up- 7. To fly an approved FMS approach:
dating
A. The long range NAV must be in the
D. Fuel reserves are less than total fuel
approach mode
on board
B. RAIM must be available at the FAF
4. When flying an approved FMS approach C. The internal database must be updated
with GPS sensor: every 28 days
D. A, B, and C
A. The pilot is allowed to program the lat-
itude longitude coordinates manually
8. The approved FMS manual is required:
B. The internal database must be updated
every 28 days A. To be on the aircraft for flight
C. Receiver autonomous integrity mon- B. Only during IFR conditions
itoring (RAIM) is available C. Only during VFR conditions
D. Both B and C D. Only for training conditions
9. WAAS (wide area augmentation system)

requires how many satellites?
A. 7
B. 4
C. 5
D. 6

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10. Receiver autonomous integrity monitor- 14. How do multiple waypoints with the same
ing requires no less than _______ satellites identifier display?
to be properly oriented, above the hori- A. The database first displays the coun-
zon in view. try with the waypoint nearest your
A. 5 (good satellites) or 4 (satellites and airplane position.
baro-aiding) B. The waypoints always display in nu-
B. 6 (satellites) or 5 (satellites with baro- merical order.
aiding to eliminate a corrupted satel- C. The waypoints will be displayed in
lite) alphabetical order.
C. Both A and B D. There are no duplicate waypoint iden-
D. 3 tifiers in the internal database.
11. To fly a GPS NDB-approved FMS ap- 15. If the CDI moves from the left side of
proach: the HSI to the right side of the HSI dur-
A. The internal database must be updated ing an FMS flight, what distance from
within 28 days the center line are you?
B. RAIM must be available A. Terminal phase; ±1.0 nm of center
C. The FMS must be in the approach B. Enroute phase; ±5.0 nm of center
mode over the FAF C. Approach phase; ±0.3 nm of center
D. All of the above D. A, B, and C
12. A flashing MSG key light: 16. What manuals are required on the air-
A. Indicates the engine is on fire plane when FMS flight is intended?
B. You failed to bring the AFM from your A. FMS Flight Manual
house to the airplane for your flight. B. Airplane Flight Manual (AFM)
C. Occurs frequently to distract you from C. Both A and B
your duties D. Newspaper
D. Indicates a system or sensor page
message
13. FMS computed fuel is:

A. Always correct
B. Advisory only
C. A lwa y s 3 0 0 p o u n d s g r e a t e r t h a n
actual
D. Most useful when read at climb power
shortly after liftoff

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ANSWERS
CJ1 COLLINS
PRO LINE 21 EFIS
1. C
2. A
3. B
4. C
5. D
6. C
7. A
8. B
9. D
10. A
11. A
12. B
13. D
14. C
15. A
16. B

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ANSWERS
CJ1 FLIGHT
MANAGEMENT SYSTEMS
1. C
2. B
3. A
4. D
5. C
6. D
7. D
8. A
9. D
10. C
11. D
12. D
13. B
14. A
15. D
16. C

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
INTRODUCTION................................................................................................................. 17-1
OXYGEN SYSTEM ............................................................................................................. 17-1
Component Description ................................................................................................. 17-2
System Operation............................................................................................................. 17-4
Oxygen Mask Mic and Headset Mic ............................................................................... 17-6
QUESTIONS......................................................................................................................... 17-8

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen Filler Port.................................................................................................. 17-2
17-2 Oxygen Pressure Gage ........................................................................................... 17-2
17-3 Oxygen Control Valve............................................................................................ 17-3
17-4 Overboard Discharge Indicator .............................................................................. 17-3
17-5 Crew Masks............................................................................................................ 17-3
17-6 Passenger Oxygen Mask ........................................................................................ 17-4
17-7 Oxygen System ...................................................................................................... 17-5
17-8 HEAD SET Oxygen Panels ................................................................................... 17-6
TABLE
Table Title Page
17-1 Oxygen Supply Chart............................................................................................. 17-7

