Cessna Citation Bravo Flight Safety Training Manual

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CITATION BRAVO
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
Courses for the Cessna Citation Bravo Aircraft are taught at:
Cessna Learning Center
1851 Airport Rd.
P.O. Box 12323
Wichita, Kansas 67277
(316) 220-3100
(800) 488-3214
FAX (316) 220-3134
San Antonio Learning Center
San Antonio International Airport
9027 Airport Blvd.
San Antonio, Texas 78216-4806
(210) 248-0100
(800) 889-7917
FAX (210) 826-4008
Cessna Learning Center
4105 Bear Rd.
Orlando, Florida 32827-5001
(321) 281-3200
(800) 205-7494
FAX (321) 281-3299
Copyright 2003 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturers 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.
F O R T R A I N I N G P U R P O S E S O N LY
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CONTENTS
Chapter 1
Chapter 2
Chapter 3
Chapter 4
Chapter 5
Chapter 7
Chapter 8
Chapter 9
Chapter 10
Chapter 11
Chapter 12
Chapter 13
Chapter 14
Chapter 15
Chapter 16
Chapter 17
APPENDIX
AIRCRAFT GENERAL
ELECTRICAL POWER
LIGHTING
MASTER WARNING SYSTEM
FUEL SYSTEM
POWERPLANT
FIRE PROTECTION
PNEUMATICS
ICE AND RAIN PROTECTION
AIR CONDITIONING
PRESSURIZATION
HYDRAULIC POWER SYSTEMS
LANDING GEAR AND BRAKES
FLIGHT CONTROLS
AVIONICS
MISCELLANEOUS SYSTEMS
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CITATION BRAVO PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-2
STRUCTURES ........................................................................................................................ 1-2
Nose Section .................................................................................................................... 1-2
Flight Compartment ......................................................................................................... 1-5
Entrance Door and Emergency Exit ................................................................................ 1-5
Cabin ................................................................................................................................ 1-8
Wing................................................................................................................................. 1-8
Tail Cone Compartment................................................................................................... 1-9
Empennage....................................................................................................................... 1-9
SYSTEMS ............................................................................................................................. 1-10
Electrical System ........................................................................................................... 1-10
Fuel System ................................................................................................................... 1-10
Engines........................................................................................................................... 1-10
Ice Protection ................................................................................................................. 1-10
Hydraulic System........................................................................................................... 1-10
Flight Controls ............................................................................................................... 1-10
Environmental Control................................................................................................... 1-11
Avionics ......................................................................................................................... 1-11
PUBLICATIONS................................................................................................................... 1-11
CITATION BRAVO SPECIFICATIONS .............................................................................. 1-12
FOR TRAINING PURPOSES ONLY
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ILLUSTRATIONS
Figure
Title
Page
1-1
Cessna Citation BravoUNs 801 and Subsequent ................................................. 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 Lifters (Pneumatically Opened)....................................................... 1-5
1-6
Sight Gauges ............................................................................................................ 1-5
1-7
Flight Compartment ................................................................................................. 1-6
1-8
Pilots Foul Weather Window................................................................................... 1-6
1-9
Entrance Door, Pins, Interior Handle and Latch Release ........................................ 1-7
1-10
Door Locking Indicator Windows............................................................................ 1-7
1-11
Emergency Exit ........................................................................................................ 1-7
1-12
Interior Arrangements .............................................................................................. 1-8
1-13
Wing Trailing Edge .................................................................................................. 1-9
1-14
Wing Leading Edge.................................................................................................. 1-9
1-15
Tail Cone Baggage Compartment ............................................................................ 1-9
1-16
Empennage............................................................................................................. 1-10
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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 Bravo. 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 manufacturers maintenance or operating manuals. The material presented
has been prepared from current design data.
Chapter 1 covers the structural makeup of the airplane and gives an overview of the
systems.
An annunciator section in this manual displays all annunciator and other light indications and should be used for reference while reading this manual.
Review questions are contained at the end of most chapters. These questions are included
as a self-study aid, and the answers can be found in the back of the book.
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GENERAL
STRUCTURES
The Citation Bravo, UNs 0801 and subsequent, is certified in accordance with FAR
Part 25 airworthiness standards and utilizes
the fail-safe construction concept. It combines systems simplicity with ease of access
to reduce maintenance requirements. Low
takeoff and landing speeds are permitted operations at small airports. High bypass turbofan engines contribute to overall operating
efficiency and performance.
The Citation Bravo (Figure 1-1) is a pressurized low-wing monoplane. Two Pratt and
Whitney Aircraft of Canada Limited PW530A
turbofan engines are pylon mounted on the
rear fuselage.
The minimum crew requirements for operations in the Citation Bravo are one pilot and
one copilot. The pilot-in-command must have
a Citation type rating and meet the requirements of FAR 61.58 for two-pilot operation.
The copilot shall possess a multiengine rating
and meet the requirements of FAR 61.55.
Figure 1-2 shows a three-view drawing of the

Citation Bravo containing the approximate
exterior and cabin dimensions. Figure 1-3
shows braking taxi turning distance, and Figure
1-4 is a diagram of engine hazard areas.
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 removable
Figure 1-1. Cessna Citation BravoUNs 801 and Subsequent
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51.70 FEET
13.10 FEET
ELEVATOR
TRIM TABS
19.00 FEET
AILERON TRIM TAB

MAIN GEAR DOOR
SPEED BRAKE
(UPPER AND LOWER)
NAV/ANTI-COLLISION
EMERGENCY EXIT
EMERGENCY EXIT
(RIGHT SIDE ONLY)
CABIN DOOR
RIGHT SIDE VIEW (REF)

RUDDER TRIM TAB
BAGGAGE DOORS
NOSE GEAR DOORS
RAM AIR INLET
FOUL WEATHER WINDOW

(LEFT SIDE ONLY)
15.00 FEET
POSITION LIGHT
(WHITE)
18.50 FEET
TAILCONE ACCESS DOOR

(L. SIDE ONLY)
47.30 FEET
Figure 1-2. Exterior Three-View Drawing
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WALL TO WALL 52.15 FEET (15.895 M)
26.07 FEET (7.946 M)

18.47 FEET (5.630 M)
6.54 FEET
(1.993 M)
23.50 FEET (7.163 M)
CURB TO CURB
25.01 FEET (7.623 M)
Figure 1-3. Braking Taxi Turning Distance

1000 225
150
140
125
110
100
87
75
30
23
22
15
TEMPERATUREF
537.8 107
65
60
51
43
37
TEMPERATUREC
640
315
150
85
60
43
30
VELOCITYKNOTS
45 FEET
(13.71 M)
ET )
FE
35 .67 M
(10
30
18
27
36
45
54
64
73
210
240
DISTANCE IN METERS
60
90
120
150
180
DISTANCE IN FEET
Figure 1-4. Engine Hazard Areas
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radome. The radome can be lifted off after releasing one quarter inch drive type lock on each
side of the forward nose baggage compartment
and one quarter inch drive lock ahead of the
pilots and copilots pitot tubes. The baggage
compartment has two swing-up doors hinged
at the upper edge. The nose baggage compartment has a capacity of 310 lbs.
Various sight indicators are located on the aft

bulkhead of the nose baggage compartment.
Sight gauges for the wheel brakes hydraulic
reservoir and the accumulator are located
on the left side. The windshield alcohol tank
and landing gear/wheel brakes air bottle
sight indicators are located on the right side
(Figure 1-6).
The nose baggage doors incorporate two

latches and one mechanical lock each. The
door locking system operates a microswitch
in each key lock assembly, which is connected
to the L or R BAGGAGE DOOR not locked
warning circuit. A manual light switch is located in the compartment. When both nose
compartment doors are closed, and the door
hinge assemblies attached to the pneumatic
cylinders (Figure 1-5) strike the respective
microswitches, the nose compartment light
circuit opens and extinguishes the nose compartment light.
Figure 1-6. Sight Gauges
FLIGHT COMPARTMENT
Two complete crew stations are provided with
dual controls, including control columns, adjustable rudder pedals, and brakes. There are
two fully-adjustable seats with seat belts and
shoulder harnesses (Figure 1-7).
The foul weather window on the pilots side
can be opened, as seen in Figure 1-8.
Figure 1-5. Baggage Door Lifters
(Pneumatically Opened)
CAUTION
ENTRANCE DOOR AND

EMERGENCY EXIT
Ensure the key is removed prior to

flight to prevent possible ingestion of
the key into an engine.
The entrance door opens outboard and is held

open by a mechanical latch (Figure 1-9). A
latch release is located in the interior of the
cabin on the forward edge of the door opening, next to the light switch. This PULL TO
RELEASE lever allows the door to be closed.
A pneumatic cylinder on each door holds

the door in the fully open position. The brake
reservoir, power brake accumulator, and digital antiskid control box, are located behind
the left aft bulkhead of the nose baggage
compartment.
The entrance door is secured in the closed position by 12 locking pins attached to a handle.
The handle linkage can be operated from the
inside or outside of the door. The exterior handle can be secured with a key lock for security.
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Figure 1-7. Flight Compartment
Figure 1-8. Pilots Foul Weather Window
The lower forward locking pin activates a microswitch in the door warning circuit that illuminates the CABIN DOOR not locked
annunciator light whenever the door is not
closed and secured. The door also incorporates five indicator windows in the locking
system to show a visual closed-and-locked
condition (Figure 1-10). When the door is
closed and locked, the lower forward locking pin depresses a plunger. This opens a
1-6
valve to allow bleed air to inflate the pneumatic cabin door seal, which is installed in
the door perimeter to prevent cabin pressure loss.
If the door seal loses inflation pressure, the
DOOR SEAL annunciator light illuminates.
Cabin pressurization will not be lost, as the
secondary seal (which is not inflatable) will
hold the cabin pressure.
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Figure 1-9. Entrance Door, Pins, Interior Handle and Latch Release
Figure 1-10. Door Locking Indicator

Windows
An emergency exit, located opposite the entrance door on the right side of the fuselage
(Figure 1-11), opens inboard. It is a plugtype door installation and has a provision for
inserting a locking pin to prevent unauthorized
entry while the airplane is on the ground. The
pilot must ensure this pin is removed prior to
flight. Both the cabin entrance door and emer-
Figure 1-11. Emergency Exit
gency exit door can be opened from either

outside or inside the airplane. The emergency
exit door is not connected to the door warning circuit.
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CABIN
STANDARD
The cabin extends from the forward to the aft

pressure bulkhead and measures approximately 20.9 feet in length, 5 feet in width, and
5 feet in height. The cabin baggage compartment is located aft of the rear seats and has
a capacity of 600 pounds. Figure 1-12 shows
the various interior arrangements.
Additional baggage storage is available in
the nose compartment and in the tail cone.
A typical interior arrangement consists of
eight passenger seats plus two pilot seats
and a toilet. The cabin area is provided with
dropout, constant-flow oxygen masks for
emergency use. The cabin overhead panels
contain individual air outlets and seat lighting for passenger comfort. Indirect lighting
for the cabin is provided by two rows of fluorescent bulbs running the length of the
cabin, controlled by a switch near the cabin
entrance.
OPTIONAL
10
10
WING
The wing is composed of all metal construction consisting of two wing panels attached
to two 30-inch wing stubs, which are part of
the fuselage carry-through structure.
Speedbrakes and flaps are installed on each
wing (Figure 1-13).
The entire wing forward of the rear spar,

except the main gear well area, is sealed for
fuel containment. The right and left integral wing fuel tanks normally supply fuel to
the respective engines; however, through
crossfeeding, either tank may feed its own
or both engines.
Figure 1-12. Interior Arrangements
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of the tail cone is via a door on the forward

bulkhead of the baggage compartment. The tail
cone baggage compartment has a total capacity of 500 lbs.
Figure 1-13. Wing Trailing Edge
The leading edge of the wing has two sections

protected against ice buildup. The wing leading edge forward of the engines is electrically
heated and anti-iced while the remainder of the
leading edge is deiced by inflation of rubber
deicer boots with engine bleed air. There is also
a rubber stall strip attached to the inner portion of the booted section to induce the prestall buffet (Figure 1-14).
Figure 1-15. Tail Cone Baggage

Compartment
The tail cone compartment door is secured at

the top by two mechanical latches and a key
lock and is hinged at the bottom.
A microswitch, operated by the key lock, is
connected to the AFT BAG DOOR not locked
warning circuit. A light switch on the forward
edge of the door opening is powered from the
hot battery bus and provides illumination of
the tail cone area for preflight inspection purposes. A microswitch, installed in the door
track, will extinguish the light when the door
is closed if the manual switch is left on.
EMPENNAGE
Figure 1-14. Wing Leading Edge
TAIL CONE COMPARTMENT

The tail cone compartment is an unpressurized
area and contains the major components of the
hydraulic, environmental, electrical distribution, and engine fire extinguishing systems.
Access is through an entrance door on the lefthand side of the fuselage below the engine. This
entrance door is to the tail cone baggage compartment (Figure 1-15) and entrance to the rest
The empennage consists of a vertical stabilizer, horizontal stabilizers, and a dorsal fin
(Figure 1-16).
Pneumatic boots deice the leading edges of
the horizontal stabilizers and vertical stabilizer. The dorsal fin, attached to the top
side of the rear fuselage, has a ram-air duct
containing two NACA ducts which provide
air for use in the airplane air cycle machine
heat exchangers and the windshield bleedair heat exchanger.
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ICE PROTECTION
Figure 1-16. Empennage
SYSTEMS
ELECTRICAL SYSTEM
The airplane DC buses are supplied from two
engine-driven starter-generators. Engine starting and secondary DC power is available from
either the battery or an external source. Two
static inverters provide AC power for avionics systems.
FUEL SYSTEM
The fuel system has two distinct, identical
halves. Each wing tank stores and supplies
fuel to its respective engine, but crossfeed capability is incorporated. All controls and indicators are located in the cockpit and cabin.
ENGINES
Two United Aircraft (Pratt and Whitney)
P W 5 3 0 A t u r b o fa n s , i n s t a l l e d o n py l o n s
mounted on the rear fuselage, produce 2,887
pounds of thrust each. Ice protection, fire detection, and extinguishing systems are incorporated. Target-type thrust reversers are
individually operated by conventional piggyback controls mounted on the throttles.
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Ice protection for the wings and empennage

leading edges is provided by pneumatic boots
except for the inboard section of the wings,
which are anti-iced by electrically heated
panels. Engine compressor bleed air heats
the engine nose cone, nacelle inlet, T1 temperature probe, and the first set of stator
vanes on each engine. Engine bleed air can
be discharged through nozzles directed at the
front of the windshields. Isopropyl alcohol is
available to anti-ice the left windshield in
the event bleed-air is not available. Pitotstatic and angle-of-attack sensors employ
electrical heaters. All bleed-air and electrical deice systems must be turned on prior to
operation in visible moisture when the indicated ram air temperature (RAT) is +10C or
below.
HYDRAULIC SYSTEM
Engine-driven pumps supply hydraulic pressure for operation of the landing gear, speedbrakes, and thrust reversers through an open
center system. The main gears are equipped
with antiskid-controlled wheel brakes, operated hydraulically from a separate hydraulic
system. Pneumatic backup is available for
landing gear extension and braking.
FLIGHT CONTROLS
Primary flight control is accomplished
through conventional cable-operated surf a c e s . M a n u a l t r i m m i n g i s p r ov i d e d b y
aileron, elevator, and rudder tabs. The elevator trim is both mechanically and electrically
actuated. Hydraulically operated speedbrakes
are installed on the upper and lower wing
surfaces and electrically operated flaps are installed on the trailing edges. The rudder pedals mechanically control nosewheel steering.
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ENVIRONMENTAL CONTROL
Cabin pressurization utilizes bleed air from the
engines, which is conditioned by an air-cycle
machine. Temperature is controllable and the
system provides sufficient pressure to maintain sea level pressure up to an approximate
altitude of 25,000 feet, and approximately
8,000-feet cabin pressure at a cruise altitude
of 45,000 feet. These pressures are based on
a pressure differential of 8.9 psi. The oxygen
system supplies the cockpit through quickdonning masks and the cabin through dropout
masks automatically deployed in the event of
excessive cabin altitude.
AVIONICS
The standard avionics package includes dual
audio control panels (amplifiers), dual VHF
COMM transceivers, dual NAVs, dual remotely
mounted marker beacon receivers, dual DMEs,
dual transponders, ADF, automatic flight guidance system, dual electronic flight instrument
system (EFIS) (which is part of the flight guidance system), a GNS-X/LS flight management system with GPS capability, standby
horizontal situation indicator, a cockpit voice
recorder, a standby ADI/altimeter/airspeed
indicator, and weather radar. Included as part
of the automatic flight guidance system is altitude reporting. The vertical navigation
(VNAV) function is advisory and does not
couple to the autopilot/flight director. The
flight guidance system provides Category II
equipment capability. Optional equipment includes: traffic collision avoidance system
(TCAS I), a second ADF, a flight data recorder,
an emergency locator transmitter (ELT), the
Universal UNS-Csp, UNS-1K, UNS-1C, and
Honeywell FMZ are optional FMS.
The two COMMs, two NAVs, two transponders, and single DF receiver are mounted in a
stacked arrangement behind the consolidated
control panel located in the center instrument
panel. Two fans cool the communications rack;
fan 1 (internally located in the rack and composed of two units) and fan 2 (located beneath
the cockpit floor and providing cooling air
through ducts).
PUBLICATIONS
The FAA Approved Flight Manual (AFM) is a
required flight item. It contains the limitations, operating procedure, performance data
pertinent to takeoffs and landings, and weight
and balance data. It does not contain enroute
performance information. The AFM always
takes precedence over any other publication.
The Citation Operating Manual contains expanded descriptions of the airplane systems
and operating procedures. It contains enroute
flight planning information as well as some
takeoff and landing performance information.
The Cessna checklist contains abbreviated operating procedures and abbreviated performance data. If any doubt exists or if the checklist
does not cover the conditions, the AFM must
be consulted.
The Citation Weight and Balance Manual contains detailed information in the form of tables
and diagrams. However, it is not required to
be in the airplane as the basic empty weight
and moment and means of determining the
center-of-gravity location are all contained
in the AFM.
The Honeywell Primus 1000 Integrated
Avionics System for the Citation Bravo Manual
is a required flight item. It contains operating
procedures for use of the two Primary Flight
Displays and Display Controllers and the
Multifunction Display with MFD and Radar
Controllers. Complete operational procedures
for use of the Flight Directors Mode Panel
and Autopilot Controller are included.
The Allied Signal Aerospace Global Wulfsberg
GNS-X/LS Operators Manual is a required
flight item (if installed). It describes operational procedures for use of the Flight
Management System (FMS), its equipment, capabilities, and its operation. How to initialize,
select or build a flight plan, navigate using the
various navigation sources, such as: DME,
VOR, and GPS sensors, and optional AFIS
are also described in the Allied Signal
A e ro s p a c e G l o b a l Wu l f s b e rg G N S - X / L S
Operators Manual.
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CITATION BRAVO SPECIFICATIONS

Maximum Cruise Speed (3%)
404 KTAS, (749) km/hr), 33,000 feet (10,058 m), 12,000 lbs (5,443 kg)
Ceiling
45,000 feet (13,216 m) maximum certified; 27,750 feet (8,485 m single engine)
Airspeed Limit
V MO below 8,000 feet .................................................................................. 260 KIAS (482 km/hr)
V MO between 8,000 feet to 27,900 feet (2,438 m to 8,504 m) .............. 275 KIAS (510 km/hr)
M MO 27,900 feet (8,504 m) and above ............................................................................ 0.70 Mach
Rate of Climb
Single Engine .................................................................................................. 1,133 fpm (345 mpm)
Two Engine ...................................................................................................... 3,195 fpm (974 mpm)
Stall Speed
86 knots CAS (159 km/hr) in landing configuration at 13,500 lbs. (6,123 kg)
Pressurization
Normal pressure differential is 8.9 psi (61.4 kP)
Range (3%)
1,900 nautical miles (3,519 km) with four passengers and full fuel, and 45-minutes reserves
Engine
Pratt & Whitney PW530A
Takeoff Thrust .................................................................................................... 2,887 lbs (12.83 kN)
Bypass Ratio ................................................................................................................................ 1:3.24
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Outside Dimensions
Wing Span .................................................................................................................... 51.7 (15.90 m)
Overall Height .............................................................................................................. 15.0 (4.57 m)
Overall Length ............................................................................................................ 47.3 (14.39 m)
Cabin Dimensions (With Typical Interior Installed)

Height .............................................................................................................................. 4.75(1.43 m)
Width .............................................................................................................................. 4.92 (1.48 m)
Length (forward pressure bulkhead to aft pressure bulkhead) .............................. 20.9 (6.31 m)
Design Weights and Fuel Capacity

Maximum ramp weight .................................................................................. 15,000 lbs (6,804 kg)
Maximum takeoff weight ................................................................................ 14,800 lbs (6,713 kg)
Maximum landing weight .............................................................................. 13,500 lbs (6,123 kg)
Maximum zero fuel weight ............................................................................ 11,300 lbs (5,126 kg)
Maximum fuel capacity (usable) .................................................................... 4,860 lbs (2,209 kg)
Approximate standard empty weight* ............................................................ 8,750 lbs (3,969 kg)
Two pilots and furnishings ...................................................................................... 400 lbs (181 kg)
Total basic operating weight ............................................................................ 9,150 lbs (4,150 kg)
Useful payload and fuel at ramp ............................................................................ 5,850 (2,654 kg)
Payload with full fuel .............................................................................................. 990 lbs (450 kg)
Maximum payload weight**................................................................................ 2,150 lbs (975 kg)
* Includes unusable fuel, oil, and standard equipment as listed in Citation Bravo Specification
and Description.
** Zero fuel weight limited
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CHAPTER 2
ELECTRICAL POWER
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-1
DC POWER............................................................................................................................. 2-2
Battery.............................................................................................................................. 2-2
Starter/Generators ............................................................................................................ 2-2
External Power................................................................................................................. 2-2
Distribution ...................................................................................................................... 2-4
Control ............................................................................................................................. 2-7
Monitoring ....................................................................................................................... 2-7
Protection ......................................................................................................................... 2-8
Operation.......................................................................................................................... 2-8
AC POWER........................................................................................................................... 2-10
General........................................................................................................................... 2-10
Control ........................................................................................................................... 2-10
Monitor and Test............................................................................................................ 2-11
Operation ....................................................................................................................... 2-12
LIMITATIONS ...................................................................................................................... 2-12
REVIEW QUESTIONS ........................................................................................................ 2-13
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ILLUSTRATIONS
Figure
Title
Page
2-1
Battery Location....................................................................................................... 2-2
2-2
Generator Circuit...................................................................................................... 2-3
2-3
External Power Receptacle....................................................................................... 2-3
2-4
System Distribution.................................................................................................. 2-5
2-5
Circuit-Breaker Panel ............................................................................................... 2-6
2-6
DC Electrical Controls and Indicators ..................................................................... 2-7
2-7
AC Controls............................................................................................................ 2-11
TABLES
Table
Title
Page
2-1
AC/Avionics Power ................................................................................................ 2-11
2-2
Battery and Starter Cycle Limitations ................................................................... 2-12
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CHAPTER 2
ELECTRICAL POWER
G
EN PL
#1 IL
O
DC
#1 EN
G
FF
O
RV M
T
SE TE
#1 SYS
HO
T
T
BA
BA
ACEN
G
INTRODUCTION
This chapter provides a description of the electrical power system used on the Citation
Bravo. Included is information on the DC and AC systems. The DC system consists of
storage, generation, distribution, and system monitoring. The AC system consists of generation, distribution, and system monitoring. Provision is also made for a limited supply of power during emergency conditions in flight and connection of an external power
unit while on the ground.
GENERAL
Direct current provides the principal electric
power for the Citation Bravo. Two generators are the primary power sources; secondary sources consist of one battery and/or
external power. Normal distribution of DC
power is via three left and three right buses
connected by a tie bus (battery bus). This
arrangement allows either generator to power
the entire system or, working in parallel, to

share the system load. The hot battery and
emergency buses are normally tied to the main
system, but may be isolated to only the battery or external power sources. When the airplane is on the ground, an external DC power
source (EPU) may be utilized to supply electrical power to the buses.
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DC POWER
BATTERY
A standard 44 ampere-hour nickel-cadmium
battery provides 24-volt power (or optional 40ampere hour). The battery, located in the tail
cone compartment (Figure 2-1), is provided
with a manual quick-disconnect and is accessible through the tail cone door. The battery
is always connected to the hot battery bus. It
is susceptible to, and must be protected from,
overheat due to excessive charging. Therefore,
use of the battery is limited to three engine
starts per hour. During an external power start,
the battery is separated from its ground to prevent battery discharge during the start cycle.
Consequently, a start using an external power
unit is not considered a battery start. A battery
in good condition should supply power to all
buses for approximately 10 minutes. If only
the hot battery and emergency buses are powered, battery life should be approximately 30
minutes.
The generators are used as motors for engine

starting, then become generators at the completion of the start cycle. Each generator system is operated independently, but power is
distributed through systems that are in parallel except under fault conditions. The generators share loads equally (10% of total
load) during normal operation via an equalizer connection between the generator control units (GCU).
DC power from the engine-driven generators
is distributed to two main DC buses (Figure
2-2). The two main DC buses are paralleled
through two 225-ampere current limiters connected to the battery bus. Generator power is
routed to the hot battery bus through the battery relay and also to the emergency bus
through the emergency relay. The battery and
emergency relays are operated by the battery
switch.
EXTERNAL POWER
An external power unit may be connected to
the airplane DC system through a receptacle
located in the fuselage below the left engine
nacelle (Figure 2-3). External power is connected to the hot battery bus. The battery
charges from the external power unit regardless of the battery switch position.
Before connecting an external power unit, the
voltage of the unit should be regulated to 28.0
volts, and the amperage output should be between 800 and 1,000 amperes.
Figure 2-1. Battery Location
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
28.5 volts, 400 amperes, and is capable of
50% overload to 600 amperes for two minutes.
2-2
Connecting the external power source energizes the external power relay, connecting
the external power source to the hot battery
bus. Placing the battery switch to the BATT
position energizes the battery relay, allowing
the DC external power to be connected to the
battery bus, and the left and right main buses.
The external power relay is deenergized to remove external power from the hot battery
bus when either generator power relay is
closed. This is to prevent the airplane generators and the EPU from applying power to the
airplane buses simultaneously.
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80 A
80
A
BATTERY BUS
LH
MAIN
LH MAIN
225 A
20 A
BATT
50
LH
POWER
GEN
RH MAIN
AMMETER
BATT
RELAY
225 A
AMMETER 50
EMERGENCY
RELAY
OFF
RH
POWER
GEN
OFF
OFF
EMER
28.5
GCU
28.5
28.5
GCU
20 A
RESET
LH
GEN
RH
GEN
HOT BATT BUS

QUICK
DISCONNECT
FIELD
RELAY
BATTERY
DISCONNECT
RELAY
FIELD
RELAY
O'VOLT
BATT
RESET
EPU
Figure 2-2. Generator Circuit
NOTE
Figure 2-3. External Power Receptacle
It is recommended the EPU be turned

on, allowed to stabilize, and then plug
the power cord into the aircraft while
the EPU is powered. This prevents
voltage spikes from damaging sensitive equipment. Some external power
units do not have reverse current protection and rapid discharge of the battery could occur if the cart is turned
off and left connected to the airplane.
Therefore, it is good practice to disconnect the power cart when the EPU
is not in use.
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Primary items that receive power directly from

the hot battery bus are:
DISTRIBUTION
Direct current is distributed throughout the
airplane by 10 buses (Figures 2-4). Located in
the main junction box in the tail cone compartment are two main DC buses, the battery bus,
and the hot battery bus. In the cockpit, at the
pilots circuit-breaker panels, are two main
extension buses, two crossover buses, and the
emergency buses.
The two main DC buses are normally powered
by the right and left generators and are tied together by the battery bus. They may also receive
power from the battery or an external power
unit (Figure 2-4).
LightsCabin entrance, nose baggage

compartment, tail cone, and emergency
exit
Ignition, start only
VoltmeterBattery voltage (battery
switch in BATT or EMER), left/right
generator voltage regardless of battery
switch position
Emergency Bus (battery switch, EMER)
Emergency Nicad battery pack (emergency lights)
ELT, optional
The hot battery bus is always connected directly

to the battery. It may receive power from an external power unit, and it is powered from the
generators during normal operation.
The battery bus functions solely as a bus tie to
connect the hot battery, the emergency, and
the two main DC buses, tying the four parts into
one integral system.
From each main DC bus in the tail cone, an extension bus provides distribution of power to
components through controls and circuit breakers in the cockpit. The left and right main extension buses are located behind the pilot and
copilot circuit-breakers panels, respectively
(Figure 2-5).
In order to permit logical grouping of circuit
breakers (i.e., left and right ignition), circuit
connections are provided from the right or
left main extension bus to the opposite circuitbreaker panel through the right and left
crossover buses (Figure 2-4).
Emergency buses are located on each circuitbreaker panel.
Emergency bus items are the following:

COMM 1
Pilots and copilots audio panels
NAV 1
DG 1
Standby HSI
LH and RH N 1 indicators
Standby pitot/static heat
Standby airspeed/altimeter vibrator
(UNs 0801-0808)
Cockpit floodlights
NAV 1 Convert
In addition, the emergency lead-acid battery
located in the nose avionics compartment provides 30-minutes of power to the standby attitude gyro or secondary flight display (Meggitt)
during a loss of main DC power and provides
back lighting for the following instruments:
Standby attitude gyro (UNs 0801-0808)
N 1 indicators
Standby HSI
Standby airspeed/altimeter (UNs 08010808)
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MASTER
WARNING
115 VAC 1
115 VAC 2
RESET
26 VAC 1
26 VAC 2
AC
FAIL
INVERTER
FAIL
1
INV 1
N
O
R
M
INVERTER #1
INVERTER #2
INV 2
PILOTS CB PANEL
COPILOTS CB PANEL
EMER
EMER
RH X OVER
LH X OVER
35 A
10 A
35 A
10 A
LH MAIN EXT
RH MAIN EXT
CIRCUIT BREAKERS
75 A
75 A
CURRENT LIMITERS
80 A
80 A
BATTERY BUS
LH
MAIN
LH MAIN
225 A
50
BATT
RH MAIN
20 A
225 A
AMMETER
AMMETER
50
EMERGENCY
RELAY
LH
POWER
RELAY
GEN
OFF
OFF
BATT
RELAY
RH
POWER
RELAY
GEN
OFF
EMER
28.5 VOLTMETER
GCU
VOLTMETER 28.5
28.5
GCU
20 A
RESET
LH
GEN
HOT
BUS
BATTBUS
HOTBATT
START
RELAY
START
RELAY
QUICK
DISCONNECT
FIELD
RELAY
OVOLT RELAY
RH
GEN
RESET
FIELD
RELAY
BATT
BATTERY DISCONNECT
RELAY
EPU
Figure 2-4. System Distribution
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Figure 2-5. Circuit-Breaker Panel
2-6
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CONTROL
Control of the DC power system is maintained
with a battery switch and two generator
switches (Figure 2-6). The battery switch has
three positions: BATT, OFF, and EMER. With
the switch in the OFF position, the hot battery
bus is isolated from all other buses in the system and the emergency buses are connected to
the battery bus. The battery switch in the BATT
position closes the battery relay completing
circuits to the battery bus. In the EMER position, only the emergency relay is energized,
connecting the emergency buses to the hot
battery bus. The buses are now powered by the
battery or by external power. When external
power is not applied to the airplane and the
generators are on the line, placing the battery
switch in EMER or OFF isolates the battery
from any charging source without the loss of
power to any buses.
Figure 2-6. DC Electrical Controls

and Indicators
The generator switches are also three-position

switches: GEN, OFF, and RESET. Placing
the switch to GEN allows the generator control unit (GCU) to close the power relay and
connects the generator to its main DC bus.
With the switch in the OFF position, the power
relay will not close, and the generator will
not assume any load. Placing the switch in
the spring-loaded RESET position should
close the generator field relay if it has opened.
Two engine start buttons are located on the

pilots switch panel. When depressed, they
activate a circuit to close the associated start
relay and allow current to flow from the hot
battery bus directly to the starter/generator. A
starter disengage button, located between the
starter buttons, can be utilized to open the
start circuit if manual termination of the start
sequence is desired.
MONITORING
The DC electrical system is monitored by a
voltmeter, two ammeters, two GEN OFF
LH/RH annunciator warning lights, a BATT
OTEMP warning light, and a battery temperature gauge.
When illuminated, an amber GEN OFF LR
annunciator light and master caution lights
indicates an open power relay. If both annunciator lights are illuminated, the MASTER
WARNING lights flash and the MASTER
CAUTION lights illuminate steady.
A voltmeter selector switch permits monitoring
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 and indicates hot battery bus voltage. The
voltmeter indicates the highest voltage of the
source connected to the point being monitored.
When one generator is on the line and the voltmeter selector is in either BATT or the corresponding generator position, the voltmeter reads
the generators voltage. If the voltmeter selector switch is moved to LH or RH GEN position
with the selected generator off, it indicates only
the voltage output of the selected generator.
The voltmeter gauge will not indicate voltage
when the battery switch is OFF.
The ammeters read the current flow from the individual generators to the main DC bus and,
during normal operation, the indication should
be approximately equal ( 10% of total load).
Amperage in the circuit between the starter/generator and the hot battery bus during engine
starts is not indicated on the ammeter gauges.
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A temperature sensor in the battery initiates

a steady BATT OTEMP light on the annunciator panel (with flashing MASTER WARNING lights) when battery temperature rises to
145F. If the temperature continues to rise to
160F, the BATT OTEMP light flashes and retriggers MASTER WARNING lights flashing.
A temperature gauge, located on the copilots
instrument panel, receives input from a separate sensor in the battery, and indicates temperature from 0F to 180F.
In each engine start button is a light that, when
illuminated, indicates closure of the start relay.
The light inside the STARTER DISENGAGE
button has no significance for operation. It is
activated on when the panel lights are turned
on for night operations.
PROTECTION
Two generator control units (GCUs) regulate,
protect, and parallel the generators. Each unit
controls a power relay which connects the
generator to its main DC bus. The GCU permits the relay to close when the cockpit generator switch is GEN and the generator output
equals (within .3 volts) or exceeds system
voltage. A field relay, located in the generator control unit, allows or prevents field excitation within the generator. When an internal
feeder fault (short circuit) or an overvoltage
is sensed, the field relay opens. The field relay
also opens when the engine fire switch is activated. A reverse current (10% of total load)
or under voltage opens the power relay.
The circuits between each main DC bus and
its extension bus are protected by three 75-ampere circuit breakers in parallel on the corresponding cockpit circuit-breaker panel. A
35-ampere circuit breaker on each extension
bus provides protection between the extension
bus and the crossover bus on the opposite circuit-breaker panel. Various other circuit breakers and current limiters on the main buses in
the tail cone protect against overload.
Between each main DC bus and the battery bus,
a 225-ampere current limiter (fuse) protects
2-8
the system against overloading. Loss of either current limiter causes the system to split
and become two independent systems (right
and left). When one generator power relay is
closed, it is necessary to protect the 225-ampere current limiter from the high amperage
required to start the opposite engine (generator assisted start). To provide this protection,
a battery disable relay causes the battery relay
to open the circuit between the battery bus
and the hot battery bus during the engine start
sequence.
When an external power unit is utilized for engine start, the battery disconnect relay opens
when the start is initiated and removes the
battery ground. This ensures the battery is not
utilized for starting power, and consequently,
battery start limitations do not apply.
Should an external power units output be excessive, an overvoltage sensor opens the external power relay and breaks the circuit to the hot
battery bus. If a generator is brought on line, external power disable relays disconnect the external power unit from the hot battery bus when
the power relay closes protecting the generators.
There is no built-in reverse current protection
between the hot battery bus and the EPU.
CAUTION
Some external power units do not
have reverse current protection. If
the unit is turned off while connected
to the airplane, rapid discharge and
damage to the battery can result.
Always disconnect the EPU from the
airplane when not in use.
OPERATION
Normal
During the interior preflight, the generator
switches should be placed to GEN if battery
starts are intended or OFF if external power
is to be used. The battery switch should be
placed to BATT and the voltmeter checked
for 24 volts minimum.
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After checking lights and pitot heat, the battery switch should be turned to OFF. During
the exterior preflight, the battery should be visually checked for signs of deterioration or corrosion. External power should not be connected
until these checks are complete.
Before starting the engines, the generator
switches should be rechecked for proper position and battery voltage verified. The battery
switch must be in the BATT position in order
to allow power from the main DC extension
bus (L/R start CBs) to close the start relay
when the start button is depressed. Depressing
the start button also activates the electric fuel
boost pump, arms the ignition, and activates
the engine instrument floodlight.
Closure of the start relay, indicated by illumination of the light in the start button, connects
hot battery bus power to the starter for engine
rotation. Between 8 and 10% turbine rpm (N 2),
the throttle should be brought from cutoff to
idle. Fuel flow commences, as observed, by
increasing LCD display, and ignition is activated by a throttle switch. A green light indicates current to the exciter box. Within 10
seconds, combustion should occur as evidenced
by rising ITT. As the engine accelerates and
reaches approximately 38% (N 2 ), the start sequence automatically terminates. The electric
boost pump and ignition deactivate, the start
relay opens, and the engine instrument floodlight goes out. A speed sensing switch on the
starter/generator terminates the start sequence.
The starter/generator reverts to generator operation, and the GCU allows the generator to come
online after start termination as the generator
output equals or exceeds system voltage.
For a subsequent engine start on the ground,
the operating generator assists the battery in
providing current to the starter. The operating engine GRD IDLE switch must be in the
HIGH position. As soon as the second start
button is pressed, the battery relay will open
disconnecting the hot battery bus from the
battery bus. This protects the 225-amp current
limiter on the side of the operating engine.

Simultaneously, the respective electric boost
pump is activated, the ignition is armed, the
engine instrument flood light illuminates, and
both start relays close. Both start button lights
should be illuminated. At approximately 38%
N 2 , the start sequence should automatically
be terminated.
Generator assist capability is disabled by the
squat switch when the airplane is airborne. If
an in-flight restart is accomplished utilizing the
start button, it will be a full battery start. Only
the associated start relay closes, the boost
pump on that side activates, the ignition circuit to that engine arms, and the engine instrument floodlight illuminates. The only
difference between a start in flight and one
accomplished on the ground, with one generator on the line, is that the start relay on the
same side as the operating generator will not
close. This isolation of the start circuit, from
the operating generator, and buses in flight, is
required by certification regulations. The protection circuit for the 225-ampere limiter is the
same as described above (battery relay opens).
An external power unit may also be utilized
for engine starts. However, prior to use the unit
should be checked for voltage regulation (28.0
volts) and availability of 800 to 1,000 amperes. When external power starts are planned,
the generator switches should remain in the
OFF position until external power has been removed from the airplane. Otherwise, when
the first generator comes on line, the external
power is automatically disconnected from the
hot battery bus, and the second engine start becomes a generator-assisted battery start.
Abnormal
Battery overheat can result from an excessive
amount and rate of charge or discharge and internal battery damage may occur. The greatest
damage which can result from a battery overheat lies in the possibility of a thermal runaway
heating, in which internal failures cause the
heat to continue building out of control.
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Battery overheat is indicated initially by a

steady BATT OTEMP light on the annunciator panel (145F). This red light triggers the
M A S T E R WA R N I N G l i g h t s f l a s h i n g .
Continued rising temperature (160F) causes
the BATT OTEMP light to flash and reilluminate the MASTER WARNING lights. The
battery temperature gauge should verify the
temperatures. Whenever an overheat condition
exists, the battery switch should be placed in
the EMER position to open the battery relay,
thus removing the battery from generator
charging, and the emergency procedures
checklist should be consulted. Monitoring the
ammeters for a drop and the voltmeter for a
minimum 1-volt drop in 30 seconds to 2 minutes ensures the battery relay has opened, isolating the hot battery and emergency buses
and the battery from charging.
If the speed-sensing switch fails to terminate
a start sequence, the STARTER DISENGAGE
button can be utilized to terminate the start.
This button illuminates with the panel light
control master switch ON. Its use causes no
damage to any component in the system. The
GCU will only permit the generator on line
after the start sequence has been terminated
(automatically or manually).
Monitoring the ammeters may provide the
pilot an indication of impending generator
problems. Ampere readings may indicate unparalleled operation if they are misaligned by
more than 10% of the total load. When a GEN
OFF LR light illuminates on the annunciator panel, a check of the voltmeter indicates
whether the field relay or only the power relay
has opened. An open field relay could be
caused by a feeder fault (short circuit), overvoltage, or by actuation of the engine fire
switch. A tripped field relay is indicated by
near zero voltage; it can possibly be reset with
the generator switch. An under voltage or reverse current causes the generator control unit
to open the power relay. If normal voltage is
observed on the voltmeter when the affected
generator is selected with the voltage selector switch, generator reset is not probable.
Bravo GCUs have four BITE lights (Built-InTest-Equipment) for fault detection. GCU
2-10
fault lights may indicate a GCU fault, overvoltage, a ground fault, or a system problem.
It self tests all LEDs at power-up. Flashing
LEDs can be extinguished by resetting the appropriate generator switch three times within
three seconds if no faults exist.
Failure of a 225-ampere current limiter after
start can be detected during the generator
check accomplished after engine start. When
one generator switch is placed to OFF, the
other generator should pick up the entire
system load as indicated on the ammeter. If
this does not occur, a failed current limiter
could be the cause. If this is the case, when
the generator on the side with the failed limiter is selected to OFF, the buses on that side
lose power. This is most easily detected by
observing the engine instruments (OFF flags
or dashes) and a steady MASTER WARNING
light on the side of the failed current limiter.
The airplane should not be flown in this condition. If the current limiter has failed prior
to start, the engine start circuit on the side
with the failed limiter is not powered (because of loss of DC power to the extension
bus), thus preventing that engine from being
started until the limiter is replaced.
AC POWER
GENERAL
The alternating current system consists of
two 250-volt AC static inverters that convert
main DC electrical power to AC power. The
AC system is a dual split bus system that
consists of two separate 115-volt and 26-volt
AC bus systems. Each set of buses is normally powered by its corresponding inverter;
however, either inverter can power all four AC
buses if required.
CONTROL
Two avionics power switches, one labeled INV
1NORMINV 2 and one labeled ONOFF are
located on the pilots switch panel (Figure 2-7).
Placing the two position ONOFF switch ON
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activates BOTH inverters. The No. 1 inverter

normally powers the pilots directional and vertical gyros and the NO. 2 inverter powers the
copilots gyros. If an inverter should fail placing the INV1NORMINV2 switch to the active inverter position, i.e., INV 1 or INV 2 will
allow the respective inverter to power all four
AC buses and restore power to the failed avionics equipment (Table 2-1).
Table 2-1. AC/AVIONICS POWER
AVIONIC POWER
INV1
ON
INV2
OFF
N
O
R
M
Figure 2-7. AC Controls

NOTES:
MONITOR AND TEST
1. IF ANY OF THE FOUR AC BUSES ARE LOST, NEITHER THE AUTOPILOT NOR THE FLIGHT DIRECTOR CAN BE USED.
The AC system is monitored by a red AC FAIL

annunciator light (which triggers the MASTER
WARNING lights), amber INVTR FAIL 1-2
annunciators, and MASTER CAUTION lights.
An inverter failure will flash the respective
INVTR FAIL 1 or 2 annunciator and trigger
the MASTER CAUTION lights steady.
Resetting the MASTER CAUTION lights will
cause the respective INVTR FAIL 1 or 2 to revert to steady illumination. Placing the INV
1NORMINV 2 switch to the active inverter
will restore all AC power lost.
NOTE
The AC FAIL annunciator will not
illuminate during a single inverter
failure.
If an internal 26-volt and/or 115-volt AC bus(es)

failure occurs (no cockpit AC bus circuit breakers), the red AC FAIL annunciator flashes
2. NO AC BUS SUBPANEL.
and triggers the red MASTER WARNING lights.

Resetting the MASTER WARNING lights will
cause the AC FAIL light to stop flashing and illuminate steady.
NOTE
The autopilot and the flight directors will not operate if any of the
four AC buses are lost.
Test
The AC system may be tested by placing the
left switch from NORM to INV 1 which disables inverter No. 2, illuminating INVTR
FAIL 2 annunciator flashing and illuminating the MASTER CAUTION lights steady.
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Resetting the MASTER CAUTION lights out

w i l l r ev e r t I N V T R FA I L 2 a n n u n c i a t o r
steady. Observe that both Primary Flight
Displays (PFDs) display no EADI or EHSI
fail flags. Repeat the test sequence for the opposite inverter by selecting INV 2. The test
should be performed after both the pilots and
copilots directional and vertical gyros have
fully aligned (erected).
OPERATION
Normal
The avionics switch is placed ON, and the inverter switch in NORM to power up both inverters and all AC and DC avionics equipment.
The avionics switch should be turned OFF
prior to engine start and prior to engine shutdown. The inverters and avionics systems are
tested during the BEFORE TAXIING checklist after all avionics systems are powered up
and the gyros have erected.
Abnormal
In the event of a failure in the AC system,
check the INVERTER circuit breakers on
both circuit breaker panels (Figure 2-5), and
comply with the appropriate checklist in the

EMERGENCY PROCEDURES section of
the AFM.
If both inverters should fail, the battery
switch must be placed in EMER to restore AC
power to the standby HSI for heading and
course information. Placing the battery
switch to EMER allows 26-volt AC power to
be supplied to the standby HSI from the No.
1 directional gyro power supply. DG 1 is
powered from the emergency DC bus and the
DG power supply converts DC power to 26volt AC power to drive the gyro (and supply
AC power to the standby HSI with the battery switch in EMER).
LIMITATIONS
The battery and starter cycle limitations are
shown in Table 2-2.
Continuous ground operation of the generator
above 315 amperes is prohibited. If the BATT
OTEMP light illuminates during ground operation, do not takeoff until proper maintenance procedures have been accomplished.
Table 2-2. BATTERY AND STARTER CYCLE LIMITATIONS

TYPE LIMIT
Starter Limits*
Battery
LIMITATION
Three engine starts per 30 minutes. Three cycles of operation with a 30-second rest
period between cycles is permitted.
Three engine starts per hour. See notes 2 and 3.
AIRPLANE BATTERY
If the BATT OTEMP light illuminates during ground operation, do not takeoff until after the proper maintenance
procedures have been accomplished.
* This limitation is independent of starter power source (i.e., battery, generator assisted cross start, or external power unit).
NOTES:
1. If battery limitation is exceeded, a deep cycle, including a capacity check, must be accomplished to detect possible cell damage.
Refer to Chapter 24 of the MAINTENANCE MANUAL.
2. Three generator-assisted starts are equal to one battery start.
3. If an external power unit is used for start, no battery cycle is counted.
4. Use of an external power source with voltage in excess of 28 VDC or current in excess of 1,000 amps may damage the starter.
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REVIEW QUESTIONS
1. A good battery should supply power to the
hot battery bus and the emergency bus
for approximately:
A.
B.
C.
D.
A.
B.
C.
D.
2 hours
1 hour
30 minutes
10 minutes
2. The battery bus serves as:

A.
B.
C.
D.
A power-off DC source
An emergency power source
An extension bus
A generator tie bus
3. In flight, with the generators on line, the

battery is isolated from any charging
source when the battery switch is in:
A.
B.
C.
D.
OFF
BATT
EMER
Both A and C
4. If manual termination of a start sequence

is desired, the switch to press is:
A.
B.
C.
D.
ENGINE START
STARTER DISENGAGE
LH START
RH START
5. The voltage indicated on the voltmeter

with the selector switch in BATT is sensed
from the:
A.
B.
C.
D.
Battery bus
Left main bus
Hot battery bus
Right main bus
6. If the generators are off line, the voltmeter reads battery voltage when the battery switch is in:
OFF
BATT
EMER
Both B and C
7. The light in each engine start button illuminates to indicate:

A.
B.
C.
D.
Starting is complete
Opening of the start relay
Closing of the start relay
Generator disconnect
8. The generator field relay opens when:

A.
B.
C.
D.
An internal feeder fault is sensed.

An overvoltage condition is sensed.
An engine fire switch is activated.
All of the above
9. If battery starts are intended, the generator switches should be placed to:
A.
B.
C.
D.
OFF
GEN
RESET
ON
10. When the avionics power switches are

positioned NORM and ON, normally:
A. No. 1 inverter powers all AC buses.
B. Both inverters are paralleled to supply power to all AC buses.
C. No. 2 inverter produces only 26-VAC
power.
D. Each inverter powers its own AC
buses.
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11. Illumination of the AC FAIL annunciator

light and the MASTER WARNING and
MASTER CAUTION lights indicates:
A.
B.
C.
D.
Failure of No. 1 inverter

Failure of No. 2 inverter
Failure of both inverters
Any of the above
12. With the battery as the only source of

power and the battery switch in the OFF
position, the bus(es) powered are:
A.
B.
C.
D.
Battery bus, hot battery bus

Emergency buses, battery bus
Hot battery bus
Emergency buses, battery bus, hot
battery bus
13. With the battery as the only source of power

and the battery switch in the EMER position, the following bus(es) are powered:
A.
B.
C.
D.
Battery bus, hot battery bus

Emergency buses, hot battery bus
Hot battery bus
Emergency buses, battery bus, hot
battery bus
14. With the battery as the only source of

power and the battery switch in the BATT
position, the following condition exists:
A. The battery, emergency, and hot battery
buses only receive power.
B. All buses are powered except the emergency buses.
C. LH and RH main DC buses only are
powered.
D. All DC buses are powered.
2-14
15. With only the hot battery and emergency

buses powered, the following item is
inoperative:
A. NAV 2
B. Engine instrument floodlight, emergency exit lights
C. Pilots standby HSI, COMM 1
D. NAV 1
16. The correct statement is:
A. With external power connected and
the battery switch in OFF, all DC
buses are powered from the external
power unit.
B. The battery switch must be out of the
OFF position before the voltmeter
will indicate the voltage of the hot
battery bus.
C. With external power connected and
the battery switch in OFF, all DC
buses are powered from the external
unit except for the battery itself.
D. The battery continues to charge with
the generators on line regardless of the
battery switch position.
17. Regarding the engine starting sequence
(battery start on the ground):
A. It is normally terminated by the pilot
with the STARTER DISENGAGE
button.
B. The boost pumps and ignition switches
must both be in the ON position before
the start button is depressed.
C. A minimum of 50% N 2 is required on
the operating engine prior to starting
the second engine.
D. It is terminated normally by the speed
sensing switch on the starter/generator.
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18. The incorrect statement is:

A. Illumination of the STARTER DISENGAGE button is a function of the panel
lights master switch.
B. The generator switches are placed in
the OFF position for an EPU start.
C. The battery switch is placed in the
OFF position prior to an EPU start.
D. A failed LH 225-ampere current limiter prevents starting of the left engine.
19. Regarding a generator-assist start:
A. It is necessary to observe a drop in amperage below 150 before depressing
the second start button (to protect the
225-ampere current limiter).
B. The operating generators switch must
be placed to OFF before the start button is depressed.
C. A maximum of 49% N 2 rpm is set on
the operating engine.
D. Select GRD IDLE HIGH on the operating engine.
20. Placing the battery switch in EMER with
the generators on the line:
A. Will not cause the immediate loss of
any buses.
B. Wi l l c a u s e l o s s o f p ow e r t o t h e
emergency bus since the generators
are on line.
C. Will still provide charging power to
the battery.
D. Should result in the battery voltage remaining at 28.5 volts.
21. The correct statement regarding the GEN

OFF L/R annunciator light is:
A. Illumination of the light triggers the
MASTER WARNING lights.
B. The light illuminates whenever the
power relay is open.
C. Illumination of the light indicates both
t h e p ow e r a n d fi e l d r e l a y s h av e
opened.
D. It indicates the starter/generator is in
the start mode.
22. Ignition during engine start:
A. Occurs immediately when the start
button is depressed.
B. Is initiated automatically by the speed
sensing switch at 8 to 10% N 2 .
C. Occurs when the throttle is brought
to idle.
D. Is terminated by the fuel control
step modulator when it senses ITT
above 300C.
23. T h e BAT T O T E M P l i g h t c o m e s o n
steady:
A. But, will extinguish if the battery
cools down.
B. Will flash as the battery cools down.
C. The battery switch should be placed
to OFF (all buses continue to receive
power).
D. The MASTER WARNING lights will
n o t i l l u m i n a t e u n t i l t h e BAT T
OTEMP light begins to flash.
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CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING .......................................................................................................... 3-2
Cockpit Lighting .............................................................................................................. 3-2
Compartment Lighting..................................................................................................... 3-3
Emergency Lighting......................................................................................................... 3-4
Baggage Compartment Lighting...................................................................................... 3-4
EXTERIOR LIGHTING ......................................................................................................... 3-6
Navigation Lights............................................................................................................. 3-7
Anticollision Lights ......................................................................................................... 3-7
Landing, Recognition and Taxi Lights ............................................................................ 3-7
Wing Inspection Light ..................................................................................................... 3-8
Tail Floodlights ................................................................................................................ 3-8
REVIEW QUESTIONS .......................................................................................................... 3-9
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ILLUSTRATIONS
Figure
Title
Page
3-1
Interior Lighting Controls ........................................................................................ 3-2
3-2
Typical Control Panel Lighting ................................................................................ 3-3
3-3
Cabin Lighting Controls........................................................................................... 3-3
3-4
Tail Cone Lights and Switch.................................................................................... 3-5
3-5
Nose Baggage Compartment Light and Switch....................................................... 3-5
3-6
Exterior Lighting Locations ..................................................................................... 3-6
3-7
Exterior Lighting Switch.......................................................................................... 3-7
3-8
Navigation and Anticollision Lights ........................................................................ 3-7
3-9
Beacon ...................................................................................................................... 3-8
3-10
Landing and Recognition Lights.............................................................................. 3-8
3-11
Taxi Lights................................................................................................................ 3-8
3-12
Wing Inspection Lights ............................................................................................ 3-8
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CHAPTER 3
LIGHTING
EXIT
INTRODUCTION
Lighting on the Citation Bravo is used to illuminate the cockpit area and all flight instruments. The majority of the instruments are internally lighted. For general illumination, floodlights are used and a map light is conveniently located for both the pilot and
copilot position. Standard passenger advisory lights are available for the cabin area, and
emergency lights are available to illuminate the exits in the event of an emergency. Exterior
lighting consists of navigation, anticollision, landing, taxi, wing inspection, and rotating beacon lights, and optional tail floodlights.
GENERAL
Airplane lighting is divided into interior and
exterior lighting. Interior lighting is further divided into cockpit, cabin, and emergency lighting. Cockpit lighting consists of instrument
panel lights, floodlights, and map lights. Cabin
lighting consists of indirect fluorescent lights,

passenger reading lights, two flood lights illuminating the main cabin door and emergency exit area, an aft compartment light, and
lighted signs.
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INTERIOR LIGHTING
Interior lighting is provided for the cockpit
cabin, and tail cone area. Instruments are internally lighted. Switch functions are designated by electroluminescent panels. All lights
except the overhead and instrument floodlights are controlled by a master switch and are
adjusted by rheostats (Figure 3-1). The
rheostats are labeled LEFT, CENTER, RIGHT,
and EL. The LEFT rheostat controls lighting
intensity of the instruments on the pilots panel
except the pilots primary flight display (PFD)
screen. The CENTER rheostat controls the
intensity on the tilt and center panel instruments except for the multifunction display
(MFD) screen. The rheostat labeled EL controls all electroluminescent lighting.
Clockwise rotation increases light intensity.
Turning the PANEL LIGHT CONTROL master switch to ON dims the annunciator panel,
ignition, and landing gear lights, illuminates
the STARTER DISENGAGE button, and powers the control rheostats. The LEFT, CENTER, RIGHT, and EL knobs are deenergized
with a loss of main DC electrical or if the
PANEL LIGHT CONTROL master switch is
OFF. Two overhead floodlights and the engine instrument floodlight under the engine fire
tray, provide additional cockpit lighting or
emergency cockpit lighting from the emergency DC bus. Intensity is controlled by the
FLOOD LTS rheostat located to the left of the
PANEL LIGHT master switch.
Indirect fluorescent lighting, moon light recessed under the forward portion of the instrument panel glare shield is controlled by a
rheostat mounted on the forward portion of the
pilots armrest directly above the map light
rheostat.
In case of a loss of main DC electrical power,
e m e rg e n c y l i g h t i n g i s p r o v i d e d f o r t h e
Secondary Flight Display (Meggitt EFIS) or
standby Gyro Display, Standby HSI and the left
and right fan RPM (N 1 ) engine gauges from
the standby battery that operates the Meggitt
EFIS or standby Gyro Display (provided the
STBY GYRO switch is on (Figure 3-1).
3-2
Figure 3-1. Interior Lighting Controls
COCKPIT LIGHTING
Cockpit Floodlights
Two cockpit floodlights located overhead,
near the center of the flight compartment, provide cockpit lighting and emergency lighting
for the instrument panel. Control is accomplished with the FLOOD LTS rheostat.
An engine instrument floodlight is located
under the fire warning panel on the glareshield.
The light operates when either engine is in
the start cycle or when the FLOOD LTS switch
is turned on. Cockpit floodlight power is supplied by the emergency DC bus through the
FLOOD circuit breaker on the copilots circuitbreaker panel.
Map Lights
Map lights are located on the left and right forward overhead panel. The map lights intensity
is controlled by rheostats located on the forward
side of the left and right side consoles.
Electrical power to operate the map lights is
routed from the right DC crossover bus for both
the pilot and copilot through the RH PANEL circuit breaker on the pilots circuit-breaker panel.
Control Panel Lights

The control panel lighting is provided by electroluminescent light panels, consisting of a
layer of phosphor sandwiched between two
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electrodes and encapsulated between layers of

plastic. White lettering on a gray background
is used on the panel faces (Figure 3-2). Control
is accomplished with the lighting rheostat labeled EL. Electroluminescent panels are used
on the circuit-breaker panels, switch panel,
light control panel, environmental control
panels, landing gear control panel, and each
throttle pedestal control panel. An inverter located in the nose baggage compartment supplies electrical power to the electroluminescent
light panels. 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 pilots circuit-breaker panel.
COMPARTMENT LIGHTING
The passenger compartment lighting includes
all cabin lights, utility lights, and the lighted
signs. Indirect fluorescent lights, passenger
reading lights, and aft cabin compartment
lights are mounted overhead.
The indirect fluorescent light system consists
of a touch-pad switch, inverters, control units,
and fluorescent bulbs.
Indirect fluorescent lights are controlled by
a B RT OV R H D D I M t o u c h - p a d s w i t c h
mounted on a switch panel just forward and
above the entrance door hinge (Figure 3-3).
When the switch is placed to BRIGHT, power
is supplied through two control units to the
bulbs, which illuminate bright. If the light
switch is in the DIM position, 28 VDC is applied to the system, and the lights automatically illuminate bright for approximately
three seconds, then go to dim. The power to
operate the lights is routed from the left main
DC bus through the INDIRECT LIGHT circuit breaker on the power junction box in the
tail cone.
Figure 3-2. Typical Control Panel Lighting
Primary Flight Display (PFD)

and Multifunction Display
(MFD) Lighting
The pilots and copilots Primary Flight
Displays (PFDs) lighting are controlled by
DIM rheostats on the PFD Display Controllers
located adjacent to each PFD on the left and
right instrument panels (refer to Chapter 16).
Figure 3-3. Cabin Lighting Controls
Lighting for the Multifunction Display (MFD)

located on the center panel is controlled by a
DIM rheostat on the MFD controller located
on the center pedestal (refer to Chapter 16).
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NOTE
It is recommended ground operation
of the fluorescent lights be limited to
the bright position until the engines
have been started or until 28 VDC is
continuously available to the lighting system. For engine battery starts,
where system voltage drops below
24 VDC, operate the lights in the
bright position only, until the engines are started.
The passenger reading and cabin compartment lights are mounted in the overhead
console. The passenger reading lights adjust
fore and aft, and each is controlled by an integrally mounted switch. The entrance, emergency exit, and aft cabin compartment lights
do not have integrally mounted switches and
are not directionally controllable. They are
controlled from the touch-pad switch located on the forward side of the main cabin
entrance door and are powered from the hot
battery bus (Figure 3-3).
Lighted advisory signs are molded into the
forward and aft cabin ceiling areas. The lights
are controlled by the pass safety/seat belt
switch on the pilots switch panel and inform
passengers when smoking is prohibited and
when to fasten seat belts. The switch has three
positions: PASS SAFETYOFFSEAT BELT.
In PASS SAFETY position, both the NO
SMOKING and FASTEN SEAT BELT portions of the sign are illuminated. In SEAT
BELT position only the FASTEN SEAT BELT
portion of the sign is illuminated. In OFF position, the sign is extinguished. Safety chimes
operate in conjunction with the sign to alert
the passengers when smoking is prohibited or
when to fasten seat belts.
EMERGENCY LIGHTING
Emergency lighting is a separate and independent system used to provide illumination in case of primary electrical power
failure or abnormal conditions. The emergency lighting consists of a battery pack, an
3-4
inertia switch, and single lights that respectively illuminate the cabin entrance and the
emergency exit.
The emergency battery pack consists of 20
nickel-cadmium cells in a box. Each cell has
a nominal voltage of 1.28 volts. The inertia
switch is mounted near the emergency battery box located above the forward cabin headliner. A force of 5 g actuates the inertia switch
and turns on the floodlights above the entry
door and above the emergency exit. The emergency battery is connected to the hot battery
bus and is charged by the main DC system
with the generators on line.
For normal entry and exit from the airplane,
the floodlights over the entry and emergency exit
doors and the aft baggage compartment light are
operated from the hot battery bus by a touch pad
switch at the cabin door. For in-flight use of
emergency lighting, the passenger advisory
switch on the instrument panel operates the
emergency exit and main cabin entrance lights
when the switch is in the PASS SAFETY position. Electrical power is supplied from the hot
battery bus or the emergency battery pack. The
engine instrument floodlight mounted on the underside of the engine fire warning tray illuminates full bright during engine start as a test of
the emergency battery pack. At all other times,
the engine instrument floodlight is powered by
the emergency bus, and controlled through the
cockpit floodlight rheostat.
BAGGAGE COMPARTMENT
LIGHTING
Baggage compartment lighting includes the tail
cone compartment light and the nose baggage
compartment light. They are wired directly
to the hot battery bus and consequently do not
require the battery switch to be turned on for
operation.
Tail Cone
The microswitch installed in the tail cone access door frame is designed to remove 28 VDC
from the lights regardless of the manual toggle
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switch (Figure 3-4) position when the door is

closed. The manual toggle switch controls 28
VDC to the light assemblies (one located in the
baggage compartment and one located in the
forward tail cone area) when the tail cone access door is open.
Nose Baggage Compartment

The manual switch assembly of the nose baggage light system is an illuminated rocker
switch (Figure 3-5). The switch is mounted
overhead adjacent to the light assembly. The
normal position for the manual switch applies

28 VDC to the light. During daylight hours or
when the light is not desired, the manual switch
is positioned to OFF. When the switch is OFF
and the door is pneumatically open, it is illuminated by a microswitch so it is easy to locate at night.
The light is turned off when both RH and LH
nose baggage compartment doors are closed
and each door hinge to the pneumatic cylinder assembly strikes its microswitch.
Figure 3-4. Tail Cone Lights and Switch
Figure 3-5. Nose Baggage Compartment Light and Switch

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EXTERIOR LIGHTING
The exterior lighting system consists of navigation, anticollision, landing, taxi, wing
inspection, and recognition lights, and optional tail floodlights. The exterior light
system provides necessary illumination for
WING INSPECTION LIGHT
BEACON
TAIL
FLOODLIGHTS
airplane operation during the day or night.

