Pilot Training-Manual Cessna-Citation-Bravo PDF

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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 manufacturer’s pilot manuals and maintenance manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our training
program.
F O R T R A I N I N G P U R P O S E S O N LY
iii
CONTENTS
Chapter 1 AIRCRAFT GENERAL
Chapter 2 ELECTRICAL POWER
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
APPENDIX
v
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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 1-i

ILLUSTRATIONS
Figure Title Page
1-1 Cessna Citation Bravo—UNs 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 Pilot’s 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
FOR TRAINING PURPOSES ONLY 1-iii

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CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Cessna Citation 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 manufacturer’s maintenance or operating manuals. The material presented
has been prepared from current design data.
Chapter 1 covers the structural makeup of the airplane and gives an overview of the
systems.
An annunciator section in this manual displays all annunciator and other light indica-
tions 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.
FOR TRAINING PURPOSES ONLY 1-1

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GENERAL STRUCTURES
The Citation Bravo, UNs 0801 and subse- The Citation Bravo (Figure 1-1) is a pressur-
quent, is certified in accordance with FAR ized low-wing monoplane. Two Pratt and
Part 25 airworthiness standards and utilizes Whitney Aircraft of Canada Limited PW530A
the fail-safe construction concept. It com- turbofan engines are pylon mounted on the
bines systems simplicity with ease of access rear fuselage.
to reduce maintenance requirements. Low
takeoff and landing speeds are permitted op- Figure 1-2 shows a three-view drawing of the
erations at small airports. High bypass tur- Citation Bravo containing the approximate
bofan engines contribute to overall operating exterior and cabin dimensions. Figure 1-3
efficiency and performance. shows braking taxi turning distance, and Figure
1-4 is a diagram of engine hazard areas.
The minimum crew requirements for opera-
tions in the Citation Bravo are one pilot and
one copilot. The pilot-in-command must have NOSE SECTION
a Citation type rating and meet the require- The nose section is an unpressurized area con-
ments of FAR 61.58 for two-pilot operation. taining the avionics compartment, an equip-
The copilot shall possess a multiengine rating ment area, and a baggage storage area. The
and meet the requirements of FAR 61.55. avionics area is accessible through a removable
Figure 1-1. Cessna Citation Bravo—UNs 801 and Subsequent
1-2 FOR TRAINING PURPOSES ONLY

51.70 FEET
13.10 FEET
ELEVATOR
19.00 FEET TRIM TABS
AILERON TRIM TAB
SPEED BRAKE MAIN GEAR DOOR

(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)
TAILCONE ACCESS DOOR

(L. SIDE ONLY)
18.50 FEET
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
TEMPERATURE—°F
537.8 107 65 60 51 43 37 30 23
TEMPERATURE—°C
640 315 150 85 60 43 30 22 15
VELOCITY—KNOTS
45 FEET
ET ) (13.71 M)
FE
35 .67 M
(10
0 9 18 27 36 45 54 64 73
DISTANCE IN METERS
0 30 60 90 120 150 180 210 240
DISTANCE IN FEET
Figure 1-4. Engine Hazard Areas

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radome. The radome can be lifted off after re- Various sight indicators are located on the aft
leasing one quarter inch drive type lock on each bulkhead of the nose baggage compartment.
side of the forward nose baggage compartment Sight gauges for the wheel brake’s hydraulic
and one quarter inch drive lock ahead of the reservoir and the accumulator are located
pilot’s and copilot’s pitot tubes. The baggage on the left side. The windshield alcohol tank
compartment has two swing-up doors hinged and landing gear/wheel brake’s air bottle
at the upper edge. The nose baggage compart- sight indicators are located on the right side
ment has a capacity of 310 lbs. (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 lo-
cated 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 com-
partment light.
Figure 1-6. Sight Gauges
FLIGHT COMPARTMENT
Two complete crew stations are provided with
dual controls, including control columns, ad-
justable 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 pilot’s side

can be opened, as seen in Figure 1-8.
Figure 1-5. Baggage Door Lifters ENTRANCE DOOR AND

(Pneumatically Opened)
EMERGENCY EXIT
CAUTION The entrance door opens outboard and is held
open by a mechanical latch (Figure 1-9). A
Ensure the key is removed prior to latch release is located in the interior of the
flight to prevent possible ingestion of cabin on the forward edge of the door open-
the key into an engine. ing, next to the light switch. This PULL TO
RELEASE lever allows the door to be closed.
A pneumatic cylinder on each door holds
The entrance door is secured in the closed po-
the door in the fully open position. The brake
sition by 12 locking pins attached to a handle.
reservoir, power brake accumulator, and dig-
The handle linkage can be operated from the
ital antiskid control box, are located behind
inside or outside of the door. The exterior han-
the left aft bulkhead of the nose baggage
dle can be secured with a key lock for security.
compartment.

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Figure 1-7. Flight Compartment
Figure 1-8. Pilot’s Foul Weather Window
The lower forward locking pin activates a mi- valve to allow bleed air to inflate the pneu-
croswitch in the door warning circuit that il- matic cabin door seal, which is installed in
luminates the CABIN DOOR not locked the door perimeter to prevent cabin pres-
annunciator light whenever the door is not sure loss.
closed and secured. The door also incorpo-
rates five indicator windows in the locking If the door seal loses inflation pressure, the
system to show a visual closed-and-locked DOOR SEAL annunciator light illuminates.
condition (Figure 1-10). When the door is Cabin pressurization will not be lost, as the
closed and locked, the lower forward lock- secondary seal (which is not inflatable) will
ing pin depresses a plunger. This opens a 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 en-

trance door on the right side of the fuselage Figure 1-11. Emergency Exit
(Figure 1-11), opens inboard. It is a plug-
type door installation and has a provision for gency exit door can be opened from either
inserting a locking pin to prevent unauthorized outside or inside the airplane. The emergency
entry while the airplane is on the ground. The exit door is not connected to the door warn-
pilot must ensure this pin is removed prior to ing circuit.
flight. Both the cabin entrance door and emer-

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CABIN STANDARD OPTIONAL

The cabin extends from the forward to the aft
pressure bulkhead and measures approxi-
mately 20.9 feet in length, 5 feet in width, and
5 feet in height. The cabin baggage compart-
ment is located aft of the rear seats and has
a capacity of 600 pounds. Figure 1-12 shows
1 2 1 2
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 9 10 9 10
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 light- 3 4
ing for passenger comfort. Indirect lighting 3 4
for the cabin is provided by two rows of flu-
orescent bulbs running the length of the
cabin, controlled by a switch near the cabin
entrance. 5 6 5 6
WING
7 8 7 8
The wing is composed of all metal construc-
tion consisting of two wing panels attached
to two 30-inch wing stubs, which are part of
the fuselage carry-through structure. T T
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 inte-
gral 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 capac-
ity of 500 lbs.
Figure 1-13. Wing Trailing Edge
The leading edge of the wing has two sections

protected against ice buildup. The wing lead-
ing edge forward of the engines is electrically
heated and anti-iced while the remainder of the
Figure 1-15. Tail Cone Baggage
leading edge is deiced by inflation of rubber
Compartment
deicer boots with engine bleed air. There is also
a rubber stall strip attached to the inner por-
tion of the booted section to induce the pre- The tail cone compartment door is secured at
stall buffet (Figure 1-14). 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 pur-
poses. A microswitch, installed in the door
track, will extinguish the light when the door
is closed if the manual switch is left on.
EMPENNAGE
Figure 1-14. Wing Leading Edge
The empennage consists of a vertical stabi-
lizer, horizontal stabilizers, and a dorsal fin
(Figure 1-16).
TAIL CONE COMPARTMENT Pneumatic boots deice the leading edges of
The tail cone compartment is an unpressurized the horizontal stabilizers and vertical sta-
area and contains the major components of the bilizer. The dorsal fin, attached to the top
hydraulic, environmental, electrical distribu- side of the rear fuselage, has a ram-air duct
tion, and engine fire extinguishing systems. containing two NACA ducts which provide
Access is through an entrance door on the left- air for use in the airplane air cycle machine
hand side of the fuselage below the engine. This heat exchangers and the windshield bleed-
entrance door is to the tail cone baggage com- air heat exchanger.
partment (Figure 1-15) and entrance to the rest

ICE PROTECTION
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 tem-
perature 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
Figure 1-16. Empennage the event bleed-air is not available. Pitot-
static and angle-of-attack sensors employ
electrical heaters. All bleed-air and electri-
SYSTEMS cal deice systems must be turned on prior to
operation in visible moisture when the indi-
ELECTRICAL SYSTEM cated ram air temperature (RAT) is +10°C or
below.
The airplane DC buses are supplied from two
engine-driven starter-generators. Engine start-
ing and secondary DC power is available from HYDRAULIC SYSTEM
either the battery or an external source. Two Engine-driven pumps supply hydraulic pres-
static inverters provide AC power for avion- sure for operation of the landing gear, speed-
ics systems. brakes, and thrust reversers through an open
center system. The main gears are equipped
FUEL SYSTEM with antiskid-controlled wheel brakes, oper-
ated hydraulically from a separate hydraulic
The fuel system has two distinct, identical system. Pneumatic backup is available for
halves. Each wing tank stores and supplies landing gear extension and braking.
fuel to its respective engine, but crossfeed ca-
pability is incorporated. All controls and in-
dicators are located in the cockpit and cabin. FLIGHT CONTROLS
Primary flight control is accomplished
ENGINES through conventional cable-operated sur-
f 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
Two United Aircraft (Pratt and Whitney) aileron, elevator, and rudder tabs. The eleva-
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 tor trim is both mechanically and electrically
mounted on the rear fuselage, produce 2,887 actuated. Hydraulically operated speedbrakes
pounds of thrust each. Ice protection, fire de- are installed on the upper and lower wing
tection, and extinguishing systems are incor- surfaces and electrically operated flaps are in-
porated. Target-type thrust reversers are stalled on the trailing edges. The rudder ped-
individually operated by conventional “piggy- als mechanically control nosewheel steering.
back” controls mounted on the throttles.