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CHAPTER 17
MISCELLANEOUS SYSTEMS
RESET
ANTI-ICE
12 ON
TEST
OIL
16
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90° BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
INTRODUCTION
This chapter covers the oxygen system installed on the Citation CJ1. Oxygen is supplied
to the crew and passengers during pressurization system malfunctions, or whenever re-
quired. Additionally, cold-weather operation, servicing, and airplane cleaning and care
are discussed.
OXYGEN SYSTEM
The oxygen system consists of the crew and maintained by the pressurization system up
passenger distribution systems. Oxygen is to the maximum certified altitude.
available to the crew at all times and can be
made available to the passengers either au- The system consists of an oxygen storage
tomatically above a predetermined cabin al- cylinder with an integral shutoff valve and
titude, or manually at any altitude by a pressure regulator, servicing fitting, crew
cockpit control. The system is primarily in- and passenger masks, altitude pressure
tended to provide emergency oxygen since switch, overboard discharge disc, and a con-
a cabin altitude of 8,000 feet is normally trol selector on the pilot’s console.

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COMPONENT DESCRIPTION
Oxygen Cylinder Assembly
The oxygen cylinder, installed in the nose stor-
age compartment under the floor on the right
side, may have a 619-liter (22-cubic-foot) or
a optional 1,407-liter (50-cubic-foot) capac-
ity. A shutoff valve and pressure regulator lo-
cated on the cylinder control the flow of oxygen
to the distribution system. The shutoff valve
is normally open. The regulator reduces line
pressure to 70 psi. The cylinder is serviced
through the filler port near the aft bulkhead just
inside the fight nose baggage door (Figure
17-1). The fill valve incorporates a check valve
and filter. A pressure sealing cap prevents con-
taminants from entering the oxygen system.
The cylinder is serviced with aviator’s oxygen
only (MIL-O-2720, Type 1). Figure 17-1. Oxygen Filler Port
Pressure Gage
The oxygen pressure gage is located on the
right side of the copilot’s instrument panel
(Figure 17-2). The gage is internally illuminated
and the range markings are as follows:
Yellow arc........................ 0 to 400 psi

Green arc ................ 1,600 to 1,800 psi
Red line .............................. 2,000 psi
The system should be serviced any time the

gage indicates below the green arc. It must be
serviced if pressure drops below 400 psi, and
the system must be purged if the bottle is al-
lowed to deplete to empty.
Controls Figure 17-2. Oxygen Pressure Gage

The OXYGEN CONTROL VALVE on the
pilot’s console (Figure 17-3) controls oxygen Overboard Discharge Indicator
flow to the passengers or restricts it to crew
use only. NORMAL, CREW ONLY, and MAN- A green overboard discharge indicator (disc) is
UAL DROP positions mechanically actuate a located on the right side of the nose section di-
control valve for distribution as desired. rectly below the nose access door (Figure 17-4).
The disc provides a visual indication that an

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Figure 17-3. Oxygen Control Valve
STANDARD MASK
P. R
.
X Y. H
E
LI EF
O
OXYGEN HIGH
PRESSURE RELIEF
NOTE: THIS AREA IS GREEN
DO NOT COVER
Figure 17-4. Overboard Discharge

Indicator
overpressure condition has occurred in the oxy-
gen cylinder and that the bottle is now empty. OPTIONAL MASK
If the disc is ruptured, maintenance must be
performed before flight. Figure 17-5. Crew Masks
the neck, and must be in the quick-donning po-

Oxygen Masks sition above FL 250. A flow indicator is not
The standard Puritan Bennett diluter demand incorporated. To assure oxygen is being re-
oxygen mask (Figure 17-5) incorporates a mi- ceived, don the mask in the 100% position
crophone and an oxygen regulator. The regu- and assure the line is not blocked by taking sev-
lator has a selector for normal or 100% flow eral breaths. The standard mask is not ap-
and should be selected to 100%. It qualifies proved for continuous use with cabin altitude
as a quick-donning mask when worn around above 34,000 feet.

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To conserve oxygen, the regulator may be set NOTE