Exterior lighting locations are illustrated in
Figure 3-6, and exterior lighting controls
are shown in Figure 3-7.
LANDING AND RECOGNITION
TAXI
LIGHTS
BEACON
NAVIGATION
LIGHT
NAVIGATION LIGHT
ANTICOLLISION LIGHT
Figure 3-6. Exterior Lighting Locations
3-6
ANTICOLLISION
LIGHT
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Figure 3-7. Exterior Lighting Switch
NAVIGATION LIGHTS
A green navigation light is installed in the
right wingtip, a red on the left, and a white on
the tip of the tail cone (Figure 3-8).
The navigation lights are controlled with a
NAV ONOFF switch located on the pilots instrument panel.
ANTICOLLISION LIGHTS
The anticollision lights are strobe lights
mounted in each wingtip (Figure 3-8) and are
controlled with the ANTI COLL ONOFF
light switch located on the pilots instrument
panel. The switch furnishes 28-volts DC power
to the anticollision light power supplies. Each
light has its own AC power supply. When DC
power is supplied to the lighting inverters,
they supply a pulsating current to the anticollision strobe lights and cause them to flash.
The beacon light is a red rotating beacon
mounted on top of the vertical stabilizer
(Figure 3-9). Control is with the BEACON
switch located on the instrument panel.
LANDING, RECOGNITION AND

TAXI LIGHTS
Landing and recognition lights are mounted
side by side near the tip of each wing in the
leading edge (Figure 3-10). The landing
light is the outer light. Both are used during
Figure 3-8. Navigation and Anticollision

Lights
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Figure 3-9. Beacon
Figure 3-11. Taxi Lights
WING INSPECTION LIGHT

The wing inspection light is a fixed-position
light located forward of the wing leading edge
on the left side of the fuselage (Figure 3-12).
The light is used to visually check the wing
leading edge for ice accumulation.A WING
INSP ONOFF switch located on the pilots
switch panel controls the inspection light.
Figure 3-10. Landing and Recognition
Lights
takeoff or landing, or the recognition lights

only during in-flight see-and-avoid situations. The four lights are fixed-position,
sealed-beam lights. The LANDING LIGHTS
LHRH ONOFFRECTAXI switches controls each set of two lights located immediately left of the gear handle.Both lights may
be turned on by selecting the ON position,
or the single recognition light may be selected ON in the RECTAXI position of each
LHRH switch in flight. A fence, mounted
at the inboard edge of the lights, keeps light
out of the cockpit.
Taxi lights are mounted on each landing gear
door (Figure 3-11). These taxi lights will illuminate when the landing gear is down and
the landing light switches are placed to the
ON or RECTAXI position. A fence, mounted
at the inboard edge of the lights, keeps light
out of the cockpit. The lights extinguish
when the gear is up and locked if the switch
remains ON.
3-8
Figure 3-12. Wing Inspection Lights
TAIL FLOODLIGHTS
The optional tail floodlights are also known
as identification lights, logo lights, or tell tale
lights. The floodlights are fixed-position lights
located on the left and right horizontal stabilizers. The floodlights are used primarily for
additional airplane visibility.
The TAIL FLOODOFF switch (Figure 3-7)
controls these lights. The light assemblies, one
installed on the top side of each horizontal stabilizer, illuminate the vertical stabilizer.
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REVIEW QUESTIONS
1. The lighting rheostat labeled LEFT
controls:
A.
B.
C.
D.
Pilots instrument panel lights.

Center instrument panel lights.
Copilots instrument panel lights.
Both A and B.
2. The lighting rheostat that controls the

electroluminescent lighting is labeled:
A.
B.
C.
D.
LEFT.
CENTER.
RIGHT.
EL.
3. Turning the PANEL LIGHT CONTROL

master switch to ON:
A. Activates the control rheostats.
B. Dims the annunciator panel lights.
C. Illuminates the STARTER DISENGAGE button.
D. All of the above.
4. T h e m a p l i g h t s a r e c o n t r o l l e d w i t h
rheostats located on:
A. The center pedestal.
B. The pilot and copilot instrument
panels.
C. The overhead lights panel.
D. The pilot and copilot side armrests.
5. When the indirect fluorescent lights are
turned on and positioned to DIM, the
lights illuminate:
A.
B.
C.
D.
Bright for 3 seconds and then dim.

Dim.
Bright until the switch is reactuated.
After 3 seconds.
6. The landing lights:

A. G o o u t a u t o m a t i c a l l y u p o n g e a r
retraction.
B. Must be used for in flight see-andavoid situations.
C. Are normally turned on in the takeoff
and approach phase.
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CHAPTER 4
MASTER WARNING SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
ANNUNCIATOR PANEL....................................................................................................... 4-2
Master Warning Lights (Red) ......................................................................................... 4-2
Master Caution Lights (Amber)....................................................................................... 4-2
INTENSITY CONTROL......................................................................................................... 4-2
TEST FUNCTION .................................................................................................................. 4-3
ILLUMINATION CAUSES .................................................................................................... 4-4
AUDIO WARNING SYSTEM ................................................................................................ 4-4
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ILLUSTRATIONS
Figure
4-1
Title
Page
Test Selector Switch ................................................................................................. 4-3
TABLES
Table
Title
Page
4-1
Test Indications ........................................................................................................ 4-3
4-2
Annunciator Illumination Causes............................................................................. 4-4
4-iii
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CHAPTER 4
MASTER WARNING SYSTEMS
TEST
INTRODUCTION
The master warning system on the Citation Bravo provides a warning of airplane equipment malfunctions, indication of an unsafe operating condition requiring immediate attention, and indication that some specific systems are in operation.
GENERAL
The master warning and master caution annunciator panel light system consist of two
master warning light switches and two master caution light switches, and an annunciator panel light cluster which provides a visual
indication to the pilots of certain conditions
and/or functions of selected systems. The
annunciator panel has individual segments
that illuminate to indicate an individual system fault/operation. Annunciator lights are
classified as WARNING, CAUTION, and
ADVISORY. The annunciator panel, engine
fire warning/suppression, and thrust reverser
lights are located on the center of the glare

shield. The abnormal and emergency procedures in this section are keyed, where applicable to these annunciators. Warning lights
are generally red (except failure of both generators). Red lights indicate a warning malfunction, which requires immediate
corrective action. The red warning lights in
the annunciator panel will cause the MAST E R WA R N I N G / R E S E T l i g h t s t o f l a s h .
Failure of both generators (amber annunciators) also triggers MASTER WARNING/
RESET lights.
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The illumination of the LHRH ENGINE FIRE

light(s) will not trigger the MASTER WARNING/RESET lights.
The CAUTION lights are amber. Amber lights
indicate either a caution malfunction that requires immediate attention, but not necessarily immediate action, or abnormal system
operation. The amber lights, located in the
annunciator panel, come on flashing and cause
the MASTER CAUTION/RESET lights to
come on steady. When the MASTER CAUTION is pushed to reset, the amber lights go
steady until the condition is cleared. If the
amber light problem is cleared prior to resetting the MASTER CAUTION lights, the MASTER CAUTION/RESET lights automatically
go out.
When a red annunciator light illuminates, it
will flash until the MASTER WARNING/
RESET light is reset. The annunciator will then
stop flashing and remain illuminated steady. If
the condition, which caused the annunciator to
illuminate, is corrected prior to resetting the
MASTER WARNING lights, the annunciator
light will extinguish, but the MASTER WARNING lights must be reset to extinguish.
ADVISORY lights are white and do not trigger a MASTER WARNING or MASTER CAUTION. When an advisory light illuminates,
the checklist may require an action. If required, the action will be found in the abnormal procedures checklist or in the flight
manual.
ANNUNCIATOR PANEL
The annunciator panel is located in the center
of the glareshield and contains a cluster of warning/caution/advisory lights. Burned out bulbs
can be replaced by pushing in the light assemblies to the left and right of the failed bulb; then
use a tool to remove the assembly with the
burned out bulb. The annunciator lights operate in conjunction with the master warning and
master caution lights. When a system malfunctions, the associated annunciator light illuminates until the condition/malfunction is
corrected.
4-2
MASTER WARNING LIGHTS

(RED)
There are two master warning lights, one located on the pilots instrument panel and one
on the copilots instrument panel. When any
red light on the annunciator panel illuminates,
the master warning lights illuminate simultaneously and flash until reset. There is only
one condition during which amber lights on the
annunciator panel cause the master warning
lights to illuminate. That condition is when
both GEN OFF lights illuminate. The seriousness of this condition warrants master warning light system actuation. The master warning
light system incorporates a reset switch, which
is actuated by pushing in on either master
warning light lens. Pressing the master warning light resets the circuit and makes the system available to alert the operator should
another system fault occur. The master warning light will stay illuminated and flash until
reset, even if the malfunction which caused the
light to illuminate has been corrected. Pressing
the master warning light does not normally extinguish the annunciator segment light.
MASTER CAUTION LIGHTS

(AMBER)
There are two master caution lights, one located on the pilots instrument panel and one
on the copilots instrument panel (located adjacent to the master warning lights). These
lights will illuminate when any amber annunciator panel light illuminates (with some specific exceptions). The amber annunciators will
flash when initially illuminated until the master caution lights are reset at which time they
will illuminate steady until the fault is corrected. Resetting the master caution light is accomplished by pressing either light.
INTENSITY CONTROL
The annunciator panel lights will dim automatically when the PANEL LIGHT CONTROL
toggle switch is placed in the ON position.
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TEST FUNCTION
TEST
OFF
A rotary test switch is located on the left side

of the pilots instrument panel (Figure 4-1).
Positioning the switch to ANNU causes all
the annunciator, master caution, and master
warning lights to illuminate. Illumination verifies only annunciator lamp integrity. Some
other associated system lights also illuminate
when this switch is activated. Refer to Table
4-1 for appropriate indications.
ANNU
AVN
SPARE
FIRE
WARN
LDG
GEAR
BATT
TEMP
ANTI
AOA
SKID
OVER
T/REV
SPEED W/S TEMP
Figure 4-1. Test Selector Switch
Table 4-1. TEST INDICATIONS

SWITCH
POSITION
INDICATION
OFF
The red light is extinguished and the test system

is inoperative.
FIRE
WARN
Both red ENG FIRE lights illuminate, indicating

continuity.
LDG
GEAR
The green NOSE, LH, and RH lights and the red

GEAR UNLOCKED lights illuminate, and the gear
warning horn sounds. The horn may be silenced
by the HORN SILENCE button, provided the flaps
are not extended beyond 15.
BATT
TEMP
BATT OHEAT annunciator illuminates, the

master warning lights illuminate, and the battery
temperature gauge indicates 160F.
AOA
The stick shaker will operate. The angle-of-attack

meter needle will go past the red area. The red
indexer (optional) light will flash on and off.
T/REV
All thrust reverser indicator lights (6) and

MASTER WARNING lights illuminate.
W/S
TEMP
The WS/AIR OHEAT light will illuminate, and the

bleed-air solenoid control valve will close if LOW
or HI is selected with the W/S BLEED switch.
OVER
SPEED
The avionics power switch must be ON for valid

test indications. The following indications will
occur:
The audible overspeed warning signal will
sound and the PFD IAS will indicate
approximate VMO for the existing pressure
altitude (red).
PFD Mach will indicate 400 (red)
Altitude will read 5000 feet.
PFD 1 & 2 VSI will momentarily indicate
2000 fpm climbs.
SWITCH
POSITION
ANTISKID
INDICATION
Initiates a self test in the antiskid system.
ANTISKID INOP will flash and the MASTER
CAUTION
will
illuminate
steady
for
approximately six seconds. If the system checks
operational, both the ANTISKID INOP and
MASTER CAUTION will extinguish. If the system
does not check operational, the light will remain
illuminated.
AVN
The avionics power switch must be ON for the

avionics system test to be performed. The
following annunciators will flash in the
annunciator panel: AP PITCH MISTRIM, AP
ROLL MISTRIM, CHECK PFD 1, CHECK PFD 2,
and NOSE AVN FAN. Autopilot/flight director
mode selector panel lights, EFIS, and FMS
associated lights will also illuminate. The
MASTER CAUTION will illuminate and is
resettable. Optional avionics equipment
annunciators shall also illuminate. The altitude
alert horn will sound.
ANNU
All of the annunciator panel lights and the

MASTER CAUTION lights illuminate. The
MASTER WARNING lights will flash. The engine
instrument digital display will flash 8s. Both red
turbine lights will illuminate steady. When both
avionic switches are on, the altitude alert horn
will sound and the altitude alert light and autopilot/flight director mode selector panel lights will
illuminate. EFIS and FMS lights will also
illuminate. The MASTER WARNING light cannot
be reset when the TEST selector is in the ANNU
position. Optional equipment annunciator lights
should also illuminate. All lights associated with
AVN test also illuminate. If the Avionics Switches
are OFF, only the annunciator panel lights,
MASTER CAUTION and MASTER WARNING
lights will illuminate.
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ILLUMINATION CAUSES
Table 4-2 shows each annunciator light placard, color, and cause for illumination.
AUDIO WARNING
SYSTEM
Various audio warnings are incorporated
into airplane systems that warn of specific
conditions and malfunctions. The systems,

sounds, and conditions for actuation are
shown in Table 4-1.
Provision to test the audio system and various other system functions is provided and
wired into the same rotary test switch that
is used to test the annunciator system. When
the switch is rotated through each position,
the associated system functions as described
in Table 4-1 will occur.
Table 4-2. ANNUNCIATOR ILLUMINATION CAUSES

BATT
OTEMP
> 160
CAB ALT
10 K
AC
FAIL
LO OIL
PRESS
L
FUEL
BOOST
L
OIL FLTR
BP
REDFlashes when cabin altitude exceeds

10,000 ft.
REDFlashes when both inverters trip off
line or an AC bus failure.
REDFlashes when left and/or right engine
oil pressure drops below 20 psid.
LO FUEL
LEVEL
L
4-4
AMBERSteady if fuel quantity in the left

and/or right wing fuel tank is low,
approximately 200 lbs remaining. After a 4second delay, the annunciator will flash
and the MASTER CAUTION will illuminate.
LO FUEL
PRESS
AMBERFlashes when the oil

impending bypass switch activates.
FUEL
FLTR BP
filter
AMBERFlashes if the left and/or right

engine fuel pressure drops below 5 psi.
R
AMBERFlashes when the fuel filter
impending bypass switch activates.
FUEL
GAUGE
L
AMBERFlashes when a fault is detected

in the left and/or right engine fire detection
system. In case of an engine fire, dont
expect the respective LH/RH ENG FIRE
light to illuminate.
L
L
AMBERFlashes while airborne when the

boost pumps are activated ON by the crew
or activated automatically by low pressure.
Selecting fuel crossfeed activates the boost
pump but will not illuminate the MASTER
CAUTION lights. If the boost pump
activates while on the ground, the MASTER
CAUTION lights will not illuminate unless
the boost pumps come on automatically
due to low fuel pressure after engine(s)
starting or activated ON by the crew.
FIRE DET
SYS
L
REDSteady when battery temperature

exceeds 145F the MASTER WARNING light
flashes.
REDFlashes when battery temperature
exceeds 160F. Also, flashes the upper
element annunciator and the MASTER
WARNING lights.
AMBERFlashes when an error is

detected in the left and/or right fuel gauging
system. The respective fuel gauge may not
indicate accurately. Read the fuel gauging
signal conditioner BITE indicators in the aft
cabin prior to securing electrical power.
GEN
OFF
L
AMBERFlashes if one or both generator

power relays are open and the generator(s)
are off line. If both L and R annunciator
elements are illuminated, the MASTER
WARNING lights will flash along with
MASTER CAUTION lights illuminated
steady.
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Table 4-2. ANNUNCIATOR ILLUMINATION CAUSES (Cont)
INVTR
FAIL
1
LO BRK
PRESS
ANTI SKID
INOP
EMER
PRESS
SPD BRK
EXTEND
AMBERFlashes, single inverter failure,

triggers the MASTER CAUTION lights only.
Dual inverter failure, triggers MASTER
CAUTION lights, red AC FAIL annunciator,
and MASTER WARNING lights.
AMBERSteady if the gear handle is down

and power brake pressure is low
(accumulator bleeds down). After an 8
second delay, the annunciator flashes and
MASTER CAUTION lights illuminate, in
flight only. The ANTI SKID INOP
annunciator also illuminates.
AMBERSteady if the gear handle is down
and the antiskid system is inoperative or
OFF and/or the LO BRK PRESS
annunciator illuminates. After an 8-second
delay, the annunciator flashes and
flight only.
AMBERFlashes, ACM manually shutdown
(PRESS selector to EMER) or ACM
shutdown due to internal overheat.
WHITEAdvisory only, both
speedbrakes are fully extended.
sets
of
BAGG
DOOR
L
CABIN
DOOR
AMBERFlashes if the main cabin

entrance door is not properly latched and
locked.
AFT BAG
DOOR
AMBERFlashes if the tail cone baggage

compartment door is not key locked.
AP PITCH
MISTRIM
AMBERFlashes, indicates the autopilot

elevator servo has sustained pressure
applied (the elevator is out of trim with the
autopilot). The AP control panel should
display a DN or UP indication.
AP ROLL
MISTRIM
AMBERFlashes, indicates the aileron

servo has sustained pressure applied (the
ailerons are out of trim with the autopilot).
CHECK
PFD 1
AMBERFlashes, indicates a fault in the

IAC 1-PFD 1-IAC 1 wrap-around circuitry.
Or
LO HYD
FLOW
L
LO HYD
LEVEL
HYD
PRESS
ENG
VIB
L
AMBERFlashes indicates the left and/or

right engine driven hydraulic pump is
inoperative.
WHITEAdvisory only, advises the left

and/or right engine has exceeded
predetermined vibration levels.
DOOR
SEAL
BLD AIR
GND
CHECK
PFD 2
NOSE AVN
FAN
AMBERFlashes if the hydraulic reservoir

fluid level is too low, below approximately
0.2 gallons.
AMBERSteady indicates the main
hydraulic system is pressurized. After a 10second delay, the annunciator flashes and
flight only.
GROUND
IDLE
TAS HTR
FAIL
F/W
SHUTOFF
AMBERFlashes if the door is closed and

the primary door seal did not inflate or lose
service air pressure. The backup secondary
hard seal should maintain cabin pressure
integrity.
AMBERSteady advises the bleed air
ground valve is open and high flow rate of
air is available to the ACM from the right
engine.
AMBERFlashes if the left and/or right

nose baggage door is not key locked.
AMBERFlashes, indicates a fault in the

IAC 2-PFD 2-IAC 2 wrap-around circuitry.
AMBERFlashes if the nose avionics

compartment cooling fan fails. Limited to 30
minutes ground operating time prior to
dispatch.
AMBERSteady, airplane on the ground

and the ground idle switch is in NORM.
Annunciator remains illuminated during the
takeoff roll and extinguishes when airborne.
If the light illuminates while airborne, it will
flash and trigger the MASTER CAUTION
lights.
AMBERFlashes if the true airspeed
(Rosemont) probe heater fails (dedicated to
the ADCs).
AMBERFlashing, annunciator illuminates
if an engine is shutdown using the RH or LH
ENG FIRE switchlight and both of the
respective fuel and hydraulic firewall shutoff
valves close. The annunciator will initially
illuminate steady if both firewall shutoff
valves are closed on initial power up (the
MASTER CAUTION lights will not
illuminate).
4-5
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Table 4-2. ANNUNCIATOR ILLUMINATION CAUSES (Cont)
STBY P/S
HTR
AOA HTR
FAIL
P/S
HTR
L
ENG
ANTICE
L
4-6
AMBERFlashes if the pitot & static heater

switch is OFF or a loss of electrical current
flow to one or all heating elements
associated with the standby pitot/static
system (standby pitot tube and/or standby
static ports).
flow to the AOA probe heater.
flow to one or all heating elements
associated with the either or both left and
right main pitot/static system(s) (pitot tube
and/or static ports).
AMBERSteady for approximately two
minutes to allow the engine anti-ice system
to warm enough to extinguish the lights.
After approximately 2 minutes, if the
annunciator(s) did not extinguish, the
annunciator will flash and the MASTER
CAUTION lights will illuminate. If the
annuniciator(s) extinguish within the normal
2-minute time period after activating the
engine anti-ice system and the annunciator
illuminates after a 5-second delay, it will
illuminate flashing. If the annunciator(s)
illuminated flashing and the MASTER
CAUTION lights are reset and the
annunciator(s) cycle periodically on steady
on-off-steady on, advises that a malfunction
exists with the wing heaters and backup
components are operating the system
satisfactorily.
WS AIR
OHEAT
SURFACE
DEICE
AIR DCT
OHEAT
ACM
OPRESS
AMBERSteady for 5 seconds. After 5

seconds, if the annunciator is still
illuminated, the light will flash and trigger the
MASTER CAUTION lights. If the W/S
BLEED switch is ON, the annunciator
indicates that bleed air to the windshield is
too hot and the system shuts down. With the
W/S BLEED switch OFF, the light indicates
static pressure in the windshield bleed air
duct exceeds 5 psi.
WHITESteady. Advisory, indicates the
system is operating normally, the light
should cycle steady as the deice boots on
the leading edge of the wings and
empennage inflate (12-second cycle).
AMBERFlashes, if air temperature in the
duct from the ACM to the cabin exceeds
safe limits.
AMBERFlashes, if the PRESS SOURCE
selector is positioned to GND and the right
engine throttle is advanced beyond
approximately 74% N2 and the primary
pressure switch fails. The secondary
pressure switch causes the bleed air ground
valve to close (BLD AIR GND annunciator
will extinguish) and illuminate the
annunciator.
FlightSafety
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REVIEW QUESTIONS
1. An annunciator panel light will extinguish:
A.
B.
C.
D.
When pressed.
Upon landing.
When the malfunction is corrected.
If the master warning system is reset
under all conditions.
2. The master warning lights illuminate:
3. The rotary test switch:

A. Illuminates all annunciators in the
ANNU position.
B. Is spring loaded to OFF.
C. Only illuminates all red annunciators
in the ANNU position.
D. Only illuminates all amber annunciators in the ANNU position.
A. When any annunciator panel light

illuminates.
B. When a red annunciator panel light
illuminates.
C. When both L and R GEN OFF annunciators illuminate.
D. Both B and C.
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CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
DESCRIPTION AND OPERATION ...................................................................................... 5-2
Fuel Storage ..................................................................................................................... 5-2
Major Components........................................................................................................... 5-2
Shutoff Valves .................................................................................................................. 5-3
Controls............................................................................................................................ 5-4
Indicating System............................................................................................................. 5-4
Annunciator Lights .......................................................................................................... 5-5
Operation.......................................................................................................................... 5-5
Crossfeed.......................................................................................................................... 5-7
FUEL SERVICING ................................................................................................................. 5-9
General ............................................................................................................................. 5-9
Safety Precautions............................................................................................................ 5-9
Refueling.......................................................................................................................... 5-9
FUEL LIMITATIONS ............................................................................................................. 5-9
5-i
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ILLUSTRATIONS
Figure
Title
Page
5-1
Fuel Vent Scoop........................................................................................................ 5-2
5-2
Drain Valve Location................................................................................................ 5-2
5-3
Drain Valves ............................................................................................................. 5-3
5-4
Ejector Pump ............................................................................................................ 5-3
5-5
Fuel System Controls ............................................................................................... 5-4
5-6
FUEL QTY and FUEL FLOW Indicators ............................................................... 5-5
5-7
Normal Fuel Operation ............................................................................................ 5-6
5-8
Crossfeed Fuel Operation......................................................................................... 5-8
5-9
Filler Port (Typical).................................................................................................. 5-9
TABLES
Tables
5-1
Title
Page
Fuel Limitations and Adjustments ........................................................................... 5-9
5-iii
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CHAPTER 5
FUEL SYSTEM
4
MAIN
FUEL
2
LBS X 100
0
10
INTRODUCTION
This chapter describes the Citation Bravo fuel system. Each wing contains a fuel tank that
normally supplies its respective engine; however, fuel crossfeed capability is provided.
GENERAL
Two tanks, each wing a wet wing, provide
fuel for the engines. Fuel flow to the engines
is accomplished with electrically driven boost
pumps and an ejector pump, which are in each
tank The system is controlled by switches and
a selector on the pilots instrument panel, and
is monitored by colored annunciator lights

and gauges. The airframe fuel system up to the
engine-driven fuel pump is presented in this
chapter. For description and operation of the
engine fuel system, refer to Chapter 7,
POWERPLANT.
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DESCRIPTION AND
OPERATION
FUEL STORAGE
Tanks
The wet wing fuel tank in each wing is an
integral part of the wing structure, which is
sealed to contain fuel. Each tank includes all
the wing area forward of the rear spar, except
the main gear wheel well. Holes in spars and
ribs permit fuel movement within the tanks;
however, baffles in the outboard ribs prevent
rapid movement of fuel outboard during winglow 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 4,860 pounds (720
U.S. gallons).
the outboard end and 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.
Identical filler assemblies are used on each
wing. Each cap is recessed for the flush fitting
handles and marked to indicate open and closed
position. To remove the cap, lift the handle and
rotate counterclockwise.
Drain Valves
Five fuel quick-drain valves are provided for
each tank. Figure 5-2 shows typical drain locations on the lower side of the left wing.
Locations for the right wing are identical.
The drains are used to remove moisture and
sediment from the fuel and to drain residual
fuel for maintenance. Each drain contains a
spring-loaded poppet that can be unseated for
fuel drainage (Figure 5-3).
Tank Vents
A vent system is installed in each wing to
maintain positive internal tank pressures
within the structural limitations of the wing.
It also permits overflow of fuel due to thermal
expansion and equalization of pressure within
the tank as fuel is consumed. The vent (Figure
5-1) is anti-iced by design.
LOWER SURFACE
OF LEFT WING
DRAIN
VALVES
Figure 5-2. Drain Valve Location
MAJOR COMPONENTS
Boost Pumps
Figure 5-1. Fuel Vent Scoop
Tank Filler
One DC powered boost pump in each tank

supplies fuel to the engine-driven pump. The
pump also supplies fuel to the respective engine, opposite engine, and opposite tank during c r ossf e e d ope r a tion. The pumps are
controlled by switches on the pilots instrument panel. The LH and RH main DC buses
supply power for boost pump operation.
The flush-mounted fuel filler assembly is located on the upper surface of each wing near
5-2
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near the selector switch. When the valves are

open, fuel flow can occur from either tank to the
opposite wing fuel system.
Filter
One filter is installed in each engine-driven
fuel pump between the first and second stages.
The filter incorporates a differential pressure
switch which illuminates the FUEL FLTR BP
L/R annunciator to warn of an actual or impending filter bypass. If the annunciator illuminates, the filter must be inspected after
landing to determine the cause of the contamination which blocked the filter.
Figure 5-3. Drain Valves
Ejector Pumps
There are three ejector pumps in each wing
tank (Figure 5-4). Each is powered by motive-flow fuel and operates on the venturi principle. The primary ejector receives motive
flow fuel from the engine-driven fuel pump and
is the primary source of pressurized fuel to the
engine-driven fuel pump. The remaining two
(transfer) ejectors operate on motive flow from
the primary ejector pump or the electric boost
pump and move fuel from low points of the
wing to the sump area.
SHUTOFF VALVES
Firewall
Electrically operated motor-driven firewall
shutoff valves, one in each engine fuel supply
line, are controlled by the red ENG FIRE
switchlights on the glareshield. Normally, the
valves are to be closed only in the event of engine fire. When both the fuel and hydraulic
firewall shutoff valves are closed, the applicable amber F/W SHUTOFF L/R annunciator
will illuminate.
Crossfeed Valve
Two motor-driven crossfeed valves, normally
closed, isolate the right wing and left wing fuel
systems. They are electrically operated by a selector switch on the pilots left instrument panel.
Valve opening or closing is indicated by momentary illumination of a green INTRANSIT light
NOTE
If an engine is shutdown in flight for
reasons other than fire, the valve
must be left open and the fuel boost
pump operated to prevent damage to
the engine-driven fuel pump.
OUTPUT
MOTIVE FLOW
INLET
SUCTION
Figure 5-4. Ejector Pump
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Motive Flow
One solenoid-operated motive-flow shutoff
valve in each wing fuel system controls motive-flow fuel from the engine-driven pump to
the primary ejector pump. The valves are normally open. During crossfeed operation, the
valve of the tank receiving fuel closes when
crossfeed is selected. There is no direct indication of valve position.
Manual Shutoff Valve

A manual shutoff valve is provided in each
wing fuel system. The normally open valve,
located in the lower dry bay area, is for maintenance use only and is not accessible in flight.
INDICATING SYSTEM
CONTROLS
Controls for the fuel system are located on
the pilots instrument panel (Figure 5-5). The
LH and RH FUEL BOOST pump switches
control the electrically driven boost pumps.
Each switch has positions labeled
NORMOFFON. During normal operation of
the fuel system, the NORM position is selected. In this position, the boost pump operates automatically during engine start,
crossfeed operation, or when low fuel pressure
is sensed in the engine fuel supply line. If the
throttle is in cutoff, the boost pump will not
come on automatically for a low fuel pressure
condition, even though the switch is in NORM.
When the switch is in the OFF position, the
boost pump operates automatically for engine
start and when crossfeed is selected from that
tank. In the ON position, the pump operates
continuously.
The CROSSFEED selector has three positions
labeled LH TANKOFFRH TANK (Figure 55). Moving the selector out of OFF to either
of the operating positions selects the tank
from which fuel is to be taken and the engine
and tank to be supplied.
Detailed operation of the fuel system during
normal and crossfeed operation is presented
under OPERATION later in this chapter.
5-4
Figure 5-5. Fuel System Controls
Quantity Indication
The fuel system has a capacitance-probe quantity indicating system which compensates for
changes in density caused by temperature
changes. Each tank contains seven probes that
supply quantity information in pounds to the
signal conditioner.
The signal conditioner is a twochannel microprocessor mounted inside the rear on the
left side cabin under an access panel. It sends
the proper quantity signal to the Fuel Quantity
L and R indicators. The signal conditioner
has two windows that can display up to three
LED (light emitting diodes) for each respective side fuel tank indicators. If the FUEL
GAUGE L/R annunciator illuminates, a check
of the signal conditioner will show fault patterns of LEDs on the affected side(s). The pattern will assist maintenance in troubleshooting
the fault.
NOTE
After engine shutdown, do not turn
off the battery switch until the pattern of LEDs on the signal conditioner has been recorded.
The indicating system operates on main DC

power through LH and RH FUEL QTY circuit
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breakers on the left and right CB Panels. Power

loss to either quantity gage is indicated by a red
OFF flag at the top of the scale (Figure 5-6).
FUEL FLOW indicators are located above the
FUEL QTY gauges. These LCDs (liquid crystal displays) indicate fuel consumption in
pounds per hour of each respective engine.
The amber LO FUEL LEVEL LHRH light,

actuated by a float switch, illuminates when
usable fuel in a tank drops to approximately
190 + 15 pounds.
The amber FUEL BOOST ON LHRH light illuminates any time a boost pump is energized.
A differential pressure drop across the fuel filter on either engine will illuminate the amber
FUEL FLTR BYPASS LHRH light. This light
indicates the filter has or is on the verge of bypassing, and the elements must be inspected
after landing.
In addition to the annunciator lights, the green
INTRANSIT light illuminates when power is
applied to open (or close) the two motor-driven
crossfeed valves and extinguishes when both
valves are fully opened (or closed).
OPERATION
Normal
Figure 5-7 illustrates the fuel system operation during engine starting.
Figure 5-6. FUEL QTY and FUEL FLOW
Indicators
ANNUNCIATOR LIGHTS
There are six annunciator lights associated
with the fuel system (refer to Chapter 4).
The respective amber F/W SHUTOFF LHRH
light illuminates when both fuel and hydraulic
firewall shutoff valves close when the respective ENG FIRE switchlight is depressed.
Depressing the ENG FIRE switchlight a second time opens the shutoff valves and extinguishes the F/W SHUTOFF LHRH light.
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
NORM, depressing an engine START button
energizes the fuel boost pump, moving fuel
through the manual shutoff valve and firewall
shutoff valve to the engine-driven fuel pump.
NOTE
During an engine start, illumination
of the FUEL BOOST L/R annunciator light does not cause illumination
of the MASTER CAUTION reset
light.
The amber LO FUEL PRESS LHRH light

illuminates when fuel pressure drops below
5 psi, and extinguishes at 7 psi increasing
pressure.
5-5
5-6
CROSSFEED
CONTROL
VALVE
CROSSFEED
CONTROL
VALVE
TRANSFER
EJECTOR
PUMPS
ELECTRIC
BOOST
PUMP
PRIMARY
EJECTOR
PUMP
MOTIVE
FLOW
SHUTOFF
VALVE
FIREWALL
SHUTOFF
VALVE
FIREWALL
SHUTOFF
VALVE
ELECTRIC
BOOST
PUMP
PRIMARY
EJECTOR
PUMP
MOTIVE
FLOW
SHUTOFF
VALVE
LEGEND
WING FUEL
ENGINE FUEL
PRIMARY MOTIVE FLOW
TRANSFER
EJECTOR
PUMPS
TRANSFER MOTIVE FLOW

TRANSFER FUEL
PRESSURE SWITCH
international
FlightSafety
STATIC FUEL
Figure 5-7. Normal Fuel Operation
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When the engine start terminates, the boost

pump is deenergized (FUEL BOOST light
goes out). Motive-flow fuel from the enginedriven pump is directed to the primary ejector pump, which continues to supply fuel for
the engine-driven fuel pump. Flow from the engine supply line is also directed to the two
transfer ejector pumps which transfer fuel
from the lowest point in the tank to the sump
cavity. The crossfeed valves are closed; therefore, each engine is being supplied from its respective wing tank.
The firewall shutoff valve is normally open;
it can be closed by depressing the ENG FIRE
switchlight in the event of an engine fire. Valve
closing is indicated by the illumination of the
amber F/W SHUTOFF LHRH annunciator
light.
A pressure switch illuminates the FUEL LOW
PRESS LHRH annunciator if fuel pressure
is too low. If the FUEL BOOST pump switch
is in NORM, the boost pump is energized as
indicated by illumination of the FUEL
BOOST ON LHRH annunciator. If the boost
pump increases pressure in the supply line,
the FUEL LOW PRESS LHRH light will
extinguish. However, the boost pump will
remain on once it has tripped on for the low
pressure condition.
CROSSFEED
Figure 5-8 illustrates crossfeed operation of
the fuel system.
Operating in crossfeed, either engine can be
supplied from the opposite wing tank under
single-engine operations or both engines can
be supplied from the same tank.
As an example, placing the crossfeed selector
to LH TANK electrically opens both crossfeed
valves (green INTRANSIT light is on during
valve opening) and energizes the boost pump
in the left tank (LH FUEL BOOST annunciator illuminates) ( Figure 5-8). Three seconds
later the right motive-flow shutoff valve is
energized closed. The time delay is built in to
allow the crossfeed valves to open and stabilize pressure before motive-flow pressure is
shutoff from the right engine (prevents a lowpressure drop from triggering the right boost
pump).
Left tank boost pump and ejector pump supplies fuel to the left engine; it also supplies fuel
to the right engine through the open crossfeed
valves. Since the motive-flow shutoff valve in
the right fuel system is closed, motive-flow
fuel from the right engine-driven pump cannot flow to operate the primary ejector pump
in the right tank. Therefore, no fuel pressure
from the right tank can oppose the crossfeed
pressure from the left tank, and both engines
are being fed from the left tank.
A portion of fuel being crossfed from the left
to the right fuel system is directed through
the transfer ejector pumps in the right tank to
supply fuel directly to the right tank. Transfer
rate is approximately 600 pounds per hour.
Monitor the FUEL QTY indicators on the center instrument panel (Figure 5-6) for fuel balancing. To verify that crossfeed is in fact
occurring, it is necessary to monitor the fuel
quantity tapes to observe the quantity decreasing in the tank selected and the quantity increasing in the opposite tank.
To terminate crossfeed and return the system
to normal operation, move the crossfeed selector to OFF. This immediately opens the
right motive-flow shutoff valve. A few seconds
later (time delay), the boost pump is deenergized and both crossfeed valves commence
closing (INTRANSIT light on as valves close).
When the INTRANSIT light extinguishes, the
system is now back to normal operation, each
engine being supplied by its respective tank.
If electrical power fails during crossfeed operation, both crossfeed valves fail in the position attained at the time of power loss. The
motive-flow shutoff valves fail open. If both
engines are operating, crossfeed ceases since
each engine pressure output is essentially
equal.
5-7
5-8
TRANSFER
EJECTOR
PUMPS
CROSSFEED
CONTROL
VALVE
CROSSFEED
CONTROL
VALVE
ELECTRIC
BOOST
PUMP
TRANSFER
EJECTOR
PUMPS
LEGEND
WING FUEL
ENGINE FUEL
PRIMARY MOTIVE FLOW
PRIMARY
EJECTOR
PUMP
MOTIVE
FLOW
SHUTOFF
VALVE
FIREWALL
SHUTOFF
VALVE
FIREWALL
SHUTOFF
VALVE
PRIMARY
EJECTOR
PUMP
MOTIVE
FLOW
SHUTOFF
VALVE
TRANSFER MOTIVE FLOW

TRANSFER FUEL
STATIC FUEL
ELECTRIC
BOOST
PUMP
PRESSURE SWITCH
international
FlightSafety
Figure 5-8. Crossfeed Fuel Operation
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NOTE
If both FUEL BOOST ON annunciators come on when crossfeed is selected, both boost pumps have been
e n e rg i z e d a n d c r o s s f e e d c a n n o t
occur. Cycle the FUEL BOOST pump
switch for the nonselected tank to
ON, then back to NORM. This should
deenergize the pump in the tank not
selected and allow crossfeed to begin.
FUEL SERVICING
Figure 5-9. Filler Port (Typical)
GENERAL
REFUELING
Fuel servicing includes those procedures necessary for fueling and checking for contaminants and condensation in the fuel.
Approved fuels for operations of Citation

Bravo airplanes are listed in the Limitations
and Specifications section.
Fueling is accomplished through flush filler

caps, one on the outboard section of each wing
(Figure 5-9).
FUEL LIMITATIONS
SAFETY PRECAUTIONS
The following fuels are approved for use in accordance with Table 5-1.
Refueling should be accomplished only in

areas which permit free movement of fire
equipment. Follow approved grounding procedures for the airplane and the tender.
COMMERCIAL KEROSENE JET A, JET A1, JP-5 and JP-8 per CPW 204 specification.
Table 5-1. FUEL LIMITATIONS AND ADJUSTMENTS
FUEL GRADE
FUEL SPECIFICATIONS
MINIMUM FUEL
TEMPERATURE
(TAKEOFF)
JET A
ASTM-D1655
35C
+56C
JET A-1
ASTM-D1655
40C
+56C
JET B*
ASTM-D1655
45C
+56C
JP-4*
MIL-T-5624
54C
+56C
JP-5
MIL-T-5624
40C
+56C
JP-8
MIL-T-83133
40C
+56C
MAXIMUM FUEL
TEMPERATURE
(TAKEOFF)
5-9
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NOTE
JP-5 and JP-8 type fuels have antiicing additive preblended by the refinery. Refer to Section III of the
AFM, NORMAL PROCEDURES for
blending and checking fuel anti-ice
additives.
Boost Pumps-ON; when low fuel lights illuminate or at approximately 190 pounds or less
indicated fuel. To crossfeed, turn boost pump
OFF on side opposite selected tank.
Maximum asymmetrial fuel differential for

normal operations. . . . . . . . . . . . 200 pounds
Maximum emergency asymmetrical fuel differential . . . . . . . . . . . . . . . . . . . . 600 pounds
NOTE
Flight characteristics requirements
were not demonstrated with unbalanced fuel above 200 pounds.
Unusable Fuel
Fuel remaining in the fuel tanks when the fuel
quantity indicator reads zero is not usable in
flight.
5-10
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REVIEW QUESTIONS
1. Concerning the fuel system, the INCORRECT statement is:
A. The FUEL BOOST pump switches do
not have to be on for engine start.
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
pump will automatically be energized
whenever the respective START button is depressed, or when crossfeed
from that tank is selected.
C. It is normal for both fuel boost pumps
to operate during crossfeed operation.
D. The fuel boost pump will be automatically energized anytime the FUEL
BOOST switches are in NORM and
the START button is depressed, crossfeed is selected, or low pressure
(5 psi) is sensed in the engine-supply
line (throttle at IDLE or above).
2. After engine start, the fuel boost pump is
deenergized by:
A.
B.
C.
D.
The FUEL BOOST pump switch.

Start circuit termination.
Discontinuing crossfeed.
A time-delay relay.
3. Concerning the fuel system, the correct

statement is:
A. In the event of DC power loss, the
primary ejector pump ceases to operate and the engine flames out.
B. The respective engine should be shutdown if the respective FUEL FILT
BYPASS annunciator illuminates.
C. The FUEL BOOST switches should be
on for takeoff and landing.
D. The fuel filters should be inspected
prior to the next flight if the FUEL
FLT BYPASS light illuminates.
4. If the L or R FUEL BOOST ON annunciators illuminate without any action by

the crew (engine operating normally), the
probable cause is:
A. The engine-driven fuel pump has
failed.
B. The firewall shutoff valve has closed.
C. The low-pressure sensing switch has
energized the boost pump.
D. The fuel flow compensator has energized the boost pump below 5 psi.
5. To verify that crossfeed is in fact occurring, it is necessary to:
A. Monitor the FUEL QTY indicators
for appropriate quantity changes.
B. Only observe that the INTRANSIT
light is out.
C. Ensure both FUEL BOOST ON lights
are illuminated.
D. Ensure that the FUEL BOOST pump
switch for the tank being fed is on.
6. When crossfeed is selected by positioning the crossfeed switch to LH TANK, and
the green INTRANSIT light stays on:
A. This is normal.
B. The boost pumps did not actuate.
C. One or both crossfeed valves did not
fully close.
D. One or both crossfeed valves did not
fully open.
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7. Operation of the primary ejector pump is

directly dependent upon:
A. DC electrical power.
B. High-pressure fuel from the enginedriven fuel pump.
C. AC electrical power supplied by the
No. 1 or No. 2 inverter.
D. Flow from a transfer ejector pump.
8. If the engine-driven fuel pump fails:
9. If crossfeed has been selected and main

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

B. The primary ejector pump will fail
also, but the boost pump will be energized by low pressure and will sustain the engine.
C. The transfer ejector pumps will also
be inoperative.
D. Crossfeed must be selected in order to
obtain high-pressure motive flow from
the opposite engine.
5-12
The information normally contained in this

chapter is not applicable to this particular aircraft.
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CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
ENGINE DESCRIPTION ....................................................................................................... 7-1
General Operation ............................................................................................................ 7-2
ENGINE SECTIONS .............................................................................................................. 7-3
Compressor Sections........................................................................................................ 7-3
Combustion and Turbine Sections ................................................................................... 7-5
Tower Shaft and Accessory Gearbox ............................................................................... 7-7
Engine Systems ................................................................................................................ 7-7
Engine Fuel System ......................................................................................................... 7-7
Power Control ................................................................................................................ 7-10
Engine Lubricating (Oil) System................................................................................... 7-10
Secondary Air System.................................................................................................... 7-13
Ignition System .............................................................................................................. 7-14
Synchronization ............................................................................................................. 7-15
Ground Idle System ....................................................................................................... 7-15
Engine Indicating Systems............................................................................................. 7-16
NORMAL OPERATIONS .................................................................................................... 7-17
Engine Starting .............................................................................................................. 7-17
7-i
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ILLUSTRATIONS
Figure
Title
Page
7-1
PW530A Rotor Assemblies Cross Section............................................................... 7-3
7-2
BOV Schematic ........................................................................................................ 7-5
7-3
Turbine Exhaust Assembly....................................................................................... 7-6
7-4
Engine Fuel System.................................................................................................. 7-8
7-5
Engine Fuel Components ....................................................................................... 7-10
7-6
Engine Instruments................................................................................................. 7-10
7-7
Oil Access Door...................................................................................................... 7-11
7-8
Oil System.............................................................................................................. 7-12
7-9
Anti-Ice/Deice Switch Panel .................................................................................. 7-14
7-10
Ignition Switches.................................................................................................... 7-14
7-iii
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CHAPTER 7
POWERPLANT
#1 DC
GEN
INTRODUCTION
This chapter deals with the powerplants of the Citation Bravo. It also includes information regarding related powerplant systems such as engine oil, fuel and ignition, monitoring, engine power control, starting, and engine synchronization.
GENERAL
ENGINE DESCRIPTION
The Citation Bravo aircraft utilizes two Pratt

& Whitney Aircraft of Canada Limited
PW530A engines for propulsion. The engines
are lightweight, seven-stage, twin-spool turbofans that develop 2,887 pounds of flat rated
thrust at sea level to 83F (28.5C).
The PW530A is a twin-spool, low-noise, high

bypass ratio, turbofan engine that incorporates a full length annular bypass duct. The
low-speed fan section is driven by a two-stage
turbine assembly, and the high-speed compressor section is driven by a single-stage
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high-pressure turbine. Engine power is controlled through a hydromechanical fuel control unit (FCU). The engine incorporates a
reverse flow annular combustion chamber to
reduce weight. The turbine exhaust assembly
incorporates a lobe style forced mixer which
enhances performance. This mixer assembly
is also designed to reduce turbulence by gradually mixing hot core air and bypass flow for
a smoother exhaust evacuation and noise level
reduction.
The PW530A engine is assembled by a computerized part stacking procedure of the two
rotor assemblies which optimizes rotor alignment and minimizes rotor plane deviations
which significantly reduces vibration levels.
Engine Specifications:
Maximum dry weight616.5 lbs.
(365.1 kg)
Flat rated thrust2,887 lbs, SLS to 83F
(28.5C)
Bypass ratio3.24:1
Oil quantity (maximum)5.03 qts.
(4.76L)
Oil quantity (usable)1.86 qts (1.76L)
GENERAL OPERATION
The PW530A engine is a lightweight, twinspool, high bypass ratio, turbofan unit with a full
length annular bypass duct. The twin-spool design incorporates two major counter rotating assemblies that comprise the heart of the engine.
One assembly consists of the single-stage lowpressure (LP) compressor consisting of a single stage fan driven by two lowpressure
turbines, commonly referred to as the N 1 section. The other assembly consists of the threestage high-pressure (HP) compressor consisting
of two axial compressor stages and one centrifugal stage compressor driven by a single-stage
high-pressure turbine wheel, commonly referred to as the N2 section. The two rotor assemblies are not mechanically connected. The low
speed N 1 rotor assembly shaft that connects the
low-pressure turbines to the fan, travels through
the hollow center core of the HP rotor assem7-2
bly. This concentric shaft arrangement allows

for a free wheeling N 1 rotor assembly.
The intermediate case contains an integral accessory gearbox and associated drive system
from the high speed rotor assembly. All
engine-driven accessories are mounted on the
accessory gearbox which include the engine
oil pumps and engine fuel pump with an associated fuel control unit (FCU). On each engine accessory gear box is a starter/generator,
and hydraulic pump.
The PW530A engine is controlled by a hydromechanical FCU that regulates low rotor (fan)
speed in response to pilot controlled throttle
lever angle (TLA) through the throttle cable.
The FCU governs high rotor (high-speed compressor) speed and schedules fuel flow during acceleration and deceleration with
automatic compensation for ambient temperature conditions.
An integral oil tank located in the intermediate case, provides lubrication to the bearings
and gears.
Air entering the engine is accelerated rearward by the fan and discharged through two
passages. One passage directs airflow through
the outer passage (bypass flow) where it flows
rearward and is directed through a full length
annular bypass duct to generate thrust.
Air flow entering the inner passage (core flow)
passes through the stators, then through two
axial flow compressors, and to the centrifugal
high-pressure compressor. High-pressure air
is then discharged into the annular reverse flow
combustion chamber through diffuser ducts. A
compressor bleed valve is incorporated in the
intermediate case to prevent compressor surge
by discharging air into the bypass duct.
In the combustion chamber, core air is mixed
with fuel by 11 hybrid fuel nozzles. The mixture is ignited by two spark igniters which protr ude into the c ombustion c ha mbe r. Th e
combustion gases expand and accelerate through
the high-pressure turbine guide vane ring which
directs high velocity gases to provide rotational energy on the high-pressure turbine. The
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high-pressure turbine in turn drives the threestage high-pressure compressor assembly. The
still expanding gases accelerate rearward
through the low-pressure guide vanes and rotate the two low-pressure turbines to drive the
fan. The hot gases are then directed to atmosphere through the exhaust forced (lobe) mixer.
The hot gases from the core mix with compressed air from the bypass duct to provide
total thrust of the engine.
The engine is started by activating the starter
on the accessory gear box to spin the HP rotor.
As rpm is increased, ignition and fuel are introduced to complete the combustion process
to drive the turbines and through the concentric shaft arrangement, spin the compressors.
When the high speed compressor reaches sufficient speed to sustain engine operation, the
starter and ignition source is switched off. At
that point, the engine produces thrust as requested from the cockpit by throttle movement. The FCU governs N 2 rotor speed by
modulating fuel flow to the combustion chamber. Engine shutdown is accomplished by cutting fuel off to the combustion chamber from
the cockpit (throttles to cutoff).
ENGINE SECTIONS
COMPRESSOR SECTIONS
The engine compressor section (cold section) consists of the low pressure (LP) rotor
assembly, intermediate case, LP shaft with
number 1, 2, and 5 bearings (Figure 7-1),
high pressure (HP) compressor, and the gas
generator case.
Low Pressure (LP) Compressor

The LP compressors function is to supply
air flow to the core and bypass sections of
the engine to produce thrust. The fan is an
integral bladed rotor machined from a solid
block of titanium. Attached is an aluminum
nose cone that is anti-iced continually during engine operation. The fan is meticulously balanced and fan tip clearance can be
increased or decreased with an adjusting
spacer located between the fan shaft and
the hub. The fan stage is supported by the
No. 1 and 2 bearings.
Figure 7-1. PW530A Rotor Assemblies Cross Section

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Low Pressure (LP) Rotor

Assembly
High Pressure (HP)

Compressor
The LP rotor assembly consisting of the inlet

cone, LP compressor, LP shaft, low-pressure
turbines (2), and LP bearings and seals, is
trim balanced during engine assembly. During
the first test cell run, any remaining unbalance
is corrected by adding counterweights on the
fan front balancing flange. These weights are
then recorded on the engine data plate and in
the engine log book. The fan can be replaced
in the field without the need of a balance check
run. The LP assembly rotates counter clockwise (looking forward) driven by the two low
pressure turbines connected by the LP shaft
and supported by bearings No. 1,2, and 5.
The HP compressors function is to increase

core air pressure and direct it to the gas generator for combustion, sealing of bearing cavities, provide hot section cooling, provide
high-pressure bleed air for engine and airframe anti-icing/deicing, and provide air for
cabin bleed systems. The HP compressor section consists of two axial flow compressors
coupled to a centrifugal compressor. The threestage HP compressors are driven by a singlestage HP turbine connected directly by the
HP shaft. The HP compressor assembly is supported by bearings No. 3 and 4 (Figure 7-1).
The HP rotor assembly rotates clockwise, opposite of the LP rotor.
Fan Case
The fan case permits shrouding of the LP
compressor, establishes tip clearance specifications, and provides containment in case
of blade fracture. There are stainless steel
inner guide vanes attached that direct primary air flow toward the HP compressor
inlet. The first set of inner guide vanes are
anti-iced by HP compressor discharge (P3)
air selected by the pilot (see Chapter 10,
ICE AND RAIN PROTECTION). A set of
aluminum outer guide vanes direct air flow
toward the bypass duct. The outer guide
vanes are not anti-iced.
Intermediate Case
The intermediate case is the main structural
case of the engine and machined from magnesium casting. The case supports the No. 1, 2,
and 3 bearings, fan case, gas generator case and
the bypass duct. The accessory gear box is integrally casted as part of the bottom section
of the intermediate case and a saddle type
oil tank is incorporated. A mount pad is provided for the P2.8 compressor bleed off valve
(BOV) assembly and a bracket located at top
dead center (TDC) is provided to mount the engine vibration sensor. The case has four frontmounted engine attachments to install the
engine on the airframe.
7-4
Compressor Bleed Off Valve

(BOV)
T h e c o m p r e s s o r b l e e d o ff va l v e ( B OV )
mounted on the intermediate case allows for
surge-free operation of the engine throughout
all operating conditions. The BOV is pneumatically operated but normally controlled electrically by a digital bleed air controller. It is
designed to bleed P2.8 air (secondary air from
the inlet side of the HP centrifugal compressor, P2.8 bleed slot) into the bypass duct
(Figure 7-2). The controller commands the
torque motor to control the amount of P3 air
(HP centrifugal compressor discharge air) and
PX air (controlled air through the torque
motor) sent to the BOV (Figure 7-2). The BOV
is fully OPEN at 70% N 2 and below, modulates
between 70% N 2 and 90% N 2 , fully closed
above 90% N 2 . In the pneumatic back-up
mode, the bleed valve control (BVC) signal to
the BOV is lost and the torque motor assumes
a fixed neutral position. PX air pressure is
now directly proportional to P3 air pressure.
PX pressure is sufficient to keep the BOV
closed. In the event of a compressor surge,
P2.8 air increases until it exceeds PX/P3 air
and forces the BOV open until the surge condition disappears.
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28 VOLT
DC
P3 AIR
TORQUEMOTOR
(Control Valve)
T1.4 TEMP
SENSOR
BLEED
OFF
VALVE
PX AIR
BLEED
OFF
CONTROL
P
O
S
I
T
I
O
N
BYPASS
S
E
N
S
O
R
N2 SPEED
SENSOR
P2.8 AIR
Figure 7-2. BOV Schematic
NOTE
If the BOV sticks open there will
be a corresponding increase of approximately 30 increase in ITT on
the effected engine.
Gas Generator Case

The gas generator case contains P3 air supply
from the HP compressor through the diffuser
ducts. The case also houses and supports the
combustion chamber, turbine case assembly,
and the igniter support tubes.
COMBUSTION AND TURBINE