ENVIRONMENTAL CONTROL PUBLICATIONS

Cabin pressurization utilizes bleed air from the
engines, which is conditioned by an air-cycle The FAA Approved Flight Manual (AFM) is a
machine. Temperature is controllable and the required flight item. It contains the limita-
system provides sufficient pressure to main- tions, operating procedure, performance data
tain sea level pressure up to an approximate pertinent to takeoffs and landings, and weight
altitude of 25,000 feet, and approximately and balance data. It does not contain enroute
8,000-feet cabin pressure at a cruise altitude performance information. The AFM always
of 45,000 feet. These pressures are based on takes precedence over any other publication.
a pressure differential of 8.9 psi. The oxygen
system supplies the cockpit through quick- The Citation Operating Manual contains ex-
donning masks and the cabin through dropout panded descriptions of the airplane systems
masks automatically deployed in the event of and operating procedures. It contains enroute
excessive cabin altitude. flight planning information as well as some
takeoff and landing performance information.
AVIONICS The Cessna checklist contains abbreviated op-

erating procedures and abbreviated perform-
The standard avionics package includes dual ance data. If any doubt exists or if the checklist
audio control panels (amplifiers), dual VHF does not cover the conditions, the AFM must
COMM transceivers, dual NAVs, dual remotely be consulted.
mounted marker beacon receivers, dual DMEs,
dual transponders, ADF, automatic flight guid- The Citation Weight and Balance Manual con-
ance system, dual electronic flight instrument tains detailed information in the form of tables
system (EFIS) (which is part of the flight guid- and diagrams. However, it is not required to
ance system), a GNS-X/LS flight manage- be in the airplane as the basic empty weight
ment system with GPS capability, standby and moment and means of determining the
horizontal situation indicator, a cockpit voice center-of-gravity location are all contained
recorder, a standby ADI/altimeter/airspeed in the AFM.
indicator, and weather radar. Included as part
of the automatic flight guidance system is al- The Honeywell Primus® 1000 Integrated
titude reporting. The vertical navigation Avionics System for the Citation Bravo Manual
(VNAV) function is advisory and does not is a required flight item. It contains operating
couple to the autopilot/flight director. The procedures for use of the two Primary Flight
flight guidance system provides Category II Displays and Display Controllers and the
equipment capability. Optional equipment in- Multifunction Display with MFD and Radar
cludes: traffic collision avoidance system Controllers. Complete operational procedures
(TCAS I), a second ADF, a flight data recorder, for use of the Flight Directors Mode Panel
an emergency locator transmitter (ELT), the and Autopilot Controller are included.
Universal UNS-Csp, UNS-1K, UNS-1C, and
Honeywell FMZ are optional FMS. The Allied Signal Aerospace Global Wulfsberg
GNS-X/LS Operator’s Manual is a required
The two COMMs, two NAVs, two transpon- flight item (if installed). It describes opera-
ders, and single DF receiver are mounted in a tional procedures for use of the Flight
stacked arrangement behind the consolidated Management System (FMS), its equipment, ca-
control panel located in the center instrument pabilities, and its operation. How to initialize,
panel. Two fans cool the communications rack; select or build a flight plan, navigate using the
fan 1 (internally located in the rack and com- various navigation sources, such as: DME,
posed of two units) and fan 2 (located beneath VOR, and GPS sensors, and optional AFIS
the cockpit floor and providing cooling air are also described in the Allied Signal
through ducts). 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
Operator’s Manual.

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

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

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

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

CHAPTER 2
ELECTRICAL POWER
G
EN PL
#1 IL
O
DC
#1 EN
G
FF
O
T
BA
O ACEN
RV M
SE TE T G
#1 SYS HO
T T
BA
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 gen-
eration, distribution, and system monitoring. Provision is also made for a limited sup-
ply of power during emergency conditions in flight and connection of an external power
unit while on the ground.
GENERAL
Direct current provides the principal electric the entire system or, working in parallel, to
power for the Citation Bravo. Two genera- share the system load. The hot battery and
tors are the primary power sources; second- emergency buses are normally tied to the main
ary sources consist of one battery and/or system, but may be isolated to only the bat-
external power. Normal distribution of DC tery or external power sources. When the air-
power is via three left and three right buses plane is on the ground, an external DC power
connected by a tie bus (battery bus). This source (EPU) may be utilized to supply elec-
arrangement allows either generator to power trical power to the buses.

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DC POWER The generators are used as motors for engine

starting, then become generators at the com-
pletion of the start cycle. Each generator sys-
BATTERY tem is operated independently, but power is
distributed through systems that are in par-
A standard 44 ampere-hour nickel-cadmium allel except under fault conditions. The gen-
battery provides 24-volt power (or optional 40- erators share loads equally (±10% of total
ampere hour). The battery, located in the tail load) during normal operation via an equal-
cone compartment (Figure 2-1), is provided izer connection between the generator con-
with a manual quick-disconnect and is acces- trol units (GCU).
sible through the tail cone door. The battery
is always connected to the hot battery bus. It DC power from the engine-driven generators
is susceptible to, and must be protected from, is distributed to two main DC buses (Figure
overheat due to excessive charging. Therefore, 2-2). The two main DC buses are paralleled
use of the battery is limited to three engine through two 225-ampere current limiters con-
starts per hour. During an external power start, nected to the battery bus. Generator power is
the battery is separated from its ground to pre- routed to the hot battery bus through the bat-
vent battery discharge during the start cycle. tery relay and also to the emergency bus
Consequently, a start using an external power through the emergency relay. The battery and
unit is not considered a battery start. A battery emergency relays are operated by the battery
in good condition should supply power to all switch.
buses for approximately 10 minutes. If only
the hot battery and emergency buses are pow-
ered, battery life should be approximately 30 EXTERNAL POWER
minutes.
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 con-
nected to the hot battery bus. The battery
charges from the external power unit regard-
less 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 be-
tween 800 and 1,000 amperes.
Connecting the external power source ener-

gizes the external power relay, connecting
Figure 2-1. Battery Location the external power source to the hot battery
bus. Placing the battery switch to the BATT
position energizes the battery relay, allowing
STARTER/GENERATORS the DC external power to be connected to the
Two engine-driven DC starter-generators, battery bus, and the left and right main buses.
one mounted on each engine accessory gear- The external power relay is deenergized to re-
box, are the primary source of power and move external power from the hot battery
supply all DC buses. Each generator is air bus when either generator power relay is
cooled, rated at 30-volts DC, regulated to closed. This is to prevent the airplane gener-
28.5 volts, 400 amperes, and is capable of ators and the EPU from applying power to the
50% overload to 600 amperes for two minutes. airplane buses simultaneously.

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80 80 A
A
LH MAIN
LH MAIN BATTERY BUS RH MAIN
225 A 225 A
20 A
BATT AMMETER 50
AMMETER EMERGENCY
50
RELAY
BATT OFF
LH RH
GEN RELAY GEN
POWER POWER
OFF OFF
EMER
GCU 28.5 28.5 28.5 GCU
20 A
RESET LH HOT BATT BUS RH RESET

GEN GEN
QUICK
DISCONNECT
FIELD FIELD
RELAY O'VOLT RELAY
BATT
BATTERY
DISCONNECT
EPU
RELAY
Figure 2-2. Generator Circuit
NOTE
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 sensi-
tive equipment. Some external power
units do not have reverse current pro-
tection and rapid discharge of the bat-
tery could occur if the cart is turned
off and left connected to the airplane.
Therefore, it is good practice to dis-
connect the power cart when the EPU
Figure 2-3. External Power Receptacle is not in use.