to normal if the cabin altitude is at or below
20,000 feet. When using an oxygen mask for Cockpit masks are assumed to be se-
smoke protection, the 100% position should lected to normal at 20,000 feet and
be selected. below, and on 100% oxygen above
20,000 feet.
The optional crew sweep on masks must be
stowed in the quick-donning holder and set on NOTE
100% for flight above FL 250.
No smoking when oxygen is being used
The optional EROS mask is available. It is or following use of passenger oxygen
stored in a container above the shoulder of until lanyards have been reinstalled.
each crewmember. It is quick-donning by
pressing the sides of the nosepiece and in-
flates to easily slip over the head. It has SYSTEM OPERATION
normal, emergency, and 100% settings. The With the OXYGEN selector in the NORMAL
mask is good to 40,000 feet for the crew only. position, low pressure oxygen at 70 psi is
This mask must be removed from the air- available to both crew members through out-
plane and kept warm if the temperature is lets on the side consoles and to the solenoid
colder than 0°C. valve on the oxygen selector (Figure 17-7).
Passenger masks (Figure 17-6) are stowed in
overhead containers and can be dropped au- The solenoid valve is normally spring-loaded
tomatically or manually. Oxygen does not closed, blocking flow to the passenger distri-
flow to the mask until the lanyard is pulled. bution 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. Oxy-
gen should flow to these masks when the lan-
yard is pulled as the mask is donned. If cabin
pressure is restored to normal values, the
solenoid valve is deenergized closed 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. Plac-
ing the OXYGEN selector in MANUAL DROP
routes oxygen flow through the manual control
valve, dropping the masks.
Passenger masks are stowed in overhead con-

tainers and can be dropped automatically or
manually. Oxygen does not flow to the mask
until the lanyard is pulled.
Figure 17-6. Passenger Oxygen Mask

FlightSafety
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TO PASSENGER SOLENOID OXYGEN

DISTRIBUTION C/B
SYSTEM
5A
28-VOLT
DC
ALTITUDE
PRESSURE
SWITCH
MANUAL CONTROL VALVE

(NORMAL POSITION)
NORMAL
MANUAL
DROP CREW
ONLY
TO COPILOT'S
FACE MASK
PILOT'S
FACE
MASK
OVERBOARD
DISCHARGE
INDICATOR
CYLINDER PRESSURE
SHUTOFF VALVE GAGE
KNOB
1,600-1,800 PSI
2,000 PSI
PRESSURE 0-400
REGULATOR PSI
LEGEND
HIGH-PRESSURE OXYGEN
* CHECK VALVE LOW PRESSURE OXYGEN
OXYGEN OXYGEN PRESSURE OVERBOARD

CYLINDER
FILLER VALVE AND * OPERATES A CHECK VALVE ONLY
PROTECTIVE CAP WHEN LINE IS REMOVED
Figure 17-7. Oxygen System

FlightSafety
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The CREW ONLY position of the selector don oxygen masks and, if unable to arrest the
blocks flow at the oxygen control valve, loss of cabin pressure by 14,000 feet, initiate
shutting off all flow to the passengers. In this emergency descent procedure.
position, only the crew has oxygen.
Oxygen may be supplied to the passengers at OXYGEN MASK MIC

any cabin altitude by placing the OXYGEN AND HEADSET MIC
CONTROL VALVE selector in the MANUAL
DROP position. This will cause all masks in the A two-position toggle switch is provided on
cabin to deploy. Oxygen flow may be shut off the pilot’s and copilot’s side consoles. The
from passenger masks by positioning the oxy- switch is marked MIC OXY MASK and MIC
gen control valve to the CREW ONLY position. HEAD SET. Depressing the microphone but-
ton on the appropriate control wheel allows a
crew member to transmit through the headset
microphone or oxygen mask microphone,
WARNING whichever is selected.
Due to human physiological limita-

tions, the passenger oxygen system is
not satisfactory for continuous oper-
NOTE
ation above 25,000 feet cabin altitude Headsets, eyeglasses, or hats worn by
and the crew oxygen system is not sat- the crew may interfere with the
isfactory for continuous operation quick-donning capabilities of the
above 34,000 feet cabin altitude. In- oxygen masks.
dividual physiological limitations may
vary. If crew or passengers experi-
ence hypoxia symptoms, descend to a
lower cabin altitude.
NOTE
Oil, grease, soap, lipstick, lip balm
and other fatty materials constitute
a serious fire hazard when in contact
with oxygen.
PILOT’S OXYGEN PANEL AND HEADSET
Oxygen use limitations are defined by the ap-

plicable Part 91 or Part 135 rules.
The oxygen mask must be on the face during

normally pressurized flight for single pilot
Part 135 operations above FL 250 and single
pilot Part 91 operations above FL 350. If the
red CAB ALT 10,000 FT annunciator illumi-
nates in flight the cabin is underpressurized.
This could be caused by cabin pressurization COPILOT’S OXYGEN PANEL
controller failure, a failed door seal, or rup-
tured line or hose clamp in the tail cone pip- Figure 17-8. HEAD SET Oxygen Panels
ing. Checklist procedure requires the crew to