SECTIONS
Combustion Section
The combustion section (hot section) is contained in the rear of the gas generator case. The
hot section consists of a combustion liner, a turbine case assembly and HP turbine guide vanes.
The combustion chamber liner is constructed

of nickel alloy and designed in a reverse flow
annular configuration. A ceramic-coated thermal barrier is applied to the inside of both the
inner and outer liners. The ignition plugs pass
through support tubes at the 5 and 7 oclock
positions. Eleven hybrid airblast fuel nozzles
protrude into the combustion chamber liner.
The turbine case houses the hot section components which include the fuel nozzles, fuel
manifold and the HP turbine liner. It also provides support for the turbine exhaust duct assembly.
The HP turbine vane ring is integrally casted
from nickel alloy and contains air-cooled guide
vanes to accelerate and direct combustion
gases to the HP turbine.
Turbine Section
The turbine section is composed of a singlestage HP turbine disk rotor (first stage), a twostage LP turbine rotor (second and third
stages), and an exhaust assembly.
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The HP turbine disk is designed to pull energy

from the combustion chamber expanding gases
to turn the HP compressor assembly and the
accessory gear box (AGB). The HP disk assembly is single-stage uncooled with directionally
solidified nickel cobalt alloy disks. It is connected to the HP impeller by external splines.
It is balanced during engine assembly with
classified counterweights and recorded in the
engine log book. It is replaceable in the field
without the need for a balance check run. It rotates clockwise.
The LP turbine rotor assembly pulls energy
from the HP turbine exhaust gases to turn the
LP compressor assembly (fan assembly). It
consists of two LP turbine disk rotors with
interstage guide vanes supported between the
LP turbines. One vane guide ring is installed
upstream of the LP rotors to direct expanding
gas flow from the HP turbine to the first stage

LP rotor disk assembly.
The turbine exhaust assembly consists of an
exhaust case, and exhaust lobe mixer, and
an exhaust cone (Figure 7-3). The assembly is
comprised of an inner and outer wall joined by
hollow struts. The 6 oclock strut provides
passage for the No. 5 bearing oil scavenge
tube and the mechanical shutoff cable. The
9 oclock strut provides passage for the No. 5
bearing oil pressure tube. The case also supports the T5.1 thermocouples (supplies exhaust temperature sensors for ITT
computation). The forced lobe exhaust mixer
gradually mixes turbine exhaust core air
with bypass air flow for a smoother evacuation and noise level reduction. The mixer further enhances performance.
EXHAUST CASE
ASSEMBLY
TURBINE CASE
LP TURBINE
ROTOR ASSEMBLY
EXHAUST CASE
SCAVENGE OIL TUBE

No. 5 BEARING
PRESSURE OIL TUBE
No. 5 BEARING
EXHAUST MIXER
END CONE
Figure 7-3. Turbine Exhaust Assembly
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TOWER SHAFT AND

ACCESSORY GEARBOX
Indicating systems (monitoring)
Tower Shaft
Thrust reversing (Chapter 13)
The N 2 tower shaft meshes with the HP rotor

and the accessory gearbox (AGB) at the
starter/generator gear, all within the intermediate case. Both ends of the tower shaft are
equipped with bevel gears and joined by a
coupling shaft via a spline at both ends to connect to the HP rotor and the AGB. The tower
shaft serves the purpose of turning the HP
rotor during start, and upon completion of the
start allows the HP rotor to drive the AGB.
Synchronization (both engines)

Ground idle system
ENGINE FUEL SYSTEM

The main components of the fuel system are
the engine-driven fuel pump, hydromechanical fuel control unit (FCU), flow divider, fuel
manifold, fuel nozzles, and the emergency
fuel shutoff mechanism (Figure 7-4).
EngineDriven Fuel Pump

Accessory Gearbox (AGB)
The accessory gearbox (AGB) is an integral
part of the intermediate case and is equipped
with various gears, seals, bearings and drive
shafts. It is lubricated by the engine oil system as detailed below. The AGB supplies drive
pads for the following accessories:
Fuel control and integral fuel pump
Oil pumps (1 pressure and 4 scavenge)
Hydraulic pump (airframe)
Impeller breather (oil separator)
Starter/generator
The AGB also supplies installation pads for:
Oil/fuel heat exchanger
The engine-driven fuel pump is a two-stage

pump integral with the FCU mounted on the
AGB. The fuel pump (low pressure stage) receives fuel supply from the wing fuel tank at
low pressure and delivers high-pressure fuel
from the high-pressure stage to the FCU. The
pump is not a suction pump and must receive
fuel under pressure to operate. In the unlikely
event the pump fails, the engine will flame out.
Between the low-pressure stage and the highpressure stage is a fuel/oil heat exchanger that
receives fuel and allows the warmer oil to heat
the fuel. The warmed fuel then passes through
a 10-micron fuel filter and onto the high-pressure stage of the pump which delivers fuel to
the FCU.
Chip collector
NOTE
Breather air is discharged rearward through a

breather tube into the engine exhaust.
ENGINE SYSTEMS
The fuel/oil heat exchanger should

eliminate the need for anti-ice inhibitors when using jet fuel without
anti-ice inhibitors premixed.
Engine systems include the following:

Fuel system
Power control
Lubricating (oil) system
Secondary air system
Ignition system
NOTE
If an engine is shutdown in flight
and windmilling longer than 15 minutes without the wing fuel boost
pump ON and supplying fuel to the
engine, the engine-driven fuel pump
must be inspected after landing. The
7-7
7-8
WING TANK
MOTIVE FLOW
EMER
SHUTOFF
VALVE
FUEL/OIL
HEAT
EXCHANGER
BYPASS
VALVE
FLOW
DIVIDER
FCU
PRESSURE
ENG FUEL
PUMP
OIL FLOW
IMPENDING
BYPASS
SWITCH
PRESSURE
ENG FUEL
PUMP
FUEL
FLOW
TWO STAGE FUEL PUMP

ENG
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MANIFOLD
DRAIN
PISTON
11 HYBRID
FUEL
NOZZLES
PRIMARY &
SECONDARY
FUEL
MAINFOLD &
NOZZLES
Figure 7-4. Engine Fuel System
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fuel filter between the low-pressure

stage and the high-pressure stage of
the fuel pump is equipped with a bypass feature. If a restriction occurs in
the filter, the FUEL FLTR BP L or R
annunciator will illuminate to notify
the pilot that a serious situation is
developing.
Fuel Control Unit (FCU)

The FCU receives high-pressure fuel from the
fuel pump and meters fuel to the flow divider.
It interfaces with the fuel/oil heat exchanger
and motive flow fuel supply to the wing tank
(refer to Chapter 5). The flow divider valve
splits metered fuel flow between the primary
and secondary manifolds that direct fuel to
the fuel nozzles. It also acts as a dump valve
to drain the manifolds during engine shutdown (Figure 7-4).
The FCU computes and schedules fuel flow to
the combustion chamber through the fuel nozzles. This schedule is a function of:
P ow e r l eve r a n g l e ( P L A ) t h r o t t l e
position.
Ambient air temperature
HP compressor discharge pressure (P3)
Flow Divider Valve

The flow divider valve regulates the flow of
fuel from the FCU to the primary and secondary manifolds. The flow divider valve utilizes
P3 air to regulate fuel to the respective manifolds. At engine start, fuel is supplied only
to the primary manifold. At approximately
27% N 2 , the secondary manifold is activated,
and now both manifolds are supplying fuel
to the nozzles. Both manifolds remain pressurized with fuel at all normal operating
power settings.
Engines are shutdown by pulling the throttle
back to cutoff. A drain valve is incorporated
into the flow divider to drain residual manifold
fuel into a fuel reservoir when the engine is
shutdown.
During a subsequent start, the collected fuel

is returned to the engine fuel pump for
recirculation.
Fuel Manifold
The fuel manifolds, primary and secondary,
deliver highpressure fuel to the 11 hybrid
(primary and secondary) fuel nozzles to atomize fuel within the combustion chamber.
Fuel delivered to the nozzles is under extreme pressure in order to mix with the high
air pressure being injected into the combustion chamber. Primary fuel through the primary port of the fuel nozzles is atomized
utilizing fuel pressure. Secondary fuel atomization relies on the flow of P3 air through
the combustion chamber liner.
Emergency Shutoff Valve

Primary and secondary fuel passes through a
normally open shutoff valve from the flow divider prior to reaching the fuel manifold. This
valve is operated mechanically by aft displacement of the lowpressure turbine shaft
if a decoupling of the lowpressure turbines
should occur. A plunger is installed through
the No. 5 bearing housing and borders the extremity of the lowpressure (N 1 ) turbine shaft.
A cable is attached to the rear of the plunger
and passes through the 6 oclock exhaust strut
to the mechanical fuel emergency shutoff
valve (Figure 7-5). Rearward displacement of
the low pressure turbine shaft will strike the
plunger and activate it to a tripped position
thus drawing the emergency shutoff valve
closed by movement of the cable assembly. The
shutoff will remain in the tripped (closed) position until reset by maintenance personnel.
Fuel Flow Indication

A flow meter senses metered fuel flow downstream of the FCU and displays fuel flow in
pounds per hour on a dual LCD gauge on the
center instrument panel (Figure 7-6).
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Figure 7-5. Engine Fuel Components
POWER CONTROL
The throttle system uses throttle levers in the
cockpit connected to a hydromechanical fuel
control unit (FCU) which controls fuel supply
to the engine.
Figure 7-6. Engine Instruments
Power source for the fuel flow gauges is supplied by main DC power with circuit breaker
protection located on the pilots circuit breaker
panel. A loss of main DC power will cause the
gauges to go blank.
NOTE
Fuel flow indication is disabled
when the associated throttle is
moved to cutoff. This prevents erratic fuel flow indication as the rpm
decreases below 10%.
7-10
The FCU computes and schedules burn fuel

flow to the engine as a function of: Power
Lever Angle (PLA), ambient temperature
(TTO), and compressor discharge servo pressure (P3). The FCU also provides: Highpressure relief from the fuel pump, ground and
flight idle (N 2 ), anti-ice idle (in flight only),
ratio unit (RU) adjustment for acceleration/deceleration fuel schedule, motive flow, and fuel
cutoff.
ENGINE LUBRICATING (OIL)

SYSTEM
The engine oil system provides lubrication,
cooling and cleaning of all engine bearings and
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gears. The system incorporates a pressure

pump, scavenge pumps, and a secondary air
system.
Oil Tank
The oil tank is an integral part of the intermediate case and comprises a saddle-back dualtank design. There is one tank on each side of
the intermediate case and interconnected. Both
tanks are equipped with sight indicators to
determine quantity. This arrangement allows
the engines to be installed on either side of the
fuselage; however, the nacelle oil access door
is only mounted on the outboard nacelle
(Figure 7-7).
the main oil filter and fuel/oil heat exchanger

before distribution to the bearings. Calibrated
oil nozzles deliver the necessary oil quantity
to the various bearings, gears and splines.
Scavenge pumps scavenge oil from their respective bearings and return the oil directly to
the oil tank, by a combination of blow down
and dedicated pumps, or indirectly via the acc e s s o r y g e a r b o x ( AG B ) s c ave n g e p u m p
(Figure 7-8).
Oil Cooling
Oil temperature is maintained within limits by
the fuel/oil heat exchanger.
Oil Filter
The main oil filter is used to remove solid
contaminates from the oil. The filter incorporates an impending bypass switch and bypass
valve. The impending bypass switch will activate if the filter starts to become blocked
and triggers the amber OIL FLTR BP L and/or
R annunciator warning. If the filter becomes
blocked to the point the bypass valve activates, oil will bypass both the filter and the
fuel/oil heat exchanger (FOHE).
NOTE
Figure 7-7. Oil Access Door
Oil Pumps
There are five gear oil pumps (Figure 7-8):
1. Pressure pump
2. AGB scavenge pump
3. Nos. 1, 2, and 3 bearing scavenge pump
4. No. 4 bearing scavenge pump
5. No. 5 bearing scavenge pump
The pressure pump is flow regulated and supplies oil to satisfy the lubricating requirements throughout the engine operating range.
Oil supplied from the oil tank passes through
a magnetic chip collector (no associated warning light) prior to reaching the pressure pump.
From the pressure pump, oil flows through
If the OIL FLTR BP L or R light illuminates, the crew should monitor

oil pressure and oil temperature, and
be alert for possible fuel icing, especially if untreated fuel is being used.
Consider the possibility of partial or
total loss of thrust on the affected
engine(s).
Oil System Indicators

Oil pressure is sensed by dual transmitters
that send signals to the oil pressure indicators
located on the center instrument panel. The
transmitters sense pressure differential from
the pressure pump output and scavenge pressure (return) from the No. 4 bearing. The indicators are analog vertical tape gauges and
calibrated in psid. The gauges are color coded
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Figure 7-8. Oil System
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with a red arrow at 250 psid (transient), red line

at 140 psid (maximum continuous), red line at
20 psid (minimum), green stripe between
45140 psid (normal operating range above
60% N 2 ), and a yellow stripe between 20 45
psid (minimum operating range below 60%
N 2 ).
A low oil pressure switch is located adjacent
to the oil pressure transmitter and senses pressure differential between the pressure side
and the suction side of the oil system. The
low oil pressure switch is connected to a warning light in the annunciator panel. If differential pressure drops below 20 psid, the red LO
OIL PRESS L or R annunciator will illuminate
and trigger the MASTER WARNING RESET
lights.
NOTE
The oil level should be checked as a
post flight item. For a valid check, the
check should be accomplished 10
minutes after engine shutdown. The
maximum allowable oil consumption is one quart per 10hour period.
Oil system specifications:

O i l c o n s u m p t i o n , m a x i m u m ove r a
10hour period: 0.2 lb/hr, provides and
engine endurance of 23.6 hours.
Oil tank capacity at maximum level indication: 5.03 US qts (4.76 L)
Usable oil capacity: 1.86 US qts (1.76 L)
SECONDARY AIR SYSTEM
NOTE
It is normal to observe large pressure changes during large power
changes due to the pressure transmitters recording differential pressure (pressure output vs. scavenge
return pressure).
Oil temperature is sensed in the pressure line

past the fuel/oil heat exchanger. The oil temperature sensor provides a signal to the oil
temperature indicator located on the center
instrument panel. The oil temperature indicator is an analog instrument that displays a vertical white tape indication adjacent to
t e m p e r a t u r e s c a l e g r a d u a t e d i n d eg r e e s
Celsius. The scale is colored green from 10
to 121 to indicate the normal operating range.
A red line at 121 indicates maximum temperature allowed.
NOTE
Engine oils approved for use are
listed in the LIMITATIONS section.
Normally, brands must not be mixed.
The secondary air system includes bleed air

used by the engine for nonpropulsion purposes and bleed air extracted for use by various aircraft systems.
Engine Bleed Air

(Nonpropulsion)
Labyrinth seals are used as restrictors to
control secondary airflow distribution and
carbon seals are used for oil retention in
bearing cavities.
Bleed air is used to cool hot section components:
P3 air is used to cool HP turbine section
P2.8 air is used to cool the LP turbine
section
P3 air is used as the servo pressure to modulate the BOV position.
Air pressure is used to seal bearing cavities to
assist in scavenging oil to the AGB sump. Air
pressure used to seal the bearing cavities along
with scavenge oil is returned to the oil tank and
then to the AGB by way of a restrictor (sized
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to provide tank pressure at altitude to avoid

cavitation of the pressure pump). Air is vented
to the engine exhaust through an oil/air impeller/separator mounted on the gearbox.
The LP compressor nose cone is continually
anti-iced by P2.8 air flowing through the LP
shaft to the inside of the inlet cone while the
engine is operating.
The T1 thermocouple sensor is continually
heated by P3 air any time the engine is operating (see ITT Instrumentation system below).
The first set of LP compressor inlet guide
vanes aft of the fan, are heated by P3 air
through hollowcored passages when selected by the pilot (refer to Chapter 10). Air
is routed through an anti-icing solenoid valve
in the intermediate case plenum to the inner
stator vanes. The anti-icing solenoid valve is
an open/closed design which is electrically commanded open and pneumatically
assisted by P3 air. If a loss of main DC power
occurs, the anti-icing valve will fail open.
Refer to Chapter 10 for a more detailed description of the engine anti-icing system.
Engine Bleed Air (Airframe)

P3 ports located on either side of the engine
are available for aircraft use. Bleed air is used
to provide air conditioning, cabin pressurization, airframe anti-icing including the nacelle
lip, and deicing boots. Refer to Chapter 10
for a detailed description of the anti-icing and
deicing systems.
housing. The exciter is a noise suppressed,

high voltage, capacitor discharge unit that
provides a burst mode type ignition that produces 6-7 sparks per second for an initial 30
seconds and then one spark per second continuously thereafter. The unit provides approximately 8,000 volts to the ignitors.
The system utilizes 10 to 32 volts DC input.
The airplane supply of 24 to 28.5 volts is sufficient to power the system. During engine
starts, the voltage drops to approximately 10
VDC. The system is capable of continuous
operation when the ignition switch is selected
ON or by the engine anti-ice switches selected
to ON (Figure 7-9).
Figure 7-9. Anti-Ice/Deice Switch Panel
Anytime the ignition system is operating

(power to the exciter box), green indicator
lights located near the top and adjacent to ignition switches are illuminated (Figure 7-10).
IGNITION SYSTEM
Two ignitors protrude into the combustion
chamber at the 5 oclock and the 7 oclock
positions. They provide the spark necessary
for ignition of the fuel/air mixture in the
chamber. The ignition system is a single
dual channel high-energy system. The two
ignitor plugs are connected by way of two
hightension cables to a single exciter box,
mounted on the left side of the fan bypass
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Figure 7-10. Ignition Switches
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Ignition switchesThe two-position

NORMON ignition switches are located on
the pilots electrical switch panel (Figure 7-10).
In the NORM position, ignition is automatic
during start (armed when starter button is depressed) when the throttles are advanced to
IDLE (throttle switches activated) and automatic when selecting the engine anti-ice/engine switches to ON. Selecting the ignition
switches ON or engine anti-ice switches ON
requires a main DC power source supplied
through the extension buses.
NOTE
When green ignition lights located
adjacent to the ignition switches are
illuminated, they only indicate a DC
power source is completed to the exciter box. They do not necessarily
indicate the ignitor plugs are firing.
SYNCHRONIZATION
A three-position engine synchronization
switch located on the lower right portion of the
throttle quadrant labeled ENGINE SYNC,
FANOFFTURB provides the crew with the
capability of synchronizing engine speeds.
The left engine serves as the MASTER and the
right engine the SLAVE. Positioning the synchronization switch to either FAN or TURB
will activate the system and an amber light adjacent to the switch will illuminate to indicate
the system is operating. The system should
maintain the slave engine (RH) within 0.1%
N 1 or N 2 depending on switch position. The
switch should be placed OFF during major
power changes and single-engine operation.
NOTE
The engine synchronization switch is
required to be OFF during takeoff
and landing.
GROUND IDLE SYSTEM

The PW 530A engine incorporates a ground
idle feature, which reduces engine idle rpm for
taxi operations. The system is enabled on the
ground by the left main gear squat switch.
The system is controlled by a two-position
GND IDLE switch located on the tilt panel forward of the throttles. The switch is labeled
HIGH and NORM. The switch is normally left
in the NORM position except for generator assisted starts and for touch-and-go landings
when the switch is placed in the HIGH position. The slower idle speed allows for better
taxiing control at lighter weights and in very
cold temperatures, thus requiring less wear
on the brakes.
The GND IDLE annunciator light is illuminated when the GND IDLE switch is in the
NORM position and the airplane is on the
ground. The light will be illuminated throughout the takeoff ground roll. The system automatically switches to the flight (HIGH) idle
function when the squat switch senses the airplane is airborne and the GND IDLE light will
extinguish.
With the switch in the HIGH position, the idle
rpm is approximately 49.5% N 2 , which is normal flight idle. With the switch in the NORM
position, the idle rpm is automatically reduced
to approximately 45.5% N 2 8 seconds after the
landing gear squat switch has sensed a landing. The 8-second delay will not allow the engines to roll back to low idle immediately in
case of a rejected landing. In addition to the
8-second delay after landing there is also an
8-second delay whenever the switch is moved
from the HIGH to the NORM position. In case
of electrical failure the system defaults to the
flight idle function.
NOTE
When operating in visible moisture
and ambient air temperature is +10C
or lower, position ground idle switch
to HIGH, turn pitot and static heat ON
and engine L and R anti-ice systems
ON. If temperature is above 18C,
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turn W/S BLEED air switch to LOW.

If temperature is 18C or below, turn
W/S bleed air switch to HI. Check
W/S bleed air valves MAX. For sustained ground operation, the engines
should be operated for one out of every
four minutes at 65% turbine rpm or
above. Limit ground operation of
pitot/static heat to two minutes on
with two minutes off between cycles
to preclude system damage.
ENGINE INDICATING SYSTEMS

Engine instrumentation is provided by a horizontal row of gauges located in easy view in the
top section of the center instrument panel
(Figure 7-6). From left to right the gauges are:
N 1 or LP fan rpmdisplayed in percentage with white vertical tapes and
digitally to the nearest tenth. Green band
20% to 100%. Red lined100%.
ITTdisplayed in degrees Celcius by
white vertical tapes. Green band200
to 700. Red lined with dashes across
both scales700, red triangle740.
N 2 or HP turbine rpmdigital read out
only to the nearest tenth expressed in
percentage of rpm. Red lights adjacent
to each digital window flash red over
100% rpm.
Oil Pressuredisplayed in psid by white
vertical tapes. Green band45 140
psid. Yellow band20 45 psid. Red
lined with red triangles250 psid, red
line20 psid.
Oil Temperaturedisplayed in degrees
Celsius by white vertical tapes. Green
band10 to 121. Red lined121.
F u e l F l ow d i s p l a y e d d i g i t a l l y i n
pounds per hour (PPH).
Fuel Quantitydisplayed in pounds by
white vertical tapes.
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NOTE
All engine indicators require main
DC electrical except the N 1 , which
are powered by the emergency DC
bus system. Circuit breakers for engine gauges are located on the pilots
and copilots CB panels.
Rotor Speed Sensing System

Two speed sensors, one mounted at the 12 oclock position on the intermediate case (N 1
sensor) and one located on the accessory gearbox (N 2 sensor) provide speed signals to the
cockpit indicators and to the BVC. The sensors are dual coils, induction type (electrical)
speed sensors.
N 1 sensor reads the speed of the LP shaft and
the N 2 sensor reads the speed at the teeth of
the FCU drive gearshaft. The N 2 sensor also
sends a speed signal to the BVC to compute
correct bleed off valve position.
Interturbine Temperature Sensing

System (ITT)
The ITT measuring system is computed from
comparing air temperature entering the engine (T1) with bypass air temperature (T1.4)
and adding this comparison to turbine exhaust
temperature (T5.1). The ITT is monitored at
station 4.5. The T4.5 sensing system comprises two independent measuring systems:
T1 and T5.1.
T1 System
When sensing the inlet (T1) and outlet (T1.4)
temperatures of the bypass air flow, and subtracting T1 from T1.4; the temperature rise
across the fan in the bypass duct is established. The T1 and T1.4 probes contain three
thermocouples connected in series. The rise in
temperature across the fan is thus multiplied
by three to provide the required data.
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T5.1 System
Eight thermocouples installed at station 5.1
(T5.1) are connected in parallel. These thermocouples are installed on the exhaust case and
protrude through the case into the exhaust gas
path. Adding three times the fan rise temperature, (T1.4 T1) to the exhaust gas temperature (T5.1); will provide a total readout of
interturbine temperature at the outlet from the
HP turbine vane ring (T4.5). Therefore, a simulated ITT, T4.5 readout is computed from
the integrated T1 and T5.1 subsystems. The
following mathematical formula applies
to ITT:
T4.5= 3(T1.4 - T1) + T5.1
T1 = Inlet temp obtained from the T1 probe
T1.4 = Bypass air flow temperature taken
from station 1.4
T5.1 = Average exhaust gas temperature
Vibration Detector
The engine vibration detector system is mounted
top dead center (TDC) on the intermediate case
of the engine. The system consists of an engine
accelerometer connected to an engine vibration
monitor unit (EVMU). The system is designed to
detect minute changes in engine frequency
induced by slight rpm changes or vibrations. If
the vibration monitor detects engine vibration
higher than a predetermined normal level, a
white advisory ENG VIB L or R light
illuminates on the annunciator panel. The white
advisory light will illuminate at a vibration level
well below a level hazardous to rotor integrity.
Oil Pressure
See Oil System, this chapter.
Oil Temperature
See Oil System, this chapter.
Fuel Flow
See Fuel System, this chapter.
Fuel Quantity
See Chapter V, FUEL SYSTEMS.
NORMAL OPERATIONS
ENGINE STARTING
Description
Engine starting is a semiautomatic function.
Once electrical power is applied to the airplane
and the starter switch is actuated, power is
applied to the starter until a predetermined
engine speed is reached at which time power
is released from the starter.
The starter portion of the starter/generator
operates from electrical power supplied by
the airplane battery or an external power unit
(EPU). The starter/generator drive shaft is
splined to match the output shaft inside the accessory gear box (AGB). A flexible drive coupling and shear section is incorporated in the
starter/generator between the drive spline and
the armature to prevent damage to the AGB if
a failure occurs.
The generator control unit (GCU), in conjunction with the start logic printed circuit board
(PCB), controls the start cycle including field
weakening for the start mode and discontinuance of the start cycle when the engine has
reached a specific speed.
The starting system components in addition to
the starter/generator and the GCU, (start PCBs,
relays and switches) are located in the aft main
power J-box, and on the pilots lower instrument (switch) panel.
NOTE
The start logic PCB (Printed Circuit
Board) provides switching and actuation control for the GCU, start relays, battery relay, external power
relay, battery disconnect relay and
power relays as they function during
starting.
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External Power Units (EPU): Current output

should not exceed 1,000 amps or be less than
800 amps.
Adjusting the EPU output not to exceed 1,000
amps and 28.5 VDC will enable the starter to
deliver a torque of less than 50% of the allowable torque.
Operation
First Engine Battery Powered
Ground Start
Electrical Action
Generator switches should be placed
GEN ON to allow the GCU to close the
power relay automatically after the engine start is complete and bring the generator on line.
Place the battery switch to BATT and ensure the battery voltage is at least 24
volts minimum. The battery switch supplies a ground to the start logic PCB. The
start logic PCB then provides a ground
which energizes the battery relay and
provides power to the battery bus, left
and right main buses, and the emergency
buses, all in the aft J-box. Power is further supplied through the main distribution system to the left and right extension
and crossover buses (cockpit circuit
breaker panel).
NOTE
Power has to be available through
t h e L a n d R S TA RT C B s o n t h e
pilots and copilots CB panel in
order to energize the respective start
engine circuits.
Press the left or right starter switch which

provides a ground to the start logic PCB
that in turn inputs a start command to the
GCU. The start logic PCB also turns on
the engine instrument floodlights and disables the ground fault circuit. The GCU
commands the start logic PCB to supply
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a ground to engage the start relay. The

light in the respective start button illuminates whenever the start relay is closed.
The ground fault disable logic prevents inadvertent shutdowns due to improper
ground fault signals.
The start relay is held energized closed
by a ground from the start logic PCB.
The start relay remains closed applying
battery power to the starter until the
starter/generator speed sensor signal activates the GCU or the starter disengage
switch is actuated removing the start
logic PCB ground and causing the start
relay to open. The speed sensor signal
will activate the GCU at approximately
38 42% N 2 . A relay installed in the
ground fault circuit prevents nuisance
tripping of the GCU during starting.
The respective generator power relay
will close and bring the generator on
line when the GCU senses the generator output is equal to system voltage
(battery voltage) on the respective feed
bus (GCU bus sensing circuit).
Pilot Action
Generator SwitchesON
Place battery switch to BATT, check
battery voltage minimum 24 volts.
Press the start button for the engine to
start (left or right). Notice the respective
starter button light illuminated and the
engine instrument flood lights illuminate. The instrument panel lighting will
begin to fade as the battery voltage decreases to approximately 10 - 15 volts.
Note the respective FUEL BOOST LH
or RH annunciator illuminates and the
associated LO FUEL PRESS LH or RH
light extinguishes.
Observe N 2 speed. As speed reaches 8%
N 2, advance throttle to idle. Verify green
ignition light illuminates (adjacent to
the ignition switch). Engine should ignite within 10 seconds. Observe ITT and
N 2 for sign of light off.
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Observe ITT and N 2 increasing. Ensure

ITT doesnt exceed limits, 740.
Normally, should not exceed 690.
NOTE
At 38-42% N 2 , verify starter disengagement (starter switch light OFF, ignition

light OFF, respective FUEL BOOST L
or R annunciator extinguished, and the
engine instrument floods OFF).
If light off does not occur within

10 seconds of advancing the throttle
or idle is not achieved within 30 seconds or there is no N 1 speed by 25%
N 2 , abort the start.
Note the respective GEN OFF L or R annunciator extinguished, the ammeter

gauge should reflect a load on that side
and voltmeter should indicate 28.5 VDC.
NOTE
Engine rpms should increase and stabilize at approximately 49.5 1.0% N 2 in

HIGH IDLE (45.5 1.0% N 2 in NORM)
with ignition NORM, cockpit bleed air
NORM, and anti-icing bleeds OFF.
Observe all engine instruments are
within limits. Check respective fuel, oil,
generator, and hydraulic annunciator
lights are extinguished.
A rapid ITT rise during starts is normal; however, if ITT is rapidly rising past 690, abort start.
NOTE
Abort the start by placing the throttle to cutoff, ensure ignition lights are
out, and continue to motor the engine
with the starter for 15 seconds to
clear fuel from the combustor. Push
the starter disengage switch.
Determine the cause and correct before proceeding. Allow N 2 to reach
zero rpm before attempting restart.
Observe starter minimum cool time,
30 seconds, before attempting a
restart.
CAUTION
If engine speed increases rapidly during starts or at any steady state setting with no throttle movement,
shutdown engine immediately.
WARNING
If internal engine fire follows shutdown (visual indications or high
ITT), engage starter and motor engine for 15 seconds, disengage starter
and if the fire persists, press engine
fire switch to arm fire extinguishers
and fire the fire extinguisher(s) into
the nacelle.
Verify oil pressure is within starting

limits.
Second Engine Cross Generator

Assist Start
Electrical Action
CAUTION
The operating engine must be at high
idle for a cross generator start.
Press starter button switch (engine to be

started), which provides a ground to the
start logic PCB that in turn inputs a start
command to the GCU. The start logic
PCB also turns on the cockpit floodlights
and disables the ground fault circuit. The
GCU commands the start logic PCB to
supply a ground to engage both start relays. Both start button lights illuminate
indicating both left and right start relays
are closed. The operating engine generator is now supplying the majority of the
power requirements to the opposite starter
via the hot battery bus; however, the battery is still involved in the start. The
ground fault disable logic prevents inadvertent shutdowns due to improper
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The start logic PCB removes the ground

from the battery relay and causes it to
open to isolate the opposite generator
from the main feed bus circuitry and
prevent a parallel path of amperage flow
through the 225 amp current limiter on
the operating side generator main bus.
Due to high amperage loads involved
during engine starts, the 225 amp CL
would blow open if the circuit was
not isolated.
The start relays are held energized closed
The start relays remain closed applying
generator and battery power to the
starter until the starter/generator speed
sensor signal activates the GCU or the
starter disengage switch is actuated removing the start logic PCB ground
causing the start relays to open. The
speed sensor signal will activate the
GCU at approximately 38-42% N 2 . A
relay installed in the ground fault circuit prevents nuisance tripping of the
GCU during starting.
The respective generator power relay will
close and bring the generator on line
when the GCU senses the generator output is equal to system voltage (opposite
generator voltage) on the respective feed
bus (GCU bus sensing circuit).
Pilot Action
Ground idle switch HIGH.
be started. Notice both starter button
lights illuminate and the engine instrument flood lights illuminate. The
instrument panel lighting will begin
to fade again as the majority of the
operating engine generator power is
directed to the opposite starter through
the hot battery bus. The main feed bus
circuitry is isolated from the starter
as the battery relay opens to prevent
blowing a 225-amp current limiter.
Note the respective FUEL BOOST L or
R annunciator illuminates and the associated LO FUEL PRESS L or R light
extinguishes.
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Again, observe N 2 speed. As speed

reaches 8% N 2 , advance throttle to idle.
Verify green ignition light illuminates.
Engine should ignite within 10 seconds. Observe ITT and N 2 for sign of
light off.
ITT doesnt exceed limits. Observe the
same notes, caution and warning as
stated during the first engine start above.
At 38-42% N 2 , verify starter disengagement (both starter switch lights OFF,
ignition lights OFF, FUEL BOOST L
and R annunciators extinguished, and
the engine instrument floods OFF).
Note GEN OFF L and R annunciators extinguished, the ammeter gauges should
reflect equal loads indicating the generators are sharing the total load (within
10% of the total) and voltmeter should
indicate 28.5 VDC.
limits.
Engine rpms should increase and stabilize at approximately 49.5 1.0% N 2
within limits. Check respective fuel, oil,
generator, and hydraulic annunciator
Engine annunciators extinguished.
First Engine External Power Unit

(EPU) Start
Electrical Action
Ensure the EPU is set for 28-28.5 VDC
and amperage set knob does not exceed
1,000 amps. Connect the EPU.
Both generator switches should be OFF
to eliminate the generators from coming
on line and tripping the EPU off line.
Place the battery switch to BATT and ensure the voltmeter is indicating at least
28 volts minimum (ensures the external power relay is closed and the EPU
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is on line). The battery switch supplies

a ground to the start logic PCB. The
start logic PCB then provides a ground
which energizes the battery relay and
provides power to the battery bus, left
and right main buses, and the emergency
bus, all in the aft J-box. Power is further
supplied through the main distribution
system to the left and right circuit
breaker panels (left and right extension
and crossover buses).
NOTE
Power has to be available through
the L and R START CBs on the pilots and copilots CB panels in order
to energize the respective engine start
circuits.
Press the left or right starter switch which

provides a ground to the start logic PCB
that in turn inputs a start command to
the GCU. The start logic PCB also turns
on the engine instrument floodlights and
disables the ground fault circuit. The
GCU commands the start logic PCB to
supply a ground to engage the start relay
and causes the battery disconnect relay
to open and take the battery off line. The
light in the respective start button illuminates whenever the start relay is closed.
The ground fault disable logic prevents
inadvertent shutdowns due to improper
EPU power to the starter until the starter/
generator speed sensor signal activates
the GCU or the starter disengage switch
is actuated removing the start logic PCB
ground causing the start relay to open
and simultaneously closing the battery
disconnect relay (battery back on line).
The speed sensor signal will activate
the GCU at approximately 38-42% N 2 .
A relay installed in the ground fault circuit prevents nuisance tripping of the
GCU during starting.
Pilot Action
Note battery voltage minimum of 24
volts prior to connecting an EPU.
Generator switches OFF.
Place battery switch to BATT, check
voltmeter minimum 28 volts.
be started (left or right). Notice the respective starter button light illuminated
and the engine instrument flood lights
illuminate. The instrument panel lighting will begin to fade but not as noticeable as during battery starts. Note the
respective FUEL BOOST LH or RH annunciator illuminates and the associated LO FUEL PRESS LH or RH light
extinguishes.
ignition light illuminates. Engine should
ignite within 10 seconds. Observe ITT
and N 2 for sign of light off.
stated during the first engine battery
powered ground start above.
At 38 42% N2, verify starter disengagement (starter switch light OFF, ignition
light OFF, respective FUEL BOOST L
or R annunciator extinguished, and the
engine instrument floods OFF). GEN
OFF L and R annunciators remain illuminated. The voltmeter should indicate
28-28.5 VDC and the ammeters should
not register.
limits.
Engine rpms should increase and stabilize at approximately 49.5 1.0% N 2 in
HIGH IDLE (45.5 1.0% N 2 in NORM)
within limits. Check respective fuel,
oil, and hydraulic annunciator lights
are extinguished.
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Second Engine EPU Start

limits.
Electrical Action
Same action as First Engine EPU Start.
Engine rpms should increase and stabilize at approximately 49.5 1.0%

N 2 in HIGH IDLE (45.5 1.0% N 2 in
NORM) with ignition NORM, cockpit
bleed air NORM, and anti-icing bleeds
OFF. Observe all engine instruments
are within limits. Check respective
fuel, oil, and hydraulic annunciator
Pilot Action
NOTE
If the generator(s) were in the GEN
position, the operating generator will
be on line and the EPU will be off line
and the second engine start will be a
generator assisted cross generator
start.

be started. Notice only that respective
starter button illuminates and the engine instrument flood lights illuminate.
The instrument panel lighting will begin
to fade again but not as much as a cross
generator start. The battery relay remains closed and the battery disconnect
relay opens (battery off line). The generator power relays remain open and the
GCU is isolated from sending parallel
power through the 225-amp current limiters. Note the respective FUEL BOOST
L or R annunciator illuminates and the
associated LO FUEL PRESS L or R light
extinguishes.
Again, observe N2 speed. As speed reaches
8% N 2, advance throttle to idle. Verify
green ignition light illuminates. Engine
should ignite within 10 seconds. Observe
ITT and N2 for sign of light off.
stated during the first engine start above.
At 38 42% N2, verify starter disengagement (the starter switch light OFF, ignition lights OFF, FUEL BOOST L and
R annunciators extinguished, and the
engine instrument floods OFF).
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Engine annunciators extinguished except the amber GROUND IDLE if the

ground idle switch is NORM and GEN
OFF L and R.
Give ground crew the signal to disconnect the EPU. After the EPU is disconnected, check voltmeter for battery
voltage, 24 25 volts (verifies battery
is connected).
Place both generator switches to GEN
ON. GEN OFF L and R annunciators
extinguish and voltmeter indicates 28.5
VDC and ammeters are displaying equal
loads (within 10% of the total load).
In Flight RestartOne Engine

Electrical Actions
Ensure throttle cutoff, generator switchGEN ON, Firewall ShutoffOPEN, and
ignition switchNORM.
Press the starter switch which provides
a ground to the start logic PCB that in
turn inputs a start command to the GCU.
The GCU commands the start logic PCB
to supply a ground to engage the start
relay. The light in the respective start
button illuminates whenever the start
relay is closed. The ground fault disable logic prevents inadvertent shutdowns due to improper ground fault
signals.
Left squat switch logic (in flight) prevents
the opposite start relay from closing to
prevent a power drain on the main electrical system.
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The start logic PCB removes the ground

from the battery relay and causes it to
open to isolate the opposite generator
from the main bus circuitry and prevent
a parallel path of amperage flow through
the 225-amp current limiter on the operating side generator main bus. Due to
high amperage loads involved during engine starts, the 225-amp current limiter
would blow open if the circuit was not
isolated.
battery power to the starter until the
starter/generator speed sensor signal activates the GCU or the starter disengage
switch is actuated removing the start
logic PCB ground and causing the start
relay to open. The speed sensor signal
will activate the GCU at approximately
38 42% N 2 . A relay installed in the
ground fault circuit prevents nuisance
tripping of the GCU during starting.
The respective generator power relay
will close and bring the generator on
line when the GCU senses the generator output is equal to system voltage on
the respective feed bus (GCU bus sensing circuit).
Pilot Action
Press the start button. Notice only the respective starter button light illuminates.
Note the respective FUEL BOOST L or
R annunciator illuminates and the associated LO FUEL PRESS L or R light
extinguishes.
ignition light illuminates. Engine should
ignite within 10 seconds. Observe ITT
and N 2 for sign of light off.
ITT doesnt exceed limits.
At 38 42% N2, verify starter disengagement (starter switch light OFF, ignition
light OFF, and the respective FUEL
BOOST L or R annunciator extinguished).
Note GEN OFF L and R annunciators extinguished, the ammeter gauges should
reflect equal loads indicating the generators are sharing the total load (within
10% of the total) and voltmeter should
indicate 28.5 VDC.
limits.
Engine rpms should increase and stabilize at idle power. Observe all engine instruments are within limits.
Check the respective engine annunciators extinguished.
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REVIEW QUESTIONS
1. The primary thrust indicator for the PW
530 A is:
A.
B.
C.
D.
Fuel flow
N1
ITT
N2
2. If one ignitor plug has failed, the result

will be:
A.
B.
C.
D.
A normal engine start.

A hot start.
No combustion.
No start button light.
6. Which statement is correct?

A. Fuel is used to cool the engine oil via
a fuel-oil heat exchanger.
B. The accessory gearbox has its own
lubricating system.
C. The only indication of a low oil pressure condition is the red OIL PRESS
WARN light on the annunciator panel.
D. The ITT gauge provides its own electrical power for activation.
7. The maximum allowable oil consumption for the PW 530 A is approximately:
3. In a normal engine start, ignition activates by:

A. Turning the ignition switches to
ON at 8 to 10% N 2 .
B. Moving the power lever to idle at 8 to
10% N 2 .
C. Depressing the start button.
D. Motive flow fuel pressure.
4. Ignition during engine start is normally
terminated by:
A. Turning the ignition switches to OFF.
B. The speed sensing switch on the
starter/generator.
C. Turning the boost pump off.
D. Opening the IGN circuit breakers on
the circuit breaker panel.
5. With the ignition switch in NORM,
power will automatically be applied to
the ignitors:
A. One quart every 10 hours

B. One quart every 4 hours measured
over a 10hour period
C. 1 / 2 gallon every 40 hours
D. Oil consumption should be zero.
8. If the N 1 shaft shifts to the rear beyond a
predetermined distance:
A. The engine automatically shuts down.
B. The vibration detector causes illumination of the master warning lights.
C. The synchronizer shuts the engine
down.
9. The following engine instruments are
available in the event of a loss of normal
DC electrical power:
A.
B.
C.
D.
N 1 and ITT
N 1 , N 2 , and ITT
N 1 tapes and digits
N 1 tapes only
A. When the start button is pressed and

the power lever is out of cutoff.
B. When an emergency descent is
initiated.
C. When ENG ANTI-ICE is on.
D. Both A and C.
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10. The ground idle system:

A.
B.
C.
D.
15. Start sequence termination is indicated by:
Reduces N 1 rpm to 49.5%.

Increases N 2 rpm to 45.5%.
Can be pneumatically operated.
Is deactivated at liftoff.
11. The GROUND IDLE light:

A. Is on when the switch is in HIGH.
B. Is on with system failure.
C. Requires emergency bus power to
illuminate.
D. Is on when the switch is in NORM, aircraft on the ground and normal DC
power is available.
A. Should be in NORM for cross generator starts.
B. Requires main DC power for operation.
C. Should be in NORM with anti-ice system on while taxiing.
D. Reduces takeoff field length requirements.
A. Requires electrical power to reduce N2
rpm.
B. Requires electrical power to increase
N 2 rpm.
C. Fails to 45.5% N 2 .
D. Reduces N 2 rpm to 49.5% on touchdown with the switch in NORM.
14. An increase of ITT should take place:
A. 15 seconds after pressing the start
button.
B. 10 seconds after pressing the start
button.
C. 10 seconds or less after coming out of
idle cutoff.
D. Within 38-42% N 1 rpm.
A.
B.
C.
D.
Boost pump activation.

Ignition lights on.
Start button light comes on.
Engine instrument floodlight goes
out.
16. The start sequence is terminated by:

A. The starter disengage button.
B. T h e s p e e d s e n s i n g s w i t c h i n t h e
starter/generator.
C. The GCU sensing an overvoltage
condition.
D. Either A or B
17. If one channel of the ignition exciter box
fails:
A. There will be no green ignition light.
B. There will be a green ignition light.
C. Both ignition lights will come on for
that engine start.
D. There will be no ignition.
18. When the start button is pressed, the:
A. FUEL BOOST ON light goes out, the
instrument floodlight comes on, and
the FUEL LOW PRESS light comes on.
B. Ignition light comes on immediately.
C. Instrument floodlight comes on, the
FUEL BOOST ON light comes on, and
the FUEL LOW PRESS light goes out.
D. Ignition light comes on, the HYD
FLOW LOW light comes on, and the
N 1 tape indicates an immediate but
gradual rpm increase.
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19. The cockpit indications that a generator

assisted start is in process is:
A.
B.
C.
D.
Both ignition lights are on.

Both boost pump lights are on.
Both start button lights are on.
Both generator lights are on.
20. A generator assisted start:

A. Can be done on the ground only.
B. N e e d s t h e g r o u n d i d l e s w i t c h i n
HIGH.
C. Counts as 1/3 of a battery start.
D. Any or all of the above.
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CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL............................................................................................................................... 8-1
ENGINE FIRE DETECTION AND INDICATORS............................................................... 8-2
Sensing Loops and Control Units .................................................................................... 8-2
ENG FIRE and BOTTLE ARMED Switchlights ............................................................ 8-2
Fire Detection System Test .............................................................................................. 8-3
ENGINE FIRE EXTINGUISHING ........................................................................................ 8-3
Extinguisher Bottles......................................................................................................... 8-3
Operation.......................................................................................................................... 8-4
PORTABLE FIRE EXTINGUISHERS................................................................................... 8-5
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ILLUSTRATIONS
Figure
Title
Page
8-1
Engine Fire Detection System.................................................................................. 8-2
8-2
Fire Warning Switchlights and Controls .................................................................. 8-3
8-3
Rotary Test Switch ................................................................................................... 8-3
8-4
Engine Fire Bottles................................................................................................... 8-3
8-5
Engine Fire-Extinguishing System .......................................................................... 8-4
8-6
Portable Fire Extinguishers ...................................................................................... 8-5
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CHAPTER 8
FIRE PROTECTION
FIRE
WARN
FIRE PULL
INTRODUCTION
The Citation Bravo is equipped with engine fire detection and fire-extinguishing systems as standard equipment. The systems include detection circuits which give visual
warning in the cockpit and controls to activate one or both fire extinguisher bottles. There
is a test function for the fire detection system. Two portable fire extinguishers are stowed
inside the airplane.
GENERAL
The engine fire protection system is composed of two sensing loops, two control units
(one for each engine) located in the tail cone,
one ENG FIRE warning switchlight for each
engine, two fire extinguisher bottles which are
activated from the cockpit, a fire detection circuit test and a fire detection fault annunciat o r. T h e fi r e - e x t i n g u i s h i n g s y s t e m i s a
two-shot system; if an engine fire is not extinguished with actuation of the first bottle,
the second bottle is available for discharge

into the same engine. The fire bottles are located in the tail cone of the airplane.
Abnormal ambient temperature will also
cause the bottles to automatically discharge
t h r o u g h r e l i e f va l ve s i n t o t h e t a i l c o n e .
Selected engine-related systems are automatically shutdown upon activation of the
fire protection system by the pilot.
8-1
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switchlight. The detection system is powered

by main DC power supplied through the LH
and RH FIRE DETECT circuit breakers on
the LH cockpit circuit-breaker panel. Figure
8-1 shows the routing of the fire sensing loop
and the control units.
ENGINE FIRE
DETECTION AND
INDICATORS
SENSING LOOPS AND
CONTROL UNITS
NOTE
Within each engine nacelle are two heat sensing cables, or loops, one mounted around the
lower engine accessory section and one surrounding the engine combustion section. The
sensing loops are flexible, stainless steel tubes
containing a single wire centered in the semiconductor material. The loops are connected
to control units that monitor electrical resistance. As the loop is heated, its electrical resistance decreases. At a temperature of 500F,
a circuit is completed to the control unit which
illuminates the applicable red ENG FIRE
If the fire detection loop experiences

a fault, a FIRE DET SYS L or R annunciator will illuminate.
ENG FIRE AND BOTTLE

ARMED SWITCHLIGHTS
The red LH and RH ENG FIRE warning
switchlights are located on the glareshield
(Figure 8-2). In the event of an engine fire
or overheat condition, the applicable fire
CONTROL
UNITS
SENSING
CABLE
SUPPORT
FRAME
Figure 8-1. Engine Fire Detection System
8-2
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warning switchlight illuminates (fire lights

d o n o t t r i g g e r t h e M A S T E R WA R N I N G
lights). Depressing an illuminated ENG FIRE
switchlight illuminates both white BOTTLE
ARMED switchlights, which fire the fire
bottles when depressed.
Figure 8-2. Fire Warning Switchlights and

Controls
ENGINE FIRE
EXTINGUISHING
EXTINGUISHER BOTTLES
Two extinguishing agent bottles are located
in the tail cone area (Figure 8-4). Both bottles use common plumbing to both nacelles,
providing the airplane with a two-shot system. The bottles are charged with monobromotrifluoromethane (CBrF3) nitrogen
pressurized to 600 psi at 70F. A pressure
gauge is mounted on each bottle with an adjacent temperature correction table. Bottle
pressures are checked during the preflight
inspection. The extinguishing agent is not
corrosive, and its discharge does not require
cleaning of the engine or nacelle area since
it leaves no residue. Release of the extinguishing agent is accomplished by the electrical firing of an explosive cartridge on the
bottle.
FIRE DETECTION SYSTEM

TEST
The rotary test switch (Figure 8-3) on the pilots
instrument panel is used to test the fire detection system. When FIRE WARN is selected,
both ENG FIRE switchlights will illuminate.
TEST
OFF
ANNU
AVN
SPARE
FIRE
WARN
LDG
GEAR
BATT
TEMP
ANTI
AOA
SKID
OVER
T/REV
SPEED W/S TEMP
Figure 8-3. Rotary Test Switch
Figure 8-4. Engine Fire Bottles
The filler fitting on each bottle incorporates a

fusible element that melts at approximately
210F ambient temperature, releasing the contents through the filler fitting into the tail cone.
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OPERATION
An engine fire or overheat condition is indicated by illumination of the applicable ENG
FIRE switchlight on the glareshield (Figure 82). After verifying a fire actually exists, lifting the plastic cover and depressing the
illuminated ENG FIRE switchlight causes
both white BOTTLE ARMED switchlights to
illuminate, arming the circuits to the bottles
for operation. In addition, the fuel and hydraulic firewall shutoff valves close (respective FUEL PRESS LO, HYD PRESS LO, and
F/W SHUTOFF annunciators illuminate), and
the generator field relay is tripped off (GEN
OFF annunciator comes on). The circuit to
the thrust reverser isolation valve is also disabled, which prevents inadvertent deployment
of the thrust reverser on that engine.
D e p r e s s i n g e i t h e r i l l u m i n a t e d B OT T L E
ARMED switchlight fires the explosive cartridge on the selected bottle (Figure 8-5),
releasing its contents into the engine nacelle. The BOTTLE ARMED switchlight
goes out.
If the ENG FIRE switchlight remains on after
approximately 30 seconds, indicating the fire
still exists, the remaining BOTTLE ARMED
switchlight may be depressed to release the
contents of the remaining bottle into the same
nacelle.
Detection and extinguishing system electrical
power is supplied from the main DC system.
Depressing the ENG FIRE switchlight a second time opens the fuel and hydraulic shutoff
valves and disarms the extinguishing system.
The generator field relay is energized when the
engine is restarted with starter assist. If optional thrust reversers are installed, the isolation valve will be reenabled.
REAR PRESSURE BULKHEAD
CONTROL UNIT
BOTTLE 1
FIRE
DETECTION
LOOP
BOTTLE 2
LEGEND
EXTINGUISHING
AGENT
Figure 8-5. Engine Fire-Extinguishing System
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NOTE
If the respective L or R FIRE DET
SYS annunciator illuminates due to
a defective fire detection system, the
ENG FIRE switchlight will not illuminate if an engine fire occurs on
the respective engine.
PORTABLE FIRE
EXTINGUISHERS
Two hand-held fire extinguishers provide for
interior fire protection. Both are 2 1/2-pound
Halon fire-extinguishers, charged with nitrogen to 125 psi. One of the extinguishers is located under the copilots seat, the other one in
the aft cabin (Figure 8-6).
Figure 8-6. Portable Fire Extinguishers
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REVIEW QUESTIONS
1. An ENG FIRE switchlight illuminates
when:
A. It is depressed.
B. The MASTER WARNING lights illuminate for an engine fire.
C. Te m p e r a t u r e i n t h e n a c e l l e a r e a
reaches 500F.
D. Electrical resistance of the sensing
loop increases due to increasing nacelle temperature.
2. Depressing an illuminated ENG FIRE
switchlight:
A.
B.
C.
D.
Fires bottle No. 1 into the nacelle.

Fires bottle No. 2 into the nacelle.
Fires both bottles into the nacelle
Illuminates both BOTTLE ARMED
switchlights, arming the system.
3. After a bottle has been discharged into

a nacelle:
A. No cleaning of the engine and nacelle
area is required.
B. A through cleaning of the engine and
nacelle area is required.
C. An inspection of the engine and nacelle area is required to determine if
cleaning is necessary.
D. None of the above.
4. When the fire-extinguishing system is
armed for operation:
A. T h e F U E L L OW P R E S S l i g h t
illuminates.
B. T h e H Y D F L OW L OW l i g h t
illuminates.
C. The GEN OFF light illuminates.
D. All the above.
8-6
5. If the contents of a bottle have been discharged into a nacelle and the ENG FIRE
switchlight remains on:
A. The fire has been extinguished.
B. The other bottle can be discharged into
the same nacelle by depressing the
other BOTTLE ARMED switchlight.
C. The fire still exists, but no further action can be taken.
D. The same BOTTLE ARMED switchlight can be depressed again, firing a
second charge of agent from the same
bottle.
6. Depressing the ENG FIRE switchlight a
second time:
A. Opens the fuel shutoff valve.
B. Opens only the hydraulic shutoff
valve.
C. Resets the generator field relay.
D. All the above.
7. If a FIRE DET SYS L or R annunciator
illuminates:
A. An engine fire will illuminate the red
ENG FIRE RH or LH switchlight.
B. An engine fire will not illuminate the
red ENG FIRE RH or LH switchlight.
C. During the rotary test function, indicates the FIRE detection system is
defective.
D. During the rotary test function, indicates the fire detection system is
operational.
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CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
SYSTEM DESCRIPTION....................................................................................................... 9-2
Distribution ...................................................................................................................... 9-2
Control ............................................................................................................................. 9-2
REVIEW QUESTIONS........................................................................................................... 9-5
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ILLUSTRATIONS
Figure
Title
Page
9-1
Pneumatic System Diagram ..................................................................................... 9-3
9-2
PRESS SOURCE Selector ....................................................................................... 9-4
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CHAPTER 9
PNEUMATICS
BLEED AIR CO
R
AIR
15
20
LV
VA E
INTRODUCTION
The pneumatic system for the Citation Bravo uses engine compressor bleed air (P3). The
air is extracted from both engines and routed through control valves into a pneumatic
manifold for distribution to systems requiring pneumatic air for operation. In the event
of single-engine operation, air from one engine is sufficient to maintain all required system functions. Safety devices are incorporated to prevent excessive pressure, and control switches and condition indicating lights are integral parts of the instrument panel.
GENERAL
Bleed air from each engine is extracted from
the engine high-pressure compressor section
and routed to four different items:
To the flow control valves for use by
the air cycle machine.
Through check valves for distribution to

the windshield anti-ice, cabin door seal,
and pressurization control systems.
To the emergency valve for alternate
pressurization.
To the ground valve for use by the air

cycle machine during ground operation.
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Control of airflow into the cabin area is accomplished with the PRESS SOURCE selector located on the lower center instrument tilt
panel. Sensors located in critical areas of the
air system cause illumination of annunciator
lights on the main annunciator panel located
on the center instrument panel.
SYSTEM DESCRIPTION
DISTRIBUTION
Bleed air from each engine is routed to the associated welded cluster assembly, then on to
three different areas (Figure 9-1). Air from
the cluster is routed through check valves to
a ducting system that distributes the air to the
windshield anti-ice system and the pneumatic
distribution regulator (service air). The regulator, in turn, distributes air to the cabin door
seal, the outflow valves, and deice boots. Air
from the left engine cluster is routed to the
emergency pressurization valve for distribution to the system mixing tube. The emergency pressurization valve can be opened only
in flight. It is used to provide alternate pressurization air should normal sources fail. Air
from the right cluster is routed to the ground
valve for use by the air cycle machine (ACM)
during ground operation. The valve can be
opened only on the ground and allows a larger
volume of bleed air from the right engine for
use by the ACM. Air from both clusters is
routed through flow control shutoff valves
and manifolded for use by the ACM.
CONTROL
The PRESS SOURCE selector (Figure 9-2)
determines the amount of air that enters the
cabin and from what source it is supplied.
The control switch has positions labeled
OFFGNDLNORMALREMER.
The OFF position closes all environmental
bleed air valves. The L and R flow control
shutoff valves are energized closed by DC and
9-2
the EMER valve is deenergized closed. No

air enters the ACM or the pressure vessel from
the engines. Bleed air is still available to the
service air system; however, ram air from the
tail cone enters the pressure vessel through
the normal distribution ducting if the cabin
is unpressurized.
The GND position of the PRESS SOURCE
selector is functional only on the ground. It
opens the ground valve and allows a larger
mass flow of air from the right engine to enter
the pneumatic manifold. When the valve is
open, a BLD AIR GND light on the annunciator panel illuminates.
If the right engine is advanced above approximately 72% N 2 , a primary pressure switch
causes the ground valve to close, thus preventing too much air from being supplied to
the ACM manifold and turbine. This action
causes the BLD AIR GND light to extinguish.
When the throttle is retarded below 72% N 2 ,
the valve opens again, and the BLD AIR GND
light reilluminates. If the primary pressure
switch fails to close the valve, the right engine
rpm exceeds approximately 74% N 2 , the secondary pressure switch closes the ground valve
and illuminates the ACM OPRESS light. The
ground valve does not open again until normal
DC power is interrupted by removing power
from the buses or by pulling the NORM PRESS
circuit breaker.
The L and R positions limit pneumatic bleedair input, to the engine associated with the selected switch position. The LH position allows
use of air from the left engine and shuts off air
from the right engine. With the RH position
selected, the process is reversed.
The NORMAL position opens the left and
right flow control valves and allows bleed air
from both engines to pass through into the
bleed-air manifold, then into the ACM. The
valves fail to the NORMAL position if normal
DC power is lost; all takeoff performance data
is based on this position.
DEICE BOOTS
WINDSHIELD
ANTI ICE
OUTFLOW VALVES
VACUUM EJECTOR
2-WING
1-TAIL
MANUAL VALVES
CABIN AIR
BLEED AIR
L WINDSHIELD
R
OFF
MAX
OFF
23 PSI PRESSURE
REGULATOR
MAX
PULL RAIN
CABIN AIR
RESTRICTER
HEAT
EXCHANGER
EMERGENCY
PRESSURIZATION
CABIN
74%
DOOR SEAL
72%
ACM
international
9-3
Figure 9-1. Pneumatic System Diagram
FlightSafety
FLOW CONTROL
SHUTOFF VALVES
FlightSafety
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When the EMER position is selected in flight,

bleed air from the left engine is routed directly into the cabin, bypassing the ACM.
Temperature and volume are varied with the
left throttle.
Figure 9-2. PRESS SOURCE Selector
9-4
If a complete DC electrical power failure occurs, regardless of the PRESS SOURCE selector position, pneumatic air is supplied as if
the switch were positioned to NORMAL.
Without electrical power, the emergency pressurization valve fails closed, and the two flow
control and shutoff valves fail open. If selected, the GND valve (motorized) will fail
where it was when power was lost (normally
closed in flight).
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REVIEW QUESTIONS
1. The source of bleed air for cabin pressurization when the EMER PRESS light is
illuminated in flight is:
A.
B.
C.
D.
Either the left or right engine.