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DISTRIBUTION Primary items that receive power directly from

the hot battery bus are:
Direct current is distributed throughout the
airplane by 10 buses (Figures 2-4). Located in • Lights—Cabin entrance, nose baggage
the main junction box in the tail cone compart- compartment, tail cone, and emergency
ment are two main DC buses, the battery bus, exit
and the hot battery bus. In the cockpit, at the • Ignition, start only
pilot’s circuit-breaker panels, are two main
extension buses, two crossover buses, and the • Voltmeter—Battery voltage (battery
switch in BATT or EMER), left/right
emergency buses. generator voltage regardless of battery
switch position
The two main DC buses are normally powered
by the right and left generators and are tied to- • Emergency Bus (battery switch, EMER)
gether by the battery bus. They may also receive • Emergency Nicad battery pack (emer-
power from the battery or an external power gency lights)
unit (Figure 2-4).
• ELT, optional
The hot battery bus is always connected directly Emergency bus items are the following:
to the battery. It may receive power from an ex-
ternal power unit, and it is powered from the • COMM 1
generators during normal operation. • Pilot’s and copilot’s audio panels
The battery bus functions solely as a bus tie to • NAV 1
connect the hot battery, the emergency, and • DG 1
the two main DC buses, tying the four parts into
one integral system. • Standby HSI
• LH and RH N 1 indicators
From each main DC bus in the tail cone, an ex-
tension bus provides distribution of power to • Standby pitot/static heat
components through controls and circuit break- • Standby airspeed/altimeter vibrator
ers in the cockpit. The left and right main ex- (UNs 0801-0808)
tension buses are located behind the pilot and
copilot circuit-breakers panels, respectively • Cockpit floodlights
(Figure 2-5). • NAV 1 Convert
In order to permit logical grouping of circuit In addition, the emergency lead-acid battery
breakers (i.e., left and right ignition), circuit located in the nose avionics compartment pro-
connections are provided from the right or vides 30-minutes of power to the standby atti-
left main extension bus to the opposite circuit- tude gyro or secondary flight display (Meggitt)
breaker panel through the right and left during a loss of main DC power and provides
crossover buses (Figure 2-4). back lighting for the following instruments:
• Standby attitude gyro (UNs 0801-0808)
Emergency buses are located on each circuit-
breaker panel. • N 1 indicators
• Standby HSI
• Standby airspeed/altimeter (UNs 0801-
0808)

MASTER
WARNING
115 VAC 1 RESET 115 VAC 2
26 VAC 1 26 VAC 2
AC
FAIL
INVERTER
FAIL
1 2
INV 1
N
INVERTER #1 O INVERTER #2
R
M
INV 2
PILOT’S CB PANEL COPILOT’S CB PANEL
EMER EMER
RH X OVER LH X OVER
35 A 35 A
10 A 10 A
LH MAIN EXT RH MAIN EXT
CIRCUIT BREAKERS
75 A 75 A
CURRENT LIMITERS
80 A 80 A
LH MAIN
LH MAIN BATTERY BUS RH MAIN
225 A 20 A 225 A
BATT
50 AMMETER AMMETER 50
EMERGENCY
RELAY
LH BATT OFF RH
GEN POWER RELAY POWER GEN
RELAY RELAY
OFF OFF
EMER
GCU 28.5 VOLTMETER 28.5 VOLTMETER 28.5 GCU
20 A
RESET LH BATTBUS
HOTBATT
HOT BUS RH RESET
GEN START GEN
START QUICK
RELAY DISCONNECT
RELAY
FIELD FIELD
RELAY O’VOLT RELAY RELAY
BATT
BATTERY DISCONNECT
RELAY EPU
Figure 2-4. System Distribution

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Figure 2-5. Circuit-Breaker Panel

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CONTROL Two engine start buttons are located on the

pilot’s switch panel. When depressed, they
Control of the DC power system is maintained activate a circuit to close the associated start
with a battery switch and two generator relay and allow current to flow from the hot
switches (Figure 2-6). The battery switch has battery bus directly to the starter/generator. A
three positions: BATT, OFF, and EMER. With starter disengage button, located between the
the switch in the OFF position, the hot battery starter buttons, can be utilized to open the
bus is isolated from all other buses in the sys- start circuit if manual termination of the start
tem and the emergency buses are connected to sequence is desired.
the battery bus. The battery switch in the BATT
position closes the battery relay completing
circuits to the battery bus. In the EMER posi- MONITORING
tion, only the emergency relay is energized, The DC electrical system is monitored by a
connecting the emergency buses to the hot voltmeter, two ammeters, two GEN OFF
battery bus. The buses are now powered by the LH/RH annunciator warning lights, a BATT
battery or by external power. When external O’TEMP warning light, and a battery temper-
power is not applied to the airplane and the ature gauge.
generators are on the line, placing the battery
switch in EMER or OFF isolates the battery When illuminated, an amber GEN OFF L–R
from any charging source without the loss of annunciator light and master caution lights
power to any buses. indicates an open power relay. If both annun-
ciator 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 po-
sition 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 volt-
meter selector is in either BATT or the corre-
sponding generator position, the voltmeter reads
the generator’s voltage. If the voltmeter selec-
Figure 2-6. DC Electrical Controls
tor switch is moved to LH or RH GEN position
and Indicators
with the selected generator off, it indicates only
the voltage output of the selected generator.
The generator switches are also three-position The voltmeter gauge will not indicate voltage
switches: GEN, OFF, and RESET. Placing when the battery switch is OFF.
the switch to GEN allows the generator con-
trol unit (GCU) to close the power relay and The ammeters read the current flow from the in-
connects the generator to its main DC bus. dividual generators to the main DC bus and,
With the switch in the OFF position, the power during normal operation, the indication should
relay will not close, and the generator will be approximately equal (± 10% of total load).
not assume any load. Placing the switch in Amperage in the circuit between the starter/gen-
the spring-loaded RESET position should erator and the hot battery bus during engine
close the generator field relay if it has opened. starts is not indicated on the ammeter gauges.

A temperature sensor in the battery initiates the system against overloading. Loss of ei-
a steady BATT O’TEMP light on the annun- ther current limiter causes the system to split
ciator panel (with flashing MASTER WARN- and become two independent systems (right
ING lights) when battery temperature rises to and left). When one generator power relay is
145°F. If the temperature continues to rise to closed, it is necessary to protect the 225-am-
160°F, the BATT O’TEMP light flashes and re- pere current limiter from the high amperage
triggers MASTER WARNING lights flashing. required to start the opposite engine (genera-
A temperature gauge, located on the copilot’s tor assisted start). To provide this protection,
instrument panel, receives input from a sepa- a battery disable relay causes the battery relay
rate sensor in the battery, and indicates tem- to open the circuit between the battery bus
perature from 0°F to 180°F. and the hot battery bus during the engine start
sequence.
In each engine start button is a light that, when
illuminated, indicates closure of the start relay. When an external power unit is utilized for en-
The light inside the STARTER DISENGAGE gine start, the battery disconnect relay opens
button has no significance for operation. It is when the start is initiated and removes the
activated on when the panel lights are turned battery ground. This ensures the battery is not
on for night operations. utilized for starting power, and consequently,
battery start limitations do not apply.
PROTECTION Should an external power unit’s output be ex-
Two generator control units (GCUs) regulate, cessive, an overvoltage sensor opens the exter-
protect, and parallel the generators. Each unit nal power relay and breaks the circuit to the hot
controls a power relay which connects the battery bus. If a generator is brought on line, ex-
generator to its main DC bus. The GCU per- ternal power disable relays disconnect the ex-
mits the relay to close when the cockpit gen- ternal power unit from the hot battery bus when
erator switch is GEN and the generator output the power relay closes protecting the generators.
equals (within .3 volts) or exceeds system There is no built-in reverse current protection
voltage. A field relay, located in the genera- between the hot battery bus and the EPU.
tor control unit, allows or prevents field exci-
tation within the generator. When an internal CAUTION
feeder fault (short circuit) or an overvoltage
is sensed, the field relay opens. The field relay Some external power units do not
also opens when the engine fire switch is ac- have reverse current protection. If
tivated. A reverse current (10% of total load) the unit is turned off while connected
or under voltage opens the power relay. to the airplane, rapid discharge and
damage to the battery can result.
The circuits between each main DC bus and Always disconnect the EPU from the
its extension bus are protected by three 75-am- airplane when not in use.
pere circuit breakers in parallel on the corre-
sponding cockpit circuit-breaker panel. A
35-ampere circuit breaker on each extension
OPERATION
bus provides protection between the extension
bus and the crossover bus on the opposite cir- Normal
cuit-breaker panel. Various other circuit break- During the interior preflight, the generator
ers and current limiters on the main buses in switches should be placed to GEN if battery
the tail cone protect against overload. starts are intended or OFF if external power
is to be used. The battery switch should be
Between each main DC bus and the battery bus, placed to BATT and the voltmeter checked
a 225-ampere current limiter (fuse) protects for 24 volts minimum.