Table 17-1. OXYGEN SUPPLY CHART

22 FT3
AVAILABLE TIME IN MINUTES
CABIN 2 2 2 2 2 2 2
ALTITUDE COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT COCKPIT
1 CABIN 2 CABIN 3 CABIN 4 CABIN 5 CABIN 6 CABIN
8,000 66 43 32 26 21 18 16
10,000 72 46 34 27 22 19 16
15,000 95 55 39 30 24 20 18
20,000 135 67 45 33 27 22 19
25,000 90 54 39 30 25 21 18
30,000 120
34,000 158

CABIN 1 1 1 1 1 1 1
8,000 131 64 43 32 25 21 18
10,000 143 67 44 33 26 22 19
15,000 190 77 49 35 28 23 20
20,000 269 89 53 38 30 24 21
25,000 181 78 50 36 29 24 20
30,000 240
34,000 315
50 FT3
CABIN 2 2 2 2 2 2 2
8,000 150 99 74 59 49 42 36
10,000 164 105 77 61 50 43 37
15,000 217 126 88 68 55 47 40
20,000 307 153 102 76 61 51 44
25,000 207 124 89 69 57 48 41

30,000 274
34,000 360

CABIN 1 1 1 1 1 1 1
8,000 300 147 97 73 58 48 41

10,000 327 154 101 75 60 49 42
15,000 434 177 111 81 64 52 45
20,000 615 204 122 87 68 55 47
25,000 413 177 113 83 65 54 46

30,000 548
34,000 720
NOTE:
COCKPIT MASKS ARE ASSUMED TO BE AT THE NORMAL SETTING AT 20,000 FEET CABIN ALTITUDE WITH
A RESPIRATORY RATE OF 10 LITERS PER MINUTE—BODY TEMPERATURE PRESSURE SATURATED AND
AT 100% SETTING AT AND ABOVE 25,000 FEET.

QUESTIONS
1. The cockpit oxygen pressure gage reads: 4. The purpose of the altitude pressure
A. The oxygen pressure which is present switch is to:
at the crew masks A. Bypass oxygen flow directly to the
B. E l e c t r i c a l l y d e r i v e d s y s t e m l o w passengers regardless of OXYGEN
pressure selector position.
C. Bottle pressure B. Open a solenoid at 13,500 feet cabin
D. Electrically derived system high altitude, allowing oxygen flow to the
pressure passenger oxygen distribution system.
C. Close a solenoid valve at 13,500 feet
cabin altitude, stopping oxygen flow
2. Passenger masks are dropped when: to the passengers.
D. Restore cabin altitude to 8,000 feet so
A. The OXYGEN selector is in NORMAL
that oxygen is not required.
and cabin altitude exceeds 13,500 feet.
B. The cabin altitude exceeds 13,500 feet, 5. If the oxygen selector is placed in CREW
regardless of OXYGEN selector ONLY:
position.
A. T h e p a s s e n g e r m a s k s c a n n o t b e
C. The OXYGEN selector is in MAN- dropped automatically.
UAL DROP, regardless of altitude.
B. The passenger masks will not deploy
D. Both A and C automatically, but they can still be
dropped manually.
C. The passengers will still receive
3. If DC power fails, placing the OXYGEN oxygen if the cabin altitude is above
selector in: 8,000 feet.
A. MANUAL DROP deploys the pas- D. Normal DC power is removed from
senger masks, regardless of the cabin the passenger mask door actuators,
altitude. thus preventing them from dropping
B. MANUAL DROP deploys the pas- the masks.
senger masks only if 13,500 feet cabin
altitude is exceeded. 6. If normal DC power is lost with the
C. CREW ONLY does not restrict oxy- oxygen selector in NORMAL:
gen to the crew only if the cabin alti- A. The passenger masks will deploy im-
tude is above 13,500 feet. mediately, regardless of the cabin
D. Any of the three operating positions altitude.
will not route oxygen to the B. T h e p a s s e n g e r m a s k s c a n n o t b e
passengers—they have their own dropped manually.
oxygen. C. The oxygen pressure gage on the
copilot’s panel will be inoperative.
D. Automatic dropping of the passenger
masks will not occur.