The left engine only.
The right engine only.
Ram air.
2. The systems that use pneumatic bleed air

for operation are the:
A. Emergency brakes and entrance
door seal.
B. Surface deice, thrust reversers, entrance door seal, and ACM.
C. Entrance door seal, ACM, and thrust
reversers.
D. Entrance door seal and ACM.
3. The flow control valves, when open allow

engine bleed air to operate the:
A.
B.
C.
D.
ACM.
Windshield anti-ice.
Entrance door seal.
All of the above.
4. The entrance door seal air is supplied by:

A. Regulated bleed air from the right
engine only.
B. Regulated bleed air from the left engine only.
C. Regulated bleed air when either engine is operating.
D. Regulated ram air.
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CHAPTER 10
CONTENTS
Page
INTRODUCTION ................................................................................................................. 10-1
GENERAL ............................................................................................................................. 10-1
ANTI-ICE SYSTEMS........................................................................................................... 10-2
Pitot and Static Anti-Ice System .................................................................................... 10-2
TAS Temperature Probe................................................................................................. 10-3
Windshield Anti-Ice and Rain Removal System............................................................ 10-4
Engine Anti-Ice System ................................................................................................. 10-6
Wing Anti-Ice System.................................................................................................. 10-10
DEICE SYSTEM................................................................................................................. 10-11
General......................................................................................................................... 10-11
Operation ..................................................................................................................... 10-11
LIMITATIONS .................................................................................................................... 10-12
Windshield Ice Protection Fluid .................................................................................. 10-12
Deice/Anti-Ice Systems ............................................................................................... 10-12
RAT Indicator .............................................................................................................. 10-12
REVIEW QUESTIONS ...................................................................................................... 10-15
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ILLUSTRATIONS
Figure
Title
Page
10-1
Ice Protection Surfaces........................................................................................... 10-2
10-2
Pitot-Static Anti-Ice Components .......................................................................... 10-3
10-3
TAS TEMP Probe................................................................................................... 10-3
10-4
Windshield Anti-Ice Controls................................................................................. 10-4
10-5
Windshield Anti-Ice System................................................................................... 10-5
10-6
Alcohol Sight Gauge and Nozzles ......................................................................... 10-6
10-7
Rain Removal Doors Nozzles ................................................................................ 10-6
10-8
Engine and Wing Anti-Ice SystemOff................................................................ 10-8
10-9
Engine and Wing Anti-Ice SystemOperating ..................................................... 10-9
10-10
Electrically Heated Leading Edge ....................................................................... 10-10
10-11
Deice Boots and Control Switch .......................................................................... 10-11
10-12
Wing Inspection Light and Control Switch ......................................................... 10-12
10-13
Wing and Empennage Deice SystemOff.......................................................... 10-13
10-14
Wing and Empennage Deice SystemOperating ............................................... 10-14
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CHAPTER 10
INTRODUCTION
The Citation Bravo is equipped with both anti-icing and deicing systems. The airplane
is approved for flight into known icing conditions when the required equipment is installed and functioning properly. These systems should be checked prior to flight if icing
conditions are anticipated.
Anti-icing systems are incorporated into the wing, engine components, windshield,
pitot-static and angle-of-attack systems. These systems should be activated prior to entering icing conditions.
The deicing system consists of pneumatic boots on the wings, vertical stabilizer, and
horizontal stabilizers.
GENERAL
Engine compressor bleed air is used to prevent ice formation on the T1 temperature
probe, nose cone, nacelle inlet, and first set
of stator vanes of each engine. Electrically
operated valves, controlled by a switch on
the pilots switch panel, control the flow

of bleed air to the inlet duct and stator vanes
of each engine. The T1 probe and nose cone
are anti-iced continuously during engine
operation.
10-1
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Electrical heaters, controlled by a switch on

the pilots switch panel, are used to anti-ice
the inboard section of each wing.
Engine bleed air is discharged through nozzles
in front of the windshield for anti-ice protection of the windshield. Isopropyl alcohol is
available for anti-icing of the left windshield
in the event bleed air is unavailable. Rain removal provided by deflecting air away from
the windshield via a set of doors.
Figure 10-1 depicts the ice-protection surfaces on the airplane.
ANTI-ICE SYSTEMS
PITOT AND STATIC ANTI-ICE
SYSTEM
T h e P I TOT a n d S TAT I C a n t i - i c e s w i t c h
(Figure 10-2) controls power to the pilots and
copilots pitot tube heaters, the upper and
lower pilots and copilots static ports (one

on each side of the fuselage, below the cockpit) and the angle-of attack probe heater. It
also powers the standby pitot tube just below
and ahead of the escape hatch and its two
middle static ports on each side of the fuselage. The power to operate the system is from
the left extension bus for the pilots pitot and
static heaters and the angle-of-attack probe
heater and from the right crossover bus for
the copilots pitot and static heaters. The
power to operate the standby pitot and static
port heaters is from the emergency bus,
through the STBY P/S HTR/VIB circuit
breaker on the left circuit-breaker panel. The
single PITOT and STATIC anti-ice switch
controls power for the entire pitot-static antiice system and the AOA anti-ice system.
Failure of the system is indicated by illumination of the P/S HTR OFF LHRH annunciator light if either pitot head or any of the four
crew static port heaters fail. If the angle-ofattack probe heater fails, only the AOA HTR
FAIL light illuminates.
Figure 10-1. Ice Protection Surfaces
10-2
FlightSafety
international
RH PITOT TUBE (TYPICAL)
PITOT-STATIC ANTI-ICE SWITCH
LH STATIC PORTS (TYPICAL)
Figure 10-2. Pitot-Static Anti-Ice Components
A failure of the standby pitot head or any of

its two standby static port heaters will illuminate only the STBY P/S HTR OFF light. Three
annunciator lights are on if the pitot static
switch is OFF (P/S HTR OFF LHRH, STBY
P/S HTR OFF, AOA HTR FAIL).
the TAS HTR circuit breaker on the left circuit-breaker panel. The probe is anti-iced only
in flight with the avionics master switch ON.
There are no warning lights associated with
this system.
CAUTION
Limit ground operation of the pitotstatic heater system to two minutes
to preclude damage to the pitot-static
and angle-of-attack probe heaters.
TAS TEMPERATURE PROBE

A Rosemont TAS temperature probe (Figure
10-3) is mounted on the right side of the nose
area to provide temperature input to the two
AZ-850 micro air data computers. Power is
supplied from the left extension bus, through
Figure 10-3. TAS TEMP Probe
10-3
FlightSafety
international
WINDSHIELD ANTI-ICE AND

RAIN REMOVAL SYSTEM
The windshield may be anti-iced by use of
engine bleed air, or pilots windshield only by
alcohol in case the bleed-air system fails. The
bleed air to the windshield is controlled by a
W/S BLEED switch on the pilots switch panel
and two manually operated WINDSHIELD
BLEED AIR valves with knobs located on the
copilots instrument panel.
The switch is a three-position switch labeled
HIOFFLOW. The control knobs open and
close shutoff valves, modulating the amount
of bleed air going to the windshield. The
windshield anti-ice controls are shown in
Figure 10-4.
The windshield anti-ice system (Figure 10-5)
is activated by placing the W/S BLEED switch
to either HI or LOW. This action deenergizes
a solenoid-operated bleed-air valve and activates a temperature controller. The bleed-air
valve, when deenergized, opens to allow hot
engine bleed air to flow into the duct.
The air temperature controller automatically
maintains a windshield bleed-air temperature of 138 5C in the HI position and 127
5C in the LOW position by modulating ram
air through a heat exchanger. The controller

receives three inputs: the position of the W/S
BLEED switch and input from each of the two
temperature sensors in the bleed-air line. The
signal generated by the temperature controller is transmitted to the motor-operated air
control valve, which controls the amount of
ram air that passes through a heat exchanger.
Ram air passes across the heat exchanger,
cooling the bleed air; then it exhausts overboard through a vent on the left side of the
fuselage, forward of the tail compartment
access door. The cooled engine bleed air is
then directed onto the windshield through a
series of nozzles.
When windshield anti-icing is required, the
manual WINDSHIELD BLEED AIR valves are
opened, and the W/S BLEED switch is selected
LOW if the OAT is above 18C or to HI if the
OAT is 18C or below. Normal system operation is indicated by an increase in air noise as
the bleed air discharges from the nozzles.
An additional temperature sensor is located in
the bleed-air duct, which automatically energizes the electrical solenoid bleed-air valve
closed and illuminates the W/S AIR OHEAT
annunciator if the bleed-air temperature exceeds 146C.
Figure 10-4. Windshield Anti-Ice Controls
10-4
FlightSafety
international
ALCOHOL SYSTEM
ELECTRICAL PUMP
T
DC POWER
MANUAL
CONTROL
VALVE
BATT
WINDSHIELD
ALCOHOL
BOTTLE
MANUAL
CONTROL
VALVE
OFF
EMER
146C
T
W/S AIR
OHEAT
W/S BLEED-W/S ALCOHOL

HI
ON
O
F
F
LOW
5 PSI
HI 138 5C
WINDSHIELD BLEED AIR

LH
RH
TEMPERATURE
CONTROLLER
LOW 127 5C
OFF
TC
HEAT EXCHANGER
OFF
MAX
OFF
MAX
T
TAILCONE
AIR
W/S BLEED
AIR TEMP
5
W/S
BLEED AIR
NACA
EXHAUST
OUTLET
TEMP
CONTROL
VALVE
WINDSHIELD
BLEED-AIR
VALVE
LEGEND
HOT BLEED AIR
RAM AIR
WINDSHIELD ALCOHOL
W/S
ALCOHOL
AMBIENT AIR
Figure 10-5. Windshield Anti-Ice System
This condition should not occur unless a sustained high-power, low-airspeed condition is
maintained or a system malfunction occurs.
The overheat sensor will also automatically reopen the windshield bleed-air solenoid valve
and extinguish the annunciator light as the
system cools.
If the W/S AIR OHEAT light illuminates, the
WINDSHIELD BLEED AIR valves should be
partially closed to reduce air flow.
If the W/S AIR OHEAT light illuminates with
the W/S BLEED switch in the OFF position,
this indicates the bleed-air valve has opened,
and the pressure in the duct is sensed via pressure switch. The pilot should ensure the
WINDSHIELD BLEED AIR valves are positioned to OFF. This condition is NOT an overpressure situation, the pressure switch simply
monitors the valve for a partial open condition
or seal leakage when the switch is off.
If normal DC failure occurs, the windshield
bleed-air solenoid valve will open, and hot
engine bleed air will be available to the windshield. With an electrical power failure, the automatic temperature control and the overheat
warning are inoperative, but if the manual
control valves are open, the noise level will increase as bleed air flows through the nozzles.
The airplane is normally flown with the manual valves closed; they are opened only when
bleed air to the windshields is desired.
This procedure protects the windshield from
inadvertent application of hot bleed air and
possible damage in the event of an electrical
power loss or failure of the bleed-air solenoid
valve.
The windshield anti-ice system is tested by positioning the warning and test switch to W/S
TEMP and placing the W/S BLEED switch to
either HI or LOW. When this is accomplished,
a windshield overheat condition is simulated,
and the W/S AIR OHEAT annunciator illuminates. Both the HI and LOW position of the
W/S BLEED switch should be tested for proper
operation.
10-5
FlightSafety
international
Windshield Alcohol System

The backup windshield anti-ice system consists of an alcohol reservoir, pump, and nozzles to provide up to 10 minutes of continuous
alcohol anti-ice capability for the pilots windshield only. The sight gauge for the alcohol
reservoir is located in the right-hand nose baggage compartment (Figure 10-6), and the nozzles are shown in Figure 10-7.
Figure 10-6. Alcohol Sight Gauge and

Nozzles
The capacity of the alcohol reservoir is two

quarts, and it uses an isopropyl alcohol-based
fluid (TT-I-735). The system is designed to be
used in the event the windshield bleed-air antiice system fails. It is controlled by the W/S ALCOHOL switch (Figure 10-4), which has
positions labeled ON and OFF The electrical
power source is through the W/S ALCOHOL circuit breaker on the left circuit-breaker panel.
Rain Removal System

The rain removal system uses normal bleed air
from the windshield anti-ice system for rain
removal, with rain doors to provide deflected
airflow over each windshield in heavy rain. The
doors are manually operated by pulling the
PULL RAIN handle located under the WINDSHIELD BLEED AIR knobs on the copilots
panel. The rain removal doors and the PULL
RAIN handle are depicted in Figure 10-7.
For rain removal, the WINDSHIELD BLEED
AIR knobs on the copilots control panel
should be rotated to the MAX position, the
PULL RAIN handle pulled out, and the W/S
10-6
Figure 10-7. Rain Removal Doors

Nozzles
BLEED switch positioned to LOW. Rain door

opening is difficult if the windshield bleed
air is already flowing out of the nozzles. To increase airflow to the pilots windshield during periods of low-power settings, such as
during landing flare, rotate the copilots
WINDSHIELD BLEED AIR knob to the OFF
position. This will divert all available bleed air
to the pilots windshield. In addition, the use
of a rain repellent agent applied to the windshield greatly enhances the effectiveness of the
rain removal system.
ENGINE ANTI-ICE SYSTEM

The engine anti-ice system is a preventative
system. Use of the system should be anticipated
and the system activated when flight into visible moisture is imminent with indicated OAT
(RAT) +10C or below. Failure to switch on the
system before ice accumulation has begun may
result in engine damage due to ice ingestion. For
sustained ground operation in visible moisture
FlightSafety
international
at the above temperatures, the system should be

switched on for one minute out of four with
throttles set above 65% N 2 rpm.
The system consists of the electrically heated
portion of the wing leading edges, bleed-air
heated nacelle inlets and the first row of stationary stators directly behind the first stage fan and
before the booster stage (Figure 10-8).
With an engine operating, hot bleed air from
the compressor flows continuously to the nose
cone and the T1 temperature probe mounted
ahead of the fan in the engine inlet. Selecting
ENGINE ANTI-ICE ON will initiate engine
ignition ON and activate the wing leading
edge heaters, and if the throttles are advanced,
allow bleed air to enter the nacelle inlet and
the first stage stator vanes.
With engines operating and the throttles set
above 60% N 2 (microswitch position) for more
than 5 seconds, placing the ENGINE ANTI
ICE switches ON will cause two bleed-air solenoid valves to immediately deenergize open
allowing bleed air to flow to the nacelle inlet
and the stator vanes (Figure 10-8). Observing
the engine gauges at this time will reflect a rise
in ITT and a slight drop in rpm (Figure 10-9).
I f t h e t h r o t t l e s a r e b e l ow t h e 6 0 % N 2 ,
microswitch position, when the ENGINE ANTI
ICE switches are placed ON, the two bleed-air
solenoid valves will not open (remain energized closed) until the throttles are advanced.
As the throttles are advanced above the 60% N 2
position, a thermal time delay is activated which
removes the ground from the bleed-air solenoids
after 5 seconds allowing the valves open. This
5-second time delay is required for faster engine spool-up time during a missed approach
as the throttles are advanced, if the throttles
were reduced below 60% N 2 during an approach for landing in icing conditions.
The ENG ANTICE LHRH annunciators will

illuminate when the ENGINE ANTI ICE
switches are placed ON and extinguish when
nacelle inlet temperatures are above
70F/21C, stator vane bleed-air solenoid
valves are open, and the wing leading edge
heaters are operating with a temperature above
60F/16C.
NOTE
In flight, with the gear up and antiice switches ON, the system is engineered so the engine rpm will not
drop below 60% N 2 regardless of
throttle position including flight idle.
Therefore, the ENG ANTICE
LHRH annunciators should not illuminate during descents at low
power settings. This design allows
the 60% N 2 microswitch to be bypassed in flight with the gear up.
NOTE
During taxi, when operating in visible moisture and ambient air temperature is +10C or lower, position
ground idle switch to HIGH, turn
pitot/static heat ON, and engine L
and R anti-ice systems ON. If temperature is above 18C, turn W/S
BLEED air switch to LOW. If temperature is 18C or below, turn W/S
BLEED air switch to HI. Check W/S
bleed air valves to MAX. For sustained ground operation, the engines
should be operated for one out of
every four minutes at 65% turbine
rpm or above. Limit ground operation
of pitot/static heat to two minutes on
with two minutes off between cycles
to preclude system damage.
NOTE
CAUTION
If power has been above 60% N 2 for

longer than 5 seconds, the nacelle
and stator solenoid valves will open
immediately when the engine anti-ice
switches are turned ON.
Lowering the gear will cause the engine anti-ice solenoid valves to close
if the throttles are below approximately 60% N2 and the ENG ANTICE
LHRH annunciators will illuminate.
10-7
10-8
DC POWER
200
DC AMPS
100
300
BATT
400
10
LH
ENG
ENGINE
LH
RH
OFF
LOW
TEMP
OFF
NORMAL
ANTI-ICE
400
NORMAL
LOW
TEMP
TEMP
TEMP
CONTROLLER
CONTROLLER
ENG
*
300
T
O/HEAT
SWITCH
ENG
LOW
TEMP
LOW
TEMP
ANTI-ICE
FULL
* LIGHTS OFF
WITH SYSTEM OFF.
* LIGHTS OFF
WITH SYSTEM OFF.
OFF
international
FlightSafety
T
H
R
O
T
T
L
E
O/HEAT
SWITCH
LH
100
10
RH
RH
ENG
EMER
200
DC AMPS
5
OFF
IGNITION
Figure 10-8. Engine and Wing Anti-Ice SystemOff
DC POWER
200
DC AMPS
100
300
BATT
400
10
OFF
200
DC AMPS
LH
RH
LH
RH
OFF
LOW
TEMP
OFF
NORMAL
300
400
LOW
TEMP
TEMP
TEMP
CONTROLLER
CONTROLLER
NORMAL
T
O/HEAT
SWITCH
ENG
**
100
10
RH
ENG
O/HEAT
SWITCH
IGNITION
ENG
ANTI-ICE
LOW
TEMP
LOW
TEMP
ANTI-ICE
FULL
T
H
R
O
T
T
L
E
ABOVE
60% N2
ENGINE
EMER
LH
ENG
OFF
10-9
Figure 10-9. Engine and Wing Anti-Ice SystemOperating
international
* LIGHTS ON WHEN SYSTEM IS INITIALLY

TURNED ON AND THEN EXTINGUISH
WHEN THE THROTTLES ARE ABOVE 60% N2
AND ANTI-ICE VALVES ARE OPEN AND
TEMPERATURES ARE ABOVE THE LOW LIMITS.
FlightSafety
** LIGHTS CYCLE DURING WING

HEATER MALFUNCTIONS (1 OR 2
WING HEAT ELEMENTS INOPERATIVE OR
TEMP CONTROLLER INOP).
FlightSafety
international
WING ANTI-ICE SYSTEM

Each wings inboard leading edge incorporates an electrically heated, brushed-aluminum
section located directly in front of each engine
inlet (Figure 10-10).
Five electric heating elements are molded into
each wing inboard leading edge, each featuring a circuit breaker and a current sensor. The
heating elements are powered by the respective main DC buses.
The system is operative with the ENGINE ANTI
ICE switches on, regardless of throttle position.
annunciator, provided the engine bleed air

system has warmed sufficiently. Illumination
of the light until the leading edge warms up
after initial activation is normally one to two
minutes (Figure 10-9).
Proper operation of the engine anti-ice system,
when initially turned on, is indicated by illumination of the small green ignition lights
above each ignition switch, illumination of the
ENG ANTICE LH or RH annunciators, and an
increase of approximately 150 amps on each
ammeter. A 20 to 30 rise in ITT and a drop
in N 1 and N 2 rpm will also be noted if the throttles are set above 60% N 2 rpm. The ENG ANTICE LH or RH annunciator will remain
illuminated until the wings are heated
60F/16C or above, stator vane bleed-air solenoid valve is open, and the nacelle inlet temp e r a t u r e i s 7 0 F / 2 1 C o r a b ove , o r w i l l
reilluminate when any of the following conditions exist:
The stator valve fails to open. (A five-second delay is normal from the time the
throttle is advanced above 60% N 2 until
the valve opens.)
Figure 10-10. Electrically Heated

Leading Edge
The heating elements increase skin temperature

until the forward part of the leading edge
reaches 78C, then a temperature controller
opens the circuit. When skin temperature drops
to 54C 6C, the controller closes the circuit
for another heating cycle.
A temperature overheat sensor, located on the
upper part of the heated surface where skin
temperature is not as hot as the forward leading edge, opens the heating circuit at 75C if the
temperature controller fails and reestablishes
the circuit at 69C. Actuation of the overheat
sensor also illuminates the ENG ANTICE LH
or RH annunciator, as applicable (Figure 10-9).
A low-temperature switch on the forward leading edge opens at 16C skin temperature to extinguish the ENG ANTICE LH or RH
10-10
The nacelle leading edge temperature is

below 70F/21C.
The inboard wing section temperature is
below 60F/16C.
Failure of one or more wing heating elements occurs. (If the system is cycling
with a failed heater, the ENG ANTICE annunciator will illuminate steady each
time the system cycles on.)
Failure of the temperature controller occurs. (This will cause the light to cycle
off when the leading edges are being
heated and illuminate flashing when the
temperature limit is reached and the system shuts down.)
If an electrical failure should occur, both the nacelle inlet valve and the stator vane valve will
fail to the open position, and the engine will be
bleed air anti-iced continuously.
Initially placing the engine anti-ice
switch(es) ON, the ENG ANTICE LH and/or
FlightSafety
international
RH annunciator will illuminate steady for

approximately two minutes, to allow the engine and wing anti-ice system to warm to
operating temperature and then extinguish.
If the annunciator remains steady after
two minutes, it will flash and trigger the
MASTER CAUTION lights. If the annunciator extinguishes normally (within two minutes) and then reilluminates, and after a
five-second delay, it will begin flashing and
t r i g g e r t h e M A S T E R C AU T I O N l i g h t s .
Cycling steady ENG ANTI-ICE LH or RH
annunciator(s) indicate a defective wing
heating element(s) (light ON with amperage increase) cycling flashing after the
MASTER CAUTION light has been reset indicates a defective temperature controller
(light on with amperage decrease).
automatic sequencing of boot operation.

Electrical power is supplied through the
SURFACE DEICE circuit breaker on the left
circuit-breaker panel.
The system should be activated when ice
buildup is estimated to be 1/4- to 1/2-inch
thick on the wing leading edge. The stall strip
bonded to the boot extends 1/2 inch above the
boot and can be used as a guide to estimate
ice thickness. Early activation of the system
may result in ice bridging on the wing; accumulations in excess of 1/2 inch may not be removed by boot cycling.
If electrical power is lost, the system is ino p e r a t ive a n d i c i n g c o n d i t i o n s m u s t b e
avoided.
Do not activate the system if the OAT (RAT)
temperature is suspected to be below 40C.
Permanent boot damage could result.
DEICE SYSTEM
GENERAL
Deicing of the outer wing leading edges and
the vertical and horizontal stabilizer leading
edges is provided by inflatable boots controlled by the SURFACE DEICE switch on the
pilots instrument panel (Figure 10-11).
Bleed air is available to the system when
the engines are operating. A timer controls
A wing inspection light (Figure 10-12) is

provided to illuminate the left wing to observe
ice buildup during night flight.
OPERATION
With the SURFACE DEICE switch in the
spring-loaded OFF position, all three control valves in the system (Figure 10-13) are
deenergized.
Figure 10-11. Deice Boots and Control Switch
10-11
FlightSafety
international
After 12 seconds all three control valves are

deenergized, and vacuum is applied to all
boots to hold them deflated (Figure 10-13)
until another cycle of operation is initiated
with the SURFACE DEICE switch.
As each set of boots is inflated, a pressure
s w i t c h i l l u m i n a t e s t h e w h i t e S U R FAC E
DEICE annunciator to indicate actuating pressure has been applied.
In the event the boots remain inflated at the end
of a cycle or it is desired to abort the cycle,
place the SURFACE DEICE switch in the
RESET position. This overrides the system
timer and deenergizes the control valves, allowing the boots to deflate.
LIMITATIONS
Figure 10-12. Wing Inspection Light
and Control Switch
WINDSHIELD ICE PROTECTION

FLUID
In the deenergized condition, all three control

valves are continuously dumping bleed air
overboard through venturis that create vacuum for holding the boots deflated.
Use TT-I-735 isopropyl alcohol for windshield

anti-ice.
To cycle the boots, momentarily place the

SURFACE DEICE switch to the SURFACE
DEICE position. This energizes a system timer
to initiate two 6-second cycles. During the
first cycle (Figure 10-14), the empennage
boots control valve is energized.
Operation of the deice boots below 40 is

prohibited.
Regulated bleed-air pressure is applied to

inflate the empennage boots for six seconds.
The wing boot control valves are deenergized, applying a vacuum to hold the wing
boots deflated.
Limit ground operation of pitot static heat to

two minutes ON with two minutes OFF between cycles to preclude system damage.
During the second 6-second cycle, the empennage control valve deenergizes, applying
a vacuum to hold the boots deflated.
Simultaneously, the two wing boot control
valves are energized, applying regulated bleedair pressure to inflate the wing boots.
RAT indications on the ground are unreliable.

Use reported surface temperature from the appropriate ground station for determining takeoff thrust setting.
10-12
DEICE/ANTI-ICE SYSTEMS
All anti-ice systems must be ON when operating in visible moisture and the indicated
RAT is +10C or lower.
RAT INDICATOR
P
VACUUM
VACUUM
OFF
SURFACE
DE-ICE
23 PSI
REGULATOR
EMER
OFF
RESET
EITHER ENGINE
OPERATING
TIMER
LEGEND
6 SEC
PRESSURE
12 SEC
SURFACE
DE-ICE
VACUUM
DC POWER
BATT
P
VACUUM
VACUUM
international
FlightSafety
10-13
Figure 10-13. Wing and Empennage Deice SystemOff
FlightSafety
international
P PRESSURE SWITCH
VACUUM
VACUUM
DC POWER
BATT
VACUUM GENERATORS
SURFACE
DEICE
OFF
EMER
OFF
RESET
23 PSI
REGULATOR
TIMER
6 SEC
SURFACE
DEICE
FIRST CYCLE
12 SEC
LEGEND
PRESSURE
VACUUM
P PRESSURE SWITCH
6 SEC
VACUUM
GENERATORS
DC POWER
BATT
OFF
SURFACE
DE-ICE
EMER
OFF
RESET
23 PSI
REGULATOR
TIMER
SECOND CYCLE
SURFACE
DEICE
12 SEC
P
VACUUM
VACUUM
Figure 10-14. Wing and Empennage Deice SystemOperating
10-14
FlightSafety
international
REVIEW QUESTIONS
1. The correct statement regarding the pitotstatic anti-ice system is:
A. Electrical power is not required (if
bleed air is available).
B. The squat switch will not allow full
power to the heating elements while
the airplane is on the ground.
C. Failure of one main system static port
heater will illuminate the P/S HTR
LR annunciator.
D. Electrical power is always available
to the pilots system (fail-safe operation of the emergency bus in the event
of a dual generator failure).
2. R e g a r d i n g t h e w i n d s h i e l d a n t i - i c e
system:
A. The W/S BLEED switch controls volume (HI or LOW).
B. The W/S BLEED switch controls
temperature.
C. Electrical power must be available to
open the solenoid control valve in the
tail cone.
D. Temperature is controlled by the
WINDSHIELD BLEED AIR valves.
3. Regarding use of the W/S BLEED switch:
A. HI position should be used with an
OAT above 18C.
B. LOW position should be used with an
OAT below 18C.
C. HI position should be used if greater
airflow is desired.
D. It deenergizes the solenoid control valve
open when HI or LOW is selected.
4. If the W/S AIR OHEAT light illuminates with the W/S BLEED switch in
OFF, there is:
A. 5-psi pressure sensed in the duct.
B. 5-psi pressure buildup in the duct,
and the light is to alert the pilot to
open the WINDSHIELD BLEED AIR
valve to relieve the pressure to prevent
damage to the duct.
C. A s y s t e m m a l f u n c t i o n ; t h e l i g h t
should never illuminate with the W/S
BLEED switch in OFF.
D. An overtemperature in the duct.
5 . T h e W / S A I R O H E AT l i g h t w i l l
illuminate:
A. If 5-psi pressure is sensed in the duct
with the W/S BLEED switch in OFF.
B. If the temperature of the air going to
the windshield is too hot (146C) with
the W/S BLEED switch in the HI or
LOW position.
C. Neither A nor B.
D. Both A and B.
6. In order to operate the rain removal system, the pilot should:
A. Open the rain doors only.
B. Open the rain doors, and turn on the
W/S ALCOHOL switch.
C. Open the rain doors, position the
WINDSHIELD BLEED AIR knobs to
MAX, and position the W/S BLEED
switch to LOW.
D. Open the rain doors, and position the
W/S BLEED switch to LOW.
10-15
FlightSafety
international
7. The windshield alcohol system:

A. Is a backup system for the windshield
anti-ice system.
B. Energizes ejectors which apply alcohol to both the pilots and the copilots
windshields.
C. Utilizes a pump that supplies alcohol
to the pilots windshield only for a
maximum of 10 minutes.
D. Both A and C.
8. The surface deice system:
A. Should not be activated until ice thickness exceeds 1/2 inch.
B. Should not be activated until ice thickness exceeds 1/4 inch.
C. Will function during an electrical
failure because it is pneumatically
operated.
D. Has a maximum ice accumulation
limit of one inch.
9. Switching on both engine anti-ice systems in flight increases the reading on
each of the generator ammeters by:
A.
B.
C.
D.
120 amps
300 amps
60 amps
150 amps
10. Regarding the STBY P/S HTR light:

A. It will illuminate if the PITOT & STATIC switch is OFF.
B. Illumination of the light could mean
a l o s s o f e l e c t r i c a l p ow e r t o t h e
standby pitot tube or a standby static
port.
C. If power is lost to all heated static
ports on the standby system, the light
will illuminate.
D. Both A and B.
10-16
11. A correct statement concerning the surface deice system is:

A. The SURFACE DEICE switch must be
held in the SURFACE DEICE position
for 12 seconds to ensure that all deice
boots receive inflation pressure.
B. The SURFACE DEICE switch must be
cycled to RESET to reset the timer
circuit after each use.
C. The system should not be used below
40C.
D. Illumination of the white SURFACE
DEICE annunciator after the SURFACE DEICE switch has been cycled
to SURFACE DEICE indicates a lack
of bleed air to the boots.
12. An incorrect statement regarding engine
anti-ice is:
A. W h e n t h e E N G I N E A N T I I C E
switches are turned on, the two green
lights above the ignition switches
should illuminate.
B. The throttles must be above 60% N 2
rpm before the wing leading edge antiice system is activated.
C. The T1 temperature probe is anti-iced
whenever the engine is operating.
D. The ENG ANTICE LHRH lights will
illuminate steady when initially activating the system.
13. Switching on the engine anti-ice system
with the engines idling at 50% N 2 causes:
A. An increase in ITT, an increase in amperage, and illumination of the ENG
ICE FAIL annunciators for at least
five seconds.
B. An increase in amperage only.
C. A drop in N 2 rpm and a rise in ITT.
D. Illumination of the ENG ANTICE
annunciators and an increase in
amperage.
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14. The ENG ANTICE annunciator will illuminate when:

A. The wing leading edge temperature is
below the low temperature switch setting (16C/60F).
B. The nacelle temperature is too warm
(above 104C/220F).
C. The bleed-air valve to the nose cone
(bullet) closes.
D. The ENGINE ANTI ICE switch is in
OFF.
10-17
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CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
SYSTEM DESCRIPTIONS .................................................................................................. 11-2
General ........................................................................................................................... 11-2
Air Distribution .............................................................................................................. 11-7
Supplemental Cockpit Ventilation.................................................................................. 11-8
Optional Flood Cooling ................................................................................................. 11-8
Vapor Cycle Air Conditioner.......................................................................................... 11-9
11-i
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ILLUSTRATIONS
Figure
Title
Page
11-1
PRESS SOURCE Selector ..................................................................................... 11-2
11-2
Air Cycle Machine ................................................................................................. 11-3
11-3
Air-Conditioning Controls ..................................................................................... 11-4
11-4
Environmental System............................................................................................ 11-5
11-5
OVHD Fan Switch.................................................................................................. 11-7
11-6
Cockpit Fan Outlets................................................................................................ 11-8
11-7
Flood Cooling Outlet.............................................................................................. 11-8
11-8
FLOOD COOLING Switch.................................................................................... 11-8
11-9
Aft Blower Ducts.................................................................................................... 11-9
11-10
Vapor Cycle System Control Panel ........................................................................ 11-9
11-iii
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CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The air-conditioning system for the Citation Bravo provides conditioned air to both cockpit and cabin areas. Engine bleed air provides the air required to operate the system. The
cabin and cockpit temperature is regulated by mixing hot bleed air with air cooled by
an air cycle machine (ACM). Fans are provided to circulate cabin air. An optional flood
cooling system provides a means to rapidly reduce the cabin temperature.
GENERAL
The crew is provided automatic and manual
temperature controls to operationally condition the cabin and cockpit environment. Hot
bleed air is tapped off each engine, pneumatically controlled, manifolded, and routed to the
air cycle machine located in the tail cone. The
air is cooled and distributed through ducting
to the cockpit and cabin outlets.
Through the use of the pressurization source

selector switch, the pilot can select either engine or both engines to supply bleed air for system operation on the ground or in flight. The
cabin will be supplied with ambient air in the
event the ACM is inoperative and the cabin is
unpressurized.
11-1
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SYSTEM DESCRIPTIONS
GENERAL
Bleed air from the engines normally passes
through two solenoid-operated flow control
valves which restrict the bleed flow to six pounds
per minute per engine, which equates to 78 cu/ft
per minute per engine at 15C (59F). The bleedair line from the right engine branches in the tail
cone. One branch is routed to the normal flow
control valve and the other to a motor-operated
ground valve. This valve can be opened only on
the ground and allows a larger draw of bleed air
from the right engine for use by the ACM.
Control
The source of the bleed air used by the air-conditioning system is selected with the PRESS
SOURCE selector (Figure 11-1). This selector, along with the other controls associated
with the air-conditioning system, is located on
a tilt panel forward of the throttle quadrant.
If the right engine is advanced above approximately 72% N 2 , a primary pressure switch
causes the motorized ground valve to close,
thus preventing too much air from being supplied to the ACM. The valve closing causes the
BLEED AIR GND light to extinguish. When
the throttle is retarded below 70% N 2 , the
valve opens again, and the light reilluminates.
If the primary pressure switch fails to close the
valve and the right engine rpm exceeds approximately 74% N2, the secondary pressure switch
closes the ground valve and illuminates the
ACM OPRESS light. The ground valve will
not open again until main DC power is interrupted and then reestablished.
When the EMER position is selected, the bleed
air from the left engine is routed directly into
the cabin, bypassing the ACM. Temperature is
controlled by volume through throttle setting,
and the bleed air to the ACM is shutoff. When
the selector is in EMER or the valve opens automatically, the EMER PRESS light will illuminate. The EMER PRESS will function only
while airborne due to left squat switch input.
The OFF position closes the valves controlling
engine bleed air, and no pressurization or temperature control is available.
Precooler
Figure 11-1. PRESS SOURCE Selector
The NORMAL position opens the flow control valves and allows air from each engine to
pass into the ACM. This is the position in
which the valves fail if main DC power is lost.
The GND position opens the ground valve and
allows a larger draw of air from the right engine
to enter the ACM. When the valve is not fully
closed, a BLEED AIR GND light illuminates.
11-2
The bleed air from the engines passes through

a precooler that is mounted in the ACM ambient-air duct. This air-to-air heat exchanger
cools the bleed air before it reaches the ACM
heat exchangers. The cooling medium used
across the exchanger is ambient air. This air
is drawn into the tail compartment and blown
through the duct by a fan attached to the ACM
turbine shaft.
Air Cycle Machine

After the air passes through the precooler in
the ram-air duct, it enters the ACM primary
heat exchanger (Figure 11-2). The air then
passes into the ACM compressor, through the
secondary heat exchanger, and finally across
the cooling turbine. This entire process reduces the temperature of the bleed air supplied by the engines.
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COOL AIR
TURBINE
COMPRESSOR
FAN
BYPASS
VALVE
TAIL CONE
AIR
WATER FROM
SEPERATOR
SPRAYED OVER
HEAT
EXCHANGERS
COOLING AIR
VENTED OVER
BOARD
HEAT
EXCHANGERS
OVERTEMPERATURE
PROTECTION CIRCUIT
405F/193C
ENGINE BLEED AIR

OVERHEAT TEMPERATURE
SENSOR 435F/224C
AIR DUCT OVER HEAT
SENSOR (315 F)
BYPASS MIXING VALVE
(ELECTRICAL)
EMERGENCY
PRESSURIZATION VALVE
(SQUAT SWITCH IN FLIGHT)
GROUND VALVE/SQUAT
SWITCH ON GROUND
ACM
38 PSI
(74% N2)
NC
34 PSI
(72% N2)
NO
NO
FLOW CONTROL
SHUTOFF VALVE
(NORMAL)
NONORMALLY OPEN (DEENERGIZED)
NCNORMALLY CLOSED (ENERGIZED)
LEGEND
CONDITIONED AIR
FRESH AIR
OVERHEAD DUCTING
STATIC AIR
HOT BLEED AIR
SOLENOID VALVE SPRING-LOADED

TO A FAIL SAFE POSITION
Figure 11-2. Air Cycle Machine
11-3
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Water Separator
A water separator is provided to remove
moisture from the conditioned air before it
enters the cabin. The conditioned air from
the ACM enters the water separator, where
it is filtered and excess water is removed. The
conditioned air is then ducted through a
check valve into the cabin ducts for distribution. The moisture is injected into the air
flowing over the heat exchangers to increase
cooling efficiency.
Temperature Control
The cabin temperature is controlled by temp e r a t u r e s e l e c t r h e o s t a t o r a M A N UA L
HOTMANUAL COLD switch (Figure 11-3).
The cabin temperature is controlled automatically when the temperature rheostat is in the automatic range. This temperature selector is a
rheostat which sends a variable temperature
setting to a cabin temperature controller. The
controller compares the desired setting to the
actual cabin temperature provided by a cabin
temperature sensor. This sensor is located in the
top of the cabin aft of the rear seat on the copilots side of the airplane. In addition, the
controller receives a temperature input from the
supply duct temperature sensor in the tail cone.
The cabin controller compares all of the electrical inputs and then sends an output signal to
the mixing valve motor in order to change the
supply temperature. For example, if the selector is rotated clockwise by the pilot, a higher
temperature has been selected. The controller
receives this input, compares it to the signals
received from the cabin and supply duct sensors, and then causes the mixing valve to open
up, allowing more bleed air to bypass the ACM,
thus increasing the temperature in the cabin.
In the automatic mode, the system has a supply
air low temperature limit of 35F (2C) to prevent the formation of ice in the water separator.
The input to the controller for this is from the
supply duct temperature sensor located downstream of the water separator in the supply duct.
Figure 11-3. Air-Conditioning Controls
The temperature is controlled by allowing

some of the engine bleed air to bypass the
ACM through a mixing valve. The valve is
positioned by an electric motor that requires
main DC electrical power to operate. This
valve can be opened (warmer temperature setting) and closed (cooler temperature setting)
by either the automatic or manual mode of
temperature control.
11-4
With the temperature rheostat in the MANUAL

position, the mixing valve is controlled manually by the MANUAL HOTMANUAL COLD
switch. The switch has three positions and is
spring-loaded to the center OFF position. When
the switch is deflected toward MANUAL HOT,
the mixing valve is driven open, allowing more
hot bleed air to mix with the cold air exhausted
from the ACM. When the switch is released, the
mixing valve remains at the last position.
Holding the switch toward MANUAL COLD
drives the mixing valve to the closed position,
thus lowering the temperature. The mixing
valve, when manually controlled, travels from
fully open to fully closed in approximately 10
seconds. Caution should be observed when operating in the manual mode to prevent water separator freeze-up (Figure 11-4).
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FOOT WARMER
VALVE
DEFOG
HI
OFF
LOW
RECIRCULATING
AIR DUCT
OVHD
HI
CABIN
CKPT
OFF
FLOW DISTR
LOW
MOTOR
VALVE
(100 F)
AUTOMATIC
OFF
435 F
224 C
ACM
LH FLOW
CONTROL
SHUTOFF
VALVE
(FAILS OPEN)
74%
NORMAL
LH
COLD
COLD
MANUAL
HOT
BYPASS
MIXING
VALVE
405 F
193 C
EMER
VALVE
(FAILS
CLOSED)
MANUAL
RH
72%
RH FLOW
CONTROL
SHUTOFF
VALVE
(FAILS OPEN)
EMER
GND
OFF
PRESS SOURCE
LEGEND
CONDITIONED AIR
FRESH AIR
OVERHEAD DUCTING
STATIC AIR
SOLENOID VALVE SPRINGLOADED TO A "FAIL SAFE"

POSITION (OPEN OR CLOSED
DEPENDING ON SYSTEM)
HOT BLEED AIR
MOTOR-DRIVEN VALVE
OR MECHANICAL VALVE
WATER SEPARATOR
CHECK VALVE
FAN
TEMPERATURE SENSOR
PRESSURE SWITCH
Figure 11-4. Environmental System
11-5
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System Protection
If the bleed-air temperature in the duct between the compressor and turbine sections
exceeds 435F (224C) (Figure 11-4), the
overheat relay causes the flow control and
shutoff valves or the ground valve (depending
on which is open) to close and the emergency
pressurization valve to open. In flight, the
ACM shuts down, and the cabin is pressurized
by bleed air from the left engine. This condition is indicated by the EMER PRESS annunciator light and an increased noise level in the
cabin. If the overheat condition in the ACM exists for longer than 12 seconds, the emergency
lockout relay is energized, and the ACM remains inoperative. If the ACM cools down
within 12 seconds, it reverts to its previous setting, and the emergency pressurization valve
closes.
To reset the system for normal operation after
a shutdown for longer than 12 seconds, it is
necessary to rotate the PRESS SOURCE selector to the EMER position and then reselect
a position other than GND or OFF. This condition is most likely to occur when maximum
cooling is demanded of the system.
On the ground, when the ACM overheats, the
emergency pressurization valve does not
open, since it has been deactivated by the
left main gear squat switch. However, the
EMER PRESS ON annunciator light does illuminate. The reset procedures are the same
as for in flight.
When the emergency pressurization valve is
providing the source of air for pressurizing
the cabin, the pilot is unable to control the
temperature except through manipulation of
the left throttle. Reducing power on the left
engine reduces the temperature and volume
of air entering the cabin. Reducing it too
much may cause a rise in cabin altitude, depending on aircraft altitude. The source of air
for the emergency pressurization system is
from the left engine only (Figure 11-4).
11-6
Overtemperature Protection
Circuit
During high altitude flights at low speed and
high power settings while attempting to cool
a warm cabin, the capability of the ACM may
be exceeded. This can result in an ACM
overtemperature, which can shutdown the
ACM and cause the EMERGENCY PRESSURIZATION VALVE to automatically activate. To preclude this, an overtemperature
protection circuit is incorporated which will
bias the temperature controller when the ACM
discharge temperature reaches 405F (193C).
The controller will switch from a cooling mode
to a heating mode; opening the mixing valve
until the ACM compressor discharge temperature has cooled. It then returns to a cooling
mode. The controller will cycle from cooling
to heating mode until the cabin temperature
reaches the selected value. The ACM overtemperature protection circuit only operates in
the AUTOMATIC temperature controller
modes. Therefore, operations above 31,000
feet should be restricted to the AUTOMATIC
mode. It is possible at high altitude, when in
MANUAL mode, to select a cold enough temperature to cause the ACM to shutdown and trip
the emergency pressurization on.
The air duct from the ACM to the cabin is protected from overheat damage by a duct overheat
sensor. If the temperature in the duct exceeds
157C (315F), the AIR DUCT OHEAT annunciator light illuminate. This condition will most
likely occur when heat is being demanded and
most of the bleed air is bypassing the cooling
process of the ACM. The pilot should select
MANUAL with the temperature select rheostat
and close the mixing valve by holding the MANUAL HOTMANUAL COLD switch to MANUAL COLD. Approximately 10 seconds is
required to drive the mixing valve from the
fully hot to the fully cold position. The pilot
should also check that the TEMP circuit breaker
on the left circuit breaker panel is in. Loss of
power or opening of the circuit breaker renders
the temperature control system inoperative in
both automatic and manual modes.
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If complete DC electrical power failure occurs

in flight, regardless of the PRESS SOURCE selector position, the system operates as though the
switch is in the NORMAL position. If the selector is in the NORMAL position when the electrical failure occurs, the air-conditioning system
will continue to operate in that mode. Without
electrical power, the emergency pressurization
valve fails closed. In addition, temperature control is lost because the motor-operated mixing
valve fails to the position set when electrical
power is lost (Figure 11-4).
from the overhead ducts is now recirculated

cabin air only, which is cooler than the air
coming from the ACM. The air flowing through
the overhead ducting is distributed and controlled by manipulation of the individual
Wemac outlets. Increased airflow through these
Wemac outlets can be obtained by selecting HI
or LOW with the OVHD fan switch on the
copilots instrument panel (Figure 11-5).
AIR DISTRIBUTION
Description
The cabin air distribution system consists of
an overhead conditioned air duct and outlets.
The passenger footwarmer and armrest warmer
manifolds are supplied by an underfloor conditioned air duct which supplies the windshield defog outlets, and the crew side console
outlets. Figure 11-4 illustrates the air distribution system. The conditioned air enters the
cabin through a single duct and then branches
at a flow divider, part going to the cockpit and
part going to the main and auxiliary plenum,
then on to the passenger section. Air circulation through both the overhead ducting and underfloor ducting can be increased by actuating
the overhead fan and defog fan, respectively.
Operation
With the engines operating, selecting a source
of bleed air for the ACM with the pressurization
source selector provides conditioned air to the
cabin (EMER and OFF positions excepted).
The air flows from the water separator through
ducting to the cabin, passing through a check
valve at the aft pressure bulkhead.
The temperature of the air in the supply duct
determines the position of the recirculating
air inlet door. At temperatures below 100F
(38C), the door is fully closed, and conditioned air flows through both the overhead and
underfloor distributing ducts. With a temperature above 100F (38C), the door is fully
open, and all of the hot air from the ACM is diverted to the underfloor ducting system. Air
Figure 11-5. OVHD Fan Switch
The air that flows to the underfloor ducting

is divided by the flow divider assembly. Part
of the air flows to the flight compartment
and part to the passenger footwarmer and
armrest warmer manifolds. The position of the
flow bias valve is determined by the AIR
FLOW DISTR selector. It is a five-position
selector that allows selection of increased or
decreased airflow to the cabin or cockpit
(Figure 11-4). For example, selecting the
CKPT position diverts most of the air to the
flight compartment, while selecting CABIN
diverts most of the air to the armrest and
footwarmer manifolds. Using the defog fan
in conjunction with the flow divider increases
t h e a i r f l ow t o t h e f l i g h t c o m p a r t m e n t .
Maximum flow can be obtained by selecting
CKPT with the AIR FLOW DISTR selector
and selecting HI with the defog fan switch.
The defog fan switch is located adjacent to
the overhead fan switch on the copilots instrument panel and has three positions: HI,
OFF, and LOW. The pilots footwarmer outlet must be closed to obtain maximum defog-
11-7
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ging at the windshields. When the footwarmer

outlet is closed, a side window defog valve
is also closed, preventing moist air from finding its way into the area between the side
window panes and condensing as it meets the
cold-soaked outer pane of glass.
SUPPLEMENTAL COCKPIT
VENTILATION
Two fans (one fan on some airplanes) are installed in the forward cabin divider: one in the
right divider and one in the left divider except
on airplanes with a forward deluxe refreshment center. Air flows from the passenger comp a r t m e n t t h r o u g h t h e f a n s t o t h e c r ew
compartment. Figure 11-6 shows the cockpit
ventilation fan outlets.
Figure 11-7. Flood Cooling Outlet
Operation
The FLOOD COOLING control switch
(Figure 11-8) is located next to the pressurization controller on the center panel in the
cockpit. It is a two-position switch labeled
ON and OFF.
Figure 11-6. Cockpit Fan Outlets
The fans are controlled by the OVHD fan

switch located on the copilots panel (Figure
11-5). The switch has three positions: HI,
OFF, and LOW.
OPTIONAL FLOOD COOLING

General
Figure 11-8. FLOOD COOLING Switch
The flood cooling system provides an air outlet grille on the upper aft pressure bulkhead
to supply a high volume of cool air directly
from the ACM (Figure 11-7). It bypasses the
normal overhead and underfoot duct system
and eliminates the heating of the conditioned
air by the hot-soaked distribution ducting. It
is intended for cooling purposes only, and in
flight may be used only below 10,000 feet.
11-8
When the FLOOD COOLING switch is in

OFF, the conditioned air is directed through
the normal distribution system. When the
switch is placed to the ON position, the conditioned air is blocked off from the normal distribution system, and all conditioned air is
directed into the flood cooling duct.
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Installed in the flood duct is a DC-powered

axial blower which increases the flow of air.
At low power settings, with the FLOOD
COOLING switch selected ON, the ACM does
not supply enough conditioned air to the
blower, so it draws in ambient air from the tail
cone and mixes it with the conditioned air.
As the engine power is increased, thus increasing the supply of conditioned air, the
ambient air check valve closes, and all of the
air entering the cabin is then conditioned air.
The system may not be operated in the A/C

mode above 18,000 feet. The compressor will
automatically shutoff above 18,000 feet. An
EPU or any generator must be on line to run
the compressor on the ground. In flight, it will
automatically load shed if any generator fails
via the left squat switch. Moisture from the two
evaporators is drained overboard through
heated drains.
VAPOR CYCLE AIR

CONDITIONER
A vapor cycle air conditioner discharges conditioned air from floor-mounted evaporator/
fans in the forward and aft ends of the dropped
isle to provide rapid cabin cooling (Figure
11-9). The air conditioner is controlled by a
switch panel on the copilots instrument panel
and can be used on the ground or in flight up
to 18,000 feet (Figure 11-10).
Figure 11-10. Vapor Cycle System Control

Panel
Figure 11-9. Aft Blower Ducts
The MODE A/C FANOFF switch controls

primary power to the system. The A/C position turns on the compressor and the forward
blower. The FWD FAN HILO switch controls
the forward blower speed when the MODE
switch is in A/C or FAN. A COMP ON twistdimmable light illuminates when the compressor is powered.
11-9
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REVIEW QUESTIONS
1. When controlling the cabin temperature
with the manual temperature switch, the
mixing valve is positioned from full hot
to full cold in approximately:
A.
B.
C.
D.
18 seconds.
6 seconds.
3 seconds.
10 seconds.
2. The AIR DUCT OHEAT annunciator

light illuminates when the:
A. ACM shuts down.
B. Temperature of air in the duct to the
cabin is excessive.
C. Temperature of the air going to the
windshield is excessive.
D. EMER source is selected unless the
left throttle is retarded.
3. If the ACM overheat switch has activated
and the ACM has shutdown, it may be
reset by placing the PRESS SOURCE selector in:
A.
B.
C.
D.
EMER.
GND.
NORMAL.
Either LH or RH.
4. Selecting the HI position with the OVHD

fan switch:
A. Increases the airflow from the overhead ducts.
B. Increases airflow from the underfloor
ducts.
C. Increases the airflow in the windshield
defog system.
D. Keeps the toilet area ventilated.
11-10
5. Closing the footwarmers on descent:

A. Cuts off airflow to the windshields.
B. Cuts off all fresh air to the side
windows.
C. Increases airflow to the side windows.
for defogging on descent.
D. Results in side window fogging.
6. The source of bleed air when the EMER
PRESS annunciator is illuminated in
flight is:
A. Either the left or right engine.
B. The left engine only.
C. The right engine only (provided that
the GND position is not selected).
D. Ram air.
7. The OAT is 90F; as the airplane passes
through 4,000 feet on climb-out, the
EMER PRESS light illuminates, and the
noise level in the cockpit increases:
A. The ACM has shutdown due to an
ove r h e a t ; s e l e c t E M E R w i t h t h e
PRESS SOURCE selector and a cooler
temperature with the automatic temperature selector.
B. The ACM has shutdown; turn the
PRESS SOURCE selector OFF, and
call for the checklist.
C. The ACM has shutdown due to an
overheat; adjust to a warmer temperature, select EMER with the PRESS
SOURCE selector, and call for the
checklist.
D. The ACM has not shutdown; select
MAN and full cold to cool it down,
thus preventing damage.
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CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
SYSTEM DESCRIPTION .................................................................................................... 12-2
Outflow Valves............................................................................................................... 12-2
PRESSURIZATION CONTROL .......................................................................................... 12-2
General........................................................................................................................... 12-2
Automatic Mode ............................................................................................................ 12-4
Operation ....................................................................................................................... 12-4
Isobaric Mode .............................................................................................................. 12-13
Manual Pressurization Control .................................................................................... 12-15
Exercise Test Button .................................................................................................... 12-15
Emergency Cabin Dump.............................................................................................. 12-15
12-i
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ILLUSTRATIONS
Figure
Title
Page
12-1
Pressurization Control Panel .................................................................................. 12-2
12-2
Pressurization System ............................................................................................ 12-3
12-3
Autoschedule Envelope.......................................................................................... 12-5
12-4
Autoschedule Control Zones (Takeoff, Climb, and Cruise)................................... 12-7
12-5
Cabin Pressurization Example 1 ............................................................................ 12-9
12-6
Cabin Pressurization Example 2 .......................................................................... 12-10
12-7
12-8
12-9
Isobaric Mode ...................................................................................................... 12-13
12-10
KAPS Flight Isobaric Schedule ........................................................................... 12-14
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CHAPTER 12
PRESSURIZATION
INTRODUCTION
The pressurization system in the Bravo is used to maintain a lower cabin 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. The Bravo pressurization and
air-conditioning systems employ a common airflow; therefore, cabin pressurization is
accomplished with conditioned air.
GENERAL
Two elements are required to provide cabin
pressurization. One is a constant source of air.
The other is a method of controlling outflow
to achieve the desired differential pressure and
resultant cabin altitude. The airflow to the
cabin is fairly constant (through a wide range
of engine power settings), and the outflow of
air is controlled by the two outflow valves located on the aft pressure bulkhead.
The outflow valves are controlled automatically

or manually. Automatic control requires DC
power and is not available during emergency
electrical power operations. Selecting AUTO
mode with the pilots ADC operating, generates an autoschedule based on the departure
field elevation, the maximum altitude reached,
and the pilot input of landing field elevation.
Maximum cabin differential pressure is 8.9
0.1 psid.
12-1
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SYSTEM DESCRIPTION
The components of the pressurization control
system are: the primary and secondary outflow
valves, pressurization controller (Figure 12-1),
manual toggle valve, and the cabin dump
switch. Both outflow valves contain maximum differential safety valves, and maximum
altitude safety valves. The safety valves are capable of overriding the controller inputs to
the outflow valves avoiding the possibility of
underpressurization or overpressurization.
pressure on the outflow valve and drive it to

the closed position. When the controller opens
the climb solenoid, a vacuum created by 23
psi service air opens the outflow valves. If
electrical power is lost, the air chamber will
remain at a fixed position and cabin altitude
will be dependent upon the relative psid sensed
in the outflow valve diaphragms.
In the event that control vacuum should exceed
limits due to a malfunction, cabin altitude
limit valves are provided to prevent cabin altitude from exceeding 13,000 1500 feet. If
the control vacuum exceeds the barometric
reference in the cabin altitude limit valves, they
open and allow cabin air to enter the control
air line, reducing the vacuum. This causes the
outflow valves to move toward the closed position and reestablish cabin pressure.
PRESSURIZATION
CONTROL
GENERAL
Figure 12-1. Pressurization Control Panel
OUTFLOW VALVES
The primary and secondary outflow valves
are similar to each other with the exception of
a vacuum ejector, a cabin altitude climb, and
the dive solenoids mounted mounted on to the
primary outflow valve. The primary and secondary outflow valves are connected through
a port which allows positive pressure or negative pressure to be applied to both valves
(Figure 12-2).
The flow rate of exhausted cabin air is controlled by the position of a control chamber
in the primary and secondary outflow valves.
Air is added or removed from the control
chamber by climb and dive solenoids located
on the primary outflow valve. The climb and
dive solenoids respond to commands from
the pressurization controller. When the controller opens the dive solenoid, 1.5 psi service air or cabin air pressure is used to apply
12-2
Squat switches and engine throttle lever settings are used to define four outflow valve
operating modes. On the ground with either engine operating below 85% N 2 (ground taxi
mode), both outflow valves are positioned
fully open (Figure 12-2). When both throttles
are above 85% N 2 on the ground (prepressurization mode), both outflow valves slowly
close to bring cabin delta pressure to a maximum of 200 feet below field altitude during
takeoff roll. At liftoff, the left squat switch activates the system into the flight mode (Figure
12-2). The descent mode begins when the airplane descends 500 ft below its top altitude.
In flight, the cabin is pressurized by a constant
8 pounds per minute of temperature controlled
engine bleed air at sea level and approximately
6 ppm at 45,000 feet. The cabin pressure altitude is maintained by controlling the exhaust airflow rate out of the cabin into the
unpressurized tail cone. The pressurization
system controls the cabin exhaust airflow rate
TEMPERATURE CONTRO
OFF
D
COLD
MANUAL
L
NORMA
ON
OFF
FLOOD COO
CABIN
PRESS SY
NOSE WHEEL
WELL STATIC
NOSE WHEEL
WELL STATIC
SOURCE
OUTSIDE
STATIC
SOURCE
FLOW DISTR
28 VDC
No. 1 AIR
DATA
COMPUTER
23 PSI
BLE
CABIN AIR
> 1.5 PSID