After checking lights and pitot heat, the bat- limiter on the side of the operating engine.
tery switch should be turned to OFF. During Simultaneously, the respective electric boost
the exterior preflight, the battery should be vi- pump is activated, the ignition is armed, the
sually checked for signs of deterioration or cor- engine instrument flood light illuminates, and
rosion. External power should not be connected both start relays close. Both start button lights
until these checks are complete. should be illuminated. At approximately 38%
N 2 , the start sequence should automatically
Before starting the engines, the generator be terminated.
switches should be rechecked for proper po-
sition and battery voltage verified. The battery Generator assist capability is disabled by the
switch must be in the BATT position in order squat switch when the airplane is airborne. If
to allow power from the main DC extension an in-flight restart is accomplished utilizing the
bus (L/R start CBs) to close the start relay start button, it will be a full battery start. Only
when the start button is depressed. Depressing the associated start relay closes, the boost
the start button also activates the electric fuel pump on that side activates, the ignition cir-
boost pump, arms the ignition, and activates cuit to that engine arms, and the engine in-
the engine instrument floodlight. strument floodlight illuminates. The only
difference between a start in flight and one
Closure of the start relay, indicated by illumi- accomplished on the ground, with one gener-
nation of the light in the start button, connects ator on the line, is that the start relay on the
hot battery bus power to the starter for engine same side as the operating generator will not
rotation. Between 8 and 10% turbine rpm (N 2), close. This isolation of the start circuit, from
the throttle should be brought from cutoff to the operating generator, and buses in flight, is
idle. Fuel flow commences, as observed, by required by certification regulations. The pro-
increasing LCD display, and ignition is acti- tection circuit for the 225-ampere limiter is the
vated by a throttle switch. A green light indi- same as described above (battery relay opens).
cates current to the exciter box. Within 10
seconds, combustion should occur as evidenced An external power unit may also be utilized
by rising ITT. As the engine accelerates and for engine starts. However, prior to use the unit
reaches approximately 38% (N 2 ), the start se- should be checked for voltage regulation (28.0
quence automatically terminates. The electric volts) and availability of 800 to 1,000 am-
boost pump and ignition deactivate, the start peres. When external power starts are planned,
relay opens, and the engine instrument flood- the generator switches should remain in the
light goes out. A speed sensing switch on the OFF position until external power has been re-
starter/generator terminates the start sequence. moved from the airplane. Otherwise, when
the first generator comes on line, the external
The starter/generator reverts to generator oper- power is automatically disconnected from the
ation, and the GCU allows the generator to come hot battery bus, and the second engine start be-
online after start termination as the generator comes a generator-assisted battery start.
output equals or exceeds system voltage.
For a subsequent engine start on the ground, Abnormal

the operating generator assists the battery in Battery overheat can result from an excessive
providing current to the starter. The operat- amount and rate of charge or discharge and in-
ing engine GRD IDLE switch must be in the ternal battery damage may occur. The greatest
HIGH position. As soon as the second start damage which can result from a battery over-
button is pressed, the battery relay will open heat lies in the possibility of a thermal runaway
disconnecting the hot battery bus from the heating, in which internal failures cause the
battery bus. This protects the 225-amp current heat to continue building out of control.

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Battery overheat is indicated initially by a fault lights may indicate a GCU fault, over-
steady BATT O’TEMP light on the annunci- voltage, a ground fault, or a system problem.
ator panel (145°F). This red light triggers the It self tests all LEDs at power-up. Flashing
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 . LEDs can be extinguished by resetting the ap-
Continued rising temperature (160°F) causes propriate generator switch three times within
the BATT O’TEMP light to flash and reillu- three seconds if no faults exist.
minate the MASTER WARNING lights. The
battery temperature gauge should verify the Failure of a 225-ampere current limiter after
temperatures. Whenever an overheat condition start can be detected during the generator
exists, the battery switch should be placed in check accomplished after engine start. When
the EMER position to open the battery relay, one generator switch is placed to OFF, the
thus removing the battery from generator other generator should pick up the entire
charging, and the emergency procedures system load as indicated on the ammeter. If
checklist should be consulted. Monitoring the this does not occur, a failed current limiter
ammeters for a drop and the voltmeter for a could be the cause. If this is the case, when
minimum 1-volt drop in 30 seconds to 2 min- the generator on the side with the failed lim-
utes ensures the battery relay has opened, iso- iter is selected to OFF, the buses on that side
lating the hot battery and emergency buses lose power. This is most easily detected by
and the battery from charging. observing the engine instruments (OFF flags
or dashes) and a steady MASTER WARNING
If the speed-sensing switch fails to terminate light on the side of the failed current limiter.
a start sequence, the STARTER DISENGAGE The airplane should not be flown in this con-
button can be utilized to terminate the start. dition. If the current limiter has failed prior
This button illuminates with the panel light to start, the engine start circuit on the side
control master switch ON. Its use causes no with the failed limiter is not powered (be-
damage to any component in the system. The cause of loss of DC power to the extension
GCU will only permit the generator on line bus), thus preventing that engine from being
after the start sequence has been terminated started until the limiter is replaced.
(automatically or manually).
Monitoring the ammeters may provide the

pilot an indication of impending generator AC POWER
problems. Ampere readings may indicate un-
paralleled operation if they are misaligned by GENERAL
more than 10% of the total load. When a GEN
OFF L–R light illuminates on the annuncia- The alternating current system consists of
tor panel, a check of the voltmeter indicates two 250-volt AC static inverters that convert
whether the field relay or only the power relay main DC electrical power to AC power. The
has opened. An open field relay could be AC system is a dual split bus system that
caused by a feeder fault (short circuit), over- consists of two separate 115-volt and 26-volt
voltage, or by actuation of the engine fire AC bus systems. Each set of buses is nor-
switch. A tripped field relay is indicated by mally powered by its corresponding inverter;
near zero voltage; it can possibly be reset with however, either inverter can power all four AC
the generator switch. An under voltage or re- buses if required.
verse current causes the generator control unit
to open the power relay. If normal voltage is
observed on the voltmeter when the affected CONTROL
generator is selected with the voltage selec- Two avionics power switches, one labeled INV
tor switch, generator reset is not probable. 1–NORM–INV 2 and one labeled ON–OFF are
located on the pilot’s switch panel (Figure 2-7).
Bravo GCUs have four BITE lights (Built-In- Placing the two position ON–OFF switch ON
Test-Equipment) for fault detection. GCU

activates BOTH inverters. The No. 1 inverter Table 2-1. AC/AVIONICS POWER
normally powers the pilot’s directional and ver-
tical gyros and the NO. 2 inverter powers the
copilot’s gyros. If an inverter should fail plac-
ing the INV1–NORM–INV2 switch to the ac-
tive 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 avion-
ics equipment (Table 2-1).
AVIONIC POWER
INV1 ON
N
O
R
M
INV2 OFF
Figure 2-7. AC Controls

NOTES:
MONITOR AND TEST 1. IF ANY OF THE FOUR AC BUSES ARE LOST, NEITHER THE AUTO-
PILOT NOR THE FLIGHT DIRECTOR CAN BE USED.
The AC system is monitored by a red AC FAIL 2. NO AC BUS SUBPANEL.
annunciator light (which triggers the MASTER

WARNING lights), amber INVTR FAIL 1-2
annunciators, and MASTER CAUTION lights.
and triggers the red MASTER WARNING lights.
An inverter failure will “flash” the respective Resetting the MASTER WARNING lights will
INVTR FAIL 1 or 2 annunciator and trigger cause the AC FAIL light to stop flashing and il-
the MASTER CAUTION lights “steady.” luminate “steady.”
Resetting the MASTER CAUTION lights will
cause the respective INVTR FAIL 1 or 2 to re-
vert to steady illumination. Placing the INV NOTE
1–NORM–INV 2 switch to the active inverter
will restore all AC power lost. The autopilot and the flight direc-
tors will not operate if any of the
four AC buses are lost.
NOTE
The AC FAIL annunciator will not
illuminate during a single inverter Test
failure. The AC system may be tested by placing the
left switch from NORM to INV 1 which dis-
ables inverter No. 2, illuminating INVTR
If an internal 26-volt and/or 115-volt AC bus(es)
FAIL 2 annunciator “flashing” and illuminat-
failure occurs (no cockpit AC bus circuit break-
ing the MASTER CAUTION lights “steady.”
ers), the red AC FAIL annunciator “flashes”

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Resetting the MASTER CAUTION lights out comply with the appropriate checklist in the
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 EMERGENCY PROCEDURES section of
“steady.” Observe that both Primary Flight the AFM.
Displays (PFDs) display no EADI or EHSI
fail flags. Repeat the test sequence for the op- If both inverters should fail, the battery
posite inverter by selecting INV 2. The test switch must be placed in EMER to restore AC
should be performed after both the pilot’s and power to the standby HSI for heading and
copilot’s directional and vertical gyros have course information. Placing the battery
fully aligned (erected). switch to EMER allows 26-volt AC power to
be supplied to the standby HSI from the No.
OPERATION 1 directional gyro power supply. DG 1 is
powered from the emergency DC bus and the
Normal DG power supply converts DC power to 26-
volt AC power to drive the gyro (and supply
The avionics switch is placed ON, and the in- AC power to the standby HSI with the bat-
verter switch in NORM to power up both in- tery switch in EMER).
verters and all AC and DC avionics equipment.
The avionics switch should be turned OFF
prior to engine start and prior to engine shut-
down. The inverters and avionics systems are LIMITATIONS
tested during the BEFORE TAXIING check-
list after all avionics systems are powered up The battery and starter cycle limitations are
and the gyros have erected. shown in Table 2-2.
Continuous ground operation of the generator

Abnormal above 315 amperes is prohibited. If the BATT
O’TEMP light illuminates during ground op-
In the event of a failure in the AC system,
eration, do not takeoff until proper mainte-
check the INVERTER circuit breakers on
nance procedures have been accomplished.
both circuit breaker panels (Figure 2-5), and
Table 2-2. BATTERY AND STARTER CYCLE LIMITATIONS
TYPE LIMIT LIMITATION

Starter Limits* Three engine starts per 30 minutes. Three cycles of operation with a 30-second rest
period between cycles is permitted.
Battery Three engine starts per hour. See notes 2 and 3.
AIRPLANE BATTERY
If the BATT O’TEMP 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.