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

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

FlightSafety
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CITATION CJ1 525 PILOT TRAINING MANUAL CITATION CJ1 525 PILOT TRAINING MANUAL
WALKAROUND
50 44
LEFT NOSE
19
38 37
51
75 72 74 73
4 2 1
40
65 24 25
32
64 23
22 60
3. NOSE GEAR, DOORS, AND WHEEL—CONDITION
1. STATIC PORTS—CLEAR AND WARM AND SECURE
33 22 66
68
3 70 16 71
21 67 17 69
38 43 37
36 34 20 14 6 7 8 9 10 4. PITOT TUBE—CLEAR AND HOT

2. BAGGAGE COMPARTMENT—SECURE AVIONIC BAY LATCH—SECURE
25 13
12 11 5
RIGHT NOSE AND FUSELAGE RIGHT SIDE
41 40 30 28 32
31 33
17 16 15
5. PITOT TUBE—CLEAR AND HOT 6. WINDSHIELD ALCOHOL RESERVOIR SIGHT GAGE—

AVIONIC BAY LATCH—SECURE FLUID VISIBLE
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

FlightSafety
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7. EMERGENCY GEAR AND BRAKE PRESSURE GAGE

10. BAGGAGE DOOR—SECURE AND LOCKED
—GREEN ARC
8. BRAKE ACCUMULATOR CHARGE—LIGHT GREEN 11. OXYGEN BLOWOUT DISC—GREEN ( AIRPLANES

ARC ( IF SYSTEM IS NOT PRESSURIZ ED) WITH TAIL- MOUNTED BOTTLE)
9. BRAKE RESERVOIR SIGHT GAGE—FLUID VISIBLE 12. OVERBOARD VENT LINES—CLEAR

ROSEMONT PROBE

FlightSafety
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13. STATIC PORTS—CLEAR AND WARM 15. LANDING LIGHT—CONDITION
14. ANGLE-OF-ATTACK SENSOR—CLEAR, HOT, AND

ROTATES
RIGHT WING
17. FUEL QUICK DRAINS (4)—DRAIN AND CHECK FOR

16. WING LEADING EDGE VENT—CLEAR CONTAMINATION
WA-4 FOR TRAINING PURPOSES ONLY

FlightSafety
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18. MAIN GEAR, DOOR, WHEEL, AND TIRE—CONDITION 21. STALL STRIP—CONDITION ( OPEN, NO KNICKS OR
AND SECURE DENTS) , SECURE
HEATED LEADING EDGE—CONDITION
19. ENGINE AIR INLET—CLEAR; ENGINE FAN DUCT AND 22. HEATED LEADING EDGE EXHAUST—CLEAR
FAN—CHECK FOR BENT BLADES, KNICKS, AND
BLOCKAGE OF FAN STATORS; PYLON INLET CLEAR;
GENERATOR COOLING AIR INLET—CLEAR
20. CABIN ESCAPE HATCH—SECURE 23. FUEL TANK VENT—CLEAR

FlightSafety
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27. AILERON FLAP, AND SPEEDBRAKES—CONDITION

24. FUEL FILLER CAP—SECURE
AND SECURE, ASSURE FLAP POSITION MATCHES
INDICATOR
25. NAV AND STROBE LIGHTS—CHECK 28. HYDRAULIC RESERVOIR—CHECK
29. AIR CONDITIONING EXHAUST, LOWER ANTENNAS,

26. STATIC WICKS—CHECK ( 3 REQUIRED)
AND DRAINS—CONDITION AND CLEAR

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RIGHT NACELLE
33. OIL FILTER DIFFERENTIAL PRESSURE INDICATOR—

30. BLEED-AIR PRECOOLER INLET—CLEAR
NOT EXTENDED
34. OIL LEVEL—CHECK; FILLER CAP AND ACCESS

31. ENGINE FLUID DRAIN AND TT2 INLET—CLEAR DOOR SECURE
35. ENGINE EXHAUST AND BYPASS DUCTS—

32. GENERATOR COOLING AIR EXHAUST—CLEAR CONDITION AND CLEAR

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36. BLEED-AIR PRECOOLER EXHAUST DOOR—CLOSED 37. THRUST ATTENUATOR—CONDITION AND SECURE
( IF OPEN, DO NOT PUSH)
EMPENNAGE
38. RIGHT HORIZONTAL STABILIZER DEICE BOOT— 40. RUDDER AND TRIM TAB—SECURE AND CORRECT
CONDITION SERVO TAB ACTION
41. STATIC WICKS (RUDDER, BOTH ELEVATORS AND