CABIN AIR
CABIN A
VACUUM
EJECTOR
NORM
1.5 PSI
ORIFICE
VACUUM
orifice
TURB
international
12-3
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Figure 12-2. Pressurization System
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by positioning the modulating diaphragm in

the primary and secondary outflow valves.
The diaphragm is positioned by varying the
pressure in the valve control chamber behind
the diaphragm. The primary and secondary
outflow valve control chambers are connected
together by a tube and a flow limiting orifice
in each outflow valve.
The primary outflow valve has two normally
closed solenoids which let air into and out of
the valve control chambers. When the cabin
dive solenoid is energized open, it allows service air or cabin air to pressurize both valve
control chambers and push the valves toward
closed. When the cabin climb solenoid is energized open, it allows vacuum to force both
valves toward open. The solenoid airflow is designed so it cannot overpower the maximum
altitude limit valves, the maximum differential pressure valves, or the manual toggle
valve. The solenoids receive DC electrical
pulses from the controller that cause the solenoids to momentarily pop open and generate gradual pressure changes in the control
chambers. Audible clicks are produced when
the solenoids pop open. The clicks can be
heard when the engines are not operating. The
system is designed to respond rapidly to small
cabin pressure variations and correct them before passengers and crew detect any discomfort. The descent mode is entered when the
airplane descends 500 feet below its cruise
altitude. During descent, the cabin altitude
and descent rate are controlled by the descent
schedule. When the airplane is approximately
1,500 feet above the set landing altitude (SLA)
the cabin should be at the SLA setting. The
cabin will remain at the SLA until landing.
Upon landing the system will revert to the
ground taxi mode (throttles below 85% N 2 ).
In flight, the controller continuously generates

an autoschedule based on the departure field
elevation, the maximum altitude reached in the
current flight (per the No. 1 ADC), and the operator input destination field elevation. The
controller determines the pressure rate of
change and the cabin pressure altitude based
on the autoschedule and the ADC pressure altitude. The controller sends DC pulses through
the primary outflow valve solenoids to obtain
a specific cabin pressure. In autoschedule, as
the airplane descends approximately 1,500
feet above the set landing altitude (SLA) the
cabin should be at SLA and remain at this
cabin altitude until landing.
OPERATION
Operating in the autoscheduling mode, the
crew only needs to set in the SET ALT window the landing field elevation any time prior
to or during flight. The controller automatically controls cabin pressurization for operation at the highest practical differential
pressure with minimum rates and changes.
The BARO correction is automatically provided to the controller by the number one air
data computer.
Cabin pressure is maintained within an operating envelope defined by the aircraft ceiling
and maximum differential pressure, cabin operational ceiling, and negative differential
pressure boundaries (Figure 12-3).
Ground Mode
AUTOMATIC MODE
The pressurization controller has two digital
windows marked SET ALT and RATE, an FL
button, an EXER button and a SET ALT knob
(Figure 12-1).
12-4
When the AUTOMANUAL switch (Figure

12-1) is in the AUTO position, the pilot selects
destination field elevation (accomplished during the before taxi checklist).
During initial power-up the controller, should

require no more than a 15-minute warm-up
from ambient temperature of 15C. During
warm-up the RATE display will show a false
indication.
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Figure 12-3. Autoschedule Envelope
On-ground with main DC power applied, the

left squat switch indicating Gear-On-Ground
(GOG) and at least one throttle below approximately 85% N 2 , the climb solenoid is energized open to evacuate both outflow valves
open to depressurize the cabin.
NOTE
If the cabin is pressurized on landing,
the controller provides thirty (30) seconds of controlled depressurization
at 1,000 fpm upon squat switch activation (GOG). After 30 seconds, the
outflow valves will be fully opened.
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Takeoff Prepressurization Mode

As the throttles are advanced above 85% N 2
while the aircraft is on the ground, the controller commands the outflow valves to a partially closed position. The cabin should
commence pressurizing at 100 fpm towards
a cabin altitude of 200 feet below field elevation (two minutes). The airplane is normally
airborne well before two minutes have expired. The outflow valves require approximately 20 seconds to close sufficiently for
full cabin regulation. Allowing the cabin to
begin pressurizing during the takeoff roll eliminates pressure bumps at lift-off.
The controller exits to the airborne (autoschedule) mode when the left squat switch indicates in flight or the aircraft altitude increases
1,500 feet.
NOTE
If the left squat indicates GOG while
airborne, the controller will remain
in the prepressurization mode, cabin
remains at 200 feet below departure field elevation, RATE window
should indicate zero change and
the CABIN ALT/DP gauge indicates
pressure differential increasing.
Retarding one or both throttles below
approximately 85% N 2 will cause
the system to enter the ground mode
and the cabin will begin depressurizing at 1,000 fpm for 30 seconds.
After 30 seconds, the outflow valves
will be fully open and the cabin will
commence depressurizing at an ext r e m e l y h i g h r a t e . S w i t ch i n g t o
Manual mode will not stop depressurization; however, the cabin pressure
can be controlled with the manual
toggle valve.
Autoschedule Mode (Airborne)

The controller regulates and schedules cabin altitude for the highest practical differential pressure with minimum rates and changes during
flight.
12-6
Cabin pressure is maintained within an operating envelope defined by the Bravo ceiling of
45,000 feet and maximum differential pressure
of 8.9 psid, cabin operational ceiling of 8,000 feet,
and negative differential pressure (Figure 12-3).
The controller schedules within predetermined
cabin rate limits that provide passenger and crew
comfort. The cabin climb and descent rates are
normally limited to +600 fpm climb and 500 fpm
descent.
Due to predetermined cabin climb and descent rate limits (+600, 500 fpm), high aircraft climb and descent rates may exceed the
controllers ability to control cabin altitudes
within the autoschedule envelope.
Example: Due to the controllers +600 fpm maximum climb rate and a 3:1 autoschedule boundary ratio, if cabin pressure reaches the boundary
limit, an aircraft climb rate greater than 1,800 fpm
(600 fpm X 3) exceeds the controllers ability to
maintain cabin altitude within the autoschedule
envelope.
Inversely, rapid aircraft descent rates may cause
the cabin to depressurize prematurely due to the
controllers ability to limit the maximum cabin
dive rate of 500 fpm.
Each flight is divided into two sections based on
the aircrafts relationship to the top altitude during the flight. The two sections are: (l) TAKEOFF, CLIMB and CRUISE and (2) DESCENT
from CRUISE to LANDING. The control algorithm is different for each section.
TAKEOFF, CLIMB and CRUISE

Takeoff, climb and cruise portions of a flight
are defined as the condition when the aircraft
altitude is within 500 feet of the top aircraft
altitude achieved since the squat switch indicated the aircraft was in flight. The controller
provides the lowest possible cabin altitude
consistent with operation within the autoschedule envelope. The autoschedule envelope is divided into four control zones based upon the
selected landing pressure altitude (SLA) and
the cabin operational ceiling. These zones are
shown in Figure 12-4.
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Zone l:
Cabin altitude is ABOVE cabin operational ceiling.
Zone 2: Cabin altitude is ABOVE autoschedule

boundary.
Zone 3: Cabin altitude is BELOW SLA and

cabin altitude is AT or BELOW autoschedule boundary.
Zone 4: Cabin altitude is ABOVE SLA and
cabin altitude is AT or BELOW autoschedule boundary.
Figure 12-4. Autoschedule Control Zones (Takeoff, Climb, and Cruise)
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(a) Zone 1 Control

Whenever the aircraft is in proximity to the aircrafts top altitude and cabin altitude is greater
than the cabin operational ceiling, the controller commands cabin altitude to dive (pressurize) to the cabin operational ceiling at the
maximum cabin dive rate, 500 fpm.
(b) Zone 2 Control
Whenever the aircraft is in proximity to the aircrafts top altitude and cabin altitude is greater
than the autoschedule boundary but less than
the cabin operational ceiling, the controller
commands cabin altitude to climb (depressurize) to the autoschedule boundary at the
maximum cabin climb rate, 600 fpm.
(c) Zone 3 Control
Whenever the aircraft is in proximity to the aircrafts top altitude, cabin altitude is less than
the selected landing pressure altitude (SLA)
and less than or equal to the autoschedule
boundary, the controller maintains cabin altitude with zero rate.
(d) Zone 4 Control
Whenever the aircraft is in proximity to the aircrafts top altitude, cabin altitude is greater
than the selected landing pressure altitude
(SLA) and less than or equal to the autoschedule boundary, the controller commands cabin
altitude to descend toward the SLA at a fixed
rate of 100 fpm.
upon the selected landing elevation (SLA), aircraft top altitude, and the cabin altitude at aircraft top altitude. The cabin altitude is scheduled
to reach the SLA when the aircraft is 1,500
feet above the selected landing elevation (SLA).
The controller continually updates the pressurization schedule during takeoff, climb and
cruise. The controller begins implementing
the descent schedule when the aircraft leaves
500 feet of the top altitude.
Should the aircraft cruise at a lower altitude
during descent, the controller maintains cabin
pressure at the scheduled cabin altitude for the
aircrafts cruise altitude. The schedule is a
simple correlation between aircraft and cabin
altitudes.
Should the aircraft climb to an altitude above
the previous top altitude following initiation
of descent, the controller reverts to zone control (Figure 12-5) and computes a new schedule based upon cabin altitude and the new top
aircraft altitude. The controller implements the
new schedule when the aircraft descends 500
feet from the new top altitude.
As stated earlier, the controller schedules the
cabin altitude to reach the selected landing
altitude when the aircraft is 1,500 feet above
SLA. The controller enters the on-ground, depressurized mode when the squat switch indicates an onground condition (touchdown).
Four examples are provided to demonstrate controller operation.
DESCENT FROM CRUISE to LANDING

The descent portion of the flight begins when
the aircraft altitude is below 500 feet of the top
aircraft altitude achieved since the squat switch
indicated the aircraft was in flight.
The controller executes a custom pressurization
schedule during the aircrafts descent from
cruise to landing. The pressurization correlates
a schedule between aircraft and cabin altitudes
during descent, and provides the lowest cabin
rate for a given aircraft descent rate. It is based
12-8
Example 1, Figure 12-5

Takeoff elevation = 1,000 feet
Selected Landing Altitude = 3,000 feet
Top Altitude = 16,000 feet
Takeoff, Climb and Cruise

The controller operates in zone 3 control, maintaining cabin altitude at 1,000 feet from takeoff
through cruise at 16,000 feet.
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Descent from Cruise to Landing

When the aircraft descends below 15,500 feet,
the controller pressurizes the cabin towards the
selected landing altitude (SLA) according to the
schedule shown. Cabin altitude is scheduled to

be at 3,000 feet (SLA) when the aircraft altitude
reaches 4,500 feet. Cabin pressure change is limited by the controllers maximum climb rate.
Figure 12-5. Cabin Pressurization Example 1
12-9
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NOTE
Cabin altitude rate of climb is limited

to 600 fpm. A 3.75 to 1 ratio of aircraft
and cabin altitude rates along the autoschedule boundary signifies that aircraft climb rates in excess of 1,800
fpm (600 fpm x 3) exceed the controllers ability to maintain cabin altitude along that boundary. Sustained
aircraft rates above 1,800 fpm will
cause cabin altitude to diverge from the
boundary until maximum differential
pressure is reached and the maximum
differential pressure safety valves on
the outflow valves activate.

Takeoff, Climb and Cruise

The controller initially operates in zone 3 control, maintaining cabin altitude at 1,000 feet as
the aircraft climbs to 20,000 feet. The controller
switches operation to zone 2 control when the aircraft exceeds 20,000 feet, causing cabin altitude
to climb along the autoschedule boundary as the
aircraft climbs to 35,000 feet. Cabin is maintained at 6,000 feet during aircraft cruise at
35,000 feet.
12-10
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selected landing pressure altitude (SLA) according to the schedule shown. Cabin altitude
is scheduled to be at 3,000 feet (SLA) when
the aircraft altitude reaches 4,500 feet. Cabin
pressure change is limited by the controllers
maximum dive rate.

Takeoff, Climb, and Cruise

The controller initially operates in zone 4
control, causing the cabin altitude to decrease
at 100 fpm until reaching either the selected
landing altitude (SLA) or autoschedule
boundary. This example shows that the aircraft reached cruise altitude of 30,000 feet
within approximately 20 minutes. During
cruise at 30,000 feet, the controller continues pressurizing the cabin at 100 fpm until
reaching the autoschedule boundary at 4,400
feet. The controller maintains a 4,400 foot
cabin during the remainder of the aircrafts
cruise at 30,000 feet.

12-11
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3,000 foot selected landing pressure altitude
(SLA) according to the schedule shown. Cabin
altitude is scheduled to be at 3,000 feet (SLA)
when the aircraft altitude reaches 4,500 feet.
Cabin pressure change is limited by the controllers maximum dive rate.

Takeoff, Climb, and Cruise

The controller initially operates in zone 1
control, causing cabin altitude to decrease
at the maximum dive limit (500 fpm) until
reaching the cabin operational ceiling (8,000
feet). Then the controller switches to zone
4 control, decreasing cabin altitude at 100
fpm until reaching either the selected landing altitude (SLA) or autoschedule bounda r y. D u r i n g c r u i s e a t 3 0 , 0 0 0 f e e t , t h e
controller continues pressurizing the cabin
at 100 fpm until reaching the SLA of 5,000
feet. The controller maintains a 5,000 feet
cabin during the remainder of the aircrafts
cruise at 30,000 feet.
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cabin pressure rate of change and the cabin

pressure altitude to maintain near maximum
differential pressure (Figures 12-9 and 12-10).

Cabin altitude is maintained at 5,000 feet
through aircraft descent to landing.
The pilot may recall the selected destination

field altitude by pressing the Flight Level (FL)
pushbutton on the controller. The selected
flight level on the controller display will be replaced with cabin altitude (CA), allowing the
pilot to set the desired cabin altitude prior to
landing. The controller then controls the cabin
pressure rate of change to maintain the displayed cabin altitude. The pilot may flipflop the flight level and cabin altitude displays
at any time by pressing the FL pushbutton on
the controller.
ISOBARIC MODE
If the No.1 Air Data Computer information is
interrupted, the controller will automatically
switch the flight mode from AUTO to ISOBARIC. A yellow caution indicator on the pressurization controller display face will illuminate
to advise of this change. The pilot selected destination field altitude on the controller display
will be replaced with flight level (FL) allowing
the pilot to set the desired cruising altitude. The
controller uses the flight level to control the
No. 1
KAPSFAILURE MODES
PRESSURIZATION
A
D
C
28
VDC
0
15
0
L 450
SET ALT
FL
EXER
+3
RATE
FL KEY TOGGLES BETWEEN CABIN ALT & FL MODE

No. 1
KAPSFAILURE MODES
PRESSURIZATION
A
D
C
0
A 40 0
28
VDC
SET ALT
FL
EXER
+3
RATE
YELLOW LED INDICATES ISOBARIC MODE
Figure 12-9. Isobaric Mode
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Figure 12-10. KAPS Flight Isobaric Schedule
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If the ADC information resumes, the controller

will automatically switch back to the AUTO
flight mode and the yellow caution indicator will
extinguish.
A cabin altitude pressure switch is located

under the pilots left console. It triggers the
red CAB ALT 10 K FT annunciator at 10,000
feet cabin altitude.
MANUAL PRESSURIZATION
CONTROL
EXERCISE TEST BUTTON
When the AUTOMANUAL switch is in the

MANUAL position, electric power to open
the climb and dive solenoids is removed. The
pilot must control the cabin pressure altitude
by moving the MANUAL toggle valve. Cabin
altitude can be increased or decreased by holding the red knob (cherry picker) in UP or
DOWN. Manual control uses cabin air for positive pressure and ambient air, through a regulator, for vacuum. This system is independent
of airplane vacuum or electrical power. The UP
position allows outflow valve control chamber air to be vented into the nose wheel well
and climb the cabin. The DOWN position allows cabin air pressure into the outflow valve
control chamber, closing the outflow valve
causing cabin pressure altitude to dive.
The cabin pressure rate of change is limited
by the orifice in the MANUAL toggle valve and
is not adjustable by the pilot. The MANUAL
toggle valve orifice is such that it cannot overpower the maximum differential pressure valve
or the maximum altitude limit valve, but can
override the solenoid valves. Manual toggle
valve operation requires considerable attention
to assure reaching desired cabin altitude.
The exercise test button provides a ground

test function. It is activated with an engine running and the cabin entrance door closed and
locked by pressing and holding the system
exercise (EXER) button on the face of the
pressurization controller (Figure 12-1).
Pressing and holding the EXER button, the
cabin will gradually pressurize down to 200
feet below field elevation in about two minutes. Releasing the button terminates the exercise, allows the cabin to slowly depressurize
and conducts a display test. Punching the
EXER button in flight is a light test only and
does not affect pressurization.
EMERGENCY CABIN DUMP

An emergency cabin pressure dump switch
(Figure 12-1) 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 to force it OPEN. The maximum altitude limit valves will prevent complete cabin
depressurization above 14,500 feet altitude.
The switch is electrical and protected from
accidental operation by a red guard.
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REVIEW QUESTIONS
1. Pressurization is normally maintained by:
A. Controlling the amount of air entering the cabin.
B. Controlling the amount of air escaping the cabin.
C. Modulating the temperature of the
cabin temperature controller.
D. Manipulating the throttles.
2. The normal outflow valve control modes
are:
A.
B.
C.
D.
Ground taxi mode.

Prepressurization mode.
Flight, descent and landing modes.
All of the above.
3. Both throttles are advanced above 85% N2

on the ground. The outflow valves slowly
close, driving cabin pressure below field
altitude. This is the:
A.
B.
C.
D.
Flight mode
Ground mode
Prepressurization mode
None of the above
4. What OPENS the two outflow valves to

climb the cabin?
A. AUTO uses the digital cabin pressure
Controller to meter ejector vacuum
to the climb solenoid of the primary
valve.
B. The cabin dump switch sends DC
power to the climb solenoid and the
cabin rises to the 14,500 feet cabin altitude limit valve.
C. With the manual switch selection and
using the red knob to manually meter
ambient low pressure air to the secondary valve.
12-16
5. What CLOSES the two outflow valves to

dive the cabin?
A. AUTO uses digital cabin pressure controller to meter service air pressure or
cabin air to close the primary valve.
B. In the MANUAL switch position,
using the red knob to manually meter
cabin pressurized air to the secondary
valve.
C. None of the above.
D. A and B above.
6. If control vacuum becomes excessive in
flight, cabin altitude:
A. Explosively decompresses to cruise
altitude
B. Will remain at present altitude.
C. Rises to the maximum altitude limit
valve setting of 13,000 1500 ft,
where cabin pressure enters the valve
reducing vacuum effect and the cabin
altitude should not exceed 14,500 feet.
D. Decreases to a value as determined
by the MAX differential pressure
valve setting.
7. The source of bleed air for cabin pressurization when the EMERG PRESS light is
illuminated in flight is:
A.
B.
C.
D.
Vapor cycle air.

The left engine.
Either or both engines.
Ram air flow.
8. The DC-powered pressure controller

modes are:
A.
B.
C.
D.
Isobaric mode.
Auto mode.
Manual mode.
A and B above.
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9. If the No. 1 ADC fails in flight:

A. The controller amber light illuminates
and CA switches to FL isobaric mode.
B. It remains in the CA AUTO mode.
C. Only manual control remains.
D. It automatically switches to the EXER
mode.
10. During taxi, the controller is set to:

A.
B.
C.
D.
Destination field elevation.

Cruise plus 1000 feet in the FL mode.
Field pressure altitude plus 500 feet.
300 feet to 500 feet per minute on the
cabin rate of climb control.
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CHAPTER 13
CONTENTS
Page
INTRODUCTION ................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
MAJOR COMPONENTS ..................................................................................................... 13-2
Reservoir ........................................................................................................................ 13-2
Pumps............................................................................................................................. 13-3
System Bypass Valve ..................................................................................................... 13-3
Firewall Shutoff Valves .................................................................................................. 13-3
Filters ............................................................................................................................. 13-4
Flow Switches................................................................................................................ 13-4
OPERATION......................................................................................................................... 13-4
HYDRAULIC SUBSYSTEMS ............................................................................................. 13-4
THRUST REVERSERS ........................................................................................................ 13-4
General........................................................................................................................... 13-4
Protection ....................................................................................................................... 13-6
Control ........................................................................................................................... 13-6
Indication ....................................................................................................................... 13-6
Operation ....................................................................................................................... 13-8
Emergency Stow ............................................................................................................ 13-8
LIMITATIONS ...................................................................................................................... 13-9
Thrust Reversers ............................................................................................................ 13-9
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ILLUSTRATIONS
Figure
Title
Page
13-1
Hydraulic Reservoir ............................................................................................... 13-2
13-2
Hydraulic Servicing Connections .......................................................................... 13-3
13-3
ENG FIRE Switchlights......................................................................................... 13-3
13-4
Hydraulic System Schematic ................................................................................. 13-5
13-5
Thrust Reversers..................................................................................................... 13-6
13-6
Thrust Reverser Schematic..................................................................................... 13-7
13-7
Thrust Reverser Levers........................................................................................... 13-7
13-8
Emergency Stow Switches and Ignicator Lights.................................................... 13-7
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CHAPTER 13
INTRODUCTION
The Citation Bravos hydraulic system is pressurized by two engine-driven pumps, one
on each engine. The system provides pressure for three subsystems: landing gear, speedbrakes, and thrust reversers. System operation is monitored by annunciator lights.
GENERAL
The hydraulic system is classified as open
center, bypassing pump output to return with
essentially no buildup of pressure. Fluid bypassing ceases and pressure is provided when
operation of a subsystem is initiated.
The pumps are supplied with fluid through

electric motor-operated firewall shutoff valves
controlled from the cockpit.
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The reservoir is pressurized to provide an adequate supply of fluid to the pumps under all
operating conditions. Fluid is filtered prior
to entering a subsystem and enroute to the
reservoir.
MAJOR COMPONENTS
RESERVOIR
Annunciator lights warn of low fluid level in

the reservoir, low hydraulic pressure, and indicate when the system is pressurized. (All annunciators are shown in the Annunciator Panel
section.)
The reservoir (Figure 13-1) is mounted in the

tail cone area on the engine carry-through
beams. It is pressurized to 15-16 psi by hydraulic system pressure applied to a small piston in the reservoir neck. When the hydraulic
system is not under pressure, an internal spring
provides 2.7-4.0 psi pressure on the fluid.
The wheel brake system is hydraulically powered by a separate, completely independent hydraulic system.
A visual fluid level indicator on the aft end indicates FULL when properly serviced with
RELIEF
VALVE
LO HYD
LEVEL
LOW FLUID
SWITCH
SUCTION
RETURN/
DRAIN
REFILL
VENT
RELIEF
VALVE
PISTON
SPRING
LEGEND
MANUAL
PRESSURE
RELEASE
FULL
LOW
FLUID
SWITCH
SYSTEM PRESSURE
SUPPLY
ELECTRICAL
FLUID
LEVEL
INDICATOR
SUCTION
RESERVOIR
PRESSURIZATION
RETURN/DRAIN
SUCTION
Figure 13-1. Hydraulic Reservoir
13-2
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0.5 gallon of fluid, OVERFULL at 0.65 gallon, or REFILL at 0.2 gallon. If the fluid level
drops to 0.2 gallon, the amber LO HYD
LEVEL annunciator illuminates. Checking
reservoir fluid level is an exterior inspection
item. A relief valve on top of the reservoir
opens at approximately 30 psi to prevent overpressurization. It can be manually opened for
bleeding or fluid release.
PUMPS
To service the reservoir, pressurizing equipment such as a hydraulic mule or hand-operated pump must be used. Servicing connections
are provided on the right underside of the
fuselage below the right engine (Figure 13-2).
The solenoid-operated system bypass valve

is the heart of the system. It is spring-loaded
open to route pump output to the return line.
When energized by selecting the operation of
a subsystem, the valve electrically closes and
hydraulic pressure is produced. If electrical
power is interrupted, the valve fails open. A
mechanical relief valve in parallel with the bypass valve maintains the system pressure at a
maximum of 1,500 psi.
The constant-volume gear pumps, driven by

the accessory section of the engines, are rated
at 3.25 gpm each. The pumps are in operation
when the engines are operating. Either pump
is capable of operating all subsystems.
SYSTEM BYPASS VALVE
FIREWALL SHUTOFF VALVES

A hydraulic firewall shutoff valve is installed
in the supply line to each hydraulic pump.
The valves are electric motor operated and
are controlled by ENG FIRE switchlights on
the glareshield (Figure 13-3).
Figure 13-2. Hydraulic Servicing
Connections
The valves are normally kept open and are

closed only in the event of an engine fire or to
perform maintenance tests. Valve closing is indicated by illumination of the respective amber
F/W SHUTOFF (L or R) annunciator.
ENG FIRE SWITCHLIGHTS
Figure 13-3. ENG FIRE Switchlights

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FILTERS
The system incorporates three fluid filters,
two for filtering fluid leaving the pumps and
one for filtering return fluid prior to entering
the reservoir. Each filter incorporates a bypass
valve that opens at 100 psid if the filter element clogs. There is no cockpit indication of
any filter bypass.
FLOW SWITCHES
A flow switch installed in each pump pressure
line controls the LR LO HYD FLOW annunciator. As flow from a pump exceeds 1.33 gpm,
a circuit opens to extinguish the applicable annunciator. Decreasing flow to 0.35-0.55 gpm
will close the circuit, illuminating the annunciator. A check valve in the flow switch prevents backflow into the pump.
When an engine is shutdown, the applicable

LO HYD FLOW annunciator illuminates. With
both engines shutdown, both LO HYD FLOW
annunciators illuminate. Loss of a pump during system operation is indicated by illumination of the applicable annunciator.
Depressing an ENG FIRE switchlight closes
the hydraulic shutoff valve and the fuel shutoff valve for that engine, which illuminates the
respective LR FW SHUTOFF annunciator
light. In addition, the generator is electrically
disconnected as the field relay trips, and the
fire extinguishing system is armed.
HYDRAULIC
SUBSYSTEMS
OPERATION
When an engine is started, the pump draws
fluid from the reservoir through the normally
open firewall shutoff valve (Figure 13-4).
Pump output flow, through the flow switch,
opens a circuit to extinguish the L or R LO
HYD FLOW light.
Assuming no subsystem is being operated,
the deenergized system bypass valve is open,
bypassing pump output to return. As the second engine is started, the remaining LO HYD
FLOW annunciator is extinguished.
When the operation of any subsystem is initiated, a circuit is completed to energize
the system bypass valve to the closed position (closed center). As pressure increases,
the HYD PRESS annunciator illuminates.
System pressure is limited to 1,500 psi as
the system relief valve opens. When the selected operation is completed, the circuit to
the system bypass valve opens. The deenergized valve spring-loads to the open position, again bypassing pump output to
return. The system depressurizes, and the
13-4
HYD PRESS annunciator goes out. The system remains in the essentially unpressurized
(open center) condition until another subsystem is selected for operation.
Hydraulically powered subsystems include

landing gear, speedbrakes, and thrust reversers.
Thrust reversers are discussed in this chapter.
Application of hydraulic power to the other two
subsystems is presented in Chapter 14,
LANDING GEAR AND BRAKES, and
Chapter 15, FLIGHT CONTROLS.
THRUST REVERSERS
GENERAL
The Citation Bravo is equipped with hydraulically operated, electrically controlled, targettype thrust reversers (Figure 13-5) to assist
deceleration during a landing roll.
When deployed, the reversers are maintained
in position by hydraulic pressure.
In normal operation, hydraulic pressure is isolated when the reversers are stowed. They are
maintained in the stowed position by an overcenter condition of the operating bar mechanism.
F
LO HYD
FLOW
LANDING
GEAR
SPEED
BRAKES
PRESSURE
RELIEF VALVE
LEGEND
LOW PRESSURE
RETURN
SUPPLY
SPEED
BRAKE
EXTEND
SYSTEM
BYPASS
VALVE
RETRACT
HYDRAULIC
PUMP
LO HYD
LEVEL
HYD
PRESS
EXTEND
THRUST
REVERSERS
F/W
SHUT OFF
L
international
13-5
FlightSafety
FILTER
Figure 13-4. Hydraulic System Schematic
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Figure 13-5. Thrust Reversers
PROTECTION
A solenoid lock in the throttle quadrant prevents increasing reverse thrust rpm until the
associated reverser reaches the fully deployed
position. A throttle feedback system will move
the FCU lever and throttle to idle if the reversers deploy inadvertently.
Thrust reverser operation is limited to ground
operations only. The control circuitry is wired
through the squat switches of the left and right
main landing gear (Figure 13-6).
CONTROL
The thrust reversers are controlled by reverser
levers (Figure 13-7) piggyback-mounted on the
throttles. Each reverser lever has three positions: full forward or stow, a detented reverse
idle (deploy) position, and full aft or reverse
thrust position.
When a reverser lever is moved to the reverse
idle (deploy) position, the solenoid lock (mentioned earlier) will prevent further aft movement
until the reverser is fully deployed.
13-6
A microswitch in the throttle quadrant provides

for electrical control. The switch is closed when
the reverser lever is moved from the stow position, applying power to (1) close the hydraulic
bypass valve and pressurize the hydraulic system, (2) open the hydraulic isolation valve and
direct pressure to the reverser hydraulic system,
and (3) energize the reverser control valve to the
deploy position, provided a ground is provided
by either squat switch.
INDICATION
Each reverser has three lights on the
glareshield panel: ARM, UNLOCK, and DEPLOY (Figure 13-8). The amber ARM light circuit is completed by a pressure switch which
indicates hydraulic pressure is available to
the reverser control valve.
In addition to the three reverser lights, a fourth
light on the annunciator panel labeled HYD
PRESS will illuminate to indicate the hydraulic bypass valve is closed and the hydraulic system is pressurized.
FlightSafety
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ARM
UNLOCK
DEPLOY
S
T
O
W
S
W
EMER.
NORMAL
EMER.
T
H
R
O
T
T
L
E
S
MASTER
WARNING
RESET
NORMAL
S
T
O
W
S
W
ARM
UNLOCK
DEPLOY
IDLE
OFF
ISOLATION
VALVE
ISOLATION
VALVE
THRUST
REVERSER
CONTROL
VALVE
THRUST
REVERSER
CONTROL
VALVE
LEGEND
FULL PRESSURE
RETURN
Figure 13-6. Thrust Reverser Schematic
The amber UNLOCK light circuit is completed by a microswitch which closes when the
reverser mechanism initially moves from the
mechanically locked stowed position.
Electrical power for the left thrust reverser is

from the left extension bus and for the right
thrust reverser from the right crossover bus.
The white DEPLOY light indicates the reverser door mechanism has reached the fully
deployed position.
Figure 13-7. Thrust Reverser Levers
Figure 13-8. Emergency Stow Switches

and Indicator Lights
13-7
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OPERATION
WARNING
After landing, when the throttles are at idle and

the nosewheel is on the ground, raise the thrust
reverser levers to the idle deploy detent. The
ARM lights and the HYD PRESS light will illuminate, followed almost immediately by the
UNLOCK lights and then by the DEPLOY
lights. The reverser lever solenoid lock will release. The reverser lever may now be moved
aft to accelerate the engine if so desired. This
last movement acts only on the FCU to increase thrust in reverse. The engine throttles
themselves are held in idle by a mechanical interlock in the pedestal. While reverse thrust is
maintained, the ARM, UNLOCK, and DEPLOY lights will remain on, as will the HYD
PRESS light.
As the airplane decelerates toward 60 KIAS,
reverse thrust should be decreased to achieve
idle reverse power at 60 knots. The thrust reverser indicating lights and the HYD PRESS
light will all remain on. Reverse idle may be
maintained to assist further deceleration by
drag and attenuation of thrust.
To stow the reverser, move the reverser lever
fully forward and down. This energizes the
control valve to the stow position, which directs hydraulic pressure to the stow side of the
reverser actuators. The DEPLOY light will go
out, followed almost immediately by the UNLOCK, ARM, and HYD PRESS lights, indicating that the reverser doors are in the fully
stowed position.
Figure 13-6 illustrates hydraulic operation of
the thrust reverser system.
EMERGENCY STOW
General
An emergency stow system is incorporated
which bypasses the normal sequencing system.
This system is used in case of an inadvertent
deployment in flight or if the normal stow
system fails.
Control
A two-position switch (Figure 13-8) for each reverser is located inboard of the reverser lights.
The switch is labeled STOW SW and has positions labeled EMER and NORMAL. Moving a
STOW switch to the EMER position will close
the hydraulic bypass valve and cause the control valve to energize to the stow position. If the
reversers are deployed, the HYD PRESS light
will illuminate and the reverser lights will go
out in sequence DEPLOY and UNLOCK. The
HYD PRESS light and the ARM light will remain on continuously in the stow position. The
reverser is held stowed with continuous hydraulic pressure (mechanical overcenter stow
locks may be inoperable). This system is
checked before flight following a normal deploy
cycle.
If either an ARM or UNLOCK light illuminates
in flight, the master warning light will also illuminate.
WARNING
Do not attempt to fly the airplane if
the thrust reverser preflight check is
unsuccessful.
13-8
Do not attempt to override the automatic throttle retarding mechanism or

advance the throttle after it has been
retarded. This could result in a dangerous asymmetrical thrust condition.
NOTE
For all normal and emergency procedures, consult the AFM.
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The LH thrust reverser uses left main DC

through the LH thrust reverser CB for normal
stow-deploy operation but uses power from the
right main DC through the RH thrust reverser
circuit breaker for emergency stow.
Maximum allowable thrust reverser deployed

time is 15 minutes in any one-hour period.
If a fire switchlight is pushed for test or for engine fire, the isolation valve is deenergized
closed and the respective engines reversers
cannot be hydraulically deployed.
Use of thrust reversers is prohibited during

touch-and-go landings.
LIMITATIONS
THRUST REVERSERS
Reverse thrust power must be reduced to the
idle reverse detent position at 60 KIAS on
landing roll.
Maximum reverse thrust setting is limited to
no more than maximum takeoff power less
2% N 1 for the existing ambient conditions.
Engine static ground operation is limited to

idle power (if thrust reversers are deployed).
The thrust reverser(s) must be verified to be

operational by the Before Takeoff test in
Section III, NORMAL PROCEDURES of
the AFM.
Use of thrust reversers is prohibited at speeds
greater than 115 KIAS. Nose down column
pressure is required with thrust reversers deployed at speeds greater than 60 KIAS.
The use of thrust reversers to back the airplane is prohibited.
13-9
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REVIEW QUESTIONS
1. The system bypass valve is:
A.
B.
C.
D.
Spring-loaded closed.
Spring-loaded open.
Energized closed.
Both B and C.
2. Depressing an ENG FIRE switchlight:

A.
B.
C.
D.
Shuts off hydraulic fluid to the pump.

Trips the generator field relay.
Arms the fire-extinguishing system.
All of the above.
3. Closing of a hydraulic firewall shutoff

valve is indicated by:
A. A warning horn.
B. Illumination of the applicable F/W
SHUTOFF annunciator if the fuel
shutoff valve also closes.
C. Illumination of the HYD PRESS
annunciator.
4. If electrical power is lost, the system bypass valve:
A.
B.
C.
D.
Spring-loads to the closed position.

Is not affected.
Spring-loads to the open position.
None of the above.
5. The main hydraulic system provides pressure to operate the:

A. Landing gear, speedbrakes, and thrust
reversers.
B. Landing gear and speedbrakes only
(all airplanes).
C. Antiskid brakes, landing gear, and
flaps.
D. Speedbrakes, landing gear, and wheel
brakes.
13-10
6. The reservoir quantity indicator is located:

A. I n t h e r i g h t f o r wa r d b a g g a g e
compartment.
B. On the copilots instrument panel.
C. On the right engine near the oil filter.
D. In the tail cone area.
7. Reservoir fluid level below 0.2 gallon is
indicated by illumination of the:
A.
B.
C.
D.
L or R LO HYD LEVEL annunciator.

HYD PRESS annunciator.
LO HYD LEVEL annunciator.
L or R LO HYD FLOW annunciator.
8. Hydraulic system operation is indicated

by illumination of the:
A.
B.
C.
D.
LO HYD LEVEL annunciator.

HYD PRESS annunciator.
L or R LO HYD LEVEL annunciator.
L or R LO HYD FLOW annunciator.
9. Of the following statements concerning

the hydraulic system, the correct one is:
A. The HYD PRESS annunciator illuminates any time the engine-driven
pumps are operating.
B. A HYD PRESS annunciator illuminating while the gear is extending may indicate a failed hydraulic pump.
C. The LO HYD LEVEL annunciator illuminates whenever reservoir fluid
level is 0.5 gallon.
D. A LO HYD FLOW annunciator illuminating may indicate a failed hydraulic pump.
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10. The thrust reversers:

A. May be deployed only when the throttles are in IDLE.
B. M u s t h ave b o t h e m e rg e n cy s t ow
switches in EMER for takeoffs to
guard against inadvertent deployment
during that critical phase of flight.
C. May be left in idle reverse until the airplane is brought to a full stop.
D. Both A and C.
11. When normal deployment of the thrust
reversers is obtained, the following annunciator lights should be illuminated:
A. ARM, UNLOCK, DEPLOY.
B. DOOR NOT LOCKED, ARM, UN
LOCK, DEPLOY.
C. H Y D P R E S S , A R M , U N L O C K ,
DEPLOY.
D. DOOR NOT LOCKED, HYD PRESS,
DEPLOY.
12. The incorrect statement regarding the use

of thrust reversers is:
A. They may be used in flight to slow
the airplane.
B. They should not be used on touchand-go landings.
C. The reversers must be in idle reverse
by 60 KIAS.
D. Thrust reverser airplanes have two
squat switches.
13. The MASTER WARNING lights:
A. Have nothing to do with the reverser
system.
B. Will illuminate if an ARM light illuminates while in flight.
C. Will illuminate if the HYD PRESS
light remains illuminated after the
DEPLOY light is illuminated.
D. Will illuminate if a DEPLOY light illuminates in flight.
13-11
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CHAPTER 14
CONTENTS
Page
INTRODUCTION ................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR ................................................................................................................. 14-2
General........................................................................................................................... 14-2
Controls and Indicators.................................................................................................. 14-3
Operation ....................................................................................................................... 14-4
Nosewheel Steering ....................................................................................................... 14-7
WHEELS AND BRAKES..................................................................................................... 14-9
General........................................................................................................................... 14-9
Wheels ........................................................................................................................... 14-9
Brakes ............................................................................................................................ 14-9
Operation .................................................................................................................... 14-10
Emergency Brakes ....................................................................................................... 14-12
14-i
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ILLUSTRATIONS
Figure
Title
Page
14-1
Main Landing Gear ................................................................................................ 14-2
14-2
Nosewheel Assembly ............................................................................................. 14-3
14-3
Gear Control and Warning Lights .......................................................................... 14-3
14-4
Landing Gear SystemRetraction ........................................................................ 14-5
14-5
Landing Gear SystemExtension......................................................................... 14-6
14-6
Landing Gear Emergency Extension...................................................................... 14-8
14-7
Brake Reservoir and Accumulator Gauge............................................................ 14-10
14-8
Antiskid Power/Emergency Brake System .......................................................... 14-11
14-iii
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CHAPTER 14
INTRODUCTION
The Bravo landing gear is electrically controlled and hydraulically actuated. When retracted, mechanically actuated doors enclose the nose gear and the struts of the main
gear. 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
The Bravo features tricycle gear, with a fuselage-mounted, single-wheel telescoping nose
gear and two wing-mounted, single-wheel,
trailing link main gear.
Gear position indication is provided by one red

and three green position indicator lights on the
landing gear control panel. In addition, an
aural warning sounds when throttle or flap
and gear position are not compatible when the
airspeed is less than 150 KIAS at < 70% N 2 .
14-1
FlightSafety
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The nosewheel steering system is mechanically actuated by cable linkage from the rudder pedals. The system is enabled with the gear
extended, on or off the ground. Nose gear centering is accomplished mechanically during
retraction.
The power brake system uses a separate hydraulic system powered by an electrically driven
pump. Each main gear wheel houses a multiple disc brake assembly that can be actuated by
pressure from an electrically driven pump or
stored nitrogen pressure during emergency
braking. A parking brake is provided for parking the airplane.
T h e d ow n l o c k m e c h a n i s m c o n s i s t s o f a
springloaded locking ring held in a groove on
the actuator piston. It can be released only
with hydraulic pressure applied to the retract
side of the actuator; therefore, no external
downlock pins are required.
LANDING GEAR
GENERAL
The main and nose landing gear struts are conventional air-oil struts. The landing gear is norm 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
extended if the normal gear actuation system
fails. The gear can be extended at airspeeds up
to 250 KIAS and retracted at airspeeds up to 200
KIAS (V LO ), and operated with the gear extended (V LE ) at airspeeds up to 260 KIAS. It
takes approximately 6 seconds to extend or retract the landing gear.
Main Gear
The main gear assembly (Figure 14-1) includes
a trunion, oleo struts, actuators, trailing link,
a single wheel with a multiple disc brake, and
a squat switch that senses in-flight/on-ground
conditions.
The main gear is locked in the retracted position by a spring-loaded uplock mechanism.
Prior to extension, an uplock hydraulic actuator must release the uplock before hydraulic
pressure can reach the main actuators to extend
the gear. When the gear is extended, an internal locking mechanism within the gear actuator engages for downlocking.
14-2
Figure 14-1. Main Landing Gear
A door actuated by gear movement covers

the main gear strut when retracted. The wheel
assembly fairs into the wheel well.
Each main gear wheel incorporates a fusible
plug that melts to deflate the tire if excessive
temperature is generated by an overheated
brake.
Nose Gear
The nose gear assembly (Figure 14-2) includes a strut, hydraulic actuator, 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 mechanism that is released by an uplock hydraulic actuator prior to gear extension. When the gear is extended, 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 pin is required for the nose gear. The nose gear is mechanically centered during retraction.
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Three doors are actuated by nose gear movement to completely enclose the nose gear and
wheel at retraction. The two forward doors
are closed with the gear extended or retracted, and are open only during gear transit. The aft spade door remains open with the
gear extended.
DC power for the gear position indicator lights,

aural warning, and the locking solenoid on the
gear handle is through the LDG GEAR circuit
breaker on the left circuit breaker panel. The
LDG GEAR circuit breaker is in the WARNING
section of the panel and should not be confused
with the GEAR CONTROL circuit breaker in
the SYSTEMS section of the same panel.
Airborne, with the left main gear squat switch
in the in-flight position, the locking solenoid is
energized to retract the plunger. This frees the
handle for movement to the UP position. This
safety feature cannot be overridden. If the solenoid fails or electrical power is lost, the gear
handle cannot be moved to the UP position.
The gear handle must be pulled out of a detent
prior to movement to either the UP or DOWN
position.
Figure 14-2. Nosewheel Assembly
CONTROLS AND INDICATORS

The landing gear is controlled by the LDG
GEAR control handle to the left side of the center panel. Gear position is shown by one red
and three green indicator lights on the gear
control panel. A warning horn provides warning of abnormal conditions.
Controls
Indicators
The green NOSE, LH, and RH lights on the
gear control panel indicate gear down and
locked. As each gear locks down, its respective green light is illuminated.
The red GEAR UNLOCKED light indicates an
unsafe gear condition. It illuminates when the
gear handle is moved out of the UP detent and
remains on until all three gear are down and
locked. At retraction, the light comes on when
any downlock is released and remains on until
all three gear are up and locked (Figure 14-3).
The LDG GEAR control handle actuates

switches to complete circuits to the extend or
retract solenoid of the gear control valve. On
the ground, a spring-loaded plunger holds the
handle in the DOWN position, preventing inadvertent movement of the handle to the UP
position.
CAUTION
Never attempt to pull the gear handle up during taxi and special attention must be given to checking the
gear handle in the down position before depressing an engine start button to prevent inadvertent nose gear
retraction.
Figure 14-3. Gear Control and Warning

Lights
14-3
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Normal indication with the gear down is three

green lights illuminated. All lights should be
out with the gear retracted.
The GEAR UNLOCKED light and warning
horn can both be tested by positioning the rotary TEST switch to LDG GEAR.
Aural Warning
A LANDING GEAR aural warning is provided by the warning/caution advisory system
if one or more gear are not locked down, one
or both throttles are retarded below 70% N 2
rpm, and airspeed is below 150 KIAS. The
warning can be silenced by pressing the HORN
SILENCE pushbutton on the gear control
panel.
The aural warning also sounds if flaps are extended beyond TAKEOFF AND APPROACH
(15) with one or more gear not down and
locked regardless of any other condition.
Under these conditions, the aural warning cannot be silenced with the push button.
OPERATION
General
In addition to energizing the gear control
valve, LDG GEAR handle movement to the
UP or DOWN position also closes the hydraulic system bypass valve, creating pressure as indicated by illumination of the HYD
PRESS annunciator.
At the completion of either cycle, the bypass
valve opens and the HYD PRESS annunciator
goes out.
Retraction
Placing the LDG GEAR handle in the UP position energizes the retract solenoid of the
gear control valve. The control valve is positioned to direct pressure to the retract side of
each gear actuator. The downlock mechanism
in each actuator releases and retraction begins (Figure 14-4).
As each gear reaches the fully retracted position, it is engaged by a spring-loaded uplock
mechanism, and an uplock microswitch is actuated. When all three uplock microswitches
have been actuated, the gear control valve circuit is interrupted and the valve returns to the
neutral position bleeding off hydraulic pressure to return. The HYD PRESS annunciator
should extinguish at this time. All position
indicator lights on the control panel are out.
Extension
Placing the LDG GEAR handle in the DOWN
position energizes the extend solenoid of the
gear control valve. The valve is positioned to
apply pressure to the uplock actuators, releasing the gear uplocks. When the uplocks have
released, pressure continues to the gear actuators. As each gear reaches the fully extended
position, a downlock microswitch is actuated.
When all three downlock switches are actuated,
the control valve circuit is interrupted and the
gear control valve returns to the neutral position allowing hydraulic fluid to return to the
reservoir. With pressure no longer being applied to the gear actuator, the internal locking
mechanism within each actuator assumes the
downlocked position and illumination of the
green NOSE, LH, and RH position indicator
lights on the gear control panel (Figure 14-5).
DC power for the landing gear control circuit

is through the GEAR CONTROL circuit
breaker located in the SYSTEMS section of the
left circuit breaker panel.
14-4
LO HYD
LEVEL
HYD
PRESS
RETURN TO HYDRAULIC RESERVOIR
PRESSURE FROM HYDRAULIC PUMP
EMERGENCY-FLUID
TURN VALVE
CONTROL
VALVE
LANDING GEAR
ACTUATOR
UPLOCK
UPLOCK
SHUTTLE VALVE
LO BRK
PRESS
ANTI-SKID
INOP
T-HANDLE
UPLOCK
LANDING
GEAR
ACTUATOR
LANDING
GEAR
ACTUATOR
SHUTTLE VALVE
LDG GEAR
HORN ANTISKID
SILENCE ON
RH
GEAR
UNLOCKED
NITROGEN
BLOW DOWN
BOTTLE
OFF
14-5
Figure 14-4. Landing Gear SystemRetraction
international
DOWN
NOSE
LH
FlightSafety
UP
14-6
LO HYD
LEVEL
HYD
PRESS
EMERGENCY-FLUID
RETURN VALVE
CON
NTROL
V
VALVE
UPLOCK
UPLOCK
LANDING GEAR
ACTUATOR
TTLE VALVE
LO BRK
PRESS
ANTI-SKID
INOP
LANDING
GEAR
ACTUATOR
T-HANDLE
LANDING
GEAR
ACTUATOR
SHUTT
TLE VALVE
LDG GEAR
HORN ANTISKID
SILENCE ON
NOSE
LH
RH
NITROGEN
BLOW DOWN
BOTTLE
GEAR
UNLOCKED
OFF
international
DOWN
FlightSafety
UP
Figure 14-5. Landing Gear SystemExtension
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Emergency Extension
NOSEWHEEL STEERING
If the hydraulic system fails or an electrical

malfunction exists in the landing gear system, the gear uplocks can be manually released for gear free fall. An air bottle
(Nitrogen), which is charged to 1,800 to 2,050
psi, is located in the right nose storage compartment. This bottle is used for positive gear
uplock release and gear downlocking.
Nosewheel steering is accomplished by cables connected to the rudder pedals. The nosewheel steering turning limit is limited by the
rudder stops. The turning limit is approximately 20 either side of center. A springloaded bungee provides additional steering
capability with application of differential engine power and braking.
Emergency extension is initiated by pulling the

AUX GEAR CONTROL T-handle and rotating clockwise 45 to lock. This mechanically
releases the gear uplocks, allowing the gear to
free fall. If necessary, use the rudder to yaw
the airplane, first in one direction, 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 uplocks first,
releasing the gear, then flows to the actuators, extending the gear. The air pressure also
opens a dump valve returning hydraulic fluid
to the reservoir thus inhibiting any further hydraulic operation of the gear. Air pressure
drives the gear actuators to the fully extended
position where they are maintained by the internal lock mechanism in each actuator. Once
the air bottle has been actuated, maintenance
action is required to restore normal operation
of the landing gear. The optimum speed for this
procedure is 170 to 190 KIAS (Figure 14-6).
The nosewheel is mechanically centered during retraction. The centerline of the steering
universal joint is in alignment with the centerline of the trunion supporting bolts. When
the nosewheel is retracted, the lower half of
the steering universal joint remains in position
while the upper half, pivoting with the strut,
is moved to the center position automatically
centering the nosewheel. With the nosewheel
fully retracted, the upper half of the steering
universal joint and the nosewheel remain stationary while the lower half of the steering universal joint can move freely permitting normal
operation of the rudder pedals.
NOTE
CAUTION
Pneumatic pressure should be used to

assure positive locking of all three
gear actuators.
NOTE
If a gear(s) uplock fails to release
mechanically by pulling the T-handle, pulling the round knob (collar)
behind the T-handle will release air
bottle pressure to open the uplock.
During towing, ensure that the flight control

lock is disengaged, and do not exceed 95
nosewheel deflection. If 95 is exceeded, the
attachment bolts will be sheared with resultant loss of steering capability. If the control
lock is engaged, towing beyond 60 may cause
structural damage.
If the nosewheel steering bolts are

sheared (indicated by loss of nosewheel steering with the rudder pedals),
flight should not be attempted. This is
due to the possibility of the nosewheel
not remaining centered after takeoff
even with the gear extended.
Flying the airplane with an inoperative nosewheel steering can also result in violent nosewheel shimmy.
14-7
14-8
LO HYD
LEVEL
HYD
PRESS
EMERGENCY-FLUID
RETURN VALVE
CONTRO
VALV
VE
UPLOCK
LANDING GEAR
ACTUATOR
UPLOCK
SHUTTLE VALVE
LO BRK
PRESS
ANTI-SKID
INOP
UPLOCK
LANDING
GEAR
ACTUATOR
T-HANDLE
LANDING
GEAR
ACTUATOR
SHUTT
TLE VALV
LDG GEAR
HORN ANTISKID
SILENCE ON
NOSE
LH
RH
NITROGEN
BLOW DOWN
BOTTLE
GEAR
UNLOCKED
OFF
international
DOWN
FlightSafety
UP
Figure 14-6. Landing Gear Emergency Extension
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international
Since the nosewheel deflects with rudder

pedal movement anytime the gear is extended,
the pedals should be centered just prior to
nosewheel touchdown during a crosswind
landing.
WHEELS AND BRAKES

GENERAL
The main landing gear wheels are equipped
with disc-type brakes. The brakes are actuated
hydraulically by a power brake valve that is
controlled from a master cylinder connected
to each rudder pedal. The master cylinders, at
the pilot and copilot positions, are connected
in series to permit either pilot or copilot control of the brakes.
A parking brake valve is incorporated in the
brake system which, when manually operated,
prevents the return of hydraulic fluid pressure after the brakes are applied.
An emergency (pneumatic) braking system is
provided for use when hydraulic braking fails.
Auxiliary braking is controlled with a handoperated valve that directs equal nitrogen pressure to each brake during emergency braking
conditions. High-pressure nitrogen is supplied from the emergency gear and brake pneumatic storage bottle.
The main gear brake antiskid control is used
to prevent wheel skidding on wet, dry or icy
runways after a minimum wheel spin is attained. The system consists of an electrical
control box, power brake/servo valve,
motor/pump assembly, hydraulic accumulator,
pressure switches, brake reservoir, mode
switch, circuit breakers, indicator lights and
a self-test system.
WHEELS
Main Gear Wheels
Each main wheel consists of two halves to facilitate tire installation and removal. A valve
assembly is installed in each outboard wheel
half to inflate and deflate the tires. Fusible
plugs installed in the inboard wheel halves
will melt and release tire pressure if the wheel
is overheated to prevent the wheels from exploding. The main tires should be inflated to
130 5 psig.
Nose Gear Wheel

The nosewheel assembly also consists of two
halves to facilitate tire installation and removal. Each wheel half may be assembled in
any position relative to one another and allows
changing wheel halves without the need for rebalancing the wheel. One wheel half has a tire
inflation valve, and inflation pressure should
be 125 5 psig.
BRAKES
General
The wheel braking system utilizes a separate hydraulic system that is completely independent from the main hydraulic system.
Major system components include a reservoir
pressurized by cabin air, an electric DC
motor-driven hydraulic pump, and an accumulator to dampen pressure surges and provide backup pressure (Figure 14-7). The
system automatically maintains constant pressure for brake operation. The brakes are normally used as antiskid power brakes, but can
be operated as power brakes without antiskid protection. In event the brake system
hydraulic pressure is lost, emergency air
brakes are available.
14-9
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Figure 14-7. Brake Reservoir and

Accumulator Gauge
The antiskid brake system provides the crew

with the option of an operative antiskid function or an inoperative antiskid function by selecting the ANTISKID switch located on the
landing gear control panel ON or OFF as appropriate. The power brake function is operative irrespective of the antiskid control switch.
The power brake function is active when the
airplanes main DC buses are powered and
the landing gear handle is in the extended position. In the event a main DC electrical failure occurs causing either a total or partial
antiskid brake failure, the antiskid brake/power
brake system will not operate. The emergency
air brake system must be used.
Braking is initiated by rudder pedal-actuated
master cylinders. If both the pilot and copilot
attempt to apply the brakes simultaneously, the
one applying the greater force on the rudder
pedals has control since they are plumbed together in series.
14-10
Use of the digital antiskid system permits

maximum braking without wheel skid under
all runway conditions. A speed transducer in
each main gear wheel transmits wheel speed
signals to an electronic control box.
Detection of sudden deceleration of a wheel
(impending skid) causes the control box to
command the antiskid valve to reduce pressure being applied to the brakes. When the
transducer signal returns to normal, braking
pressure is restored to the brakes. Touchdown
protection is a feature of the antiskid system
that prevents touching down with locked
brakes. The wheels must be rotating (some
speed transducer voltage) and weight-onwheels (squat switch) for normal operation
of the power brake and antiskid system. A
metering valve requires increased pedal force
before metered pressure develops for smooth
braking. Optimum braking is obtained by
deployment of speed brakes at touchdown,
then firmly applying and holding the brakes
until the desired speed has been reached. Do
not pump the brakes. The digital antiskid
system monitors continuously for faults and
illuminates the ANTI SKD INOP light if a
fault occurs.
NOTE
The antiskid system is not operative
with the parking brake set.
OPERATION
With the LDG GEAR handle DOWN and normal DC power available, a pressure switch
controls the DC motor-driven hydraulic pump
to maintain 900-1,300 psi for brake operation
(Figure 14-8). An accumulator dampens pressure surges. The power brakes and antiskid system receive DC power from the SKID
CONTROL circuit breakers on the left circuit-breaker panel.
The master cylinders are supplied with fluid
from the brake reservoir. Depressing the brake
pedals applies master cylinder pressure to actuate the power brake valve, which meters
pump pressure to the brake assemblies in direct proportion to pedal force.
TEST
BRAKE SYSTEM
HYDRAULIC
RESERVOIR
ANNU
AVN
SPARE
LDG GEAR
UP
ANTISKID
HORN
SILENCE ON
OFF
ANTI
SKID
OVER
SPEED
NOSE
LH
RH
FIRE
WARN
LDG
GEAR
BATT
TEMP
AOA
T/REV
W/S TEMP
GEAR
UNLOCKED
OFF
ACCUMULATOR
28 VDC
HYDRAULIC
PUMP
P
POWER BRAKE
VALVE
EMERGENCY BRAKE HANDLE
LO BRK
PRESS
ANTI-SKID
INOP
ANTI-SKID
SERVO VALVE
LEFT & RIGHT

QUAT SWITCH
VENT
SHUTTLE VALVE
SHUTTLE VALVE
DOWN
NITROGEN
BLOW DOWN
BOTTLE
international
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Figure 14-8. Antiskid Power/Emergency Brake System
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With the ANTISKID switch on the LDG GEAR

panel in the ON position and a ground speed
of at least 12 knots, maximum braking without wheel skid is available. Any tendency of
a wheel to rapidly decelerate (skid) is detected
by the wheel speed transducer, and the antiskid valve is signaled to momentarily dump
pressure from both brakes. As wheel speed
returns to normal, dumping ceases and pressure is once again increased in the brake assemblies. When the wheel speed drops below
approximately 12 knots, the antiskid function
disengages.
The digital antiskid control module incorporates test circuitry, which continually monitors the antiskid system. If a fault is detected,
the ANTI SKD INOP light will illuminate on
the annunciator panel. Certain faults in the
system are displayed on the built-in test equipment (BITE) indicator (fault display unit),
which is located under a panel on the left aft
bulkhead of the nose baggage compartment.
Braking on each main wheel is controlled by

the applicable master cylinder and pedal; therefore, differential braking is available.
Parking Brakes
With the ANTISKID switch located on the

LDG GEAR control panel in the OFF position,
the antiskid system is deactivated and the
ANTI SKD INOP annunciator is on.
NOTE
If the ANTISKID switch is OFF, it
should not be turned on while the
airplane is taxiing. The antiskid system is not operative during self test
when initially powered up.
If a fault develops in the antiskid system, the

ANTI SKD INOP annunciator light comes on,
and the system should be switched off. Brake
operation remains the same except that antiskid protection is not available. When brake
system pressure drops below 750 psi, the ANTI
SKD INOP and LO BRK PRESS annunciators
will illuminate.
On the ground, test the ANTISKID system by
momentarily selecting ANTISKID on the rotary
TEST switch. The ANTI SKD INOP light
should illuminate, then go out in approximately
five seconds. Airborne test of the system is automatically accomplished when the landing
gear is extended. Results should be the same as
those obtained during the on-ground test. If
the antiskid system fails the self test, the ANTI
SKD INOP light will remain illuminated.
14-12
The five circular magnetic indicators remain

in view once activated and do not change if DC
power is turned off.
The parking brakes can be set by applying the

brakes in the normal manner, then pulling out
the PARK BRAKE handle on the left lower side
of the pilots instrument panel. This mechanically actuates the parking brake valve, trapping fluid in the brakes. Release the parking
brakes by pushing in the PARK BRAKE handle. Release the brakes before towing.
NOTE
Do not set the brakes subsequent to
a hard stop. Brake heat transfer to the
wheel could melt the fusible plugs,
deflating the tire.
EMERGENCY BRAKES
In the event the hydraulic brake system fails,
a pneumatic brake system is available (Figure
14-8). The system uses air pressure from the
pneumatic bottle, which can also be used for
emergency landing gear extension. Air bottle
pressure is adequate for stopping the airplane,
even if the landing gear has been pneumatically
extended.
Operation
Pulling the red EMER BRAKE PULL lever aft
mechanically actuates the emergency brake
valve. The valve meters air pressure through
shuttle valves to the brake assemblies in direct
proportion to the amount of lever movement.
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Since air pressure is applied to both brakes simultaneously, differential braking is not possible. Returning the lever to its original
position releases pressure from the brakes and
vents it overboard, releasing the brakes.
NOTE
Do not depress the brake pedals while
a p p l y i n g e m e rg e n cy a i r b r a ke s .
Shuttle valve action may be disrupted, allowing air pressure to enter
the hydraulic lines and rupture the
brake reservoir or apply uncommanded differential braking.
The emergency brakes should be applied only

enough to obtain the desired rate of deceleration, then held until the airplane stops.
Repeated applications waste air pressure. Antiskid protection is not available during emergency braking. Do not attempt to taxi after
using the emergency brakes.
Maintenance action is required subsequent to
emergency braking.
14-13
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REVIEW QUESTIONS
1. On the ground, the LDG GEAR handle is
prevented from movement to the UP position by:
A.
B.
C.
D.
Mechanical detents.
A spring-loaded locking solenoid.
Hydraulic pressure.
A manually applied handle locking
device.
2. The landing gear uplock mechanisms are:

A. Mechanically held engaged by overcenter springs.
B. Hydraulically disengaged normally;
or pneumatically released in an
emergency.
C. Electrically engaged and disengaged.
D. A and B.
3. Landing gear downlocks are disengaged:
A. When hydraulic pressure is applied to
the retract side of the gear actuators.
B. By action of the gear squat switches.
C . B y r e m ov i n g t h e ex t e r n a l d ow n lock pins.
D. By mechanical linkage as the gear begins to retract.
4. Each main gear wheel incorporates a
fusible plug that:
A. Blows out if the tire is overserviced
with air.
B. Melts, deflating the tire if an overheated brake creates excessive tire
pressure.
C. Is thrown out by centrifugal force if
maximum wheel speed is exceeded.
14-14
5. At retraction, if the nose gear does not

lock in the UP position, the gear panel
light indication will be:
A. R e d l i g h t o n , g r e e n L H a n d R H
lights on.
B. R e d l i g h t o u t , g r e e n L H a n d R H
lights on.
C. Red light on, all three green lights out.
D. All four lights out.
6. The gear warning horn cannot be silenced
when one or more gear are not down and
locked and:
A. Flaps are extended beyond the 15
position.
B. Airspeed is less than 150 KIAS.
C. Either throttle is retarded below 70%
N 2 rpm.
D. Both throttles are retarded below 70%
N 2 rpm and airspeed is greater than
150 KIAS.
7. When the LDG GEAR handle is positioned either UP or DOWN:
A. The hydraulic system bypass valve is
energized open.
B. The bypass valve is energized closed.
C. The bypass valve is not affected.
D. The HYD PRESS annunciator light
goes out.
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8. Emergency extension of the landing gear

is accomplished by actuation of:
12. The DC motor-driven hydraulic pump in

the brake system operates:
A. A switch for uplock release and, application of air pressure.