REVIEW QUESTIONS
1. A good battery should supply power to the 6. If the generators are off line, the volt-
hot battery bus and the emergency bus meter reads battery voltage when the bat-
for approximately: tery switch is in:
A. 2 hours A. OFF
B. 1 hour B. BATT
C. 30 minutes C. EMER
D. 10 minutes D. Both B and C
2. The battery bus serves as: 7. The light in each engine start button il-
luminates to indicate:
A. A power-off DC source
B. An emergency power source A. Starting is complete
C. An extension bus B. Opening of the start relay
D. A generator tie bus C. Closing of the start relay
D. Generator disconnect
3. In flight, with the generators on line, the
battery is isolated from any charging 8. The generator field relay opens when:
source when the battery switch is in:
A. An internal feeder fault is sensed.
A. OFF B. An overvoltage condition is sensed.
B. BATT C. An engine fire switch is activated.
C. EMER D. All of the above
D. Both A and C
9. If battery starts are intended, the gener-
4. If manual termination of a start sequence ator switches should be placed to:
is desired, the switch to press is:
A. OFF
A. ENGINE START B. GEN
B. STARTER DISENGAGE C. RESET
C. LH START D. ON
D. RH START
10. When the avionics power switches are
5. The voltage indicated on the voltmeter positioned NORM and ON, normally:
with the selector switch in BATT is sensed
from the: A. No. 1 inverter powers all AC buses.
B. Both inverters are paralleled to sup-
A. Battery bus ply power to all AC buses.
B. Left main bus C. No. 2 inverter produces only 26-VAC
C. Hot battery bus power.
D. Right main bus D. Each inverter powers its own AC
buses.

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11. Illumination of the AC FAIL annunciator 15. With only the hot battery and emergency
light and the MASTER WARNING and buses powered, the following item is
MASTER CAUTION lights indicates: inoperative:
A. Failure of No. 1 inverter A. NAV 2
B. Failure of No. 2 inverter B. Engine instrument floodlight, emer-
C. Failure of both inverters gency exit lights
D. Any of the above C. Pilot’s standby HSI, COMM 1
D. NAV 1
12. With the battery as the only source of
power and the battery switch in the OFF 16. The correct statement is:
position, the bus(es) powered are:
A. With external power connected and
A. Battery bus, hot battery bus the battery switch in OFF, all DC
B. Emergency buses, battery bus buses are powered from the external
C. Hot battery bus power unit.
D. Emergency buses, battery bus, hot B. The battery switch must be out of the
battery bus OFF position before the voltmeter
will indicate the voltage of the hot
13. With the battery as the only source of power battery bus.
and the battery switch in the EMER posi- C. With external power connected and
tion, the following bus(es) are powered: the battery switch in OFF, all DC
buses are powered from the external
A. Battery bus, hot battery bus unit except for the battery itself.
B. Emergency buses, hot battery bus D. The battery continues to charge with
C. Hot battery bus the generators on line regardless of the
D. Emergency buses, battery bus, hot battery switch position.
battery bus
17. Regarding the engine starting sequence
14. With the battery as the only source of (battery start on the ground):
power and the battery switch in the BATT
position, the following condition exists: A. It is normally terminated by the pilot
with the STARTER DISENGAGE
A. The battery, emergency, and hot battery button.
buses only receive power. B. The boost pumps and ignition switches
B. All buses are powered except the emer- must both be in the ON position before
gency buses. the start button is depressed.
C. LH and RH main DC buses only are C. A minimum of 50% N 2 is required on
powered. the operating engine prior to starting
D. All DC buses are powered. the second engine.
D. It is terminated normally by the speed
sensing switch on the starter/generator.

18. The incorrect statement is: 21. The correct statement regarding the GEN
OFF L/R annunciator light is:
A. Illumination of the STARTER DISEN-
GAGE button is a function of the panel A. Illumination of the light triggers the
lights master switch. MASTER WARNING lights.
B. The generator switches are placed in B. The light illuminates whenever the
the OFF position for an EPU start. power relay is open.
C. The battery switch is placed in the C. Illumination of the light indicates both
OFF position prior to an EPU start. t h e p ow e r a n d fi e l d r e l a y s h av e
D. A failed LH 225-ampere current lim- opened.
iter prevents starting of the left engine. D. It indicates the starter/generator is in
the start mode.
19. Regarding a generator-assist start:
22. Ignition during engine start:
A. It is necessary to observe a drop in am-
perage below 150 before depressing A. Occurs immediately when the start
the second start button (to protect the button is depressed.
225-ampere current limiter). B. Is initiated automatically by the speed
B. The operating generator’s switch must sensing switch at 8 to 10% N 2 .
be placed to OFF before the start but- C. Occurs when the throttle is brought
ton is depressed. to idle.
C. A maximum of 49% N 2 rpm is set on D. Is terminated by the fuel control
the operating engine. step modulator when it senses ITT
D. Select GRD IDLE HIGH on the oper- above 300°C.
ating engine.
23. T h e BAT T O ’ T E M P l i g h t c o m e s o n
20. Placing the battery switch in EMER with steady:
the generators on the line:
A. But, will extinguish if the battery
A. Will not cause the immediate loss of cools down.
any buses. B. Will flash as the battery cools down.
B. Wi l l c a u s e l o s s o f p ow e r t o t h e C. The battery switch should be placed
emergency bus since the generators to OFF (all buses continue to receive
are on line. power).
C. Will still provide charging power to D. The MASTER WARNING lights will
the battery. n o t i l l u m i n a t e u n t i l t h e BAT T
D. Should result in the battery voltage re- O’TEMP light begins to flash.
maining at 28.5 volts.

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

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 in-
struments. The majority of the instruments are internally lighted. For general illumina-
tion, 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 rotat-
ing beacon lights, and optional tail floodlights.
GENERAL
Airplane lighting is divided into interior and lighting consists of indirect fluorescent lights,
exterior lighting. Interior lighting is further di- passenger reading lights, two flood lights il-
vided into cockpit, cabin, and emergency light- luminating the main cabin door and emer-
ing. Cockpit lighting consists of instrument gency exit area, an aft compartment light, and
panel lights, floodlights, and map lights. Cabin lighted signs.

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INTERIOR LIGHTING
Interior lighting is provided for the cockpit
cabin, and tail cone area. Instruments are in-
ternally lighted. Switch functions are desig-
nated by electroluminescent panels. All lights
except the overhead and instrument flood-
lights 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 pilot’s panel
except the pilot’s primary flight display (PFD) Figure 3-1. Interior Lighting Controls
screen. The CENTER rheostat controls the
intensity on the tilt and center panel instru-
ments except for the multifunction display COCKPIT LIGHTING
(MFD) screen. The rheostat labeled EL con-
trols all electroluminescent lighting. Cockpit Floodlights
Clockwise rotation increases light intensity. Two cockpit floodlights located overhead,
Turning the PANEL LIGHT CONTROL mas- near the center of the flight compartment, pro-
ter switch to ON dims the annunciator panel, vide cockpit lighting and emergency lighting
ignition, and landing gear lights, illuminates for the instrument panel. Control is accom-
the STARTER DISENGAGE button, and pow- plished with the FLOOD LTS rheostat.
ers the control rheostats. The LEFT, CEN-
TER, RIGHT, and EL knobs are deenergized An engine instrument floodlight is located
with a loss of main DC electrical or if the under the fire warning panel on the glareshield.
PANEL LIGHT CONTROL master switch is The light operates when either engine is in
OFF. Two overhead floodlights and the en- the start cycle or when the FLOOD LTS switch
gine instrument floodlight under the engine fire is turned on. Cockpit floodlight power is sup-
tray, provide additional cockpit lighting or plied by the emergency DC bus through the
emergency cockpit lighting from the emer- FLOOD circuit breaker on the copilot’s circuit-
gency DC bus. Intensity is controlled by the breaker panel.
FLOOD LTS rheostat located to the left of the
PANEL LIGHT master switch.
Map Lights
Indirect fluorescent lighting, “moon light” re-
cessed under the forward portion of the instru- Map lights are located on the left and right for-
ment panel glare shield is controlled by a ward overhead panel. The map lights’ intensity
rheostat mounted on the forward portion of the is controlled by rheostats located on the forward
pilot’s armrest directly above the map light side of the left and right side consoles.
rheostat.
Electrical power to operate the map lights is
In case of a loss of main DC electrical power, routed from the right DC crossover bus for both
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 the pilot and copilot through the RH PANEL cir-
Secondary Flight Display (Meggitt EFIS) or cuit breaker on the pilot’s circuit-breaker panel.
standby Gyro Display, Standby HSI and the left
and right fan RPM (N 1 ) engine gauges from Control Panel Lights
the standby battery that operates the Meggitt
EFIS or standby Gyro Display (provided the The control panel lighting is provided by elec-
STBY GYRO switch is on (Figure 3-1). troluminescent light panels, consisting of a
layer of phosphor sandwiched between two