39. RIGHT AND LEFT HORIZONTAL ELEVATOR AND TRIM
TAIL CONE)—CHECK ( 9 REQUIRED)
TAB—CONDITION, ASSURE TRIM TAB POSITION
MATCHES TRIM TAB POSITION INDICATOR

FlightSafety
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42. TAIL NAVIGATION LIGHT—CHECK 44. LEFT HORIZONTAL STABILIZER DEICE BOOT—
CONDITION
43. VORTEX GENERATORS—CHECK ( OPEN, 5 EACH 45. BEACON LIGHT—CHECK

SIDE OF THE VERTICAL STABILIZ ER)
AFT COMPARTMENT
46. FIRE BOTTLE PRESSURE GAGES—CHECK 47. J-BOX CIRCUIT BREAKERS—IN

TEMPERATURE PRESSURE RELATIONSHIP

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48. EQUIPMENT ACCESS DOORS—SECURE

51. EXTERNAL POWER SERVICE DOOR—SECURE
AFT COMPARTMENT BAGGAGE—SECURE
52. BATTERY COOLING INTAKE AND VENT LINES—

49. AFT COMPARTMENT LIGHT—OFF CLEAR
50. AFT COMPARTMENT ACCESS DOOR—SECURE AND

LOCKED

FlightSafety
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LEFT NACELLE
53. BLEED-AIR PRECOOLER INLET—CLEAR 56. THRUST ATTENUATOR—CONDITION AND SECURE
54. BLEED-AIR PRECOOLER EXHAUST DOOR—CLOSED 57. ENGINE FLUID DRAIN AND TT2 INLET—CLEAR
( IF OPEN, DO NOT PUSH DOOR)
55. ENGINE EXHAUST AND BYPASS DUCTS— 58. GENERATOR COOLING AIR EXHAUST—CLEAR
CONDITION AND CLEAR

59. OIL LEVEL—CHECK; FILLER CAP AND ACCESS 60. OIL FILTER DIFFERENTIAL PRESSURE
DOOR—SECURE INDICATOR—NOT EXTENDED
LEFT WING
61. FLAPS, SPEEDBRAKE, AILERON AND TRIM TAB— 63. NAVIGATION AND STROBE LIGHTS—CHECK
CONDITION AND SECURE
62. STATIC WICKS—CHECK ( 3 REQUIRED) 64. FUEL TANK VENT—CLEAR

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68. MAIN GEAR DOOR, WHEEL AND TIRE—CONDITION

65. FUEL FILLER CAP—SECURE
AND SECURE
69. FUEL QUICK DRAINS (4)—DRAIN AND CHECK FOR

66. HEATED LEADING EDGE EXHAUST—CLEAR CONTAMINATION
67. STALL STRIP—CONDITION ( NO KNICKS OR DENTS) , 70. LANDING LIGHT—CONDITION

SECURE

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71. WING LEADING EDGE VENT—CLEAR
FUSELAGE LEFT
74. GENERATOR COOLING INLET—CLEAR

72. WING INSPECTION LIGHT—CONDITION
ENGINE FAN DUCT AND FAN—CHECK FOR BENT
BLADES, KNICKS AND BLOCKAGE OF FAN STATORS
73. PYLON INLET—CLEAR 75. CABIN DOOR SEAL (PRIMARY AND SECONDARY)—
CHECK FOR RIPS AND TEARS

42 45 39
39
38
36 34 14 24
43
41 40
35
28 29 18
39 45 42 39
44
54 55 56
75 59 38
63 65 40
57 53
62 64
61 27
29 52
18 58 60 46 47 48 49