B. One manual control to release the
uplocks and apply air pressure for
extension.
C. Two manual controlsone to mechanically release the uplocks, the
other to apply air pressure for gear
extension and downlocking.
A. During the entire time the LDG GEAR

handle is in the DOWN position.
B. As needed with the LDG GEAR handle DOWN in order to maintain system pressure.
C. Only when the LO BRK PRESS annunciator illuminates.
D. Even when the LDG GEAR handle is
UP to keep air out of the system as the
airplane climbs to altitude.
9. Nosewheel steering is operative:

A. Only on the ground.
B. With the gear extended or retracted.
C. With the gear extended, in flight or on
the ground.
10. The power brake valve is actuated:
A. Direct mechanical linkage from the
rudder pedals.
B. Mechanically by the emergency airbrake control lever.
C . H y d r a u l i c a l l y b y m a s t e r cy l i n d e r
pressure.
D. Automatically at touchdown.
11. Do not actuate the brake pedals while applying brakes with the emergency brake
system because:
A. Air bubbles will be induced into the
brake fluid.
B. The shuttle valve may allow air pressure into the brake reservoir, rupturing it or causing uncommanded
differential braking.
C. The shuttle valve will move to the
neutral position and no braking action will occur.
D. The brakes will be spongy.
13. Regarding the landing gear, the correct

statement is:
A. The red GEAR UNLOCKED light will
illuminate and the warning horn will
sound whenever either or both throttles are retarded below 70% N2 and the
gear is up.
B. The gear warning horn can be silenced
when the gear is not down and locked
and the flaps are extended beyond 15.
C. The landing gear pins must be inserted
on the ground due to loss of hydraulic
pressure as the engines are shutdown.
D. The landing gear is secured in the extended position by mechanical locks
in each gear actuator.
14. Regarding landing gear auxiliary extension, the correct statement is:
A. If three lights are observed after yawing the airplane, it is not necessary to
use the pneumatic bottle.
B. The optimum airspeed for this procedure is 170 to 190 KIAS.
C. The LDG GEAR handle is placed in
the DOWN position to release the gear
uplocks in order to allow the red Thandle to release the doors,
D. After the gear are extended by this
procedure, they can be retracted in
flight if the hydraulic system is returned to normal operation.
14-15
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CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
PRIMARY FLIGHT CONTROLS ........................................................................................ 15-1
General........................................................................................................................... 15-1
Control Lock System .................................................................................................... 15-2
TRIM SYSTEMS .................................................................................................................. 15-2
General........................................................................................................................... 15-2
Rudder and Aileron Trim ............................................................................................... 15-3
Elevator Trim ................................................................................................................. 15-3
SECONDARY FLIGHT CONTROLS .................................................................................. 15-4
General........................................................................................................................... 15-4
Flaps............................................................................................................................... 15-5
Speedbrakes ................................................................................................................... 15-6
STALL WARNING ............................................................................................................... 15-9
YAW DAMPING................................................................................................................... 15-9
15-i
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ILLUSTRATIONS
Figure
Title
Page
15-1
Flight Control Surfaces .......................................................................................... 15-2
15-2
Flight Control Lock Handle ................................................................................... 15-3
15-3
Rudder and Aileron Trim Systems ......................................................................... 15-3
15-4
Elevator Trim System............................................................................................. 15-4
15-5
Flap Handle and Position Indicator........................................................................ 15-5
15-6
Flap Motors ............................................................................................................ 15-5
15-7
Speedbrake System ................................................................................................ 15-6
15-8
Speedbrake Extension ............................................................................................ 15-7
15-9
Speedbrake Retraction ........................................................................................... 15-8
15-10
Speedbrake Blowdown (Electrical Fialure) ........................................................... 15-9
15-11
Stall Strip................................................................................................................ 15-9
15-iii
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CHAPTER 15
FLIGHT CONTROLS
20
20
10
10
G
S
5
10
20
INTRODUCTION
The primary flight controls of the Citation Bravo are aileron, rudder, and elevators. They
are manually actuated by rudder pedals and conventional control columns and can be
immobilized by control locks when on the ground. Trim is mechanical in all three axes.
Electrical elevator trim is also provided.
Secondary flight controls consist of electrically powered flaps and hydraulically actuated speedbrakes. Stall warning is provided by a stall strip on the leading edge of each
wing. Yaw damping is provided as a function of the autopilot.
PRIMARY FLIGHT
CONTROLS
GENERAL
The ailerons, rudder, and elevators are manually operated by either the pilot or the copilot
through a conventional control column and rudder pedal arrangement. Control inputs are transmitted to the control surfaces through cables and
bellcranks. The rudder pedals can be adjusted

to three separate positions for comfort by depressing a spring-loaded latch on the side of the
rudder pedal.
15-1
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Fences are mounted on the inboard edge of the

inboard aileron and on the inboard edge of
the left aileron trim lab to aid the ailerons in
returning to neutral.
To unlock the flight controls and throttles,

rotate the handle 45 clockwise, and push
in until it returns to the horizontal position.
NOTE
The rudder, both elevators and left aileron are

each equipped with trim tabs mechanically
actuated from the cockpit. Also, the elevator
tabs can be electrically positioned by a pitch
trim switch on each control wheel. The pilots
pitch trim switch has priority.
Towing the airplane with the gust

lock engaged may damage the nosewheel steering system if the tow bar
deflects the nosewheel beyond 60 either side. Do not fly the airplane if
the nosewheel steering is inoperative, which may not be detected until
taxiing is attempted.
All flight control surfaces, including primary, secondary, and trim tabs, are shown
in Figure 15-1.
TRIM SYSTEMS
CONTROL LOCK SYSTEM

Control locks, when engaged, lock the primary flight controls and both throttles. Prior
to engaging the control locks, move both throttles to cutoff, and neutralize the flight controls.
Rotating the CONTROL LOCK handle (Figure
15-2) 45 clockwise and pulling out until the
handle returns to the horizontal position locks
the flight controls in neutral and the throttles
in cutoff.
GENERAL
Rudder and aileron trim are mechanical and
are operated by cables from trim wheels in
the cockpit. Mechanical and electrical trim is
provided for each elevator and is controlled by
a trim wheel on the pedestal and pitch trim
switches on each control wheel.
ELEVATOR
TRIM TAB
RUDDER
TRIM TAB
FLAP
SPEEDBRAKE
TRIM TAB
AILERON
Figure 15-1. Flight Control Surfaces
15-2
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Cable systems transmit motion to position the

tabs. A mechanical indicator adjacent to each
trim wheel indicates direction of trim input. The
rudder trim tab is a servo tab which reduces
pedal pressures and provides adjustable trim.
For each degree of angular displacement of the
rudder, the trim tab moves approximately one
half degree in the opposite direction.
ELEVATOR TRIM
Manual Trim
Manual elevator trim is initiated by rotating
the elevator trim wheel (Figure 15-4).
Figure 15-2. Flight Control Lock Handle
Motion is mechanically transmitted to position

the trim tabs on each elevator. As the tab
moves, a pointer on the elevator TRIM indicator moves toward the NOSE DOWN or
NOSE UP position, as applicable.
RUDDER AND AILERON TRIM
Electrical Trim
Operation
Electrical trimming of the elevators is accomplished with a trim switch on the outboard side
of each control wheel (Figure 15-4). Thumb actuation of the switch completes a circuit to an
electric motor which provides a mechanical
output to the trim actuator in the trailing edge
of the elevator. The pilots pitch trim inputs
override those made by the copilot.
Rudder or aileron trim is initiated by rotation

of the aileron trim or rudder trim wheel on the
pedestal (Figure 15-3).
LEGEND
MECHANICAL
AFT END OF PEDESTAL VERTICAL
Figure 15-3. Rudder and Aileron Trim Systems
15-3
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LEGEND
MANUAL TRIM
MECHANICAL
ELECTRICAL
ELECTRICAL TRIM
Figure 15-4. Elevator Trim System
As the pitch trim switch is moved to the UP

or DN position, the elevator tabs are positioned accordingly as indicated by the elevator TRIM position indicator and rotation of the
pitch trim wheel.
SECONDARY FLIGHT
CONTROLS
Runaway or malfunctioning trim can be interrupted by depressing the AP/TRIM DISC

switch on the control wheel or stopped by
pulling the PITCH TRIM circuit breaker on the
left circuit-breaker panel.
The secondary flight controls consist of wing

flaps and speedbrakes. Through mechanical
linkage the flaps are electrically controlled
and actuated. The speedbrakes are electrically
controlled and hydraulically actuated.
15-4
GENERAL
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Two Fowler flaps, one on each wing, can be

positioned from 0 to 40. Mechanical interconnection of left- and right-wing flap segments
prevents asymmetrical flap operation and permits flap operation with one electrically powered actuator.
The speedbrakes, consisting of slotted panels
on top and bottom of the wing forward of the
flaps, provide high descent rates and increased
drag to aid braking during landing rollout.
FLAPS
Figure 15-5. Flap Handle and Position

Indicator
General
The flap selector handle (Figure 15-5), detented at the 15 position, can be set to position the flaps anywhere between 0 and 40.
Handle movement actuates switches that energize two electric motors for flap movement.
Flap position is shown on a pointer to the left
of the flap handle. The indicator is mechanically positioned by flap movement.
Power to position the flaps (Figure 15-6)

consists of two DC motors interconnected
by driveshafts, sprockets, and a double set of
drive chains. Normally, both motors operate
in unison; however, either motor is capable
of actuating both flaps through its full operating range. Motive force is transmitted
through cables to both flaps simultaneously.
Figure 15-6. Flap Motors
15-5
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Operation
Moving the flap handle to any position mechanically actuates one of two switches in the
center pedestal, connecting electrical power
to both motors.
When the flaps reach the selected position, the
position indicator shows flap position and mechanically repositions the control switch to remove power from the flap motors. Inherent
drag of the motors and gearboxes holds the
flaps in position. Limit switches prevent overrun in either the fully up or fully down position.
If electrical power is lost, the flaps remain in
position at time of power failure.
SPEEDBRAKES
General
There are two speedbrake segments on the
surface of each wing, one on the top and one
on the bottom, which are operated by hydraulic
actuators. The speedbrakes have two positions: extended and retracted. The system includes two hydraulic actuators, two solenoid
valves, four speedbrake segments, and a white
SPD BRK EXTEND annunciator. The system
control switch and extended speedbrakes are
shown in Figure 15-7.
Operation
Placing the speedbrake switch momentarily to
EXTEND causes the hydraulic system bypass
control valve to close, providing pressure as
indicated by illumination of the HYD PRESS
annunciator. The speedbrake solenoid valve is
energized, directing pressure to force the
speedbrakes out of the mechanical downlocks
and extend them (Figure 15-8). The safety
valve, in parallel with the solenoid valve, is
also energized closed.
With the speedbrakes on both wings fully
extended, the white SPD BRK EXTEND
annunciator illuminates. Simultaneously,
the hydraulic system bypass valve opens
Figure 15-7. Speedbrake System
15-6
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SPEEDBRAKE EXTENDING
LH
SPEEDBRAKES
ACTUATOR
RH
SPEEDBRAKE
ACTUATOR
SPEEDBRAKE
SAFETY
VALVE
SPEEDBRAKE
SOLENOID
VALVE
SPEEDBRAKE EXTENDED
LH
SPEEDBRAKES
ACTUATOR
RH
SPEEDBRAKE
ACTUATOR
LEGEND
TRAPPED
PRESSURE
RETURN
FULL
PRESSURE
ELECTRICAL CIRCUIT
SOLENOID VALVE (FAIL SAFE)
Figure 15-8. Speedbrake Extension

15-7
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to relieve pressure, and the amber HYD

PRESS annunciator goes out. The solenoid
valve returns to neutral, blocking all fluid
lines to the actuators. The speedbrakes are
maintained in the extended position with
trapped hydraulic fluid. To retract the speedbrakes, place the switch momentarily to RET R AC T. T h e h y d r a u l i c s y s t e m a g a i n
pressurizes, the safety valve is deenergized
and moves to the open position, and the speedbrake solenoid valve is positioned to direct
pressure for retraction (Figure 15-9).
When the SPD BRK EXTEND annunciator
goes out, the speedbrakes retract into mechanical locks, and the hydraulic system
depressurizes. The mechanical locks consist
of two pins on the lower speedbrake panel
hydraulically forced into retaining clips in
the lower wing.
If either throttle is advanced past 85% N 2

with speedbrakes extended, circuitry is completed to the solenoid and bypass valve for
speedbrake retraction.
If electrical failure occurs with the speedbrakes extended, the safety valve (Figure 1510) spring-loads open, allowing the
speedbrakes to blow down to a trail position.
If electrical failure occurs with the speedbrakes retracted, they cannot be extended.
If main system hydraulic failure occurs while
the speedbrakes are extended, they remain extended until either the switch is positioned to
RETRACT or a throttle is advanced beyond
85% N 2 . This will energize the solenoid valve
and safety valve OPEN to release trapped
hydraulic fluid. This will allow the airload to
blow the speedbrakes to a trail position.
LH
SPEEDBRAKE
ACTUATOR
RH
SPEEDBRAKE
ACTUATOR
SPEEDBRAKE
SAFETY
VALVE
SPEEDBRAKE
SOLENOID
VALVE
LEGEND
FULL
PRESSURE
RETURN
ELECTRICAL CIRCUIT
CHECK VALVE
Figure 15-9. Speedbrake Retraction
15-8
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LH
SPEEDBRAKE
ACTUATOR
RH
SPEEDBRAKE
ACTUATOR
SPEEDBRAKE
SAFETY
VALVE
SPEEDBRAKE
SOLENOID
VALVE
LEGEND
RETURN
STATIC PRESSURE
LOW PRESSURE
CHECK VALVE
Figure 15-10. Speedbrake Blowdown (Electrical Failure)
STALL WARNING
Stall warning consists of a stall strip on the
leading edge of each wing (Figure 15-11).
The stall strips create turbulent airflow at high
angles of attack, causing elevator buffet to
warn of approaching stall conditions. Buffet
occurs prior to the actual stall at approximately V S1 + 10 knots in the clean configuration and VSO + 5 knots in the landing
configuration.
only be engaged by depressing the YD ENGAGE switch on the autopilot control panel.
It is disengaged by depressing the AP/TRIM
DISC switch on either control wheel or by depressing the YD ENGAGE switch. An operative yaw damper is not required for flight.
YAW DAMPING
Yaw damping is a function of the autopilot,
consisting of automatic application of rudder
against transient motion in the yaw axis. With
the autopilot engaged, the yaw damper is engaged automatically. The yaw damper can
Figure 15-11. Stall Strip
15-9
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REVIEW QUESTIONS
1. The ailerons are operated by:
A. Hydraulic pressure.
B. Mechanical inputs from the control
wheels.
C. A fly-by-wire system.
D. An active control system that totally
eliminates adverse yaw.
2. The aileron trim tab is operated by:
A. An electrically operated trim tab
motor.
B. A hydraulically operated trim tab
motor.
C. A mechanical trim knob on the rear
face of the center pedestal.
D. Changing the angle of the aileron
fence.
3. Regarding the rudder:
A. The pilots and copilots pedals are
interconnected.
B. The trim tab actuator is powered only
electrically.
C. The servo is connected to the air data
computer to restrict rudder pedal deflection at high airspeeds.
D. It is independent of the nosewheel
steering on the ground.
4. The elevator:
5. Regarding the gust lock:

A. The engines may be started with it
engaged.
B. The airplane should not be towed with
it engaged.
C. It may be engaged for towing.
D. If the airplane is towed past the 60
limit, nosewheel steering may be lost.
It is still permissible to fly the airplane
if the gear is left extended.
6. Extended speedbrakes are maintained in
that position by:
A. Hydraulic pressure (HYD PRESS)
light remains illuminated.
B. Trapped fluid in the lines from the
solenoid valves.
C. Internal locks in the actuators.
D. External locks on the actuators.
7. The amber (HYD PRESS) light on the
annunciator panel will illuminate during
speedbrake operation:
A. When the speedbrakes are fully
extended.
B. While the speedbrakes are extending
and retracting.
C. Both A and B.
D. Neither A nor B.
A. Trim tab is controlled only electrically.

B. Runaway trim condition can be alleviated by depressing the A/P TRIM
DISC switch on either control wheel.
C. Electric pitch trim has both high- and
low-speed positions.
D. Trim tab is located on the left elevator only.
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8. A true statement concerning the speed

brakes is:
A. The white SPD BRK EXTEND light
will illuminate whenever both sets of
speedbrakes are extended.
B. If DC electrical failure occurs while
the speedbrakes are extended, they
will remain extended since the hydraulic pressure is trapped on the extend side of the actuators.
C. If hydraulic pressure loss should occur
while the speedbrakes are fully extended (system bypass valve fails
open), the speedbrakes will automatically blow to trail.
D. The speedbrakes can be retracted only
by placing the speedbrake switch to
RETRACT.
10. The flaps are actuated by:

A. The pneumatic system.
B. The hydraulic system.
C. One electric motor normally; the other
is a reserve motor.
D. Two electric DC motors.
11. If main DC power is lost:
A. The flaps will be inoperative.
B. T h e f l a p s w i l l o p e r a t e w i t h t h e
backup motor but will extend at a reduced rate.
C . T h e r e i s n o e ff e c t o n w i n g f l a p
operation.
D. A split flap condition could result
since power is applied to only one
motor.
9. Moving the flap handle to any position:

A. Actuates both control switches in the
pedestal, connecting AC power to two
motors to operate the flaps.
B. Actuates one control switch in the
pedestal, connect AC power to one
motor to operate the flaps.
C. Actuates one of two switches in the
pedestal, connecting DC power to two
motors to operate the flaps.
D. None of the above
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CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)................................................ 16-3
Controllers ..................................................................................................................... 16-3
Autopilot Control Panel............................................................................................... 16-21
Primus 1000 Integrated Operation (EFIS/Flight Director/Autopilot) ......................... 16-22
Comparison Monitor Annunciations ........................................................................... 16-29
EMERGENCY FLIGHT INSTRUMENTS ........................................................................ 16-30
Secondary Flight Display System (MEGGITT Tube) ................................................. 16-30
Standby Horizontal Situation Indicator (HSI) ............................................................. 16-32
C-14D Compass System.............................................................................................. 16-33
VG-14A Vertical Gyro System .................................................................................... 16-34
MISCELLANEOUS FLIGHT INSTRUMENTS ............................................................... 16-34
Ram-Air Temperature (RAT) Indicator ....................................................................... 16-34
True Airspeed (TAS) Temperature Probe .................................................................... 16-34
Magnetic Compass ...................................................................................................... 16-35
Flight Hour Meter........................................................................................................ 16-35
Digital Clock................................................................................................................ 16-35
Stall Warning and Angle-of-Attack System................................................................. 16-36
COMMUNICATION/NAVIGATION ................................................................................. 16-37
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VHF COMM TRANSCEIVERS......................................................................................... 16-37

KY-196A Controls....................................................................................................... 16-37
ModeFrequencyChannel Selector............................................................................ 16-38
OPTIONAL KING HF TRANSCEIVER ........................................................................... 16-39
VHF NAVIGATION RECEIVERS ..................................................................................... 16-39
KN-53 Controls ........................................................................................................... 16-39
AUTOMATIC DIRECTION FINDER KR-87 (ADF) ........................................................ 16-40
Operating Modes ......................................................................................................... 16-41
Timer Operation........................................................................................................... 16-41
Audio Control Panels................................................................................................... 16-41
Locator Beacon............................................................................................................ 16-42
Weather Radar-Primus 650 ColoRadar........................................................................ 16-42
ALLIEDSIGNAL CAS66A TRAFFIC ALERT AND COLLISION
AVOIDANCE SYSTEM (TCAS I) ..................................................................................... 16-42
MARK VI Allied Signal Ground Proximity
Warning System (GPWS) (Optional) .......................................................................... 16-44
AREA NAVIGATION ........................................................................................................ 16-45
GNS-XLS Flight Management System ....................................................................... 16-45
AIRBORNE FLIGHT INFORMATION SYSTEM (AFIS) (OPTIONAL) ........................ 16-46
Operators Manual ....................................................................................................... 16-46
PITOT-STATIC SYSTEM................................................................................................... 16-47
General......................................................................................................................... 16-47
Pitot Tubes ................................................................................................................... 16-47
Static Ports................................................................................................................... 16-47
Anti-Ice Protection ...................................................................................................... 16-47
Static Discharge Wicks ................................................................................................ 16-47
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ILLUSTRATIONS
Figure
Title
Page
16-1
Primus 1000 System Block Diagram ..................................................................... 16-2
16-2
BL-870 PFD Controller.......................................................................................... 16-4
16-3
BL-871 MFD Bezel Controller .............................................................................. 16-4
16-4
DC-550 Display Controller .................................................................................... 16-4
16-5
Pilots Reversion Switches ..................................................................................... 16-6
16-6
Copilots Reversion Switches................................................................................. 16-6
16-7
Primary Flight Display........................................................................................... 16-7
16-8
Functional Sections ................................................................................................ 16-7
16-9
Multifunction Display Controller ........................................................................ 16-17
16-10
MFD in PLAN VIEW .......................................................................................... 16-18
16-11
MFD in WX/MAP VIEW .................................................................................... 16-18
16-12
Flight Director Mode Selector ............................................................................. 16-21
16-13
PC-400 Autopilot Controller................................................................................ 16-21
16-14
Secondary Flight Display System (MEGGITT TUBE)....................................... 16-31
16-15
Standby Horizontal Situation Indicator ............................................................... 16-33
16-16
Audio Control Panel ............................................................................................ 16-41
16-17
TCAS I Control Panel .......................................................................................... 16-43
16-18
GNS-XLS Control Display Unit.......................................................................... 16-45
16-19
Pitot-Static System............................................................................................... 16-48
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TABLES
Table
Title
Page
16-1
Weather Radar Annunciations.............................................................................. 16-13
16-2
Comparison Monitor Annunciators...................................................................... 16-30
16-3
EFIS Equipment Failure Checklist ...................................................................... 16-31
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CHAPTER 16
AVIONICS
INTRODUCTION
The Citation Bravo avionics covered in this chapter includes a Primus 1000 display
and flight guidance system, emergency flight instruments, communication/navigation,
pulse equipment, long-range navigation, pitot-static systems, and static discharge
wicks. Avionics limitations are listed in the Limitations and Specifications section
in the back of this manual. Many optional avionics items are available. The user should
consult the applicable supplements in the AFM, Section III of the Airplane Operating
Manual, and vendor handbooks for detailed information on standard and optional
avionics system installed.
GENERAL
The Primus 1000 integrated avionics system
(IAS) is an advanced integrated system that
provides display, flight director guidance, autopilot, yaw damper, and trim functions.
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Standard elements consist of the following:
The flight guidance function of the integrated

avionics computer (IAC) provides digital processing of heading, navigation, and air data information to the electronic flight instrument
displays (EFIS). The electronic flight instrument system displays consist of a dedicated
primary flight display (PFD) for each pilot
and a single multifunction display (MFD) installed on the center instrument panel.
IC-600 integrated avionics computers

(IACs):
Flight guidance system (FGS)
(Autopilot control, No. 1 IAC only)
Electronic flight instrument system
(EFIS)
AZ-850 air data system:
The IC-600 IAC is the focal point of information flow in the system. The two IACs are interconnected by High Level Data Link control
lines. This bus and other interconnects allow the
flight guidance computers and symbol generators associated with each IAC to share, compare,
and communicate large blocks of information.
Dual micro air data computers

(MADCS)
Primus 650 weather radar
Global GNS-XLS Flight Management
System
The Primus 1000 is an integrated fail-passive autopilot/flight director and display
system with a full complement of horizontal and vertical flight guidance modes. These
include all radio guidance modes, long-range
navigation tracking, and air data vertical
modes. Either pilot can couple their respective EFIS to the autopilot (No. 1 IAC must
be operational).
The IACs convert aircraft sensor input data and

information digitally to the pilot-selected formats for the attitude director indicator (ADI)
and horizontal situation indicator (HSI) on
the PFDs and data to the MFD. The IACs also
process data required for the flight director
command bars and steering information for the
autopilot.
FD1/FD2
28 VDC
FMS, GNS-X/ES
GPS/LORAN C
VLF- OMEGA
RPU
FULL
ARC
FULL
ARC
VG-14A
VERTICAL
GYRO
NO. 1
VG-14A
VERTICAL
GYRO
NO. 2
RADIO
ALTIMETER
DME
(YD ONLY)
RG-204
RATE GYRO
FULL
FULL
ARC
ARC
FULL
ARC
FMS 1
ADF 1
VOR 1
OFF
FULL
ARC
ADF 1
OFF
PR IMUS
WU-650
WX RECEIVER/
TRANSMITTER/
ANTENNA
1 000 SYSTEM
IC-600 (SG/FD/AP)
IAC
NO.1
NAV
RADIOS
WC-650
WEATHER RADAR
CONTROLLER
RIGHT
CONTROL BUS
LEFT CONTROL BUS
IC-600 (SG/FD)
IAC
NO. 2
DME
NAV
RADIOS
AG-222
ACCELEROMETER
IC-IC BUS
PC-400
AUTOPILOT
CONTROLLER
AG-222
ACCELEROMETER
AZ-850
MICRO AIR DATA
COMPUTER
NO. 1
DC-IC BUS
C-14D
DIRECTIONAL
GYRO NO. 1
DC-IC BUS
FROM
CS-412
C-14D
DIRECTIONAL
GYRO
NO. 2
AZ-850
MICRO AIR DATA
COMPUTER
NO. 2
TO C-14D
DIRECTIONAL
GYRO
NO. 2
RI-553 REMOTE
INSTRUMENT
CONTROLLER
MS-560
MODE SELECTOR
NO. 1
CS-412
DUAL REMOTE
COMPENSATOR
FULL
MAP
ARC
SM-200
RUDDER SERVO
FMS 1
GSPD
WX
ET
TTG
BRG
MS-560
MODE SELECTOR
NO. 2
FULL
FMS
COURSE
ADF 1
VOR 1
OFF
V/L
FMS 1
HEADING
MAP
ARC
COURSE
FMS 1
ADF 1
DH
BRG
TST
PRIMUS
GSPD
WX
ET
TTG
BRG
V/L
OFF
ADI
DIM
BRG
150
HDG
20
20
10
20
20
10
10
10
PDF 1
10
MFD
10
PFD 2
VOR1
24 W
21
21
VOR2
HDG
HDG
30 33
ADF
24 W
VOR1
12 15
30 33
ADF
IC-DU BUS
150
HDG
10
10
FX-220
FLUX
VALVE
12 15
SM-200
ELEVATOR SERVO
PRIMUS
DC-550
DISPLAY
CONTROLLER
NO. 2
SM-200
AILERON SERVO
VOR2
ADF 1
DH
TST
DC-550
DISPLAY
CONTROLLER
NO. 1
FX-220
FLUX
VALVE
FMS
FMS 1
ADF 1
VOR 1
OFF
OFF
ADI
DIM
LEFT PICTURE
BUS
RIGHT PICTURE
BUS
IC-DU BUS
TRIM
SERVO
(ELEC)
MAP
SCR
PLAN
MC-800 MFD
CONTROLLER
INC
WX
VOR
R
N
G
DEC
APT
MFD
HSI
SG
HSI
SG
DAT
MODE
DIM
NORM
EMER
RCL
SKP
PAG
ENT
SPERRY
MC-IC BUS
MC-IC BUS
Figure 16-1. Primus 1000 System Block Diagram
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The IACs have a built-in multilevel test capability, which includes an automatic power-up
self-test and pilot-initiated testing. It also includes on-ground maintenance testing and fault
storage. The system is powered by 28 VDC.
The EFIS displays are pitch and roll attitude,

heading, course orientation, flightpath commands, weather presentations, checklists,
mode and source annunciators, air data parameters, long range navigation map displays
and optional TCAS information.
ELECTRONIC FLIGHT
INSTRUMENT SYSTEM
(EFIS)
EFIS brings display integration, flexibility,

and redundancy to the flight control system.
Essential flight information, automatic flight
control, and navigation data are integrated
into the pilots prime viewing area. Selection
of essential flight data, including various navigation information, aircraft performance parameters, and weather radar displays, is
accomplished by using the PFD display controllers, MFD controller, weather radar controller, and the display-unit-mounted bezel
controllers. Each IAC symbol generator (SG)
is capable of driving the three displays. The
symbol generators function as data processors for processing aircraft sensor inputs to format correct information as defined by the
display controllers to the display units (PFDs
and MFD).
The electronic flight instrument system (EFIS)

is an integral part of the Primus 1000 integrated
avionics system. The heart of each pilots system is an IC-600 integrated avionics computer
(IAC). Except for the presence of the autopilot computer in the No. 1 IAC, the IACs are
identical and interchangeable. In the normal
configuration, the No. 1 IAC drives the pilots
PFD and the No. 2 IAC drives the copilots
PFD. The No. 1 or No. 2 IAC will drive the
MFD; it is normally controlled from the No.
1 IAC. Wraparound failure (miscompares) are
used for critical parameters such as pitch or
roll data, IAS, BARO set, to ensure information accuracy.
The EFIS consists of the following elements:
IC-600 Integrated Avionics Computer
(IAC). Included within each IAC are the
following:
Flight Director Computer
Reversion switches allow for substituting operational sensors for failed ones (i.e.,
Directional Gyros, Vertical Gyros, air data
computers, symbol generators, and PFD reversion to MFD).
CONTROLLERS
BL-870 PFD Bezel Controller
Symbol Generator
Sensor Interfaces
Autopilot Computer (IAC No. 1 only)
DU-870 display units (DUs): PFDs
and MFD
BL-870 PFD bezel controllers (2)
BL-871 MFD bezel controller
DC-550 display controllers (2)
RI-553 remote instrument controller
The PFD bezel controller is mounted on the

lower front of the PFD and provides the following functions (Figure 16-2):
STDPushbutton returns the barometric altimeter correction to standard
value (29.92 in. Hg or 1013 HPA).
BARORotary set knob allows selection of reported barometric altimeter correction in either inches Hg or
HPA as determined by the IN/HPA
pushbutton.
MC-800 MFD controller
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BARO
STD
Figure 16-2. BL-870 PFD Controller
Figure 16-3. BL-871 MFD Bezel Controller
NOTE
All menu pages of the MFD display the digital readout of the selected altitude. The altitude preselect value is set in increments of
100 feet and can be changed at any time regardless of the status of any other set parameters.
When the pilots are displaying crossside micro air data computer (amber
MADC) data on their PFDs, only the
operating side MADC PFD bezel has
control over both BARO settings.
DC-550 Display Controller

The display controllers, located directly to
the left and right respectively of the pilots and
copilots PFDs on the instrument panel, allow
the pilots to select various formats on the
PFDs (Figure 16-4). These functions are described below:
NOTE
The BARO set operates independently from the display controllers
and does not require the display controller be functional to set data.
HSI ButtonControls full or WX (partial compass display). Displays 360 in

FULL mode and 90 in WX (ARC)
mode. Successive pushes toggles between the two displays. WX returns can
be displayed on the PFD when in WX
mode and radar is transmitting.
BL-871 MFD Bezel Controller

The MFD bezel controller allows access for
setting takeoff V speeds, landing V Speeds, and
vertical navigation (VNAV) data through five
menu-item pushbuttons and a rotary knob (left
side) for setting data on various menus (Figure
16-3). The right rotary knob is used solely for
altitude preselect inputs (displayed simultaneously on the MFD and both PFDs).
SC
CP
HSI
NAV
OFF
IN
HPA
SC/CP ButtonSelects flight director

command bar display. Alternate-action
toggles between single cue and cross
pointer flight director display. Powerup
state is single cue.
GSPD
TTG
ET
ADF
NAV
FMS
BRG O
NAV
TEST
PFD
DH
DIM
TST
Figure 16-4. DC-550 Display Controller
16-4
ADF
FMS
OFF
OFF
FMS
BRG
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IN/HPA Button(Inches of Hg/HectoPascals) Selects Barometric display

mode. Pressing button toggles display
between Inches of Mercury and HectoPascals
GS/TTG ButtonGroundspeed (GS)
or time-to-go (TTG) is displayed in the
lower right center of the EHSI. Pressing
the GS/TTG button provides alternating selection of GS or TTG to next station or waypoint.
ET ButtonControls elapsed timer that
appears in the EHSI location dedicated
to GSPD/TTG. Initial actuation enters
the mode at the previous position. If
elapsed time is being displayed, it stops
the display. Sequence of the ET button
is: ResetElapsed TimeStopRepeat.
NAV ButtonPressing the NAV button selects the VOR for display on the
EHSI course deviation indicator (CDI).
Pressing the button alternately selects
NAV1 (green) and NAV2 (yellow) (annunciated VOR1 and VOR2 on the center right side of the EHSI; ILS 1 and
ILS 2, if ILS frequency is tuned in NAV).
The flight director interfaces with the
NAV that is selected and displayed on the
EHSI.
FMS ButtonSelects flight management system (FMS) for display on the
EHSI. The EHSI course needle represents FMS course information on the
course deviation indicator. The FMS
button first depicts onside data in magenta and on second push displays crossside data in yellow.
Bearing KnobThis knob has four
positions. The OFF position removes
the No. 1 (blue) single line bearing
pointer from the HSI display. In NAV position, VOR1 bearing information is displayed. In ADF position, ADF1 bearing
is displayed. Selecting FMS displays
bearing to the next FMS waypoint in
single FMS installations, or FMS1 data
in dual FMS installations.
PFD DIM (Outer Concentric)The

DIM knob sets half the overall brightness
of the PFD. When a reference level is
set, photoelectric sensors will maintain
the relative brightness level in various
lighting conditions. Full counterclockwise OFF position turns off the PFD, and
will revert the display, through an EFIS
backup mode, to the multifunction display. Sunlight increases intensity so images are still visible.
EFIS backup is provided by the MFD as an addition to the existing symbol generator (EFIS)
reversionary modes. In case of failure of a
primary flight display (PFD) cathode ray tube,
selection of an EFIS backup mode can be accomplished by turning OFF the PFD DIM button on the affected PFD. The MFD will then
take up the display selected on the controller.
If both PFDs are OFF, the copilots PFD will
have priority on the MFD display. Dual reversion of both PFDs to the MFD is prohibited by
limitation.
Decision Height (Inner Concentric
DH)Rotation of the DH knob adjusts
the decision height display on the EADI
in 5-foot increments to 200 feet and 20foot increments above 200 feet to 990
feet. Rotating the knob fully counterclockwise removes decision height information from the display.
Test Function (TEST in Magenta)
Pressing and holding the TEST button
causes the displays to enter the test
mode. Flags, cautions, and all flight
director and mode annunciations are
tested and presented on the display.
Satisfactory or unsatisfactory test results are annunciated on the display.
The test also results in a self test of the
radio altimeter system; 50 feet is indicated in green in the bottom of the EADI
display, and the decision height (DH)
horn sounds. The TEST button is wired
through a squat switch and is completely active only when the airplane is
on the ground. The Primus 1000 test is
not active in flight, but a self test of the
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radio altimeter system may be made in

flight if the GS capture mode is not active. The EFIS system also automatically self tests when it is powered up,
but this is normally not displayed due
to the warm-up time of the EFIS tubes.
If the test is not satisfactory it is so annunciated. Holding the test button for
more than 5 seconds displays a maintenance test function of the PFD.
Bearing KnobThis knob has
three positions. The OFF position removes the No. 2 double-line bearing
(white) pointer from the HSI display.
In the NAV position, NAV2 bearing is
displayed. In the ADF position, ADF
bearing is displayed in single ADF installations, or ADF 2 bearing in dual
ADF installations. Selecting FMS displays bearing to the next FMS waypoint
in single FMS installations, or FMS 2
data in dual FMS installations.
Heading Reversion Switch (HDG REV)

The heading reversion switch is an auxiliary
pushbutton switch which allows selection of
the opposite side directional gyro as an alternate (reversion) heading source for the pilots
or copilots flight director. MAG2 (MAG1)
or DG2 (DG1) is annunciated in amber in the
center-left of the PFD. The annunciation of
MAG or DG is controlled by the position of
the respective GYRO/MANAUTO switch on
the pilots or copilots instrument panel. If
there is no reversion selection and both systems are selected to its own respective sources,
there is no annunciation. If there is a cross-selection on both sides, the annunciation is in
amber. If the same directional gyro is selected
as a heading source on both sides, the heading source annunciation is in amber, to apprise the pilots that both indicators are selected
to the same heading source.
Attitude Reversion Switch (ATT REV)
Reversion Switches (HDG

REV/ATT REV/ADC REV)
Heading, attitude, and air data computer reversion switches are located on the pilots and
copilots lower instrument panels (Figures
16-5 and 16-6).
HDG REV
FLOOD LTS
ATT REV
ON
ADC REV
LEFT
CENTER
RIGHT
EL
STBY
GYRO
TEST
OFF
OFF
O
F
F
PASS
SAFETY
O
F
F
SEATBELT
BEACON
OFF
Figure 16-5. Pilots Reversion Switches

HDG REV
WINDSHIELD BLEED AIR
ATT REV
RH
FAN
OVHD
HI
ADC REV
DEFOG
HI
VERT GYRO
GYRO
MAN
SLAVE
LH
LOW
NORM
AUTO
RH
F
MIN
MAX
MIN
MAX
LOW
Figure 16-6. Copilots Reversion Switches
16-6
The attitude reversion switch is an auxiliary

pushbutton switch which allows selection of
the opposite-side attitude gyro as an alternate
(reversion) attitude source for the pilots or
copilots attitude indicator. ATT2 or ATT1 is
annunciated in amber in the upper-left of the
PFD. If the same attitude gyro is selected as
an attitude source for the attitude indicators
on both sides, the attitude source annunciation
is in amber; if both systems are selected to its
respective sources, there is no annunciation.
If there is a cross-selection on both sides, the
annunciation is in amber. In case of a reversion selection, the annunciation is in amber to
apprise the pilots that both indicators are selected to the same heading source.
Air Data Computer Switch (ADC REV)

The ADC reversion switch is an auxiliary pushbutton switch which allows selection of the
opposite-side Micro Air Data Computer
(MADC) as an alternate (reversion) airspeed,
altitude, and vertical velocity indication source
for the pilots or copilots PFD. ADC2 or ADC1
is annunciated in amber in the upper-left of the
PFD. If the same MADC is selected as an air
data source for both PFDs, the ADC source annunciation is in amber; if both systems are selected to its respective sources, there is no
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annunciation. If there is a cross-selection on

both sides, the annunciation is in white. In case
of a reversion selection, the annunciation is in
amber to apprise the pilots that both PFDs are
selected to the same MADC.
Primary Flight Display (PFD)

The primary flight display (PFD) on each pilots
instrument panel provides an integrated display of all pertinent flight data (Figure 16-7).
The PFD is divided into the following functional sections (Figure 16-8).
EADI (Attitude Director Indicator)

DisplayThe EADI symbology uses a
truncated sphere format to display standard attitude information. The attitude
display receives its input from the VG14A
Vertical Gyro. When either the pitch or roll
data becomes invalid, all scale markings
are removed, the attitude sphere turns
cyan (blue) and a red annunciation of
ATT FAIL is put at the top center portion
of the sphere.
Honeywell
Mode AnnunciationsThe PFD displays mode annunciations from the

flight guidance processor (FPG), PFD
source selection, and comparison monitor function. Lateral modes to left of
center and vertical modes right of top
center.
EHSI (Horizontal Situation
Indicator) DisplayThe PFD HSI
heading display receives its inputs from
the C-14 Directional Gyro. HSI displays include a full compass, arc, and
weather modes.
Air Data DisplaysThe PFD airspeed, altitude, and vertical speed displays receive inputs from the MADC.
Various other display data, such as
radio altitude, marker beacon, and
states of operation annunciations, are
also displayed on the PFD.
Standard Slip-Skid Display
Standard slip-skid display is provided
by the indicator on the PFD bezel controller.
Honeywell
25000
GA
HDG
ANNUNCIATIONS
1500
140
20
20
120
10
10
4
10
20
99
40
103
10 00
10
10
28
9
20
20
160-E
111-2
103-R
99-1
80
A/S
DISP
EADI
DISPLAY
ALT
DISP
200 DH
29.96 IN
CRS
119
VOR1
10.0 NM
+|O
E
6
12
15
ADF
33
EHSI
DISPLAY
21
24
30
HDG
090
VOR2
GSPD
80 KTS
VERT
SPD
DISP
BARO
BARO
STD
STD
Figure 16-7. Primary Flight Display
Figure 16-8. Functional Sections
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PFD Electronic Attitude Director

Indicator (EADI)
Permanent displays are an integral part of the
EADI portion of the PFD: the blue (sky) and
brown (ground) sphere, the pitch and roll attitude reference marks, the airplane symbol,
and the inclinometer which is fixed to the
lower bezel. The flight director command bars
are in view on power-up unless there is no lateral mode selected. The single-cue command
bar is presented during initial power-up.
Various other symbols and annunciators are
displayed when selected or during certain
phases of flight:
Decision HeightThe decision height
is a three-digit display identified DH
(white) in the lower center-right side of
the EADI presentation. The value of the
decision height is identified in blue numbers. It is set by rotating the DH set knob
on the display controller. Full counterclockwise rotation removes the display
from view. A decision height annunciation (DH in amber inside a white box)
appears in the upper left of the EADI display at radio altitudes less than or equal
to the decision height setting and flashes
for 10 seconds. Decision height is not annunciated until it is armed. Arming occurs when the squat switch senses in
air and a radio altitude of 100 feet
greater than the selected decision height
for at least 5 seconds.
Radio Altitude DisplayThe display
of actual radio altitude is located in the
lower part of the EADI.
Radio Altitude Rising Ground Brown
Raster DisplayAnother indication of
radio altitude is given on the barometric altitude tape. At 550 feet AGL, a rising ground brown raster fills the
background of the altitude tape, displacing the normal gray raster field and altimeter scale data. The bottom of the
altitude scale corresponds to 550 feet,
and the altimeter reference line corresponds to 0 feet. The brown raster fills
in the scale proportionately between 550
and 0 feet AGL.
16-8
Comparison MonitorsAmber radio

altitude comparison monitor warnings
(RA), attitude comparison monitor warnings (ROL, PIT, ATT), and localizer and
glide-slope comparison monitor warnings (LOC and GS) are located at the
lower left side of the attitude display.
Parameters monitored are listed as follows:
Pitch attitude (PIT) 5
Roll attitude (ROL) 6
Attitude (ATT)Active only when
both pitch and roll comparators are already tripped
Heading (HDG) 6
Altitude (ALT) 200 feet
Airspeed (IAS) 5 knots
Localizer deviation (LOC) 40 uA
(1/2 dot below 1,200 feet AGL)
Glide-slope deviation (GS) 50 uA
(1/2 dot below 1,200 feet AGL)
ILSActive when both LOC and GS
comparators are already tripped
Azimuth (AZ) 38 uA (1/2 dot)
Glide path (GP) 49 uA (3/4 dot)
MLSActive when both AZ and GP
comparators have been tripped
The comparison is done when the pilot and
copilot have the same type but different sources
selected for display. If, for example, the pilot
and copilot both have ILS1 selected (amber annunciation of the source), no comparison monitor is active on that data (LOC, GS).
Flight Director Couple ArrowThe
green flight director couple arrow is positioned at the top, center of the PFD.
The arrow is pointing left or right to indicate which flight director computer
the autopilot is coupled to. (This display
is always present.)
Flight Director ModeAnnunciators
armed mode annunciations appear in
white at the top left (lateral modes)
and the top right (vertical modes) of
the EADI presentation. Captured mode
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annunciations appear in green. When

a mode is not selected, the annunciation is not present. As a mode transitions from armed to captured, a white
box is drawn around the annunciation
for 5 seconds.
Vertical Deviation ScaleThe white
vertical deviation scale appears on the
right side of the attitude sphere. The
driver for this scale is selected by the display controller from any one of the following sources:
ILS glide slope
MLS glide path
VNAV from the FMS or MFD bezel
controller
ILS and MLS pointers are displayed as a green
rectangular box. VOR/DME VNAV deviation
is displayed as a cyan pointer, and a white
VNAV is displayed above the scale. The pointers are amber when both pilots select the same
navigation source.
Flight Director Command CueThe
magenta flight director command cues
can be selected in single-cue or crosspointer format by pressing the SC/CP
button on the display controller. In the
single-cue format, if a lateral mode is not
selected, the command bars remain biased out of view. Power-up default selection is single cue.
Source AnnunciationsSource annunciations (ADC1 and ADC2, ATT1 and
ATT2, MAG1/DG1 and MAG2/DG2,
SG1 and SG2) are displayed to indicate
the sources of air data, attitude, heading,
and symbol generator information, respectively. If the pilot and copilot are
using their normal sources, there is no
source annunciated. Cross-selections
are annunciated in amber, and when both
displays are selected to the same source,
the annunciation is in amber, to remind
the pilots of the single source selection.
Annunciation is in the upper left section
of the EADI display.
Marker BeaconMarker beacon information appears below the glide-slope
indicator when ILS is tuned. A white
box, in which the appropriate letter

flashes when a marker beacon is passed,
is located in that position when a localizer frequency is tuned on the NAV control. The outer marker is identified by a
blue O, middle marker by an amber
M, and inner marker by a white I.
AP (Autopilot) Engage/Disengage
AP engage is annunciated by displaying AP ENG in green on the top center
of the ADIs. Warning messages replace
this annunciation under appropriate
conditions.
TCS (Touch Control Steering) Mode
AnnunciatorThe autopilot (AP) engage annunciator is replaced with an
amber TCS annunciator when the TCS
switch is pressed.
TRN KNBIndicates the autopilot turn
knob is out of the center detent (autopilot disengaged or engaged).
C a t e g o r y Tw o A p p r o a c h C AT 2
(green), annunciated at the upper right
of the EADI presentation, indicates that
category two approach parameters have
been met and the excessive deviation
monitor has been enabled. A green category two approach window will be displayed above the center of the
glide-slope indicator. After a CAT2 condition has been established, if any one
of several conditions should go invalid
(except for autopilot engaged), the green
CAT2 annunciator is replaced by a flashing amber CAT2 legend which flashes
for 10 seconds and then goes steady.
The CAT2 annunciation is removed if the
autopilot is disengaged or both DHs are
set above 200 feet inclusive.
MAX/MIN SPD (Maximum/Minimum
Speed) WarningWhen the flight director detects an overspeed condition, a
MAX SPD or MIN SPD warning is displayed in amber to the left of the ADI.
The warning remains annunciated as
long as the overspeed or underspeed
condition exists.
MAX SPD is active in SPD, VS and VNAV
flight directors modes; MIN SPD is active
only in VNAV mode.
16-9
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EADI Caution or Failure

Annunciations
Flight Director FailureIf the flight
director fails, the flight director command bars disappear, and an amber FD
FAIL warning appears in the top left
center of the display. All FD mode annunciators will be removed.
Internal FailuresA large red X will
cover the face of the primary flight
display.
Radio Altimeter FailureIf the radio
altimeter fails, the radio altitude readout is replaced by an amber RA. If the
low altitude awareness indication is present, it will be removed.
Pointer/Scale Failures Glide Slope
(Vertical Deviation), Altitude, and
Vertical SpeedFailure of pointers/
scales is indicated by replacing the digital readouts with dashes, drawing a red
X through the scale (IAS, ALT, GS only),
and removing the pointer (GS and VS
only).
Attitude FailureAttitude failure is
annunciated by appearance of ATT FAIL
in red in the upper-half of the attitude
sphere. The sphere will change to solid
blue, and the pitch scale and roll pointer
will disappear.
Excessive Attitude Declutter

The EADI display is decluttered if an unusual
attitude condition is displayed. If this should
occur, the following items are removed from
the PFD:
FD mode annunciations and command bars
Marker beacons
Vertical deviation scale, pointers, and
annunciators
ADI localizer scale
Speed bugs and readout
Radio altitude and DH set
Altitude select data
16-10
All flags and comparators except ATT

and ADC (IAS/ALLT)
An unusual attitude condition is defined as:
Bank greater than 65 roll
Pitch greater than 30 up or 20 down
PFD Electronic Horizontal

Situation Indicator (EHSI)
The EHSI function of the PFD has full-time
displays which are always present, part-time
displays which are sometimes present, and
the 90 arc compass mode.
Full-Time Displays
The airplane symbol is present and provides
a visual cue of airplane position relative to a
selected course or heading. Other full-time
presentations are similar to those on a mechanical HSI.
Heading Dial and Digital Heading
ReadoutHeading information is presented on standard-type compass dial
format, and digital heading readout is
shown above the heading dial when in
the ARC mode.
Heading Select Bug and Heading
Select ReadoutThe heading bug is
positioned around a compass dial with
the HEADING knob on the remote instrument controller. The bug then retains its position in relation to the dial.
A digital heading select readout is provided at the lower left of the display
(cyan or blue digits, white HDG label).
The heading bug provides a heading
error signal to the flight director.
C o u r s e D ev i a t i o n I n d i c a t o r
Navigation or localizer course. Course
deviation and airplane position relationships are depicted as on a mechanical HSI
instrument. The course deviation indicator also operates in conjunction with the
long-range NAV system. Refer to PartTime Displays, later in chapter, for
Desired Track information. The CDI is positioned by the COURSE knob on the remote instrument controller. The COURSE
knob is not functional when FMS mode
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is selected. The CDI is magenta when

FMS course information is presented,
green when on-side NAV information is
being presented, and yellow when offside NAV information is being presented.
Course Pointer with DisplayThe
course pointer rotates about the center
of the arc heading display. With a shortrange NAV selected, the course pointer
is positioned by rotating the COURSE
knob located on the remote instrument
controller.
TO/FROM AnnunciatorIndicator
points along selected course, depicting
whether the course will generally take
the airplane to or from the selected station or waypoint. Indicator does not appear during localizer operation.
Distance DisplayIndicates nautical
miles to selected station or waypoint.
Distance display is in 0-399.9 nm for
selection of short-range navigation
equipment and 0-3999 nm format for
long-range equipment. DME HOLD is
indicated by an amber H next to the
readout.
Navigation Source Annunciators
NAV source annunciations are displayed
in the upper right corner of the EHSI
presentation. Long-range sources are in
magenta, and short-range sources are in
green or yellow. A yellow indication
means an off-side selection or that both
sources are the same. The label identification will always be white. A yellow
annunciation of FMS indicates that
both pilots are selected to the FMS.
Heading Source Annunciation
Heading source is annunciated at the
top left center of the EHSI presentation. A green annunciation indicates
a normal selection, and amber indicates an offside selection or that both
selections are the same (MAG1/MAG2
or DG1/DG2).
Heading SYNC AnnunciatorThe

heading SYNC annunciation is located
to the left of the heading source annunciation in the upper left side of the EHSI
presentation. The bar in the indicator
represents commands to the compass to
slew in the indicated direction. Plus indicates an increase in heading, and zero
indicates a reduction in heading. Slow
oscillation indicates normal operation.
During compass MAN (DG) modes, the
annunciation is removed.
Part-Time Displays
Part-time displays are present when selected
on the display controller or the flight director
mode selector panel. The mode and bearing
pointers available depend upon optional equipment installed and may not be present in all
installations. Some annunciations also concern
other systems, which will be discussed under
headings pertaining to those systems.
Bearing Pointer and Source AnnunciationThe bearing pointers indicate
relative bearing to the selected navaid
and can be selected as desired on the
display controller. Bearing pointers appear on the compass rose when they
are selected by means of the knobs on
the display controller, and the bearing
pointer source annunciations are in the
lower left of the EHSI display. If NAV
source is invalid or LOC frequency is
tuned, the NAV bearing pointer and the
annunciation will disappear. The O
bearing pointer is always NAV1, ADF1,
or FMS1. The bearing pointer is always NAV2, ADF1 (ADF2 in dual ADF
installations), FMS1 (FMS2 in dual
FMS installations).
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Elapsed Time AnnunciationShows

elapsed time in hours and minutes or
minutes and seconds. Selection is made
on the display controller.
Ti m e - t o - G o a n d G ro u n d S p e e d
Pressing the GS/TTG button on the display controller alternates time-to-go (to
next waypoint or navaid) and groundspeed displays.
Desired TrackWhen long-range navigation is selected, the course pointer becomes a desired track pointer. The
long-range NAV system will position
the desired track pointer. A desired track
(DTRK) digital display will appear in the
upper left corner of the EHSI display.
When FMS is selected, the course selection knob on the remote instrument controller is inactive.
NAV Source AnnunciationAppears
in the upper right side on the EHSI
presentation when a NAV, ILS, or FMS
s o u r c e i s s e l e c t e d a s a n av i g a t i o n
source. Distance to next waypoint or
to selected VORTAC appears below
the annunciation. Annunciated source
will be displayed on the EHSI course
deviation indicator (CDI) by changing
colors.
Wind DisplayThe wind display (magenta direction and arrow) is located at
the lower left-center of the display when
FMS is selected for navigation.
Weather Radar ModesAlong the
left top side of the EHSI display are
the displays of the weather radar
modes. These modes and displays are
discussed under Weather Radar later
in this chapter.
Drift Angle BugIf available from
the FMS, the drift angle bug with respect to the lubber line represents drift
angle left or right of the desired track.
The drift angle bug with respect to the
compass card represents the aircrafts
actual track. The bug is displayed as
a triangle that moves around the outside of the compass card (in either
FULL or ARC mode).
16-12
FMS Waypoint (WPT) AlertSixty

seconds prior to crossing an FMS waypoint, the amber WPT annunciator is
displayed to the left of the compass rose.
The annunciator flashes during this time.
FMS Status AnnunciationSome
critical FMS status annunciations are
annunciated to the left of the compass:
waypoint (WPT), offset (XTK), approach (APP), degrade (DGR), and dead
reckoning (DR). XTK and APP are displayed in cyan; DR, DGR, and WPT
are displayed in amber. Message (MSG)
is displayed to the right of the compass
in amber.
Bearing Pointer and Source AnnunciationsTwo bearing pointers are
available: circle symbol and triangle
symbol. The bearing pointers indicate
bearing to the selected navaid. The
pointers are selected using the display
controller.
Desired Course/Track Annunciations
A desired course/track (lateral) deviation
scale appears in the form of two white dots
on either side of the aircraft symbol. This
represents the NAV deviation from the
selected source. The lateral deviation dots
rotate around the center of the fixed aircraft symbol.
Wind VectorWind vector information is displayed in the left bottom center. The wind is shown in magenta with
velocity and direction. Wind information
is provided by a vector arrow showing
the direction of the wind relative to the
airplane symbol. The associated digital
quantity indicates wind velocity.
WX/ARC Display (Partial

Compass Format)
During operation in the WX/ARC mode, additional presentations are available which
enhance navigation and safety of flight.
Pressing the HSI button on the display controller toggles the display between the full
(HSI) and partial compass (WX/ARC) display. Additional features presented in partial display are the following:
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Off-Scale ArrowsIn the arc mode,

the heading bug and course/desired track
course pointer can be rotated off the
compass scale. When the HDG bug is off
scale, a cyan arrow is displayed on the
outer compass ring to indicate the shortest direction to its location.
Range RingsDisplay of the range
rings aids in the use of radar returns
when WX/ARC mode is selected. The
center half-range ring represents the selected radar range. The range is controlled by the weather radar controller.
WeatherWeather radar returns can be
displayed on the EHSI when WX/ARC
mode (HSI Button) is selected on the
PFD controller. WX mode (HSI Button)
forces the PFD into WX/ARC display
if it was not already selected. Radar
mode annunciations are presented on
the upper left side of the EHSI presentation and on the lower left side of the
multifunction display (MFD) as depicted in Table 16-1.
NOTE
A magenta TX is displayed in the
same area when radar is transmitted but is not selected for display
on the PFD.
EHSI Caution or Failure

Annunciations
Amber caution annunciations appear to indicate the following situations:
DME HoldWhen the DME is selected
to HOLD, an amber H appears to the
left of the DME readout on the EHSI.
F M S A l e r t M e s s a g e s Wa y p o i n t
(WPT), dead reckoning (DR), or degrade (DGR) messages appear in amber
at the upper center-left of the EHSI presentation to indicate, respectively, that a
waypoint is being passed, the FMS is in
dead reckoning, or the FMS navigation
has become degraded for any of various
reasons. MSG annunciated in amber at
the top center-right of the EHSI display
indicates that the FMS has a message on
the FMS CDU.
Digital Display CautionsWhen
DME, groundspeed (GSPD), time-togo (TTG), or elapsed time (ET) digital
readouts fail, the digital display is replaced by dashes.
Target AlertsAn amber TGT on the
left of the EHSI indicates weather radar
target alert. A green TGT annunciation
indicates that target mode has been selected on the weather radar.
Table 16-1. WEATHER RADAR ANNUNCIATIONS