electrodes and encapsulated between layers of COMPARTMENT LIGHTING

plastic. White lettering on a gray background
is used on the panel faces (Figure 3-2). Control The passenger compartment lighting includes
is accomplished with the lighting rheostat la- all cabin lights, utility lights, and the lighted
beled EL. Electroluminescent panels are used signs. Indirect fluorescent lights, passenger
on the circuit-breaker panels, switch panel, reading lights, and aft cabin compartment
light control panel, environmental control lights are mounted overhead.
panels, landing gear control panel, and each
throttle pedestal control panel. An inverter lo- The indirect fluorescent light system consists
cated in the nose baggage compartment sup- of a touch-pad switch, inverters, control units,
plies electrical power to the electroluminescent and fluorescent bulbs.
light panels. The inverter is rated at 40-60
VAC and is powered through the EL PANEL Indirect fluorescent lights are controlled by
circuit breaker on the left extension bus located a B RT – OV R H D – D I M t o u c h - p a d s w i t c h
on the pilot’s circuit-breaker panel. 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 ap-
plied to the system, and the lights automati-
cally 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 cir-
cuit 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 pilot’s and copilot’s 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 inertia switch, and single lights that respec-

tively illuminate the cabin entrance and the
It is recommended ground operation emergency exit.
of the fluorescent lights be limited to
the bright position until the engines The emergency battery pack consists of 20
have been started or until 28 VDC is nickel-cadmium cells in a box. Each cell has
continuously available to the light- a nominal voltage of 1.28 volts. The inertia
ing system. For engine battery starts, switch is mounted near the emergency bat-
where system voltage drops below tery box located above the forward cabin head-
24 VDC, operate the lights in the liner. A force of 5 g actuates the inertia switch
bright position only, until the en- and turns on the floodlights above the entry
gines are started. door and above the emergency exit. The emer-
gency battery is connected to the hot battery
The passenger reading and cabin compart- bus and is charged by the main DC system
ment lights are mounted in the overhead with the generators on line.
console. The passenger reading lights adjust
fore and aft, and each is controlled by an in- For normal entry and exit from the airplane,
tegrally mounted switch. The entrance, emer- the floodlights over the entry and emergency exit
gency exit, and aft cabin compartment lights doors and the aft baggage compartment light are
do not have integrally mounted switches and operated from the hot battery bus by a touch pad
are not directionally controllable. They are switch at the cabin door. For in-flight use of
controlled from the touch-pad switch lo- emergency lighting, the passenger advisory
cated on the forward side of the main cabin switch on the instrument panel operates the
entrance door and are powered from the hot emergency exit and main cabin entrance lights
battery bus (Figure 3-3). when the switch is in the PASS SAFETY posi-
tion. Electrical power is supplied from the hot
Lighted advisory signs are molded into the battery bus or the emergency battery pack. The
forward and aft cabin ceiling areas. The lights engine instrument floodlight mounted on the un-
are controlled by the pass safety/seat belt derside of the engine fire warning tray illumi-
switch on the pilot’s switch panel and inform nates full bright during engine start as a test of
passengers when smoking is prohibited and the emergency battery pack. At all other times,
when to fasten seat belts. The switch has three the engine instrument floodlight is powered by
positions: PASS SAFETY–OFF–SEAT BELT. the emergency bus, and controlled through the
In PASS SAFETY position, both the NO cockpit floodlight rheostat.
SMOKING and FASTEN SEAT BELT por-
tions of the sign are illuminated. In SEAT BAGGAGE COMPARTMENT
BELT position only the FASTEN SEAT BELT
portion of the sign is illuminated. In OFF po- LIGHTING
sition, the sign is extinguished. Safety chimes Baggage compartment lighting includes the tail
operate in conjunction with the sign to alert cone compartment light and the nose baggage
the passengers when smoking is prohibited or compartment light. They are wired directly
when to fasten seat belts. to the hot battery bus and consequently do not
require the battery switch to be turned on for
EMERGENCY LIGHTING operation.
Emergency lighting is a separate and inde-

pendent system used to provide illumina- Tail Cone
tion in case of primary electrical power The microswitch installed in the tail cone ac-
failure or abnormal conditions. The emer- cess door frame is designed to remove 28 VDC
gency lighting consists of a battery pack, an from the lights regardless of the manual toggle

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switch (Figure 3-4) position when the door is normal position for the manual switch applies
closed. The manual toggle switch controls 28 28 VDC to the light. During daylight hours or
VDC to the light assemblies (one located in the when the light is not desired, the manual switch
baggage compartment and one located in the is positioned to OFF. When the switch is OFF
forward tail cone area) when the tail cone ac- and the door is pneumatically open, it is illu-
cess door is open. minated by a microswitch so it is easy to lo-
cate at night.
Nose Baggage Compartment The light is turned off when both RH and LH
The manual switch assembly of the nose bag- nose baggage compartment doors are closed
gage light system is an illuminated rocker and each door hinge to the pneumatic cylin-
switch (Figure 3-5). The switch is mounted der assembly strikes its microswitch.
overhead adjacent to the light assembly. The
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 nav- airplane operation during the day or night.
igation, anticollision, landing, taxi, wing Exterior lighting locations are illustrated in
inspection, and recognition lights, and op- Figure 3-6, and exterior lighting controls
tional tail floodlights. The exterior light are shown in Figure 3-7.
system provides necessary illumination for
WING INSPECTION LIGHT LANDING AND RECOGNITION BEACON
BEACON TAIL TAXI NAVIGATION ANTICOLLISION

FLOODLIGHTS LIGHTS LIGHT LIGHT
NAVIGATION LIGHT ANTICOLLISION LIGHT
Figure 3-6. Exterior Lighting Locations

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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 ON–OFF switch located on the pilot’s in-
strument panel.
ANTICOLLISION LIGHTS
The anticollision lights are strobe lights
mounted in each wingtip (Figure 3-8) and are
controlled with the ANTI COLL ON–OFF
light switch located on the pilot’s 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 anticol-
lision 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

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 ON–OFF switch located on the pilot’s
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” situ-
ations. The four lights are fixed-position,
sealed-beam lights. The LANDING LIGHTS
LH–RH ON–OFF–REC–TAXI switches con-
trols each set of two lights located immedi-
ately left of the gear handle.Both lights may
be turned on by selecting the ON position,
or the single recognition light may be se- Figure 3-12. Wing Inspection Lights
lected ON in the REC–TAXI position of each
LH–RH switch in flight. A fence, mounted TAIL FLOODLIGHTS
at the inboard edge of the lights, keeps light
out of the cockpit. The optional tail floodlights are also known
as identification lights, logo lights, or tell tale
Taxi lights are mounted on each landing gear lights. The floodlights are fixed-position lights
door (Figure 3-11). These taxi lights will il- located on the left and right horizontal stabi-
luminate when the landing gear is down and lizers. The floodlights are used primarily for
the landing light switches are placed to the additional airplane visibility.
ON or REC–TAXI position. A fence, mounted
at the inboard edge of the lights, keeps light The TAIL FLOOD–OFF switch (Figure 3-7)
out of the cockpit. The lights extinguish controls these lights. The light assemblies, one
when the gear is up and locked if the switch installed on the top side of each horizontal sta-
remains ON. bilizer, illuminate the vertical stabilizer.

REVIEW QUESTIONS
1. The lighting rheostat labeled “LEFT” 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
controls: rheostats located on:
A. Pilot’s instrument panel lights. A. The center pedestal.
B. Center instrument panel lights. B. The pilot and copilot instrument
C. Copilot’s instrument panel lights. panels.
D. Both A and B. C. The overhead lights panel.
D. The pilot and copilot side armrests.
2. The lighting rheostat that controls the
electroluminescent lighting is labeled: 5. When the indirect fluorescent lights are
turned on and positioned to DIM, the
A. LEFT. lights illuminate:
B. CENTER.
C. RIGHT. A. Bright for 3 seconds and then dim.
D. EL. B. Dim.
C. Bright until the switch is reactuated.
3. Turning the PANEL LIGHT CONTROL D. After 3 seconds.
master switch to ON:
6. The landing lights:
A. Activates the control rheostats.
B. Dims the annunciator panel 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
C. Illuminates the STARTER DISEN- retraction.
GAGE button. B. Must be used for in flight “see-and-
D. All of the above. avoid” situations.
C. Are normally turned on in the takeoff
and approach phase.
D. All of the above.