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

6. A 8. B
7. B 9. D
8. C 10. A
9. C 11. A
10. C 12. B
11. B 13. D
12. B 14. C
13. A 15. A
14. D 16. B
15. B
16. D CJ1 FLIGHT
17. C MANAGEMENT
18. C SYSTEMS
19. C CHAPTER 16
20. D 1. C
2. B
CHAPTER 15 3. A
1. B 4. D
2. C 5. C
3. A 6. D
4. B 7. D
5. A 8. A
6. D 9. D
7. B 10. C
8. C 11. D
9. B 12. D
10. B 13. B
11. B 14. A
12. A 15. D
13. A 16. C
14. C
CHAPTER 17
CJ1 COLLINS 1. C
PRO LINE 21 EFIS 2. D
CHAPTER 16 3. A
1. C 4. B
2. A 5. A
3. B 6. D
4. C
5. D
6. C
7. A
APP-2 FOR TRAINING PURPOSES ONLY

ANNUNCIATORS
The Annunciator section presents a color repre-
sentation of all the annunciator lights in the airplane.
Please unfold page ANN-3 to the right and leave

it open for ready reference as the annunciators
are cited in the text.
FOR TRAINING PURPOSES ONLY ANN-1

CITATION CJ1 525 PILOT TRAINING MANUAL CITATION CJ1 525 PILOT TRAINING MANUAL
V
I
F
BATT
O’TEMP
CAB ALT
10,000 FT
OIL PRESS
WARN
FUEL
GAUGE
FUEL
BOOST ON
FUEL LOW
LEVEL
FUEL LOW
PRESS
FUEL FLTR
BYPASS
FUEL
TRANSFER DUAL PFD
A ATTN STOW
Collins
LH D
I
> 160° ----------------- LH RH LH RH LH RH LH RH LH RH LH RH
SELECTED RH Collins
E
ENG O
L
GEN ---------------- AFT F/W EMERG HYD FLOW HYD PRESS ATTEN FLAPS
ENG
MASTER MASTER HDG 1/2 BANK B/C FLC ALT FIRE OFF J-BOX SHUTOFF PRESS ON LOW ON UNLOCK >35° FIRE HDG 1/2 BANK B/C FLC ALT
MASTER MASTER
WARNING CAUTION A
LH RH ----------------- LMT CB LH RH FRESH
AIR
LH RH SPD PRESS
EXTEND
LH RH ----------------- WARNING CAUTION
F
RESET RESET U RESET RESET
A PWR BRK DOOR NOT TAIL W/S AIR P/S HTR ENG WING BLD AIR
D -----------------
I LOW PRESS LOCKED DE-ICE O’HEAT OFF ANTI-ICE ANTI-ICE O’HEAT
I
NAV APPR FD SPD CHG VS BOTTLE 1 O
L
ANTISKID DOOR AOA HTR AIR DUCT BOTTLE 2 NAV APPR FD SPD CHG VS
LH RH LH RH LH RH LH RH LH RH
ARMED INOP SEAL FAIL O’HEAT ARMED
PUSH PUSH
M877
CHRONOMETER N1 %RPM
GNS-X GNS-X GNS-X ONE PFD ONE PFD RVSM
95.9 95.9
APPROACH S/X WAYPOINT
GNS-X GNS-X GNS-X
HEADING DR MESSAGE OUTER MIDDLE INNER
GMT LT FT ET L R
SELECT CONTROL 0
SEL CTL 9 1
FEET
DAVTRON
AUDIO
8 320 2
SPK/HPH 60,000 FT
AUDIO ALT (18,288 M)
TEST HPH ONLY
7 hPa 3
IN HG
OFF 29 .92
ANNU
FIRE 6 4
WARN STD 5 BARO
ANTI LDG
SKID GEAR
OVER BATT AVIONICS
SPEED TEMP POWER
AOA STDBY
W/S TEMP GYRO ON
SPARE
O
F
F ELT
ACTIVATED PULL
WHEN LIT USE STBY CHAN 25K
TEST OFF COMM 1 PULL
EMERGENCY USE ONLY
EMERGENCY USE ONLY