R/T MODE
MODE ANNUNCIATION
ANNUNCIATION COLOR
R/t in Warm up
REACT Mode
Ground Clutter Reduction
RCT and GCR Modes Active
Forced Standby
Standby
Test Mode
Weather Mode
Variable
Weather and Turbulence
RCT and Turbulence
Ground Map Mode
Flight Plan Mode
R/t Fail
R/t Off
WAIT
RCT
GCR
GR/R
FSBY
STBY
TEST
WX
VAR
WX/T
R/T
GMAP
FPLN
FAIL
OFF
Green
Green
P870 option
P870 option
Green
Green
Green
Green
Amber
P870 option
P870 option
Green
Green
Amber
Green
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Digital ReadoutsFailure of the course

or heading select signals causes these
displays to be replaced by amber dashes.
They are also dashed when the heading
display is invalid.
Heading Source and Navigation
SourceWhen both the pilot and copilot select the same heading source or
NAV source, the source annunciators
will be amber. If the NAV or heading
sources are cross-switched (i.e., pilot
to copilot and vice versa) the annunciation will also be in amber. Normal selections are not annunciated.
Heading Comparator WarningHDG
annunciated in amber at the top center
left of the EHSI display indicates the
comparing system has detected an excessive difference between the two heading
indicators.
Red failure annunciations appear in the following instances and locations:
Heading FailureA heading failure
results in the following indications:
heading and bearing annunciations and
bearing pointers disappear; HDG FAIL
appears at top of heading dial; HDG,
CRS SEL, and DTRK dash.
Deviation Indicator FailuresA failure in the vertical deviation or glideslope system results in removal of the
applicable pointer and a red X being
drawn through the scale.
Vertical Speed DisplayA red X is
drawn through the scale.
Air Data Displays

Air data information on the PFDs consist of
airspeed, altimeter, and vertical speed displays.
The micro air data computers (MADCs), fed by
two independent primary pitot-static systems
and a dedicated air temperature probe
(Rosemount) located on the lower right side of
the nose, provide data to the IACs for processing and formatting air data displays on the PFDs.
16-14
Airspeed Displays
The airspeed section of the PFD display is to
the left of the ADI display. The display consists of a rolling digit window in the center
of an airspeed vertical tape. The resolution in
the window is in 1-knot intervals. The moving vertical tape moves behind the window
and displays airspeed at 20-knot intervals.
The tape rolls downward; larger numbers roll
down from the top of the scale. The range of
speed is 40 to 400 knots with tick marks at 10knot intervals.
Trend VectorsAn airspeed trend vector (magenta), which displays an indication of the direction and rate of
airspeed change, extends vertically from
the apex of the current airspeed value
display window. It extends upward for
acceleration and downward for deceleration. The trend vector represents a prediction of what the airspeed will be in
ten seconds if the current change in airspeed is maintained.
V-Speed IndicationsBugs for six V
speeds are provided to allow pilot selection of key airspeeds by means of the
multifunction display (MFD) bezel buttons. They are labeled 1 (V1), R
(VR), 2 (V2), and E (VENR) (this
airspeed is automatically displayed
whenever V1, VR, or V2 is selected for
display) and RF (VREF) and AP
(VAPP). When the takeoff speeds are
selected, digital indications appear at
the bottom of the PFD display, as well
as the bugs being placed into position.
The bugs are positioned on the right outside edge of the airspeed tape. They consist of a horizontal T-shaped symbol
with its respective label positioned to the
right of the symbol. All the takeoff set
bugs are removed from the display when
the airplane airspeed exceeds 230 knots,
and the landing speed bugs are removed
when power is turned off.
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When the airspeed is below 40 knots, V1,

VR, V2, and VENR are displayed in the
bottom portion of the airspeed tape in the
form of a digital readout. The digital
readout of the set value is displayed
along with the bug symbol and are labeled in ascending order, starting with
V1. Upon power-up, the digital readouts for the set bugs are amber dashes.
As the V-speeds are set on the MFD
menu, the digital readouts follow the
readout on the MFD and set accordingly.
The digital readouts are removed from
the display at weight-off-wheels.
Standby AirspeedStandby airspeed
indications are always available from
the Secondary Flight Display System
(Meggitt Tube), which is discussed later
in this chapter under Emergency Flight
Instruments.
NOTE
The flight guidance system annunciates the SPD command in terms of
IAS or MACH (if programmed) at
the top of the airspeed scale.
Overspeed IndicationsBelow 8,000

feet altitude the limiting airspeed
(V MO ) is 260 KIAS; between 8,000 and
27,900 feet the limiting airspeed is 275
KIAS. When one of these limits is exceeded, the airspeed indication in the
window is changed to red and an amber
annunciation. Also, to the left of the
attitude sphere MAX AIRSPEED is illuminated. A red thermometer-type tape
is also presented on the inside of the airspeed scale. The thermometer extends
from V MO /M MO to larger airspeeds on
the tape and appears in the indication
as the airspeed reaches into the range
near V MO /M MO . When the limiting airspeed is exceeded, the overspeed warning horn sounds and continues to sound
until the airspeed is reduced below the
limit speed.
L ow A i r s p e e d Aw a re n e s s A r e d ,
amber, and white thermometer-type
display located on the inside of the
airspeed scale gives indication of low

airspeed as calculated by the AOA
input. The white extends from 1.3 to
1.2 VS1, the amber band extends from
1.2 to 1.1 VS1 (approximately stick
shaker speed), and the red extends
from stick shaker speed to the smaller
airspeeds on the tape.
Mach Number DisplayA digital readout of indicated Mach number is displayed below the airspeed dial. The Mach
number comes up on the display when
Mach exceeds 0.390 and is removed when
it falls below 0.380 Mach. Resolution of
the Mach display is 0.01 Mach.
Altitude Indications
The altitude display is located to the right of
the EADI. The altitude tape is a moving scale
display with a fixed pointer (center of window). The scale markings on the tape are labeled in 100-foot increments. The scale tape
displays larger numbers at the top.
The range of altitude window is from 1,000
to 60,000 feet with tick marks located at 500foot increments. The scale is labeled in 500foot intervals, and single-line chevrons are
located at each 500-foot increment. Doubleline chevrons are located at each 1,000-foot
increment. The chevrons extend back to the approximate midpoint of the altitude tape and are
connected with each other by a vertical line.
The left side of the rolling digit window
has the same angle as the chevrons.
Altitude Digital DisplayA digital
display (green) of the actual altitude
value is contained in the display window. This data is a magnification of the
digits on the scale and is readable to
within a 20 foot resolution. The digits
within the pointer scale are white. For
climb/descent rates greater than 1,000
feet per minute, the rolling drum digits are replaced by two dashes to enhance altitude scale readability. Below
10,000 feet, boxed hash marks are used
to show that the10,000-foot digit is
missing.
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Altitude Alert Select Display

Altitude alert select data is displayed at
the top of the altitude scale. This data is
set by using the right-side MFD bezel set
knob.
The altitude preselect data is cyan (blue). When
the aircraft is within the altitude alert region
(1,000 feet), the box and the set data turn
amber. When a departure from the selected altitude capture occurs, the select data also
changes back to amber. When the aircraft approaches the set altitude, within 250 feet, the
box and the altitude data turns back to cyan
(blue). A momentary audio alert sounds when
the aircraft is 1,000 feet from the preselected
altitude or has departed 250 feet from the select altitude after capture.
Altitude Select BugThe cyan (blue)
altitude select bug travels along the left
side of the altitude tape. The altitude
select bug is notched to fit the 1,000- or
500-foot altitude tape chevron format.
The bug appears on the scale across from
the altitude value set in the altitude alert
select display. If the bug is moved off the
current scale range, half of the bug remains on the scale to indicate the direction to the set bug.
altitude display window. The vector extends up for positive vertical trends and
down for negative values. The vector
represents a prediction of what the altitude will be in 10 seconds if the current vertical speed is maintained. The
MADC outputs altitude rate of change.
Standby AltitudeStandby altitude
indications are always available from
the Secondary Flight Display System
(Meggitt Tube), which is discussed later
in this chapter under Emergency Flight
Instruments.
Vertical Speed Display

The vertical speed display is located to the
right of the EHSI and directly below the altitude display.
Vertical speed data is developed in the micro
air data computers, which sense the rate of
change of altitude from inputs of the static
system. The computers convert the data into
digital form and transmit it through the digital data bus system to the IC-600 display guidance computers, which forward it to the
DU-870 primary flight displays (PFDs), where
it is generated into a visual display.
Low Altitude AwarenessAt radio altitudes of 550 feet or less, the lower
part of the altitude tape linearly changes
from a gray raster to brown and the altimeter scale markings are removed.
At zero radio altitude, the brown raster
touches the altimeter reference line.
VS (Vertical Speed) Analog Scale

The VS scale is a fixed scale with moving pointer. The scale on the display
ranges from +3,500 to 3,500 feet per
minute. Display scale markings are 0,
1, 2, and 3. The scale and its marking
are white.
Barometric Altimeter SettingThe

baro set window is located directly
below the altitude tape. The pilot has
the ability to set the altimeter in either
inches of mercury (in. Hg) or hectopascals (HPA) as selected with the PFD
bezel controller. If the on-side display
controller is invalid, the SG defaults to
the last selection (in. or HPA). The baro
set data is always cyan (blue).
VS Digital DisplayA digital display

of the actual VS value is located in a
box, on the zero reference line. This
data is a magnification of the digits on
the scale and readable to a 50-foot-perminute resolution. The digits within
the box are green. Maximum value is
9,999 feet per minute. For values between 500 feet per minute, the digital display is removed. At values beyond
500 feet per minute the digital value
of vertical speed is displayed.
Altitude Trend VectorThe magenta

altitude trend vector is displayed on
the left edge of the altitude tape and provides an indication of the rate of altitude change. The trend vector extends
vertically from the apex of the current
16-16
For vertical speeds greater than 3,500 feet per

minute, the pointer is positioned in the appropriate direction at the end of the scale. The
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digital display shows the actual vertical speed

value.
Flight Director VS Target Display and
BugEngaging the vertical speed mode
brings the VS target bug into view. The
VS target bug moves along the right side
of the VS scale. The bug lines up with
the value on the VS scale that is set with
the autopilot controller pitch wheel or
TCS button. The bug is always cyan
(blue). The digital readout of the target
is displayed on top of this vertical speed
scale. The target comes from the flight
guidance system.
TCAS II Resolution Advisory Display
(Option)The TCASII system displays
a green fly to target and a red do-notfly band on the vertical speed display
that commands the pilot to comply with
a resolution advisory (RA) to avoid a potential aircraft conflict.
TCAS Status MessageThe TCAS status messages are presented to the top left
of the vertical speed display. When a
TCAS II RA is displayed, the vertical
speed digital display notches the color
of the red or green band where the pointer
is located.
Multifunction Display System

The multifunction display (MFD), the center cathode ray tube, serves as the weather
radar indicator. It can be used to display the
horizontal navigation situation, either short
range (VORTAC) or long range (FMS), and
to display electronic checklists. It also provides backup capability to the EFIS systems.
If a symbol generator on one side fails, the
pilot can, through the MFD controller, select
the opposite-side symbol generator to take
over the failed sides display, and operation
of the EFIS in that position will continue as
before, with the selected symbol generator
powering all three displays.
The multifunction display system expands on
the navigation mapping capability of the EFIS,
especially in conjunction with the flight management system (FMS). The MFD display
may be used independently for navigation
and mapping information without disturbing
the EHSIs, which then may be used without

additional displays which would result in
more clutter on the EHSI. The weather radar
display may be selected independently (by
selecting OFF all of the navigation functions)
or overlaid on the navigation display provided by the flight management system, in
order to show the airplane route with respect
to the displayed weather returns.
Multifunction Display Controller

The MFD controller, located at the front of the
pilots pedestal, allows mode selections, display control, and symbol generator reversion
control of the pilots and copilots systems
(Figure 16-9). In addition to its navigation, reversion, and checklist functions, the MFD
control also provides for control of the display
of the optional traffic alert and collision avoidance system (TCAS).
MAP
PLAN
TCAS
INC
VOR
R
N
G
DEC
WX
APT
NORM
SG1
SG2
MODE
DIM
DAT
NORM
EMER
RCL
SKP
PAG
ENT
Honeywell
Figure 16-9. Multifunction Display

Controller
MFD Modes of Operation

The modes of operation available to the MFD
system are listed as follows.
MAP Mode
The MAP function is a partial-arc, headingup display which is selected by the alternateaction MAP/PLAN pushbutton. The MFD
display cycles from MAP to PLAN as the
MAP/PLAN button is pressed. The MAP format allows totally independent use of the
MFD display for navigation mapping and allows increasing the maximum range, beyond
normal radar range, on the display which
normally serves as the radar indicator. Powerup mode is the MAP mode. To add weather
to the display, press the WX button on the
MFD controller.
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The MAP format is always oriented to the airplane heading, and the airplane symbol is located
at the center of the display. When coupled to the
FMS, the NAV route, with up to 10 waypoints,
can be displayed to the range limit. When
weather returns are selected, range control defaults to the weather radar controller.
Honeywell
FMS
31.5 NM
HUT
- - - MIN
PLAN Mode
In PLAN mode (Figure 16-10), the top of the
display is oriented to True North; a three-inch
range is displayed and centered horizontally
on the displayed area. An aircraft symbol is
plotted at present position (if present position is on the display) and is oriented with respect to heading. The PLAN mode display
encompasses 360. Weather radar returns cannot be presented in the PLAN mode.
50
50
TAS
368
GSPD
389
VNAV
I n T C A S ( Tr a f f i c A l e r t a n d C o l l i s i o n
Avoidance System) mode, the TCAS button is
optional and its button selects TCAS traffic display on the MFD display.
|
|
|
|
|
|
15000
|
|
|
|
Figure 16-10. MFD in PLAN VIEW

Honeywell
The NORM button on the controller provides

a display of flight plan waypoints or entry
into the normal checklist display function.
The normal checklists are arranged in the
order of standard flight operations. Button
31.5 NM
HUT
- - - MIN
12
50
50
TCAS TEST
ABV
NORMAL PROCEDURES
FLCHECKLIST INDEX
RA 12.5 + 12
TA 14.5 - 02
1/1
1 DISCLAIMER
-12
2 BEFORE STARTING RNGINES
3 STARTING ENGINES
4 BEFORE TAXI
-10
5 DURING TAXI
-05
6 BEFORE TAKEOFF
7 TAKEOFF
8 AFTER TAKEOFF
9 BEFORE LANDING
10 AFTER LANDING SHUTDOWN
VNAV
Checklist Modes
FMS
090
15
The WX mode allows the MFD display to be

used as a weather radar indicator. In WX mode,
weather data is presented on the MFD and is superimposed upon the normal navigation display. Weather radar can be selected for display
on the MFD only if MAP mode is selected. If
the MFD is in PLAN mode, selection of WX
mode forces the display into MAP mode (Figure
16-11). Range selection is controlled by the
weather radar control on the pilots instrument
panel. When the WX button is toggled, the progression of selection is: WX on, WX off.
Annunciation of weather modes, warnings, and
antenna angle are provided at the lower middle
left of the MFD display. Annunciations are
color-coded in magenta, green, and amber according to the importance of the display.
Operation of the weather radar is discussed
later in this chapter.
Weather (WX) Mode
16-18
ALT
LNDG
TO
SPEED SPEED
|
|
|
|
TAS
368
GSPD
389
ALT
LNDG
TO
SPEED SPEED
|
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15000
|
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Figure 16-11. MFD in WX/MAP VIEW
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actuations cause presentation of the normal

checklist index page that contains the lowest
order incomplete and unskipped checklist with
the active selection at that checklist.
The RCL, SKP, PAG, and ENT buttons and the
joystick provide control of this function and
are discussed under MFD Controls shown later
in this chapter.
The EMER button on the controller provides
entry into the emergency checklist display function. Actuation of EMER results in the presentation of the first page of the emergency checklist
index with the active selection at the first checklist. The RCL, SKP, PAG, and ENT buttons and
the joystick provide control of this function and
are described in MFD Controls shown later in
this chapter. These controls perform as described for NORM with the exception of the action taken upon completion of the checklist.
All checklist items are removed from the page,
and EMERGENCY PROCEDURE COMPLETE
is written below the amber checklist title. This
will be cleared when the index is selected. The
SKP, PAG, and ENT buttons will be inoperative.
EFIS Backup Modes

In case of a symbol generator failure, the side
having the failure may be selected to the good
opposite side SG. If SG1 is selected, the pilots
symbol generator is driving all three PFD displays. SG2 means the copilots symbol generator is driving all three PFD displays. In these
cases the MFD is normal, and both PFD displays
have the same format. The multifunction display
has no complete symbol generator function of
its own.
Traffic Collision Avoidance System I

(TCAS I) (Optional)
The TCAS mode allows the TCAS window to
be displayed when TCAS is installed in the airplane. The TCAS resolution advisory is displayed on the PFD, and traffic advisories are
displayed on the MFD.
MFD Controls
DimThis knob controls overall MFD CRT
dimming in addition to the automatic dimming feature accomplished by CRT-mounted
photodiodes. Turning the knob counterclockwise dims the display. The WX display is
dimmed at the same time.
JoystickThe function of the joystick depends upon the type of MFD display:
MAP or PLANMoves the designator
in directions shown.
TEXTVertical actuationsActs as a
cursor control by changing the active
line. This provides an additional means
of skipping lines or returning to a previously skipped line.
Horizontal ActuationsControls
paging. Actuation to the right increases
the page number, and actuation to the
left decreases the page number.
MAP/PLANPressing the MAP/PLAN button selects the MAP MFD display mode.
Pressing it again selects north-up PLAN mode.
WXWeather radar data may be displayed
with the MAP mode. The toggling sequence
of this button is: WX on, WX off. If PLAN
mode is selected, selection of MAP mode
will be forced when WX mode is selected.
VORThis button is used to display the
four closest VORs, that are not on the active
flight plan list, on the MFD MAP and PLAN
displays.
APTThe APT button is used to display the
four closest airports, that are not on the active
flight plan list, on the MFD MAP and PLAN
displays.
DATThis button is used to add long-range
NAV information to the MFD MAP and PLAN
displays.
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R a n g e C o n t ro l s ( I N C a n d D E C ) T h e
MFD range controls are active only when
W X i s n o t s e l e c t e d d i s p l a y. S e l e c t a b l e
ranges are 5, 10, 25, 50, 100, 200, 300, 600,
and 1200 NM. The INC switch position increases the selected range, and the DEC position decreases the selected range.
NORMWhen this button is pressed, the
MFD displays the index page containing the
lowest numbered uncompleted or unskipped
checklist with the active line at that checklist.
All waypoints of the current flight plan may
be displayed.
While operating in this mode, as a checklist is
completed, the system automatically steps to the
next uncompleted procedure of the index.
EMERActuation results in the display of the
first page of the emergency checklist index.
RCLThe function of this button depends
upon the type of MFD display:
MAP or PLANRecalls the designator to its home position.
TEXTRecalls the lowest numbered
skipped line in a checklist by changing
the active page and/or line.
SKPThe function of this button depends
MAP or PLANSkips the designator
to the next waypoint. If the designator
is not at the home position, the displacement line is moved to the next waypoint.
TEXTActuation skips the active line
in a checklist or index and advances the
active selection to the subsequent line.
If the line skipped is the last line, the active selection reverts to the lowest numbered skipped line.
PAGActuation advances the page count and
places the active line selection at the first line
of the page. Actuation with the last page displayed results in display of the lowest numbered page containing a skipped line with the
active line selection at the lowest numbered
skipped line.
16-20
ENTThe function of this button depends

MAP or PLANWith the designator
moved from its home position, actuation
of these buttons enters the designator
LAT/LOG as a waypoint in place of the
TO waypoint.
TEXTActuation checks off a line in a
checklist or selects an index line item for
display.
Auxiliary EFIS Annunciators

Indications are located in the upper left of the
multifunction display.
IC-1 HOTIndicates overtemperature
condition of pilots IC-600 display guidance computer.
IC-2 HOTIndicates overtemperature
condition of copilots IC-600 display
guidance computer.
IC-1-2 HOTIndicates overtemperature condition of both IC-600 display
guidance computers.
IC-1 FANIndicates failure of pilots
IC-600 cooling fan.
IC-2 FANIndicates failure of copilots IC-600 cooling fan.
IC-1-2 FANIndicates failure of both
IC-600 cooling fans.
CHK PFD1IC-600 display guidance
computer detects a wraparound failure in
PFD1. Data displayed is not being updated. Verify critical data with other flight
instruments. Comparator warnings may
not be active.
CHK PFD2IC-600 display guidance
computer detects a wraparound failure in
PFD2. Data displayed is not being updated. Verify critical data with other flight
instruments. Comparator warnings may
not be active.
CHK PFD1-2IC-600 display guidance
computers detect a wraparound failure in
both PFDs. Data displayed is not being
updated. Verify critical data with other
flight instruments. Comparator warnings
may not be active.
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Flight Director Mode Selector

The flight director mode selector consists of
seven push-on, push-off switches that select
various flight director/autopilot modes of operation (Figure 16-12). The green mode activation light in the switch (button) is
illuminated if the corresponding mode is in the
arm or capture state.
HDG
NAV
APR
BC
VNAV
ALT
VS
FLC
Honeywell
Figure 16-12. Flight Director Mode Selector
The status of the selected mode is displayed

in white letters (annunciations) in the primary
flight display (PFD) when armed, and in green
when capture has occurred.
The flight director can be selected off by deselecting all of the modes on the flight director mode selector. The command bars will bias
out of view. If single-cue flight director operations is selected on the DC-550 display
controller, the flight director/autopilot will
not engage if only a vertical mode is selected.
If no modes are selected on the flight director mode selector, the autopilot will engage in
a basic heading-hold/pitch-hold mode.
Operation of the various modes is explained
later under PRIMUS 1000, Flight Director
Modes. The pilot and copilot may select
either NAV1 or NAV2 for display on their
respective primary flight display (PFD) by
means of the NAV button on the display
controller. The respective on-side NAV is
automatically selected upon power-up. If
both sides have been selected to the same
source, the annunciation of VOR1, etc., in
the PFD is in 1 yellow. The selection of
NAV1, NAV2, or FMS is annunciated in the
upper right corner of the PFD as VOR1,
VOR2, and FMS respectively.
The selection of NAV1, NAV2, or FMS on the
display controller pushbuttons controls the
source of navigation information to the flight
director, as well as selects the source of navigation information displayed on the EHSI
course deviation indicator (CDI) of the PFD.

A switch (AP XFER FD1AP XFER FD2),
located to the right side of the Mode Controller,
is installed to determine which flight director
computer controls the autopilot. The position
of this switch can be changed with the autopilot engaged or disengaged; however, the flight
director modes will drop out and the autopilot will revert to basic modes if engaged.
AUTOPILOT CONTROL PANEL

The autopilot control panel, mounted on the
pedestal, provides the means of engaging the
autopilot and yaw damper, as well as manually controlling the autopilot through the turn
knob and pitch wheel.
The autopilot (AP) engage switch is used to
engage the autopilot and yaw damper
(Figure 16-13). The yaw damper (YD)
switch is used to engage and disengage the
yaw damper without the autopilot. Use of the
yaw damper while manually controlling the
airplane aids in airplane stability and passenger comfort. The push-on/push-off AP
and YD switches are illuminated green when
engaged. Pressing the AP switch when the
autopilot is engaged disengages the autopilot but leaves the yaw damper engaged.
P r e s s i n g t h e Y D s w i t c h w h e n b o t h y aw
damper and autopilot are engaged turns off
both the yaw damper and the autopilot. The
yaw damper and autopilot may also be disengaged with the red AP TRIM DISC butt o n o n t h e p i l o t s a n d c o p i l o t s c o n t r o l
wheels. Pressing the go-around (GA) button on either throttle, disconnects the autopilot and forces the flight director into
the go-around mode; the yaw damper remains engaged.
DESCEND
P
I
T
C
H
BANK
LIMIT
TURN
LOW
DN T
R
I
UP M
CLIMB
ENG
ENG
AP
YD
Figure 16-13. PC-400 Autopilot Controller
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The pitch wheel allows manual pitch control

of the airplane proportional to the rotation of
the wheel and in the direction of wheel movement. The turn knob allows manual bank control of the airplane proportional to and in the
direction of knob movement. Turns with a
maximum bank angle of 30 can be performed
with the turn knob. The turn knob must be in
the center detent position before the autopilot can be engaged. Rotation of the turn knob
out of detent cancels any other previously selected lateral mode.
The elevator trim indicator shows an out-oftrim condition, in the direction indicated by
illumination of UP or DN in the TRIM annunciator, when a sustained trim input is
being applied to the elevator servo. The indicator should be OFF before engaging the
autopilot. If the TRIM annunciator is illuminated and the autopilot must be disengaged,
the pilot should be prepared for an out-oftrim condition in the annunciated direction.
A separate additional AP PITCH MISTRIM/
AP ROLL MISTRIM annunciator is located
on the annunciator panel, where it is more
readily visible to the pilots. The AP PITCH
MIS-TRIM annunciator is a repeat of the
TRIM annunciator on the autopilot control
panel. The AP ROLL MIS-TRIM annunciator indicates to the pilot that a sufficient
level of roll mis-trim is present and the pilot
must be prepared for an out-of-trim roll condition if the autopilot is disconnected. The
bank limit (LOW) mode may be selected if
it is desired to limit the maximum bank angle
during autopilot operation. The mode is limited to use in conjunction with heading
(HDG) mode only. When the bank limit mode
is engaged, the autopilot maximum bank
angle is limited to 14. When the mode is engaged, LOW annunciates in the pushbutton.
Low bank mode is automatically selected
when climbing through 34,000 feet altitude,
and automatically canceled when descending through 33,750 feet. If heading mode is
selected and then deselected while low bank
is engaged, low bank mode is disengaged
and the engage light extinguishes during the
time heading mode is disengaged, but low
bank mode reengages and the LOW annunciator reilluminates when heading mode is
reengaged.
16-22
The autopilot is normally disengaged in one

of three ways: (1) depressing the AP TRIM
DISC switch on either yoke, (2) electrically
trimming the elevator trim system, or (3) depressing the go-around button on either throttle. Actuation of the touch control steering
button interrupts the pitch and roll servos until
the switch is released; the yaw damper remains engaged. If the autopilot is disengaged
by any of the above three ways, a warning
tone sounds for one second, and the amber
AUTOPILOT OFF light illuminates for one
second. Any other disconnect causes the warning horn to sound for one second and the AUTOPILOT OFF light to stay illuminated. The
amber light can be turned off by holding the
AP TRIM DISC switch for two seconds, or by
pressing the electric trim switch or the goaround (GA) button on either throttle. The
autopilot also disengages if an overriding
force (sustained torque) is applied to the vertical or horizontal axis for a minimum preset
time. Disconnect is annunciated by the onesecond disconnect tone and illumination of the
autopilot disconnect light until the light is
extinguished by one of the above methods.
PRIMUS 1000 INTEGRATED

OPERATION (EFIS/FLIGHT
DIRECTOR/AUTOPILOT)
The Primus 1000 system in the Citation Bravo
operates through displays of the pilots (or
copilots) electronic flight instrument system
(EFIS). The systems of autopilot and EFIS are
integrated, and unnecessary system redundancy
has been eliminated. The result is an overall simplification over previous systems and greatly
simplified interface requirements for the flight
director function. If a particular EFIS unit is operational, the flight director will also be operational, and conversely if the EFIS has failed,
the flight director will also be failed. The display is available as a single-cue or a double-cue
(cross pointer) presentation, the selection of
which is made by means of the SC/CP button
on the display controller. The presentation upon
power-up is single-cue. Glide-slope and VNAV
vertical path information are presented on the
right side of the electronic attitude director indicator (EADI) section of the primary flight display (PFD). The pertinent command bar(s) of
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the flight director can be brought into view,

when double-cue or single-cue display is selected, by selecting any mode.
of AP engagement and the pitch attitude existing at the moment of disengagement of a vertical mode.
The autopilot may be switched to the pilots

flight director (FD 1) or the copilots flight director (FD 2) by means of an illuminated selector switch (AP XFER FD IAP XFER FD 2)
located on the center instrument panel. This
switch determines only which flight director
system provides guidance to the autopilot.
The autopilot can be engaged in any reasonable attitude; however, unless touch control steering (TCS) is used in conjunction
with autopilot engagement, the autopilot
rolls wings level if engaged while in a bank.
If the bank is less than 6 at engagement, the
autopilot holds the heading indicated when
the autopilot is engaged. If the bank is over
6 at engagement, it holds the heading indicated when the airplane rolls through 6 of
bank on the way to wings level. If a lateral
mode is disengaged, the autopilot holds the
heading existing at the moment of disengagement. If the turn controller is out of the
center detent position, the autopilot will not
engage (annunciated in amber on the PFDs).
The Primus 1000 system incorporates a wide

variety of capabilities that produces one of the
most precise, flexible, and easy-to-use systems
in airplanes today. The flight director and autopilot can be used independently or together.
The airplane may be flown manually, using the
guidance provided by the modes selected on the
flight director, or when the autopilot is engaged and coupled to the flight director, it controls the airplane using the commands generated
by the flight director computer. Disengagement
of the autopilot has no effect on the FD modes
in operation at the moment of disengagement,
except when using the go-around button, in
which case a wings level 12 noseup attitude
is commanded and all other FD modes are reset.
When the autopilot is engaged without any
mode selected, manual pitch and roll commands may be made by means of the turn knob
and pitch wheel on the autopilot controller.
Touch control steering (TCS) can be used to
maneuver the airplane or to modify the commands to the FD and AP. If the autopilot is
not engaged, the TCS button can be used to
synchronize the command bars to the airplane attitude. If HDG mode has been selected, BANK LIMIT mode may be engaged,
and the maximum bank angle is limited to
approximately 14.
Basic Autopilot
The basic autopilot, without any inputs from
the flight director system, can be used for
pitch, roll, and heading hold. The autopilot
holds the pitch attitude existing at the moment
Touch Control Steering (TCS)

Touch control steering (TCS) enables the
airplane to be maneuvered manually during
autopilot operation without cancellation of
any selected flight director modes. To use
touch control steering, press the TCS button,
maneuver the airplane, and release the TCS
button. TCS is operable with all autopilot
modes. During TCS operation the yaw
damper remains engaged.
If the autopilot is engaged in a bank and it is
desired to hold the bank, press the TCS button, engage the autopilot, and release the TCS
button. The bank is maintained if it is in excess of 6. The airplane may be rolled level
with the turn knob. The memory function holding the autopilot in a bank is canceled when
the knob is moved out of detent.
In the case of speed (SPD) (IAS or MACH
annunciated) mode, vertical speed (VS) mode,
or altitude hold (ALT) mode, the TCS button
may be depressed and the airplane maneuvered to a new reference. When the TCS button is released, the flight director/autopilot
maintains the new reference.
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Pitch Synchronization
When flying the airplane manually and using
the flight director, the command bar may be
matched to the existing pitch attitude by pressing the TCS button (command bar assumes a
neutral position) and releasing it; the command bar synchronizes to the airplane attitude at the moment of release.
Flight Director Modes

Heading
remote instrument controller, and NAV mode

is selected on the flight director mode selector. The small green light in the mode selector illuminates, and if the airplane is outside
the NAV capture limits, VOR is annunciated in white at the top left of the EADI, and
HDG is annunciated in green directly to the
right of the white VOR. As the airplane is maneuvered within the capture limits, HDG
extinguishes and VOR illuminates in green.
When the mode is transitioning to capture,
a white box is drawn around VOR for 5 seconds.
The heading mode (HDG-annunciated in green

letters in the top right of the EADI) can be used
with the flight director (FD) only, or in conjunction with the autopilot. When the heading (HDG)
mode is selected on the FD mode selector, the
command bars come into view and display a
steering command that is controlled by the HDG
cursor (bug) on the remote instrument controller
on the PFD. The command bars synchronize
vertically to the pitch attitude at the time of
HDG selection. Heading mode is engaged automatically if another lateral mode is selected
and the airplane is outside the capture parameters of that mode. In this case, HDG mode remains ON until the airplane arrives at a point
where capture can occur. The selected mode
then captures and is annunciated in the mode selector and in green letters at the top left side of
the PFD/EADI, and HDG cancels. If the autopilot is also engaged, the autopilot receives
steering commands according to the selected
mode(s). NAV and APR modes can be armed
with the HDG mode ON. When intercepting a
VOR radial or localizer course with the NAV or
APR modes selected, the system switches from
ARM to CAP when within the capture limits and
the armed mode is captured.
For a VOR approach (APR mode), the desired

VOR frequency is selected on the NAV receiver, the course bearing is set on the EHSI,
and the APR mode is selected on the flight director mode selector. The green light illuminates in the APR button, and if outside the
capture limits, VAPP illuminates in white on
the top left side of the EADI. HDG annunciates in green next to VAPP. When the airplane
maneuvers into capture range, HDG mode
cancels and VAPP annunciates in green in the
top left side of the EADI. A white box is drawn
around the capturing VAPP for five seconds.
VOR (NAV) and VOR APR (APR)
With a localizer frequency selected in a NAV

receiver, operation is similar to capturing
and tracking a VOR radial. Selecting APR
on the mode control panel with a localizer frequency tuned arms both the LOC and GS
modes and engages HDG, if not previously
selected and the airplane is outside the capture parameters of the mode. Normally the
APR button is pressed when the heading is
less than 90 of the final approach course of
Two different modes of capture and tracking

a VOR signal are used on the Primus 1000
system. One method is used for normal enroute
navigation (NAV) and the other for a VOR approach (APR).
For enroute navigation, the desired VOR
frequency is selected on a NAV receiver, the
course bearing set on the EHSI using the
16-24
In both NAV and APR modes, a station passage feature incorporates bank angle limits
and a course hold (plus wind drift) mode.
The station passage mode for enroute tracking (NAV mode) is of long enough duration
to provide smooth transition of a VOR station
at any altitude. The station passage mode for
APR mode is of short duration to provide
approach accuracy. This does not provide the
degree of ride smoothing that is present in the
enroute case.
ILS Approach (LOC or LOC GS)
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the published ILS course. HDG is displayed

in green at the top left of the EADI, the green
light in the APR button of the mode selector
illuminates, and LOC and GS are illuminated
in white on the upper left and right, respectively, of the EADI. When inside the LOC capture limits, LOC illuminates in green at the
top left of the EADI, and HDG extinguishes.
At glide-slope capture (approximately 1/2
dot), GS illuminates in green on the EADI.
During transition to both the LOC and GS
capture modes, a white box will be drawn
around the respective mode annunciations.
During ILS approaches, the FD gain is progressively adjusted during the approach using
GS deviation, radio altitude, and middle
marker passage for gain programming. If the
radio altimeter is not operational, this function is performed as a function of glide-slope
capture and middle marker passage.
The capture limits for VOR and LOC captures
are variable depending on DME distance,
speed, and intercept angle. Glide-slope capture is locked out until localizer capture occurs. If the localizer mode becomes invalid
for any reason, the glide-slope mode is also
canceled.
The glide-slope indicator, located on the right
side of the EADI presentation, is green unless
there is a cross-side selection, in which case
it is yellow.
Back-Course Localizer Approach (BC)

A back-course localizer approach capability
is provided using either flight director or autopilot or both.
With a localizer frequency set in the selected
NAV, selecting BC on the mode selector arms
the system for a back-course localizer approach. The front course of the ILS must be
set into the EHSI to give proper indications on
the course deviation bar and for the flight director computer to compute correct backcourse corrections during the approach. If the
back course is set on the EHSI, the command
bars and autopilot are given incorrect steering
commands. When BC is selected on the mode

selector, the green light in the button illuminates and BC is annunciated in white on the
left top side of the EADI. HDG may illuminate in green if the airplane is outside of backcourse capture parameters. It is imperative to
intercept the back course with an intercept
angle that is less than 75. This prevents an inadvertent front course interception. When the
back course is captured, the heading annunciator extinguishes and BC is illuminated in
green on the top left side of the EADI.
Altitude Hold (ALT) and Altitude

Preselect (ASEL)
Selecting altitude hold (ALT) provides steering commands to maintain the altitude at the
moment of engagement. An altitude preselect
(ASEL) mode provides a preprogramming capability. To use altitude preselect, the desired
altitude is set into the ALT window at the
lower right comer of the multifunction display
(MFD) by means of the knob on the bottom
right of the MFD bezel. ASEL illuminates in
white in the top right side of the EADI to indicate that the altitude preselect mode is armed.
The airplane may be maneuvered toward the
desired altitude using any of several methods: the autopilot wheel, touch control steering, FD pitch sync, speed hold, or vertical
speed hold. If the airplane is flown manually,
the flight director guides the pilot onto the
selected altitude. As the airplane approaches
the desired altitude, the altitude preselect captures at an altitude corresponding to approximately 1/5 the rate of climb/descent; i.e., at
2,000 feet/minute climb rate, the system captures approximately 400 feet prior to the selected altitude.
At capture, the mode ASEL illuminates in green
on the EADI. The flight director performs a
smooth level-off at the selected altitude. At
level-off altitude, ALT mode is automatically
selected and displayed in green on the EADI,
and ASEL disappears. Once altitude hold is
captured, the touch control steering (TCS) button on the control wheel can be used to change
or trim the selected altitude. TCS operates in
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conjunction with the flight director or the autopilot or both. Once ALT mode is engaged, resetting the BARO setting on the pilots altimeter
causes the airplane to climb or descend to recapture the same indicated altitude. Moving
the autopilot pitch wheel causes ALT or ASEL
CAP modes to be canceled if either is selected.
Selection of a vertical mode without a lateral
mode provides autopilot tracking of the mode.
Airspeed Hold (SPD/FLC) and

Vertical Speed Hold (VS)
Speed (SPD/FLC) hold (IAS or MACH-mode
selectable depends upon altitude) and vertical speed (VS) hold are selected by pressing
the appropriate mode button (SPD/FLC or
VS) on the flight director mode control selector. The flight director, autopilot, or both
hold the airspeed (Mach if appropriate) or
vertical speed indicated at the moment of
engagement. The green light in the respective mode selector button illuminates and VS
or IAS (or Mach), as appropriate, illuminates in green on the EADI. When initially
selecting speed mode, the speed target synchronizes to the existing indicated airspeed
for altitudes below 28,900 feet and synchronizes to the existing Mach number for altitudes above 28,700 feet. The target
automatically switches from indicated airspeed to Mach number as the airplane climbs
through 28,900 feet. It automatically switches
from Mach number to indicated airspeed as
the airplane descends through 28,700 feet.
Upon initially selecting vertical speed hold
mode, the vertical speed synchronizes to the
existing vertical speed. Once the vertical
speed mode is selected, the pilot can select
a different vertical speed with the pitch wheel
on the autopilot controller. If the autopilot
is engaged after VS mode is selected, the
vertical speed must be resynchronized.
The autopilot pitch wheel may be used to
change the reference speeds for both the
speed mode and the vertical speed mode.
The touch control steering (TCS) button
16-26
may also be used to temporarily release the

autopilot clutches and maneuver the airplane to a new reference. The airspeed,
Mach, or vertical speed established when
the (TCS) button is released becomes the
new reference.
A lower limit of 120 KIAS is established,
below which the SPD mode will not engage.
At the opposite end of the speed spectrum,
VMO or MMO, as appropriate, will not be
exceeded. If an upper limiting speed is attained, the system maintains the limiting
speed; thus speed hold can be used to fly
VMO or MMO descents.
Selection of the speed-hold mode cancels all
other vertical modes except vertical/navigation (VNAV), altitude preselect arm (ASELwhite annunciation) and glide-slope arm
(GS-white annunciation).
Go-Around Mode
A go-around mode (GA) is available through
buttons on the left and right outboard throttles. Depressing one of the buttons drops
all other FD modes and disconnects the autopilot except, for the yaw damper. The FD
command bars will command a wings-level
12 noseup climb attitude. GA illuminates
in green on the EADI. After go-around has
been selected, the selection of any lateral
mode cancels the wings level roll command,
but pitch-up command remains. The goaround mode is canceled by selecting another
pitch mode, pressing the TCS button, or engaging the autopilot.
Vertical Navigation (VNAV)

The vertical navigation mode (VNAV) provides a means to define a climb or descent
path to a vertical waypoint ahead of the airplane and to track the path to that waypoint.
The waypoint is defined based on a distance
reference (bias distance) TO or FROM a shortrange VORTAC station waypoint, or the next
FMS waypoint if the FMS system is being
used for navigation. Upon arrival at the way-
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point/ altitude, the mode automatically changes

to altitude select (ASEL) capture mode and
then to altitude hold (ALT) mode when it levels at the selected altitude.
VNAV Definitions and Operation

Desired Altitude (ALT)The altitude
at which the airplane levels at the completion of the climb or descent.
Station Elevation (STA EL)The elevation above sea level of the VORTAC
station that the VOR and DME are receiving. Does not apply to FMS waypoints when used for VNAV.
TO/FROM Bias (TO/FR)The distance set into the VNAV that moves the
point for completion of the problem
away from the VORTAC or FMS waypoint being used. TO bias moves the
point closer to the airplane than the
VORTAC or FMS waypoint being used.
FROM bias moves the point farther from
the airplane than the VORTAC or FMS
waypoint being used.
During VNAV operation overspeed protection
based on the VMO speed limit and underspeed
protection based on a fixed 120-knot speed are
provided. If either of these speeds is reached,
a special sub-mode engages and overrides the
VNAV mode until the speed situation is corrected. If a deviation of 1,000 feet from the
computed path occurs, VNAV mode cancels.
VNAV operation is canceled if another vertical mode is selected, the air data information
from the micro air data computer (MADC)
becomes invalid, the DME signal is lost for five
seconds, an overspeed or underspeed as described above occurs, the PFD NAV source is
changed, glide-slope capture or level-off at the
waypoint occurs or in case of detection of various system faults by the system monitors.
In order for VNAV mode to operate, the airplane must be proceeding along a direct path
toward or away from the short-range NAV
(VORTAC) (or to the next FMS NAV waypoint) which has been selected as a reference.
If a VORTAC is being used, the VOR azimuth and DME must be locked onto the
VORTAC station for VNAV computation.
The desired altitude, station elevation (VORTAC only) to the nearest 100 feet, and the
TO/FROM bias (if required) must be set into
the VNAV system. If the FMS is being used
for navigation, the next waypoint may be
used, with or without TO or FROM bias, and
station elevation (STA EL) data is not required. Attempts to insert VNAV problems
behind the airplane or outside the parameters
of the system will be ignored by the system.
Programming
Programming is possible when a VOR station
is tuned, lock-on of azimuth and DME occurs,
and the waypoint desired is within selectable
parameters, or when FMS navigation is in use
and the next waypoint is used to define the
VNAV problem. Arming of the VNAV to any
waypoint consists of selection of the desired
waypoint, and selection of waypoint data
which will enable the flight director computer
to compute a viable VNAV problem.
VNAV selections can be made using shortr a n g e NAV, w h e n a VO RTAC s t a t i o n i s
tuned, identified, and lock-on is achieved.
Set the desired altitude in the preselect window. If TO or FROM (FR) bias is required,
the second button from the left on the bezel
of the multifunction display (MFD) is
pressed which results in display of a box into
which may be set the TO or FR bias by turning the left knob on the MFD. TO or FROM
is selected before the distance selection is
made by toggling the button, resulting in annunciation of TO or FR above the selection
window. Station elevation (STA EL) of the
VORTAC station in use is then set by pressing the second button from the right and
setting the correct elevation, to the nearest
100 feet, into the window above it. The
V NAV p r o b l e m i s n ow e s t a b l i s h e d , a n d
VNAV may be selected. If long-range NAV
is used, the problem is similarly defined;
FMS must be selected on the display controller, which results in long range data
being displayed on the menu at the bottom
of the MFD display, and therefore being selected by the respective knobs discussed
above. If FMS is being used, station elevation (STA EL) is not required.
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If a valid problem has been defined, the computed angle will be displayed on the MFD
VNAV menu located at the bottom right of
the MFD display. A NAV problem is valid
only if the vertical angle is less than 6. The
flight director computer will continually compute the vertical angle based on aircraft position and update the display on the vertical
path indicator on the PFD. If the pilot desires,
he can rotate the VNAV set knob and increase
the vertical angle up to a maximum of 6,
which creates a vertical path intercept point
some distance ahead of the aircraft. Once a
valid VNAV problem has been defined, the
pilot can select the VNAV mode on the FD
mode selector. VNAV mode will, however,
not activate until it is selected, or selection is
affirmed, by pilot action. Adjacent to the calculated VANG display is a vertical speed (VS)
display. It is used for monitoring the climb or
descent and cannot be set.
If the pilot has selected an intercept point
ahead of the airplane by increasing the vertical angle before selecting the VNAV mode, the
flight director remains in the previous mode
until the appropriate time. Approximately one
minute prior to the flare point the altitude
alert horn sounds two short beeps. The vertical track alert (VTA) on the PFD and the
VNAV annunciator on the FD mode selector
flash. Pilot action is required before the VNAV
capture phase can commence. The pilot must
press the flashing VNAV button on the mode
selector before it stops flashing to allow the
mode to capture. Once the button is pressed,
the annunciation in the mode selector stops
flashing and remains on, as with the VTA annunciator on the PFD. If the pilot wishes to
cancel the mode, he can press the VNAV button twice on the mode selector when it flashes,
or he can do nothing and wait for the flashing to stop, at which time the mode automatically disengages.
When the VNAV mode is engaged, the VNAV
parameters are frozen. This includes STA EL,
TO, FROM, and VANG; changing the ALT
SEL value also causes the mode to drop out.
The pilot may still view any of these parameters, but the set knob will have no affect.
16-28
After the airplane has leveled off at the waypoint altitude and transitioned into altitude
hold mode, the VNAV parameters for the current problem are erased.
If the pilot deselects the VNAV mode by pressing the VNAV button, the flight director cancels the mode, but the data for the current
waypoint are retained. The angle from the
present position to the waypoint is still tracked,
but the parameters are no longer frozen and can
be modified as desired by the pilot. The VNAV
mode can be reselected as long as the problem
remains valid.
Altitude Alerting
The altitude alerting system is automatically
engaged in conjunction with the altitude preselect mode (ASEL) and the vertical navigation (VNAV) mode. The desired altitude is set
into the system for use of the VNAV or ASEL
modes. In both cases the altitude is set into the
lower right comer of the MFD with the right
knob on the MFD bezel. The desired flight
director mode which is to be used to reach the
designated altitude is then selected on the
flight director/autopilot mode control panel.
Refer to Altitude Hold and Altitude Preselect,
above. If the pilot does not desire to select a
flight director mode, the airplane can be flown
manually, and the altitude alerting system will
still provide the appropriate annunciations.
Mode Annunciations
Flight director vertical and lateral modes are annunciated along the top of the PFDs. Armed
modes are annunciated in white slightly to the
left of the captured vertical and lateral mode annunciations, which are displayed in green.
Lateral modes are displayed to the left of top
center and vertical modes displayed to the right
of top center on the PFDs. A white box appears
around a capture or hold mode for five seconds
after mode transition from armed to capture. A
summary of the lateral and vertical mode annunciations and transitions are listed below:
VORA NAV mode (VOR) is armed
or has been captured and is being
tracked.
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HDGHeading select mode is engaged.
Miscellaneous Annunciations
LOCLocalizer has been armed or

captured.
ATT1 (or ATT2)Attitude source (amber for

cross-selection).
VAPPVOR approach is selected, or

course captured has occurred.
GSGlide slope is armed or captured.
ASELAltitude preselect is armed
(white); altitude preselect transition
(green).
ALTAltitude hold mode is engaged.
DH/MINIlluminates when the airplane

reaches the preset decision height (annunciated in amber in the upper left side of
EADI display). A white box is drawn around
the indication for five seconds when DH is
reached.
VSVertical speed hold has been selected and captured.
A P E N G AU T O P I L O T E N G A G E D
(green). A green arrow points either left or
right, indicating to which flight director
(pilots or copilots) the autopilot is coupled for guidance.
IAS or MACH*Indicated airspeed

(or Mach) hold has been selected and
captured.
TCS ENGIlluminates in amber to indicate

touch control steering is engaged.
BCBack course is armed or captured.
VNAVV-VNAV mode is armed or captured.

LNAVLong-range NAV (FMS) mode
has been selected.
GAGo-around mode has been selected.
AP TESTIlluminates in amber when the

autopilot is in test mode. Annunciation is automatic immediately after power-up. It is
normally not in view due to warm up time
for PFDs.
* IAS or MACH is annunciated automatically,

depending upon airplane altitude. Transition
from IAS to Mach is automatic as the airplane climbs through 28,900 feet altitude,
and Mach to IAS occurs automatically as the
airplane descends through 28,700 feet.
TRN KNB Illuminates in amber when

the autopilot turn knob is out of the center
detent.
Lateral Transitions
Selected pilot and copilot input data are compared in the symbol generator. If the difference between the data exceeds predetermined
levels, the out-of-tolerance symbol is displayed
on the PFD in amber. A list of the compared signals and the displayed cautionary symbols is
given in Table 16-2. When the compared pitch
and roll attitude or glide slope and localizer signals are out of tolerance, a combined level
(ATT or ILS) is displayed.
VOR arm to VOR cap

LOC arm to LOC cap
BC arm to BC cap
VAPP arm to VAPP cap
Vertical Transitions
VNAV arm to VNAV cap
COMPARISON MONITOR
ANNUNCIATIONS
VNAV cap to ALT

ASEL arm to ASEL cap
ASEL cap to ALT hold
GS arm to GS cap
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EFIS Equipment Failure

Summary
EMERGENCY FLIGHT
INSTRUMENTS
Display Reversion
In the event of failure of one of the PFDs,
turning off the failed display DIM knob of the
respective display controller causes that display to be presented on the multifunction display (MFD). Control of the PFD is still through
the respective display controller.
EFIS Equipment Failure

Checklist
Failure of equipment feeding information to
the EFIS is annunciated by flags or dashes.
Failure effects of EFIS equipment are listed
in Table 16-3.
For detailed information concerning operations of the Primus 1000 system, consult the
Honeywell P-1000 Integrated Avionics System
Pilots Manual for the Citation Bravo.
SECONDARY FLIGHT DISPLAY

SYSTEM (MEGGITT TUBE)
The MEGGITT Tube is a DC-powered cathode ray tube indicator combining standby
attitude indicator, altimeter, and airspeed
indications into one composite instrument.
A Mach indication is also included in the
instrument.
The secondary flight display system (SFDS)
contains solid state inertial sensors for the
measurement and presentation of aircraft pitch
and bank attitudes. Application of 28-volt DC
power to the display system initiates the attitude initialization process, which is identified by the display of the message attitude
initializing in yellow on the SFDS. The duration of the initialization process is normally
less than 180 seconds.
Table 16-2. COMPARISON MONITOR ANNUNCIATORS

COMPARED PARAMETER
ANNUNCIATION
TRIGGERING DIFFERENCE
Pitch Attitude
PIT
Roll Attitude
Heading
Localizer
Glide Slope
Pitch and Roll Attitude
Localizer and Glide Slope
Indicated Airspeed
Altitude
ROL
HDG*
LOC**
GS**
ATT
ILS**
IAS***
ALT***
6
12
Approximately 1/2 dot
Approximately 3/4 dot
5 and 6, respectively
1/2 and 3/4 dot, respectively
5 knots
200 feet
If the compared heading sources are not the same (both MAG or TRU), the comparison monitor
is disabled.
** These comparisons are active only during flight director, localizer, and glide-slope capture with
both NAV receivers tuned to the same LOC frequency.
*** Airspeed and altitude displays flash for ten seconds and then go steady.
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Table 16-3. EFIS EQUIPMENT FAILURE CHECKLIST

FAILURE
ANNUNCIATION
FLIGHT DIRECTOR
PILOT ACTION
Symbol
Generator
Failure
Red X on PFD or Display Blank
All modes cancelled
Select opposite SG on MFD

display controller to drive all
displays
Display
Controller
Failure
Display cannot be Changed
N/A
Select opposite SG on MFD

display controller to drive all
displays
PFD
Failure
Display goes blank
None
Revert display to the MFD

display*
Heading
Failure
Red HDG FAIL on EHSI,

map, bearing pointers,
etc., removed
Command bars out

of view
Select opposite AHRS heading

source by pressing appropriate
HDG REV button
Attitude
Failure
ATT FAIL annunciation; no

pitch or scale or roll pointer,
sphere all blue
None
Select opposite AHRS attitude

source by pressing appropriate
ATT REV button
Course
Deviation
Failure
Red X through scale and

course deviation pointer
removed
Command bars, CDI

pointer, and applicable
bearing pointer off
Revert display to the opposite

NAV*
Flight Director
Failure
FD FAIL on PFD
FD cues and mode

annunciations removed
Select opposite flight director on

AP XFER FD1/AP XFER FD2
switch, and select opposite SG
on MFD SG1/SG2 switch. Mode
and display selections must be
made on opposite mode selector
and display controller,
respectively.
* Full counterclockwise OFF position of the DIM knob turns off the failed display and selects the respective display to
the multifunction display (MFD) tube.
The attitude display has an instantaneous display range of 360 of bank and 50 of pitch.
A moving tape on the right side of the display
includes a rolling digit depiction of altitude;
the tape is calibrated in 100 foot increments
(Figure 16-14). Baro data is set in the altitude
display by a knob on the bottom right of the
bezel; clockwise rotation increases the pressure setting and counterclockwise decreases it.
The setting is displayed in hectopascals at the
top right of the display or in inches of mercury.
On the left side of the display is a moving tape
showing airspeed. The tape is marked in 10-knot
increments with a rolling digit display in the
center. The airspeed display becomes active at
40 knots. The Mach number is displayed in the
upper left corner of the display. The Mach display range is 0.35 to 0.999 Mach.
Failure flag indications for airspeed and altitude are red crosses covering the appropriate
M. 000
1013 HP 00
5
100
10
10
10
10
20
20
1200
80
70
5 00
APR
ATT
BARO
Figure 16-14. Secondary Flight Display

System (MEGGITT TUBE)
tape box, with all indications removed from

within the box. The failure flags for the Mach
indication and Baro Setting are a series of
four red dashes in the appropriate display area.
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A light sensor is located on the bottom left side

of the instrument case. It provides ambient
light level data to the backlight control system
to ensure optimum display brightness. The
lighting level can still be controlled manually
from the center instrument panel light rheostat control.
The navigation display is selected by the APR
button on the bottom of the display bezel.
Pressing the button once will display ILS localizer and glide-slope flight director information on the Meggitt tube, provided the NAV
1 receiver is tuned to an ILS. Pressing the button a second time will display Back Course localizer information on the Meggitt tube,
provided the NAV1 receiver is tuned to a localizer back course frequency. Pressing the
button a third time will remove all navigation
information from the Meggitt tube. There is
no VOR mode on the Meggitt tube. The standby
HSI will display all navigation information
(ILS, BC, VOR) from the NAV1 receiver.
NOTE
The standby HSI has no input to the
secondary flight display system.
Power to the secondary flight display system

i s c o n t r o l l e d b y a s w i t c h m a r ke d S T B Y
GYROOFFTEST located on the pilots
lower instrument panel. The SFDS 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, the
standby power relay will activate and SFDS
power will be supplied from the battery pack.
This battery pack also provides emergency
instrument lighting for the secondary flight
display system, the dual fan (N 1 ) tachometers, dual ITT indicators, and the standby horizontal situation indicator (HSI).
The battery pack is constantly charged by
the airplanes electrical system, and should
therefore be fully charged in the event of an
electrical power failure. The standby instrument power switch must be ON for automatic
16-32
transfer to battery power to occur. The SFDS

will operate for a minimum of 30 minutes on
emergency battery pack power. An amber
STBY PWR ON light next to the STBY PWR
switch illuminates when the SFDS is turned
ON and the airplanes electrical system is
not charging the emergency power supply
batteries. When the SFDS switch is held to
the spring-loaded TEST position, a self test
of the battery and circuits is accomplished.
The green STBY PWR TEST light, also next
to the STBY PWR switch, will illuminate if
the test is satisfactory and the battery is sufficiently charged.
Maximum allowable airspeed (V MO ) is displayed in analog form by a red warning strip
on the airspeed tape. When V MO is reached,
the numerals on the numeric airspeed display
change from white to red. When the maxim u m a l l owa b l e M a c h n u m b e r ( M M O ) i s
reached, the numeric Mach number display
will also change from white to red.
A built-in test system (BIT) will automatically detect any failure of the display at power
up or during continuous operation. If a failure is detected, the appropriate part of the display is replaced with a message indicating the
failure. Where it is not possible to display an
appropriate message, the display back-lighting is switched off.
STANDBY HORIZONTAL
SITUATION INDICATOR (HSI)
The standby horizontal situation indicator is
a three-inch instrument located on the pilots
instrument panel. It provides navigational
guidance in case of PFD/flight director failure, and is powered by the Emergency Bus.
The standby HSI displays compass heading,
glide slope, and localizer deviation and airplane position relative to VOR radials. The
compass card is graduated in 5 increments,
and a lubber line is fixed at the fore and aft positions. A fixed reference airplane is in the
center of the HSI, aligned longitudinally with
the lubber line markings.
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The course cursor is set by a knob on the instrument. Once set, the cursor rotates in its
set position with the compass card. The course
deviation bar, which forms the inner segment
of the course cursor, rotates with the course
cursor (Figure 16-15).
E
6
V
E
R
T
The glide-slope deviation pointer is located to

the right side of the display. When receiving
glide-slope information during an ILS approach, the green deviation pointer is uncovered by the red VERT warning flag, which
otherwise is in evidence. If an ILS frequency
is not tuned and being received, or the ILS signal is unusable or unreliable, the deviation
pointer is covered by the red warning flag.
15
N
A
V
12
a VOR. A red warning flag comes into view

when power is OFF, NAV information is unreliable, or signals from the NAV receiver are
not valid. The standby HSI displays only NAV1
information.
21
33
C-14D COMPASS SYSTEM

Pilots System
24
30
Figure 16-15. Standby Horizontal

Situation Indicator
A blue ADF needle, which displays ADF1

bearings, rotates around the outer portion of
the dial.
A heading (HDG) flag appears in the instrument when the compass system is OFF, the
heading signal from the No. 1 C-14D Gyro
becomes invalid, primary power to the indicator is lost, or the error between the disp l a y e d h e a d i n g a n d t h e r e c e ive d s i g n a l
becomes excessive.
The course deviation bar moves laterally in the
HSI, in relation to the course cursor. Course
deviation dots in the HSI act as a displacement
reference for the course deviation bar. When
tracking a VOR, the outer dot represents 10,
while on an ILS localizer it represents 2 1/2.
White TOFROM flags point to or from a station along the VOR radial when operating on
The flight director and the flight director display on the pilots PFD, the autopilot (except
when AP XFER FD 2 is selected), and the
standby horizontal situation indicator are
driven by the pilots C-14D slaved gyro system. The system consists of a directional gyro,
a flux detector, a mode selector switch, a remote compensator, and a slaving indicator on
the PFD. The directional gyro operates on
28V DC from the emergency bus. In the event
of a DC power failure, placing the battery
switch to the EMER position regains the pilots
C-14D and provides gyro-stabilized heading
information through the standby HSI. The
mode selector switch is located on the left
s w i t c h p a n e l a n d i s l a b e l e d L H G Y RO
SLAVE. It has two positions: MAN and
AUTO. In the MAN position, the C-14D gyro
operates in unslaved (gyro) mode. In the AUTO
position, it operates in slaved (gyro-stabilized
magnetic) mode. When MAN is selected, the
HSI compass card can be moved left or right
at a rate of 30 per minute by toggling the
LHRH switch, located to the right of the
MANAUTO switch, to the RH or LH position.
Manual operation gives accurate short-term
heading reference when magnetic information is unreliable (DG 1 will be displayed on
the PFD).
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Under normal operating conditions, the pilots