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

ILLUSTRATIONS
Figure Title Page
4-1 Test Selector Switch ................................................................................................. 4-3
TABLES
Table Title Page
4-1 Test Indications ........................................................................................................ 4-3
4-2 Annunciator Illumination Causes............................................................................. 4-4

CHAPTER 4
MASTER WARNING SYSTEMS
TEST
INTRODUCTION
The master warning system on the Citation Bravo provides a warning of airplane equip-
ment malfunctions, indication of an unsafe operating condition requiring immediate at-
tention, and indication that some specific systems are in operation.
GENERAL
The master warning and master caution an- lights are located on the center of the glare
nunciator panel light system consist of two shield. The abnormal and emergency proce-
master warning light switches and two mas- dures in this section are keyed, where appli-
ter caution light switches, and an annuncia- cable to these annunciators. Warning lights
tor panel light cluster which provides a visual are generally red (except failure of both gen-
indication to the pilots of certain conditions erators). Red lights indicate a warning mal-
and/or functions of selected systems. The function, which requires immediate
annunciator panel has individual segments corrective action. The red warning lights in
that illuminate to indicate an individual sys- the annunciator panel will cause the MAS-
tem fault/operation. Annunciator lights are T 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 .
classified as WARNING, CAUTION, and Failure of both generators (amber annunci-
ADVISORY. The annunciator panel, engine ators) also triggers MASTER WARNING/
fire warning/suppression, and thrust reverser RESET lights.

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The illumination of the LH–RH ENGINE FIRE MASTER WARNING LIGHTS

light(s) will not trigger the MASTER WARN-
ING/RESET lights.
(RED)
There are two master warning lights, one lo-
The CAUTION lights are amber. Amber lights cated on the pilot’s instrument panel and one
indicate either a caution malfunction that re- on the copilot’s instrument panel. When any
quires immediate attention, but not necessar- red light on the annunciator panel illuminates,
ily immediate action, or abnormal system the master warning lights illuminate simulta-
operation. The amber lights, located in the neously and flash until reset. There is only
annunciator panel, come on flashing and cause one condition during which amber lights on the
the MASTER CAUTION/RESET lights to annunciator panel cause the master warning
come on steady. When the MASTER CAU- lights to illuminate. That condition is when
TION is pushed to reset, the amber lights go both GEN OFF lights illuminate. The serious-
steady until the condition is cleared. If the ness of this condition warrants master warn-
amber light problem is cleared prior to reset- ing light system actuation. The master warning
ting the MASTER CAUTION lights, the MAS- light system incorporates a reset switch, which
TER CAUTION/RESET lights automatically is actuated by pushing in on either master
go out. warning light lens. Pressing the master warn-
ing light resets the circuit and makes the sys-
When a red annunciator light illuminates, it tem available to alert the operator should
will flash until the MASTER WARNING/ another system fault occur. The master warn-
RESET light is reset. The annunciator will then ing light will stay illuminated and flash until
stop flashing and remain illuminated steady. If reset, even if the malfunction which caused the
the condition, which caused the annunciator to light to illuminate has been corrected. Pressing
illuminate, is corrected prior to resetting the the master warning light does not normally ex-
MASTER WARNING lights, the annunciator tinguish the annunciator segment light.
light will extinguish, but the MASTER WARN-
ING lights must be reset to extinguish.
MASTER CAUTION LIGHTS
ADVISORY lights are white and do not trig- (AMBER)
ger a MASTER WARNING or MASTER CAU-
TION. When an advisory light illuminates, There are two master caution lights, one lo-
the checklist may require an action. If re- cated on the pilot’s instrument panel and one
quired, the action will be found in the abnor- on the copilot’s instrument panel (located ad-
mal procedures checklist or in the flight jacent to the master warning lights). These
manual. lights will illuminate when any amber annun-
ciator panel light illuminates (with some spe-
cific exceptions). The amber annunciators will
flash when initially illuminated until the mas-
ANNUNCIATOR PANEL ter caution lights are reset at which time they
will illuminate steady until the fault is cor-
The annunciator panel is located in the center rected. Resetting the master caution light is ac-
of the glareshield and contains a cluster of warn- complished by pressing either light.
ing/caution/advisory lights. Burned out bulbs
can be replaced by pushing in the light assem-
blies to the left and right of the failed bulb; then
use a tool to remove the assembly with the INTENSITY CONTROL
burned out bulb. The annunciator lights oper-
ate in conjunction with the master warning and The annunciator panel lights will dim automat-
master caution lights. When a system malfunc- ically when the PANEL LIGHT CONTROL
tions, the associated annunciator light illumi- toggle switch is placed in the ON position.
nates until the condition/malfunction is
corrected.

TEST FUNCTION TEST
OFF FIRE
A rotary test switch is located on the left side ANNU WARN
of the pilot’s instrument panel (Figure 4-1). AVN
LDG
GEAR
Positioning the switch to ANNU causes all
SPARE BATT
the annunciator, master caution, and master TEMP
warning lights to illuminate. Illumination ver- ANTI
SKID AOA
ifies only annunciator lamp integrity. Some OVER T/REV
other associated system lights also illuminate SPEED W/S TEMP
when this switch is activated. Refer to Table
4-1 for appropriate indications. Figure 4-1. Test Selector Switch
Table 4-1. TEST INDICATIONS
SWITCH INDICATION SWITCH INDICATION

POSITION POSITION
The red light is extinguished and the test system Initiates a self test in the antiskid system.
OFF is inoperative. ANTISKID INOP will flash and the MASTER
ANTISKID CAUTION will illuminate steady for
FIRE Both red ENG FIRE lights illuminate, indicating approximately six seconds. If the system checks
continuity. operational, both the ANTISKID INOP and
WARN MASTER CAUTION will extinguish. If the system
does not check operational, the light will remain
LDG The green NOSE, LH, and RH lights and the red illuminated.
GEAR GEAR UNLOCKED lights illuminate, and the gear
warning horn sounds. The horn may be silenced The avionics power switch must be ON for the
by the HORN SILENCE button, provided the flaps
AVN avionics system test to be performed. The
are not extended beyond 15°. following annunciators will flash in the
annunciator panel: AP PITCH MISTRIM, AP
BATT BATT O’HEAT annunciator illuminates, the ROLL MISTRIM, CHECK PFD 1, CHECK PFD 2,
master warning lights illuminate, and the battery and NOSE AVN FAN. Autopilot/flight director
TEMP temperature gauge indicates 160°F. mode selector panel lights, EFIS, and FMS
associated lights will also illuminate. The
The stick shaker will operate. The angle-of-attack MASTER CAUTION will illuminate and is
AOA meter needle will go past the red area. The red resettable. Optional avionics equipment
indexer (optional) light will flash on and off. annunciators shall also illuminate. The altitude
alert horn will sound.
All thrust reverser indicator lights (6) and
T/REV MASTER WARNING lights illuminate. All of the annunciator panel lights and the
ANNU
MASTER CAUTION lights illuminate. The
The WS/AIR O’HEAT light will illuminate, and the MASTER WARNING lights will flash. The engine
W/S bleed-air solenoid control valve will close if LOW instrument digital display will flash “8s.” Both red
TEMP or HI is selected with the W/S BLEED switch. turbine lights will illuminate steady. When both
avionic switches are on, the altitude alert horn
The avionics power switch must be ON for valid will sound and the altitude alert light and auto-
OVER test indications. The following indications will pilot/flight director mode selector panel lights will
SPEED occur: illuminate. EFIS and FMS lights will also
• The audible overspeed warning signal will illuminate. The MASTER WARNING light cannot
sound and the PFD IAS will indicate be reset when the TEST selector is in the ANNU
approximate VMO for the existing pressure position. Optional equipment annunciator lights
altitude (red). should also illuminate. All lights associated with
• PFD Mach will indicate 400 (red) AVN test also illuminate. If the Avionics Switches
• Altitude will read 5000 feet. are OFF, only the annunciator panel lights,
• PFD 1 & 2 VSI will momentarily indicate MASTER CAUTION and MASTER WARNING
2000 fpm climbs. lights will illuminate.