CHAN OFF TEST
FUEL BOOST ENGINE STATT IGNITION ON
FAN 1
L R L DISENGAGE R L R
ON ON
USE STBY CHAN PULL
25K
O COMM 2
F START ARM
TEST/RESET CHAN OFF
PULL
TEST
F DISG NOSE 0 SELECT ON
FAN 2
0 WAIT 1 SECOND
SELECT ARM
NORM NORM NORM NORM LH RH
SET ALT
FL EXER
AIR CONDITIONING
GEAR 0 00 AUTO
SET RATE COCKPIT VOICE
UNLOCKED ALT O RECORDER
TERR GPWS FLAP GPWS F HOLD
NORM NORM G/S GPWS DEPRESSURIZE CABIN BEFORE LA F 5 SEC
TERR GPWS FLAP CANCELED TEST
INHIB OVRD FAN
COMPRESSOR FAN
TEST HEADSET ERASE
ON AFT FWD DEFOG
TCAS FAIL FLOOD HI
A
HI
O
H U F
I T F
DME O
ON ABOVE LOW LOW
NAV 1
DME SBY TST NORM FL
NAV 1 OFF BELOW ENGINE SYNC
PUSH TO TEST PUSH FOR FL OFF ON
FAN TURBINE CH
9.0 90
1 MUST BE M
OFF FOR H
NM KT MIN Z
TAKEOFF
AND K
BENDIX/KING
ENGAGE LANDING
H S
L R Z T
YD AP O
DN GPS APR GPS CRS
AP XFR HF USB
OBS VOL AM
OFF LSB
DME 1 DME 2 SQ
HOLD ON TEL
(A3J)
SELECTED DME
OFF UP TURB HF
Collins DISENGAGE
Figure ANN-1. Annunciators
FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-3

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FlightSafety

CITATION CJ1 525

FlightSafety International, Inc.

Citation Learning Center

San Antonio Learning Center

Copyright © 2000 by FlightSafety International, Inc.

At the time of printing it contained then-current information. In the event of conflict

FOR TRAINING PURPOSES ONLY

Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS

Chapter 4 MASTER WARNING SYSTEM

Chapter 5 FUEL SYSTEM

Chapter 6 AUXILIARY POWER UNIT

Chapter 8 FIRE PROTECTION

Chapter 10 ICE AND RAIN PROTECTION

Chapter 11 AIR CONDITIONING

Chapter 13 HYDRAULIC POWER SYSTEMS

Chapter 14 LANDING GEAR AND BRAKES

Chapter 15 FLIGHT CONTROLS

Chapter 17 MISCELLANEOUS SYSTEMS

INSTRUMENT PANEL POSTER

CITATION CJ1 525 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY SYL-i

CITATION CJ1 525 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY SYL-iii

CITATION CJ1 525 PILOT TRAINING MANUAL

Citation Learning Center FlightSafety Texas

DESCRIPTION OF THE LEARNING CENTER

INITIAL COURSE SCHEDULES

FOR TRAINING PURPOSES ONLY SYL-1

CITATION CJ1 525 PILOT TRAINING MANUAL

TIME MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY SATURDAY SUNDAY

SIM 1 SIM 2 Diff/OthrTrg

Figure SYL-1. 61.63/157 or 61.63/157 (135) Initial/Transition Training—First Week

SYL-2 FOR TRAINING PURPOSES ONLY

CITATION CJ1 525 PILOT TRAINING MANUAL

TIME MONDAY TUESDAY WEDNESDAY THURSDAY FRIDAY SATURDAY SUNDAY TIME

Figure SYL-2. 61.63/157 or 61.63/157 (135) Initial/Transition Training—Second Week

FOR TRAINING PURPOSES ONLY SYL-3

CITATION CJ1 525 PILOT TRAINING MANUAL

Initial Course Flight Simulator Module No. 1

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CITATION CJ1 525 PILOT TRAINING MANUAL

Initial Course Flight Simulator Module No. 2

Initial Course Flight Simulator Module No. 3

Initial Course Flight Simulator Module No. 4

Initial Course Flight Simulator Module No. 5

Initial Course Flight Simulator Module No. 6

Initial Course Flight Simulator Module No. 7

FOR TRAINING PURPOSES ONLY SYL-5

CITATION CJ1 525 PILOT TRAINING MANUAL

CE-500 EXPERIENCE COURSE SCHEDULES

SYL-6 FOR TRAINING PURPOSES ONLY

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CITATION CJ1 525 PILOT TRAINING MANUAL

CE-500 Experience Course Flight Simulator Module No. 1

CE-500 Experience Course Flight Simulator Module No. 2

CE-500 Experience Course Flight Simulator Module No. 3

CE-500 Experience Course Flight Simulator Module No. 4

CE-500 Experience Course Flight Simulator Module No. 5

CE-500 Experience Course Flight Simulator Module No. 6

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CITATION CJ1 525 PILOT TRAINING MANUAL