C-14D gyro slave switch should be left in the
AUTO position. Fast slaving in the AUTO mode
occurs at a minimum rate of 30 per minute and
continues that rate until the gyro is slaved to the
magnetic compass heading. It then continually
maintains slow slaving rate of 2.5 to 5.0 per
minute. If the gyro slave switch is in AUTO position at power-up, the system slaves itself. If
the gyro has obtained operating speed in the
MAN position, or is otherwise unslaved while
operating, the LHRH switch must be activated
to start fast-slaving action in the AUTO mode.
VG-14A VERTICAL GYRO

SYSTEM
The pilots and copilots VG-14A vertical gyro
systems are powered by the aircraft AC system (inverters). The pilots system provides
pitch and roll information to the No. 1 IC-600
display flight guidance computer, consequently providing pitch and roll data to the autopilot, pilots flight director, and PFD.
The copilots C-14D compass system is the

same as the pilots C-14D. The copilots C-14D
system drives the copilots flight director and
the flight director display on the copilots
PFD, and when AP XFER FD 2 is selected on
the autopilot transfer switch, it provides heading guidance to the autopilot through the pilots
IC-600 display guidance computer.
The copilots VG-14A provides pitch and roll

information to the No. 2 IC-600 computer,
which in turn, provides pitch and roll data to
the copilots flight director and PFD. However,
if ATT reversion is selected on the pilots instrument panel, the copilots VG-14A vertical
gyro provides pitch and roll information to the
autopilot, provided the No. 1 IC-600 is operational. Utilizing either the pilots or copilots
ATT reversion button causes the opposite VG14A to drive both flight directors, PFDs. If
both vertical gyros fail, the standby gyro must
be referenced for attitude information.
Two RH GYRO SLAVE switches, marked

MANAUTO and LHRH, are located low on
the copilots instrument panel. Operation of the
switches is the same as described above in the
pilots C-14D system.
MISCELLANEOUS
FLIGHT INSTRUMENTS
Copilots System
For operation in the manual mode, DG 2 will

be displayed on the copilots PFD.
RAM-AIR TEMPERATURE (RAT)

INDICATOR
NOTE
A digital ram-air temperature (RAT) indicator, located on the upper left side of the center instrument panel, displays air temperature
uncorrected for ram rise. Either Celsius or
Fahrenheit may be selected by a switch on the
indicator. The temperature sensor is located inside the right dorsal fin ram-air inlet.
If a C-14D compass should fail (indicated by a HDG FAIL flag on the

respective PFD), selecting HDG reversion allows one C-14D compass
system to provide heading steering
information to both the pilots and
copilots flight directors, flight director displays, and PFDs. If the pilots
C-14D system should fail, the
standby HSI will be inoperative. The
PFD EHSIs require AC power for operation (supplied by the aircraft inverters). If both inverters should fail,
the battery switch must be placed in
EMER to provide emergency AC
power (26 VAC) from the pilots
C14D directional gyro power supply to power the standby HSI.
16-34
TRUE AIRSPEED (TAS)

TEMPERATURE PROBE
A true airspeed (TAS) temperature probe
(Rosemount) is located on the lower right
side of the nose section. This probe is dedicated to the micro air data computers for
temperature inputs. The probe is anti-iced any
time the AVIONIC POWER SWITCH is on
and weight is off the wheels. Anti-ice electrical power is supplied by main DC power
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through the 15-amp TAS HTR circuit breaker

located on the pilots circuit-breaker panel.
MAGNETIC COMPASS
A standard liquid-filled magnetic compass is
mounted above the glareshield. Directly
above the compass are the seating height indicator balls.
FLIGHT HOUR METER

The flight hour meter, located on the copilots upper instrument panel, displays the total
flight time on the airplane in hours and tenths.
The left landing gear squat switch activates the
meter when airplane weight is off the gear. A
small indicator on the face of the instrument
rotates when the hour meter is in operation.
DIGITAL CLOCK
Two Davtron model M877 clocks, located on
the pilots and copilots upper instrument panels, can display four functions: local time,
GMT, flight time, and elapsed time. Two versions of the elapsed time function may be selected: count up or count down.
The clock has two control buttons: SEL (select) and CTL (control). The SEL button is
used to select the desired function, and the CTL
button to start and reset the selected mode.
For normal operation, either local time or
Greenwich Mean Time (GMT) may be selected.
GMT is displayed only in 24-hour format, and
local time is 12-hour format. Pressing the SEL
button sequentially displays GMT, local time,
flight time, and elapsed time. The display mode
is annunciated GMT, LT, FT, and ET, as applicable, under the time display window.
To set GMT or local time, select the desired
function by pressing the SEL button.
Simultaneously press both the SEL and the
CTL buttons to enter the set mode. The tens
of hours digit will start flashing and may be
incremented by pressing the CTL button. The
next digit is then selected by pressing the SEL
button, and similarly set by means of the CTL
button. When the last digit has been set, press
the SEL button to exit the set mode. At that time

the clock starts running and the illuminated annunciator resumes flashing.
To use the clock as a stop watch to time approaches, etc., select ET with the SEL button,
and press the CTL button to start the timing.
The clock starts counting elapsed time in minutes and seconds up to 59 minutes and 59 seconds. It then switches to hours and minutes and
continues up to 99 hours and 59 minutes.
Pressing the CTL button resets the elapsed
time to zero.
To use the clock for an elapsed time countdown display, select ET for display, and
enter set mode by pressing both buttons simultaneously. A maximum countdown time
of 59 minutes and 59 seconds can be set. The
time from which it is desired to count is entered in the same manner as setting GMT or
local time. When the last digit is set, press
the SEL button to exit the set mode. Pressing
the CTL button starts the countdown. The display flashes when the time reaches zero.
After reaching zero, the ET counter counts
up. Pressing the CTL button again resets ET
to zero.
The flight time mode of the clock is enabled
by a landing gear squat switch, which causes
the clock to operate any time the airplane
weight is off the landing gear. The flight time
may be reset to zero by selecting FT mode
with the SEL button and holding down the
CTL button for three seconds. Flight time is
zeroed when the CTL button is released. A
total of 99 hours and 59 minutes can be shown.
A flight time alarm mode flashes the clock
display when the desired flight time is reached.
To set the alarm function, select FT with the
SEL button, and enter the set mode by pressing both buttons simultaneously. Enter the desired alarm time in the identical manner that
GMT or local time is set. When flight time
equals the alarm time, the display flashes. If
FT is not being displayed when the alarm time
is reached, the clock automatically selects FT
for display. Pressing either the SEL or CTL
button turns off the alarm and resets the alarm
time to zero. Flight time is unchanged and
continues counting.
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The clock display may be tested when power

is on the airplane by holding the SEL button
down for three seconds. The display shows
88:88, and all four annunciators are activated.
STALL WARNING AND ANGLEOF-ATTACK SYSTEM

The angle-of-attack system is powered by
28V DC from the left main DC bus and incorporates an angle-of-airflow sensor, a signal
summing unit, a vane heater monitor, an
angle-of-attack indicator, a stick shaker, and
an optional indexer.
The vane-type angle-of-airflow sensor, which
is located on the forward right side of the fuselage, detects the angle of airflow and deflects
accordingly. The wedge-shaped vane streamlines with the relative airflow and causes a
transducer to send signals to the signal summing unit (computer). Signal inputs concerning flap position are also received by the signal
summing unit. It then compensates for that
variable and transmits the information to the
angle-of-attack indicator and the optional indexer. Indications are accurate throughout the
weight and CG range of the airplane.
The full-range type indicator is calibrated
from 0.1 to 1.0, and marked with red, yellow, and white arcs. Lift information is displayed on the indicator with 0.1 representing
near zero lift and 1.0 representing stall. Lift
being produced is displayed as a percentage
and, with flap position information, is valid
for all airplane configurations and weights.
At 1.0 where full stall occurs, 100% of the
available lift coefficient is being achieved.
At the bottom of the scale (0.1) near zero lift
is being produced. The area at the lower part
of the scale (0.57 to 0.1) represents the normal operating range, except for approach
and landing. The narrow white arc (0.57 to
0.63) covers the approach and landing range,
and the middle of the white arc (0.6) represents the optimum landing approach (VAPP
or VREF). The yellow range (0.63 to 0.85)
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represents a caution area where the airplane

is approaching a critical angle of attack.
The red arc (0.85 to 1.0) is a warning zone
that represents the area just prior to stick
shaker activation and continuing to full stall.
At an indication of approximately 0.79 to
0.88 (depending on flap setting and rate of
deceleration) in the warning range, the stick
shaker activates.
If the angle-of-attack system loses power or
becomes inoperative for other reasons, the
needle deflects to the top of the scale and
stows at a 1.0 indication.
NOTE
The airplane must not be flown if the
stick shaker is found to be inoperative on the preflight check or if the
angle-of-attack system is otherwise
inoperative.
The stick shaker is located on the pilots control column about 9 inches down from the control wheel and on the forward side. The stick
shaker provides tactile warning of impending
stall. The angle-of-attack transmitter causes
the stick shaker to be powered when the proper
threshold is reached.
WARNING
If the angle-of-attack vane heater
fails and the vane becomes iced, the
stick shaker may not operate or may
activate at normal approach speeds.
An optional approach indexer, mounted on the

pilots glareshield, provides a heads-up
display of deviation from the approach reference. The display is in the form of three illuminated symbols which are used to indicate
the airplane angle of attack. High angle of attack is analogous to low airspeed; low angle
of attack is analogous to high airspeed.
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Illumination of the symbol is progressive as

the airplane angle of attack changes. When the
airplane speed is on reference, the green center circle is illuminated. As the speed decreases
from reference (.6), the circle illumination dims
and the top red chevron illumination increases
until the top chevron is fully illuminated and the
circle is extinguished. As the angle of attack becomes high, the top red chevron begins to flash.
When the airplane is accelerating from the
on-speed reference, the illumination of the
green circle dims and illumination of the bottom yellow chevron increases until the circle
is extinguished and only the bottom chevron
is illuminated.
The top red chevron points down, indicating
that the angle of attack must be decreased to
eliminate the deviation. The bottom yellow
chevron points up to indicate that the angle
of attack must be increased to eliminate the
deviation.
The indexer is active any time the nose gear
is down and locked and the airplane is not on
the ground. There is a 20-second delay after
takeoff before the indexer activates.
Stall strips on the leading edge of each wing
create turbulent airflow at high angles of attack, causing a buffet to warn of approaching
stall conditions. This system is considered a
backup to the angle-of-attack stick shaker system in case of malfunctions and electrical
power failures.
COMMUNICATION/
NAVIGATION
The two COMMs, two NAVs, two transponders, and single ADF receiver are mounted in
a stacked arrangement behind the consolidated control panel located in the center instrument panel. Two fans cool the communications
rack: Fan 1 (internally located in the rack)
and Fan 2 (located beneath the cockpit floor)
providing air through ducts).
VHF COMM
TRANSCEIVERS
Dual KY 196A transceivers and controls are
mounted at the top of the consolidated control
panel located on the center instrument panel
(Figure 16-15). Each radio is a very high frequency (VHF) unit with a frequency range
from 118,000 to 136,975 megahertz (MHz)
with 25 kHz spacing. The frequency displays
are self-dimming seven-segment gas discharge
digital readouts.
The COMM 1 antenna is on the underside of
the fuselage and the COMM 2 antenna is on
top of the fuselage. When flying through dry
precipitation, it is possible for static electricity to build-up and cause the VHF COMMs to
automatically squelch to a point where reception range is greatly reduced. Disabling the automatic squelch by pulling out the onoff
volume control (OFFPULL TEST) knob will
cause background static in the speaker or headset, but normal reception range will be restored. Pushing the knob back in will restore
the automatic squelch. If the headset microphone fails to function properly, check the
side console switch in MIC HEADSET. and
verify that the hand microphone is fully engaged in its socket.
KY-196A CONTROLS
The KY-196A control uses 2 digital readouts
to display the controlling (USE) frequency
and a pilot selected preset (STBY) frequency.
It has four modes of operation: frequency
mode, channel mode, channel programming
mode, and direct tuning mode. The frequency
mode of operation allows the pilot to tune a
frequency in the standby frequency display
and then flip-flop the standby and active
frequencies by pressing the frequency transfer (double arrow button). The Channel mode
allows up to 9 frequencies and the corresponding channel numbers to be recalled from
memory. During channel mode of operation,
the channel number i~ displayed in the CHAN
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window, and rotation o~ either the small or

large knob will increase or decrease the channel number and the corresponding frequency
in the STBY window, one channel at a time.
The channel display will roll over at either
end of the corresponding channel selection.
The channel programming mode allows the
pilot to program desired frequencies for use
in the channel mode of operation. The direct
tuning mode is a back-up mode which allows
frequency changes to be made directly into the
active frequency display. The use (USE1 display is the left window and the standby (STBY)
display is the right window. Dimming of the
digital readouts is automatic and controlled by
the background lighting
The KY-196s flip-flop preselect feature
enables the pilot to store one frequency in the
standby display while operating on another and
then interchange them instantly with the touch
of a button. Both the active (USE) and the
standby (STBY) frequencies are stored in a circuit component called EAROM (Electrical
Alterable Read Only Memory) that provides
a non-volatile storage of frequencies and programmed channels, so that when the radio is
turned off and then back on, channel information is retained.
When the transmitter is in operation a illuminated T will appear in the center of the digital display.
MODEFREQUENCYCHANNEL
SELECTOR
In the frequency mode of operation the outer,
larger, selector knob of the two concentric
knobs located to the right of the display is
used to change the MHz portion of the frequency display; the smaller knob (PULL 25K)
changes the kHz portion. This smaller knob is
designed to change the indicated frequency in
steps of 50kHz when it is pushed in and in 25kHz steps when it is pulled out. At either band
edge the frequency will wrap-around; thus
it is not required to move completely across
the frequency display in order to select a much
16-38
lower or higher frequency. In the frequency

mode of operation the tuning knobs control the
frequency in the STBY window, which may
then be transferred to the active (USE) window by pressing the frequency transfer (double arrow) button.
The channel mode of operation is entered by momentarily pressing the CHAN button while in
the frequency mode. (Channel programming
mode is discussed below.) If there is no activity for approximately 5 seconds the radio will
return to the frequency mode of operation. In
this case the channel frequency will be placed
in the STBY window. The system may also be
returned to the frequency mode by pressing the
CHAN button again before five seconds have
elapsed, and the status of the frequency mode
will remain the same as it was prior to entering
the channel mode. When CHAN is selected the
last active frequency will remain tuned and displayed in the USE window. The last used channel number (1 to 9) will be displayed in the
CHAN window unless no channels have been
programmed, in which case the system defaults
to Channel 1 and dashes are displayed in the
STBY window. When either end of the display
is reached the display will roll over and start
again at the respective end of the display.
The CHAN button is pressed and held for three
seconds to enter the channel programming
mode. The last used channel number will flash
in the CHAN window and the last used active
frequency will remain displayed in the USE
window. Channel numbers from 1 through 9
can then be selected by rotating either the
small or large knob. Pressing the frequency
transfer button (double arrow) will cause the
frequency associated with that channel to
flash. The frequency select knobs will then
change the frequency as described in the frequency mode of operation above, with the exception that between the rollover points dashes
are displayed. To exit the channel programming mode, press the CHAN button, or after
twenty seconds of no programming activity,
the system will automatically exit the mode.
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OPTIONAL KING HF
TRANSCEIVER
VHF NAVIGATION
RECEIVERS
The King KHF-950 is a 150-watt transceiver

that provides 280,000 frequencies at 100 Hz
increments with 99 channel preset capability
in the HF band (2.000 to 29.9999 MHz). It operates in AM and single sideband. The KHG950 control is normally located on the copilots
upper left instrument panel and may be either
a KFS594 or KCU 951 control head. Control
functions for the KCU 951 controller are:
Dual KN-53 navigation receivers provide

VOR, localizer and glide-slope capability.
The receivers are mounted with other avionics navigation and communication
(NAV/COMM) equipment in the center of the
consolidated control panel. The controls receivers of both NAV radios are one-piece units.
FREQ/CHANSelects frequency or
channelize mode of operation.
MODESelects LSB, AME, or USE
mode of operation. Mode is displayed in
lower part of frequency display.
PGMSelects programming of frequency for channelized operation.
STOWhen pressed, stores selected
frequency for channelized operation.
Tuning knobsTwo concentric tuning
knobs for selecting frequency display.
Control channel or frequency mode of
operation as selected by FREQI CHAN
switch.
OFF/VOLUMEONOFF switch; volume control when set is ON.
SQUELCHControls squelch threshold.
CLARIFIERUsed for improving clarity of reception during SSB operation.
To tune the HF system antenna coupler to
the frequency selected, rotate the VOLUME
knob out of the OFF detent. Receiver frequency will be displayed after approximately
one minute of warm-up. Key the transmitter
by momentarily pressing microphone button. The antenna coupler will tune automatically. The channel number will continue to
be displayed; however, frequency will be
blanked until automatic tuning is complete.
After tuning, adjust for desired squelch
threshold. During reception, adjust CLARIFIER control for maximum signal clarity or
most natural sounding voice.
Each system has 200 VOR/LOC operating frequencies and 40 glide-slope frequencies. VOR
and localizer (VOR/LOC) frequencies are
from 108.00 to 117.95 MHz. Glide-slope frequencies are from 329.15 to 335.00 MHz. The
localizer/glide-slope frequencies are paired
and are automatically tuned together. When the
published localizer frequency is tuned, the
glide-slope frequency is also tuned. Multiple
outputs drive the flight director, HSIs, RMI,
and autopilot. All the basic functions have a
built-in self test.
KN-53 CONTROLS
The KN-53 controls use two seven-digit gas
discharge displays for the controlling (USE)
frequency and a pilot-selected preset (STBY)
frequency. The displays are dimmed automatically by means of automatic photo sensing.
Dual concentric frequency select knobs control the display. The larger (outer concentric)
knob dials the MHz portion of the display in
one MHz steps. The small tuning knob (inner
concentric) dials in 50 kHz steps. The frequency will roll over or under, as applicable,
at the end of the tuning band so that tuning
completely across the band to a much higher
or lower frequency is not required. Tuning of
the NAV frequencies in normal mode of operation is done in the STBY window and then
flip-flopped into the USE window by pressing the frequency transfer (double arrow) button. This allows the pilot to pretune the desired
frequency and then interchange the old and
new frequencies with a touch of a button. The
STBY window is then available for a new pretuned frequency.
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The OFFPULLID knob operates as an

onoff volume control as well as a control for
selecting voice/code identification (ID), or
only code ID signals of VOR stations. Pulling
the knob out allows the station identification
tone signals to be heard, as well as the station
voice announcements. Pushing it in will allow
only NAV voice signals to be heard. Rotation
of the knob allows volume control of the audio
signals; complete counterclockwise rotation
turns off power to the NAV receiver.
Interface of the NAV receivers with other
equipment which use and display NAV signals
is discussed in the various parts of this section.
Controls and displays of the distance measuring equipment (DME), radio magnetic indicator (RMI), the pilots NAV indicator repeater
(omni bearing selector (OBSI), the copilots
horizontal situation indicator (HSI), and the
pilots electronic attitude director indicator
(EADI) and the electronic horizontal situation
indicator (EHSI) are discussed separately. The
pilot can display NAV 1 or NAV 2 on his EHSI
by selecting either NAV by means of the NAV
push button on his DC-550 display controller
(Figure 16-4). Upon power up NAV 1 will be
selected; selection progression is then NAV 2,
NAV 1, NAV 2, etc., as the button is pressed.
The NAV selected by means of the NAV button is displayed on the EHSI course pointer and
ILS localizer and glide-slope indicator. It provides course guidance to the flight director and
autopilot if they are engaged. NAV 1 may be
selected on the bearing needle and NAV
2 may be selected on the bearing needle,
by the applicable O or bearing selector knobs. Selections made by means of the
bearing knobs are for display on the EHSI
only; they cannot inter face with the flight director or autopilot.
Selecting NAV 1 or NAV 2 on the EFIS display controller also automatically selects the
distance measuring equipment (DME) display
on the EFIS to that of the NAV selected. The
display in the DME indicator will also be from
the same NAV as displayed on the EFIS, and
will be so annunciated in the indicator. The
DME will follow the selection NAV 1 or NAV
2, and cannot be otherwise tuned.
16-40
If an ILS frequency is tuned on the pilots and

copilots NAVs, localizer and glide-slope deviation will be displayed on both pilots EHSIs,
if the airplane is within range of the ILS. If the
localizer signal is unreliable or absent, a red
X will appear in the center of both pilots
EHSIs, and on the expanded localizer indication on the EADIs. If glide-slope information
is absent or unreliable, a red X will appear at
the glide-slope indication on the pilots EADIs
and EHSIs.
AUTOMATIC DIRECTION
FINDER KR-87 (ADF)
The KR-87 ADF is a single-unit receiver/control mounted in the consolidated control panel.
The digitally tuned automatic direction finder
system operates in the frequency range of 200
to 1799 kHz. The KR-87 control panel uses two
gas-discharge digital readouts to display the
controlling (active) frequency and a pilot-selected preset (STBY) frequency. The system
is comprised of a receiver, a built-in electronic timer, the bearing indicator on the RMI,
and a KA-44B combined loop and sense antenna. The control of audio signals from the
ADF is discussed under Audio Control Panels
in this section.
Power to the system is controlled by the
ONOFFVOL knob on the control panel.
Rotating the knob clockwise from the detented OFF position applies power to the
ADF. Rotation of the control also adjusts
audio volume. Control of the frequency is by
the two concentric knobs on the right side of
the control panel. The inner knob controls the
1 digits when pulled, and the 10 digits
when pushed in. The outer concentric knob
controls the 100 and 1000 digits up to a frequency of 1799 kHz. When FRQ is annunciated in the display the frequency select knobs
control the tuning of the standby (STBY)
window digits. Once tuned, the standby frequency may then be inserted into the active
window by pressing the FRQ (double arrow)
button which will flip-flop the standby and
active frequencies.
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OPERATING MODES
AUDIO CONTROL PANELS
Two modes of operation are selected by the

ADF button (push-in, push-out) on the
control face. When the button is out antenna
(ANT) mode is selected and will be annunciated. ANT mode provides improved audio
signal reception for tuning and is used for
identification. In ANT mode the ADF pointer
will park at 90 to the airplane heading.
When the ADF button is in the depressed position ADF mode is selected and annunciated,
and relative bearing will be indicated, which
will also cause magnetic bearing to be indicated on the RMI.
Two audio control panels (Figure 16-16) provide individual audio selection by each pilot.
Three position switches labeled SPKR, OFF,
and HDPH enable all audio inputs to be selected to the overhead speakers or headphones.
A two-position INDENTVIOCE switch is
used with the NAV and ADF switches to monitor either voice or coded identifiers. Two concentric MASTER VOLUME knobs control the
headset or speaker volume of all selected audio
sources. A PASS SPKR VOLUME knob controls the output volume of the passenger compartment speakers.
The BFO (Beat Frequency Oscillator) mode is

selected by pressing in the BFO button on the
face of the control. BFO will then be annunciated. BFO mode is used to better identify
coded station identifier signals from stations
which are unmodulated.
To perform a preflight or in-flight test of
the ADF system, select ANT mode, which
will cause the pointer to park. Tune and
identify a station with a strong usable signal and select ADF mode. The pointer
should seek the station without hesitation.
Wavering, hesitation, or reversals indicate
that the station is too weak or that there is
a system malfunction.
TIMER OPERATION
The flight timer incorporated into the ADF
will always be reset when the power to it is
interrupted, either by the ONOFF switch,
the avionics master switch, or the loss of
power to the system. Flight time should be
read before shutdown for that reason. Flight
time may also not be accurate since it is time
from electrical power on. The timer has two
functions flight time and elapsed time. Flight
time and elapsed time are displayed and annunciated alternately by depressing the
FLTET button on the control panel. The
flight timer continues to count up until the
unit is turned off. The elapsed timer may be
set back to :00 by pressing the SETRESET
button on the control panel. It will then start
counting up again.
COMM
1
COMM
ADF
NAV
1
2
AUTO IDENT
2
DME
SPKR
OFF
HDPH
VOLUME
S
S P
T K
R
H
D
P
H
PASS SPKR
SEL
VOICE
1
MKR
MUTE
S
P
K
R
MASTER
Figure 16-16. Audio Control Panel
A rotary microphone selector switch has four

standard positions: COMM 1, COMM 2, PASS
SPKR, and EMER/COMM 1. A fifth position
labeled HF is included if an operational HF
radio is installed. COMM 1 or COMM 2 connects the microphone being used to the respective VHF transmitter. PASS SPKR provides for
announcement to the passengers through the
cabin speakers: COMM 1, COMM 2 and HF
audio are muted. The EMER/COMM 1 position
bypasses the audio amplifier, necessitating the
use of a headset, and volume control is available only at the radio control head. Transmitting
remains normal from all microphone sources.
A three-position AUTO SEL switch with
SPKR, OFF , and HDPH positions automatically selects the proper speaker or headphone to match the position of the rotary
microphone selector switch. All audio sources
can be monitored at any time by the use of the
appropriate SPKROFFHDPH switch, regardless of the microphone selector switch or
the AUTO SEL switch positions. A MKR
MUTE button silences the marker beacon
audio for approximately 30 seconds.
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LOCATOR BEACON
The emergency locator beacon (ELT) system
is an emergency transmitter designed to assist
in locating a downed airplane. The transmitter has a self-contained battery pack which
must be changed every three years or after a
cumulative total of one hour of operation. The
system is activated automatically by an impact
of 5.0 +2/0 gs along the flight axis of the airplane, or manually by a remote EMERNORM
switch on the copilots lower instrument panel.
When the transmitter is activated, a modulated omnidirectional signal is transmitted simultaneously on emergency frequencies
121.50 and 243.00 MHz. The modulated signal is a downward-swept tone signal starting
at approximately 1,600 to 13,300 Hz and
sweeping down every two to four seconds continuously and automatically.
The transmitter has an ARMONOFF switch
which is normally left in ARM. The ON position is used to test the system from the ground,
and the OFF position turns the system off.
The guarded EMERNORM switch on the instrument panel provides a manual activation
of the system as well as a means of testing the
operation. In NORM position, the system is
armed for activation by the impact switch. In
EMER position, the impact switch is bypassed,
and the emergency signal is transmitted.
EMER position can be used to test the system;
however, prior approval from control tower and
flight service must be obtained. A RESET button is located next to the EMERNORM switch
on the copilots instrument panel. Pressing
the RESET button resets the ELT transmitter
if it has been energized by the impact switch.
The RESET button must be held depressed
for a minimum of three seconds. A remote
control, accessible from outside the airplane,
is located on the left side of the dorsal fin
under a plug button. The ELT can be turned
ON, OFF, or RESET from that control. Two
flush-mounted antennas are located on either
side of the dorsal fin just forward of the vertical fin.
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WEATHER RADAR-PRIMUS 650

COLORADAR
The Primus 880 ColoRadar system is an Xband alphanumeric digital radar with a display
designed for weather location and ground
mapping. The system can be operated in conjunction with the EFIS and the MFD equipment
to provide radar video displays. Storm intensity is displayed at five color levels, with black
representing weak or no returns and green,
yellow, red, and magenta showing progressively stronger returns. In the ground mapping mode, levels of returns are displayed as
black, cyan, yellow, and magenta. The system consists of a receiver-transmitter antenna
in the nose section and a controller. Some
functions of the MFD system and the EFIS interface with the radar. Consult the Airplane
Operating Manual and vendor handbooks for
operating instructions.
ALLIEDSIGNAL CAS66A
TRAFFIC ALERT AND
COLLISION AVOIDANCE
SYSTEM (TCAS I)
The TCAS I system is an on board collision
avoidance and traffic display system with computer processing to identify and display potential and predicted collision targets. From the
transponder replies, TCAS I determines range,
bearing, and the relative altitude (if the target
is reporting altitude, i.e., aircraft equipped
with a mode C or S transponder) of intruding
traffic. From this, TCAS I will determine the
threat using standardized algorithms. Threat
aircraft with mode A transponders will not
provide altitude information; however, the
TCAS I will still issue a traffic advisory. TCAS
will assume that non-altitude reporting aircraft
are at the same altitude as own airplane and
will issue an advisory when threat criteria are
met. The TCAS I will not detect aircraft without operating transponders.
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NOTE
Pilots must not maneuver the aircraft
solely based on the traffic display.
The traffic display is intended to assist in visually locating other air traffic. The traffic display lacks the
resolution necessary for use in evasive
maneuvering. Evasive maneuvers
based solely on TCAS traffic advisories, without visual acquisition of
intruders, are not recommended.
The TCAS I is a single system installation consisting of one TCAS I processor, one topmounted bearing antenna, and one bottom
mounted bearing antenna; it uses the multifunction display (MFD) as the traffic advisory
(TA) display. Aural alerts are available through
the headphones and individual pilot and copilots speakers. This system is controlled through
the CP66B control panel. The TA display is informative only, displaying area traffic without
attempting to provide any form of conflict resolution. If TCAS cannot establish an azimuth,
it will issue a NO BEARING message on the
screen when the system computes that the intruder is close enough to become a threat.
TCAS I does not perform algorithmic, bearing accuracy, or track rate computations which
are incorporated in TCAS II or TCAS III that
are necessary for evasive maneuvering (rapid
changes in pitch, roll, normal acceleration,
thrust or speed). In general, TCAS I does not
provide adequate information for pilots to determine reliably which horizontal or, in some
cases, vertical direction to move to increase
separation, and there is some likelihood that
such maneuvers will actually result in reduced
separation.
The system may be preflight tested by pushing the TST button on the TCAS I control
panel (Figure 16-17). The aural annunciation
TCAS SYSTEM OK advises that the minimum required equipment for system operation
is available and operational. If TCAS SYSTEM TEST FAIL is announced, the minimum required equipment for system operation
is not available. If initiated in flight the selftest will affect normal TCAS operation for up
to 12 seconds.
TCAS
20 40
If traffic gets to within 15 to 30 seconds of a

projected Closest Point of Approach (CPA),
and/or meets other range and closure criteria
it is then considered a potential threat, and an
aural and visual traffic advisory is issued. This
level advisory calls attention to a potential collision threat using the traffic advisory display
and voice message, TRAFFIC TRAFFIC. At
the same time a visual presentation (an amber
filled circle) will appear on the multifunction
display (MFD). Upon notification of the traffic advisory the crew should conduct a visual
search based upon the visual TCAS indication.
Once the traffic is visually acquired, safe traffic separation can be maintained.
TCAS I is intended as an aid to the see and
avoid concept. Once an intruder is visually acquired, it is the pilots responsibility to maneuver as necessary to maintain safe separation.
SBY
OFF
ABOVE
15
ON
10
TST
5
3
PUSH TO TST
WX
NORM
T/WX
BELOW
FL
PUSH FOR FL
Figure 16-17. TCAS I Control Panel
The range selected for operation of the TCAS

I has no effect on the logic which the system
uses for traffic advisories (TA). It is recommended that a 10 nautical mile (or lower)
range be selected for takeoff, low altitude
climb, approach and landing, and below 10,000
feet. A range greater than 10 miles may be selected for high altitude cruise.
When the airplane is below 600 feet AGL
while climbing or below 400 feet descending,
the TA voice message will be inhibited.
Airplanes on the ground are not displayed by
the TCAS system.
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TCAS 1 has two sensitivity levels; SL A and

SL B. SL A is invoked when the airplane is
below 2000 feet AGL, based on radio altimeter altitude. SL B is all other flight conditions. SL A is less sensitive, to preclude
nuisance advisories in the area of airports and
terminal areas, where the traffic density is
highest, and airspeed is usually slower.
There are three modes of altitude display limits: ABOVE, NORMAL, and BELOW. ABOVE
mode displays traffic that is between 8,700 feet
above and 2,700 feet below your own airplane.
ABOVE is typically used during the climb
phase of flight. NORMAL mode displays traffic that is between 2,700 feet above and 2,700
feet below your own airplane, and is normally
used for cruise flight. BELOW mode displays
traffic that is between 2,700 feet above and
8,700 feet below your airplane. BELOW is
normally used during the descent phase of
flight.
A TCAS DSP AUTO SELTCAS DSP MAN
SEL switchlight is installed in the system. When
MAN SEL is selected, if the MFD is being used
to display the weather radar, for instance, the
announcement TRAFFIC, TRAFFIC warns of
either proximity or threat traffic; the TCAS I display is then selected and the traffic will be displayed on the multifunction display (MFD). If
AUTO SEL is selected and proximity traffic or
a traffic threat is detected, the TCAS I display
will be automatically displayed.
The Allied Signal CAS66A TCAS I Pilots

Guide (Allied Signal part number 006-087460000 Revision 1 dated August 1993, or later
revision), must be readily available to the
flight crew when operating the GAS66A TCAS
I system.
MARK VI ALLIED SIGNAL

GROUND PROXIMITY
WARNING SYSTEM (GPWS)
(OPTIONAL)
The Mark VI Allied Signal ground proximity
warning system (GPWS) provides visual and
aural warnings of terrain in six flight modes:
Excessive rate of descent with respect to
the terrain
Excessive closure rates to terrain
Negative climb before acquiring a predetermined terrain clearance after takeoff or a missed approach
Insufficient terrain clearance based on
flap configuration
Inadvertent descent below glide slope
Inadvertent descent below minimum descent altitude
Aircraft equipped with the optional GPWS
have a red PULL UP and amber BELOW G/S
and G/S CANCELED annunciators located
directly adjacent to each PFD.
It is possible to see an aircraft flying the same

course and direction as your own airplane, yet
TCAS may not consider it a threat. TCAS calculates the closure rate of the intruder, and derives the time to the closest point of approach
(CPA.) If there is no closure rate, no advisory
will be issued, unless the intruder is very close
(within approximately 02 mile). However,
traffic at the same altitude very far ahead
(about 10 miles) may be shown as a TA by
TCAS because of a very rapid closure rate.
The red PULL UP light illuminates concurrently with the aural pull up warning if any
of the six terrain proximity mode windows is
entered as noted above. During ILS glideslope approaches, the below-glide-slope warning may be canceled if desired (runway in
sight and deliberately flying below glide slope
for landing) by depressing the BELOW G/S
switchlight and illuminating the lower half
labeled G/S CANCELED.
The TCAS system is powered through a 5ampere circuit breaker (TCAS) on the right circuit breaker panel.
The bottom two light buttons of the pushbutton/annunciator strip lights adjacent to the
MFD are dedicated to the GPWS. The switchlight labeled GPWS FLAP OVRD/ACTIVE
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is provided to disable the flap configuration

input to prevent nuisance warnings when landing with less than full flaps (aural and visual
warnings would normally be initiated at 200
feet with less than full flaps). The lower GPWS
TESTGPWS INOP lights are provided to
perform functional tests and provide indication of system malfunctions. The visual and
aural warnings are initiated as the rotary test
switch is positioned to ANNU. For more detailed information on the GPWS, refer to the
Airplane Flight Manual supplement and the
current Allied Signal Pilots Information Guide
(P/N 060-4087).
AREA NAVIGATION
GNS-XLS FLIGHT
MANAGEMENT SYSTEM
The GNS-XLS Flight Management System
is a comprehensive navigation management
system which integrates multiple systems
and sensors into an integrated whole, which
is capable of precise navigation and aircraft performance computations. The system
takes information from various navigation
sources (DME, VOR, and GPS sensors),
considers the strengths, weaknesses and
signal strengths of each system and sensor
in use, and computes a most likely position
for the airplane. The GPS sensor has priority unless degraded sensor accuracy has
been detected by the system. It accomplishes
these computations with a minimum of attention by the flight crew, and advises them
of components or systems requiring attention, as well as other irregularities such as
loss of enough sensors to compute a valid
position. In the latter situation, if sensor
loss endures over a set length of time, the
system will enter DR (dead reckoning) mode
and so inform the pilot through a message
on the control display unit (CDU). The GPS
sensor will normally be the dominant sensor during position blending; due to the excellent characteristics of the GPS sensor,
d u r i n g a va i l a b i l i t y o f t h e r e c e iv e r a u tonomous integrity monitoring system
(RAIM) the GPS sensor will be the sole
contributor to the composite position.
The GNS-XLS provides steering information

to the pilot through the IC-600 Integrated
Display Guidance Computer and Primary
Flight Display (PFD). When connected to the
autopilot, it provides roll steering commands.
The NAV computer additionally computes fuel
flow information, providing a current fuel status and airplane gross weight throughout the
flight, if the fuel and gross weight are updated
prior to takeoff.
The system also provides navigation data outputs which enable the active flight plan to be
displayed on the multifunction display (MFD).
The following components comprise the GNSXLS system: a control display unit (CDU)
which houses its own global positioning system (GPS) sensor (Figure 16-18), a configuration module unit, and an antenna. The GPS
antenna is mounted on top of the fuselage near
the cabin door.
NAV
VNAV
AFIS
FPL
ON
BRT
PLAN
73.2
00:11.3
299
390
275/ 13
DIS
ETE
DTK
GS
WIND
N
X
T
15:22
TO FNT
P
R
V
TUNE
HOLD
NAVIGATION 1/4
FR PSB
15:01
MSG
HDG
AUTO
BACK
GLOBAL
GLOBAL
SP
ENTER
Figure 16-18. GNS-XLS Control Display Unit
The CDU is the heart of the system, possessing the computer, the VORTAC positioning
unit (VPU), the navigation data bank (NDB),
and the memory capability, as well as the GPS
receiver. The NDB maintains 50,000 navigation 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
every 28 days by means of a memory card. The
card is inserted into in a personal Computer
Memory card international Association (PCMCIA) slot under the lower portion of the alpha
keyboard on the CDU.
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The FMS will supply waypoint (WPT) information to the IC-600 Display guidance
Computer for use in micro air data computer
vertical navigation (VNAV) computations,
which are displayed on the multifunction display (MFD). An advisory vertical navigation
capability is also provided through the GNSXLS CDU. Vertical waypoints may be programmed and viewed on the CDU, and used
as indicators for climb and descent points.
The altitude changes may be programmed both
with and without vertical path angles. The
FMS VNAV function will not couple to the autopilot/flight director.
The CDU provides the pilots interface with
the system. It has a compact full alpha keyboard with a color cathode ray tube (CRT) to
provide system readouts and to accept pilot inputs into the system.
Operators Manual
For detailed operating information, consult
Revision 2 of the Global Wulfsberg GNSXLS Flight Management System Operators
Manual, Report Number 006-08845-0000,
Revision 2, issued 2 January, 1996 or later
revision.
Limitations
The single installation of the GNS-XLS, with
GPS sensor, is not approved as a sole means
of navigation. Therefore, when the GNS-XLS
is to be used as the primary means of navigation, or when coupled to the autopilot,
flight director or primary flight display
(PFD), the navigation equipment required by
the FARs applicable to the specified type of
operation being conducted must be installed
and operating. Refer to the Airplane Flight
Manual for additional limitations and operating information.
16-46
AIRBORNE FLIGHT
INFORMATION SYSTEM
(AFIS) (OPTIONAL)
The Global Airborne Flight Information
System (AFIS) interfaces the flight planning
and performance management functions of
the standard GNS-XLS Flight Management
System with Global Data Center Computers.
AFIS interfaces with various VHF and satellite communications facilities, thereby providing the computer data link between the airplane
and the Global Data Center, by which transfer of digital data concerning flight plans,
weather, and message traffic is possible.
The Model 550 Bravo AFIS installation consists of a Data Management Unit (DMU), a
configuration module, a data transfer unit
(DTU), a satellite communications unit (SCU),
an antenna switching unit (in installations
having a shared antenna), and an antenna. The
Global Data Center, with its VHFF/satellite/
ground telephone system interface, makes up
the ground portion of the system. The global
data system provides the services of flight
planning, aviation, weather, and flight related
message forwarding, through its mainframe
computers which accept and process digital
data, and provides the requested information
on a real time basis.
OPERATORS MANUAL
For detailed operating information, consult
Section Seven of the Global Wulfsberg GNSXLS Flight Management System Operators
Manual (Revision 2), Report Number 006088450000, issued 2 January, 1996 or later
revision. This section constitutes the Airborne
Flight Information System and Satellite Data
Communications System Supplement for the
AFIS system.
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PITOT-STATIC SYSTEM
GENERAL
The Citation Bravo is equipped with three
separate and independent pitot-static systems.
The two primary systems serve the pilots and
copilots systems. The third (backup) or
standby system provides pitot and static air
pressure to the secondary flight display system (Meggitt) on the center instrument panel
and to the gear warning-horn pressure switch,
and it provides a source of static pressure for
the cabin pressure differential pressure gauge
(Figure 16-19).
PITOT TUBES
Pitot pressure from the tube mounted on the
left nose of the airplane supplies pressure to
the pilots AZ-850 micro air data computer
which, after converting the information into
digital information, forwards the data to the
pilots Integrated Avionics Computer (IAC).
The pitot tube on the right nose of the airplane serves the same function in the copilots
system. The pitot tube on the right side of the
fuselage, provides pitot pressure to the secondary flight display system (Meggitt), and the
gear warning-horn pressure switch.
systems are powered from the main DC system through the LH PITOT STATIC and
RH PITOT STATIC circuit breakers, located on the pilots circuit-breaker panel.
The backup (standby) pitot-static anti-ice
system is powered from the emergency DC
system through the STBY P/S HTR circuit
b r e a k e r l o c a t e d o n t h e p i l o t s c i r c u i t breaker panel.
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. The static
wicks are installed on all trailing edges and
dissipate the static electricity in flight.
NOTE
Do not wax the aircraft with products
containing silicones. They can contribute to P-static buildup, especially
if the surfaces are buffed to produce
a shine.
There are a total of 17 static wicks:

One on each wingtip
One on each wing trailing edge outboard of the aileron
STATIC PORTS
Three static ports are located on each side of
the airplane. The lower port on the left side and
the upper port on the right side provide the
static source for the pilots system. The upper
port on the left side and the lower port on the
right side provide the static source for the
copilots system. The center/aft ports on each
side provide static pressure for the standby
pitot-static system.
Two on the trailing edge of each aileron

Two on the trailing edge of each elevator
Two on the upper trailing edge of the
rudder
One on the top of the rudder
One on top of the vertical fin
One on the tail stinger
ANTI-ICE PROTECTION
All pitot tubes and static ports are heated
and controlled by the PITOT and STATIC
s w i t c h o n t h e p i l o t s s w i t c h p a n e l . T h e
pilots and copilots pitot-static anti-ice
NOTE
One static wick may be missing from
each aileron. Refer to the MMEL.
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PRIMARY
FLIGHT
DISPLAY
LEFT
PITOT
TUBE
PRIMARY
FLIGHT
DISPLAY
RIGHT
PITOT
TUBE
160 00
120
20
20
10
10
11 00
1
80
9
160
111
103
96
160 00
120
2
R
1
100
12
E
2
R
1
10
10
00
90
200 DH
CRS
030
20
10
10
11 00
12
E
2
R
1
10
200 DH
CRS
030
39.98 IN
VOR1
10.0 NM
+|O
3
N
3
N
33
33
30
30
24
1
VOR2
21
15
GSPD
KTS
HDG
000
1
GSPD
KTS
24
ADF
12
12
21
HDG
000
15
ADF
VOR2
BARO
IN/HPA
10
00
90
10
39.98 IN
VOR1
10.0 NM
+|O
20
1
80
9
160
111
103
96
10
2
R
1
100
BARO
STD
STD
IN/HPA
AZ-850 MICRO
AIR DATA
COMPUTER
AZ-850 MICRO
AIR DATA
COMPUTER
TRUE AIRSPEED
SENSOR
(TEMPERATURE INPUT)
LEFT
STATIC
PORTS
STANDBY
AIRSPEED
ALTIMETER/
INDICATOR
OR
SDF MEGGITT
RIGHT
STATIC
PORTS
M. 000
1013MB
GEAR
WARNING
HORN
500
100
10
10
10
10
20
20
1200
80
70
GEAR WARNING
HORN PRESSURE
SWITCH
00
29.92IN 5
APR
ATT
BARO
CABIN DIFFERENTIAL
PRESSURE GAGE
STANDBY
PITOT
TUBE
LEGEND
LEFT PITOT PRESSURE
LEFT STATIC PRESSURE
RIGHT PITOT PRESSURE
RIGHT STATIC PRESSURE
STANDBY PITOT PRESSURE
STANDBY STATIC PRESSURE
ELECTRICAL CONNECTIONS
TAS PROBE TEMPERATURE
Figure 16-19. Pitot-Static System
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CHAPTER 17
CONTENTS
Page
INTRODUCTION ................................................................................................................. 17-1
GENERAL ............................................................................................................................ 17-1
COMPONENT DESCRIPTION ........................................................................................... 17-2
Oxygen Cylinder Assembly ........................................................................................... 17-2
Pressure Gauge .............................................................................................................. 17-2
Controls.......................................................................................................................... 17-2
Overboard Discharge Indicator...................................................................................... 17-2
Oxygen Masks ............................................................................................................... 17-3
SYSTEM OPERATION ........................................................................................................ 17-4
LIMITATIONS ...................................................................................................................... 17-4
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ILLUSTRATIONS
Figure
Title
Page
17-1
Oxygen Pressure Gauge ......................................................................................... 17-2
17-2
Oxygen Selector ..................................................................................................... 17-3
17-3
Overboard Discharge Indicator .............................................................................. 17-3
17-4
Crew Oxygen Mask................................................................................................ 17-3
17-5
Passenger Oxygen Masks....................................................................................... 17-3
17-6
Oxygen System ...................................................................................................... 17-5
TABLES
Figure
Title
Page
17-1
Average Time of Useful Consciousness................................................................. 17-4
17-2
Standard Oxygen Mask and 64-Cubic Foot Cylinder ............................................ 17-6
17-iii
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CHAPTER 17
ANTI-ICE
ON
12
16
8
4
0
RESET
TEST
OIL
NO 1 FUEL
TRANS
BLOWER
OFF
ENG 1
CHIP
XMSN
OIL
NO 1 FUEL
LOW
NO 1 FUEL
FILTER
90 BOX
OIL
BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
INTRODUCTION
This chapter covers the oxygen system installed on the Citation Bravo. Oxygen is supplied to the crew and passengers during pressurization system malfunctions, or whenever required.
GENERAL
The oxygen system consists of the crew and passenger distribution systems. Oxygen is available to the crew at all times and can be made
available to the passengers either automatically above a predetermined cabin altitude, or
manually at any altitude by a cockpit control.
The system is primarily intended to provide

emergency oxygen since a cabin altitude of
8,000 feet is normally maintained by the pressurization system up to the maximum certified
altitude.
17-1
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The system consists of an oxygen storage

cylinder with an integral shutoff valve and
pressure regulator, servicing fitting, crew and
passenger masks, altitude pressure switch,
overboard discharge disc, and a control selector on the pilots console.
COMPONENT
DESCRIPTION
OXYGEN CYLINDER
ASSEMBLY
The oxygen cylinder installed in the right side
of the lower nose compartment has a 64-cubicfoot (1,812 liter) capacity. A shutoff valve
and pressure regulator located 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
in the lower aft sill of the right nose baggage
compartment door with aviators breathing
oxygen (MIL-0-27210).
PRESSURE GAUGE
A direct-reading oxygen pressure gauge is located on the right side of the copilots instrument panel (Figure 17-1). The gauge reads
cy l i n d e r p r e s s u r e a ny t i m e t h e s y s t e m i s
charged, regardless of the positions of the
shutoff valve on the cylinder. The fully serviced system should read 1,600-1,800 psi.
Gauge markings are listed in the LIMITATIONS section of Volume I, PTM.
The system should be serviced anytime the
gauge indicates out of the green arc. It must
be serviced if pressure drops below 400 psi,
and the system must be purged if the bottle is
allowed to deplete to empty.
17-2
Figure 17-1. Oxygen Pressure Gauge
CONTROLS
The oxygen selector on the pilots console
(Figure 17-2) controls oxygen flow to the passengers or restricts it to crew use only. NORMAL, CREW ONLY, and MANUAL DROP
positions, mechanically actuate control valve
for distribution as desired.
OVERBOARD DISCHARGE
INDICATOR
A green overboard discharge indicator (disc)
is located below the right nose compartment
door (Figure 17-3). The disc provides a visual
indication that an overpressure condition has
occurred in the oxygen cylinder and that the
bottle is now empty. If the disc is ruptured,
maintenance must be performed before flight.
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green band in the transparent portion of the supply line. The band indicates red if no oxygen
is present. The masks must be stowed in a retainer just aft of each crewmembers side window (Figure 17-4) to qualify as a quick-donning
mask. When using the mask with fumes or
smoke present, select the 100% position.
Figure 17-2. Oxygen Selector
OXYGEN MASKS
The mask is a quick-donning mask with an integral microphone and a regulator with three
positions. Selecting the EMER position on the
mask regulator makes pressure breathing possible by providing a steady flow to the mask.
In the 100% position, the user is assured oxygen is being received when there is no apparent restriction to breathing. The NORM
position is for diluter demand. Oxygen pressure in the mask is verified by observing a
Figure 17-3. Overboard Discharge

Indicator
Figure 17-4. Crew Oxygen Mask
Passenger masks (Figure 17-5) are stowed in

overhead containers and can be dropped automatically or manually. Oxygen does not
flow to the mask until the lanyard is pulled.
Figure 17-5. Passenger Oxygen Masks
17-3
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NOTE
SYSTEM OPERATION
With the OXYGEN selector in the NORMAL
position, low-pressure oxygen at 70 psi is
available to both crewmembers through outlets on the side consoles and to the solenoid
valve on the oxygen selector (Figure 17-6).
The solenoid valve is normally spring loaded
closed, blocking flow to the passenger distribution system. If cabin altitude exceeds 13,500
feet, an altitude pressure switch energizes the
solenoid valve open. Oxygen flowing into the
passenger distribution system releases latches
on the mask compartment doors, allowing the
doors to open and the masks to fall out. If cabin
pressure is restored to normal values, the solenoid valve is deenergized at 8,000 feet cabin alt i t u d e , s h u t t i n g o ff o x y g e n f l ow t o t h e
passengers.
Headsets, eyeglasses, or hats worn by

t h e c r ew m a y i n t e r f e r e w i t h t h e
quick-donning capabilities of the
oxygen masks.
Oxygen use limitations are defined by the applicable Federal Aviation Regulations, FAR
Part 91.
Table 17-1 depicts the average time of useful
consciousness (time from onset of hypoxia
until loss of effective performance) at various
cabin altitudes.
Table 17-1. AVERAGE TIME OF USEFUL
CONSCIOUSNESS
If DC power fails, the solenoid valve cannot

route oxygen to the passenger system. Placing
the OXYGEN selector in MANUAL DROP
routes oxygen flow through the manual control valve, deploying the masks.
The CREW ONLY position of the selector
blocks flow at the oxygen control valve, shutting off all flow to the passengers. In this position, only the crew has oxygen available.
Table 17-2 depicts oxygen duration for the

64-cubic-foot system.
WARNING
WARNING
No smoking is permitted when using

oxygen; oil, grease, soap, lipstick, lip
balm and other fatty material constitute a serious fire hazard when in
contact with oxygen.
No smoking when oxygen is being

used or following use of passenger
oxygen until lanyards have been
reinstalled.
LIMITATIONS
The pressure demand sweep-on oxygen masks
must be properly stowed to qualify as a quickdonning oxygen mask.
17-4
Due to human physiological limitations, the passenger oxygen system

is not satisfactory for continuous operation above 25,000 feet cabin altitude and the crew oxygen system is
not satisfactory for continuous operation above 40,000 feet cabin altitude
(EROS masks). Individual physiological limitations may vary. If crew
or passengers experience hypoxic
symptoms, descend to a lower cabin
altitude.
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OXYGEN
C/B
5A
28 - VOLT
DC
SOLENOID
TO PASSENGER
DISTRIBUTION
SYSTEM
ALTITUDE
PRESSURE
SWITCH
MANUAL CONTROL VALVE

( NORMAL POSITION )
NORMAL
MANUAL
DROP
CREW
ONLY
CREW
NORMAL
MANUAL
DROP
TO COPILOT'S
FACE MASK
PILOT'S FACE
MASK
OVERBOARD
DISCHARGE
INDICATOR
OXYGEN CONTROL VALVE
PRESSURE REGULATOR
SHUTOFF
VALVE
KNOB
LEGEND
HIGH PRESSURE OXYGEN
LOW PRESSURE OXYGEN
CYLINDER
PRESSURE GAUGE
OXYGEN PRESSURE OVERBOARD
* CHECK VALVE
FILLER VALVE &

PROT ECTIVE CAP
OXYGEN
CYLINDER
* OPERATES AS A CHECK VALVE

ONLY WHEN LINE IS REMOVED
Figure 17-6. Oxygen System
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Table 17-2. STANDARD OXYGEN MASK AND 64-CUBIC FOOT CYLINDER
17-6
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REVIEW QUESTIONS
1. The cockpit oxygen pressure gauge reads:
A. The oxygen pressure which is present
at the crew masks.
B. Electrically, system low pressure.
C. Bottle pressure.
D. Electrically, system high pressure.
2. Pa s s e n g e r m a s k s a r e a u t o m a t i c a l l y
dropped when the:
A. Oxygen selector is in NORMAL and
cabin altitude exceeds 13,500 feet.
B. Cabin altitude exceeds 13,500 feet, regardless of oxygen selector position.
C. O x y g e n s e l e c t o r i s i n M A N UA L
DROP, regardless of altitude.
D. A and C.
3. If DC power fails, placing the oxygen selector in:
A. MANUAL DROP deploys the passenger masks, regardless of the cabin
altitude.
B. MANUAL DROP deploys the passenger masks only if 13,500 feet cabin altitude is exceeded.
C. CREW ONLY does not restrict oxygen to the crew if cabin altitude is
above 13,500 feet.
D. Any of the three operating positions
will not route oxygen to the passengers; they have their own dedicated
oxygen supply system.
4. The purpose of the altitude pressure

switch is to:
A. Bypass oxygen flow directly to the
passengers regardless of oxygen selector position.
B. Open a solenoid at 13,500 feet cabin altitude, allowing oxygen flow to the
passenger oxygen distribution system.
C. Close a solenoid valve at 13,500 feet
cabin altitude, stopping oxygen flow
to the passengers.
D. Restore cabin altitude to 8,000 feet so
that oxygen is not required.
5. If the oxygen selector is placed in CREW
ONLY:
A. The passenger masks will not drop
automatically, cabin altitude above
13,500 feet.
B. The passenger masks will deploy automatically, cabin altitude above
13,500 feet.
C. The passengers will still receive oxygen if the cabin altitude is above
8,000 feet.
D. Normal DC power is removed from
the passenger mask door actuators,
thus preventing them from opening
automatically.
6. If normal DC power is lost with the oxygen selector in NORMAL:
A. The passenger masks will deploy
immediately, regardless of the cabin
altitude.
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
dropped manually.
C. The oxygen pressure gauge on the
copilots panel will be inoperative.
D. Automatic dropping of the passenger
masks will not occur.
17-7
FlightSafety
international
ANSWERS TO QUESTIONS
CHAPTER 2
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
C
D
D
B
C
D
C
D
B
D
C
C
B
D
A
B
D
C
D
A
B
C
A
CHAPTER 3
1.
2.
3.
4.
5.
6.
A
D
D
D
A
C
CHAPTER 4
1.
2.
3.
C
D
A
CHAPTER 5
1.
2.
3.
4.
5.
6.
7.
8.
9.
C
B
D
C
A
D
B
A
D
CHAPTER 7
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
B
A
B
B
D
A
A
A
C
D
D
B
A
C
D
D
B
C
C
D
CHAPTER 8
1.
2.
3.
4.
5.
6.
7.
C
D
A
D
B
A
B
CHAPTER 9
1.
2.
3.
4.
B
D
A
C
CHAPTER 10
1.
2.
3.
4.
5.
6.
7.
8.
9.
C
B
D
A
D
C
D
B
D
CHAPTER 10
10.
11.
12.
13.
14.
D
C
B
D
A
CHAPTER 11
1.
2.
3.
4.
5.
6.
7.
D
B
A
A
B
B
C
CHAPTER 12
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
B
D
C
D
D
C
B
D
A
A
CHAPTER 13
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
D
D
B
C
A
D
C
B
D
D
C
A
B
CHAPTER 14
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
B
D
A
B
C
A
B
C
C
C
B
B
D
B
CHAPTER 15
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
B
C
A
B
B
B
B
A
C
D
A
CHAPTER 17
1.
2.
3.
4.
5.
6.
C
D
A
B
A
D
APP-1

Cessna Citation Bravo Flight Safety Training Manual

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Cessna Citation Bravo Flight Safety Training Manual

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Copyright 2003 by FlightSafety International, Inc.

CITATION BRAVO PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

Cessna Citation BravoUNs 801 and Subsequent ................................................. 1-2

Exterior Three-View Drawing.................................................................................. 1-3

Braking Taxi Turning Distance ................................................................................ 1-4

Engine Hazard Areas................................................................................................ 1-4

Baggage Door Lifters (Pneumatically Opened)....................................................... 1-5

Sight Gauges ............................................................................................................ 1-5

Flight Compartment ................................................................................................. 1-6

Pilots Foul Weather Window................................................................................... 1-6

Door Locking Indicator Windows............................................................................ 1-7

Emergency Exit ........................................................................................................ 1-7

Interior Arrangements .............................................................................................. 1-8

Wing Trailing Edge .................................................................................................. 1-9

Wing Leading Edge.................................................................................................. 1-9

Tail Cone Baggage Compartment ............................................................................ 1-9

FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

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

Figure 1-1. Cessna Citation BravoUNs 801 and Subsequent

FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

AILERON TRIM TAB

RIGHT SIDE VIEW (REF)

RAM AIR INLET

FOUL WEATHER WINDOW

TAILCONE ACCESS DOOR

Figure 1-2. Exterior Three-View Drawing

FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

WALL TO WALL 52.15 FEET (15.895 M)

26.07 FEET (7.946 M)

23.50 FEET (7.163 M)

Figure 1-3. Braking Taxi Turning Distance

Figure 1-4. Engine Hazard Areas

FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

Various sight indicators are located on the aft

The nose baggage doors incorporate two

ENTRANCE DOOR AND

Ensure the key is removed prior to

The entrance door opens outboard and is held

A pneumatic cylinder on each door holds

FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

Figure 1-7. Flight Compartment

Figure 1-8. Pilots Foul Weather Window

FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

Figure 1-10. Door Locking Indicator

Figure 1-11. Emergency Exit

gency exit door can be opened from either

FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

The cabin extends from the forward to the aft

The entire wing forward of the rear spar,

Figure 1-12. Interior Arrangements

FOR TRAINING PURPOSES ONLY