ILLUMINATION CAUSES conditions and malfunctions. The systems,

sounds, and conditions for actuation are
Table 4-2 shows each annunciator light plac- shown in Table 4-1.
ard, color, and cause for illumination.
Provision to test the audio system and var-
ious other system functions is provided and
wired into the same rotary test switch that
AUDIO WARNING is used to test the annunciator system. When
the switch is rotated through each position,
SYSTEM the associated system functions as described
in Table 4-1 will occur.
Various audio warnings are incorporated
into airplane systems that warn of specific
Table 4-2. ANNUNCIATOR ILLUMINATION CAUSES
RED—Steady when battery temperature AMBER—Flashes while airborne when the

BATT exceeds 145°F the MASTER WARNING light FUEL boost pumps are activated ON by the crew
O’TEMP flashes. BOOST or activated automatically by low pressure.
RED—Flashes when battery temperature Selecting fuel crossfeed activates the boost
exceeds 160°F. Also, flashes the upper pump but will not illuminate the MASTER
> 160° element annunciator and the MASTER L R CAUTION lights. If the boost pump
WARNING lights. activates while on the ground, the MASTER
CAUTION lights will not illuminate unless
RED—Flashes when cabin altitude exceeds the boost pumps come on automatically
CAB ALT due to low fuel pressure after engine(s)
10,000 ft.
10 K starting or activated ON by the crew.
AC RED—Flashes when both inverters trip off
FAIL line or an AC bus failure.
LO FUEL AMBER—Steady if fuel quantity in the left
and/or right wing fuel tank is low,
LEVEL approximately 200 lbs remaining. After a 4-
RED—Flashes when left and/or right engine
LO OIL oil pressure drops below 20 psid. second delay, the annunciator will flash
PRESS L R and the MASTER CAUTION will illuminate.
L R
AMBER—Flashes if the left and/or right

AMBER—Flashes when a fault is detected LO FUEL engine fuel pressure drops below 5 psi.
FIRE DET in the left and/or right engine fire detection PRESS
SYS system. In case of an engine fire, don’t
expect the respective LH/RH ENG FIRE
light to illuminate. L R
L R
AMBER—Flashes when the fuel filter
AMBER—Flashes when the oil filter FUEL impending bypass switch activates.
OIL FLTR impending bypass switch activates. FLTR BP
BP
L R
L R
AMBER—Flashes if one or both generator
AMBER—Flashes when an error is GEN power relays are open and the generator(s)
FUEL detected in the left and/or right fuel gauging OFF are off line. If both L and R annunciator
GAUGE system. The respective fuel gauge may not elements are illuminated, the MASTER
indicate accurately. Read the fuel gauging WARNING lights will flash along with
L R MASTER CAUTION lights illuminated
L R signal conditioner BITE indicators in the aft
cabin prior to securing electrical power. steady.

Table 4-2. ANNUNCIATOR ILLUMINATION CAUSES (Cont)
AMBER—Flashes, single inverter failure, AMBER—Flashes if the left and/or right

INVTR triggers the MASTER CAUTION lights only. BAGG nose baggage door is not key locked.
FAIL Dual inverter failure, triggers MASTER DOOR
CAUTION lights, red AC FAIL annunciator,
1 2 and MASTER WARNING lights.
L R
AMBER—Steady if the gear handle is down AMBER—Flashes if the main cabin

LO BRK and power brake pressure is low CABIN entrance door is not properly latched and
PRESS (accumulator bleeds down). After an 8 DOOR locked.
second delay, the annunciator flashes and
MASTER CAUTION lights illuminate, in AFT BAG AMBER—Flashes if the tail cone baggage
ANTI SKID flight only. The ANTI SKID INOP compartment door is not key locked.
INOP annunciator also illuminates. DOOR
AMBER—Steady if the gear handle is down
and the antiskid system is inoperative or AP PITCH AMBER—Flashes, indicates the autopilot
OFF and/or the LO BRK PRESS elevator servo has sustained pressure
annunciator illuminates. After an 8-second MISTRIM applied (the elevator is out of trim with the
delay, the annunciator flashes and autopilot). The AP control panel should
MASTER CAUTION lights illuminate, in display a DN or UP indication.
flight only. AMBER—Flashes, indicates the aileron
AMBER—Flashes, ACM manually shutdown AP ROLL servo has sustained pressure applied (the
EMER (PRESS selector to EMER) or ACM MISTRIM ailerons are out of trim with the autopilot).
PRESS shutdown due to internal overheat.
CHECK AMBER—Flashes, indicates a fault in the
WHITE—Advisory only, both sets of IAC 1-PFD 1-IAC 1 wrap-around circuitry.
SPD BRK speedbrakes are fully extended. PFD 1
EXTEND
Or AMBER—Flashes, indicates a fault in the
AMBER—Flashes indicates the left and/or IAC 2-PFD 2-IAC 2 wrap-around circuitry.
LO HYD right engine driven hydraulic pump is CHECK
FLOW inoperative. PFD 2
AMBER—Flashes if the nose avionics
L R NOSE AVN compartment cooling fan fails. Limited to 30
FAN minutes ground operating time prior to
dispatch.
LO HYD AMBER—Flashes if the hydraulic reservoir
fluid level is too low, below approximately
LEVEL 0.2 gallons.
AMBER—Steady indicates the main AMBER—Steady, airplane on the ground
HYD hydraulic system is pressurized. After a 10- GROUND and the ground idle switch is in NORM.
PRESS second delay, the annunciator flashes and IDLE Annunciator remains illuminated during the
MASTER CAUTION lights illuminate, in takeoff roll and extinguishes when airborne.
flight only. If the light illuminates while airborne, it will
flash and trigger the MASTER CAUTION
lights.
WHITE—Advisory only, advises the left AMBER—Flashes if the true airspeed
ENG and/or right engine has exceeded TAS HTR
(Rosemont) probe heater fails (dedicated to
VIB predetermined vibration levels. FAIL the ADCs).
AMBER—Flashing, annunciator illuminates

L R F/W if an engine is shutdown using the RH or LH
SHUTOFF ENG FIRE switchlight and both of the
AMBER—Flashes if the door is closed and respective fuel and hydraulic firewall shutoff
DOOR the primary door seal did not inflate or lose valves close. The annunciator will initially
SEAL service air pressure. The backup secondary L R illuminate steady if both firewall shutoff
hard seal should maintain cabin pressure valves are closed on initial power up (the
integrity. MASTER CAUTION lights will not
BLD AIR illuminate).
AMBER—Steady advises the bleed air
GND ground valve is open and high flow rate of
air is available to the ACM from the right
engine.

Table 4-2. ANNUNCIATOR ILLUMINATION CAUSES (Cont)
AMBER—Flashes if the pitot & static heater WS AIR AMBER—Steady for 5 seconds. After 5
STBY P/S switch is OFF or a loss of electrical current seconds, if the annunciator is still
HTR flow to one or all heating elements O’HEAT illuminated, the light will flash and trigger the
associated with the standby pitot/static MASTER CAUTION lights. If the W/S
system (standby pitot tube and/or standby BLEED switch is ON, the annunciator
static ports). indicates that bleed air to the windshield is
AOA HTR AMBER—Flashes if the pitot & static heater too hot and the system shuts down. With the
switch is OFF or a loss of electrical current W/S BLEED switch OFF, the light indicates
FAIL flow to the AOA probe heater. static pressure in the windshield bleed air
duct exceeds 5 psi.
AMBER—Flashes if the pitot & static heater WHITE—Steady. Advisory, indicates the
P/S switch is OFF or a loss of electrical current SURFACE system is operating normally, the light
HTR flow to one or all heating elements DEICE should cycle “steady” as the deice boots on
associated with the either or both left and the leading edge of the wings and
right main pitot/static system(s) (pitot tube empennage inflate (12-second cycle).
L R and/or static ports).
AIR DCT AMBER—Flashes, if air temperature in the

duct from the ACM to the cabin exceeds
AMBER—Steady for approximately two O’HEAT
ENG safe limits.
minutes to allow the engine anti-ice system
AMBER—Flashes, if the PRESS SOURCE
ANTICE to warm enough to extinguish the lights.
ACM selector is positioned to GND and the right
After approximately 2 minutes, if the
O’PRESS engine throttle is advanced beyond
annunciator(s) did not extinguish, the
L R approximately 74% N2 and the primary
annunciator will flash and the MASTER
pressure switch fails. The secondary
CAUTION lights will illuminate. If the
pressure switch causes the bleed air ground
annuniciator(s) extinguish within the normal
valve to close (BLD AIR GND annunciator
2-minute time period after activating the
will extinguish) and illuminate the
engine anti-ice system and the annunciator
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.

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REVIEW QUESTIONS
1. An annunciator panel light will extinguish: 3. The rotary test switch:
A. When pressed. A. Illuminates all annunciators in the
B. Upon landing. ANNU position.
C. When the malfunction is corrected. B. Is spring loaded to OFF.
D. If the master warning system is reset C. Only illuminates all red annunciators
under all conditions. in the ANNU position.
D. Only illuminates all amber annunci-
2. The master warning lights illuminate: ators 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 annun-
ciators illuminate.
D. Both B and C.

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

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 Title Page
5-1 Fuel Limitations and Adjustments ........................................................................... 5-9

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CHAPTER 5
FUEL SYSTEM
4 6
MAIN
FUEL
2 8
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 is monitored by colored annunciator lights
fuel for the engines. Fuel flow to the engines and gauges. The airframe fuel system up to the
is accomplished with electrically driven boost engine-driven fuel pump is presented in this
pumps and an ejector pump, which are in each chapter. For description and operation of the
tank The system is controlled by switches and engine fuel system, refer to Chapter 7,
a selector on the pilot’s instrument panel, and POWERPLANT.

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DESCRIPTION AND the outboard end and is used for normal fuel
servicing. The filler assembly consists of an
OPERATION adapter, standpipe, cap, and a chain to attach
the cap to the adapter.
FUEL STORAGE Identical filler assemblies are used on each
wing. Each cap is recessed for the flush fitting
Tanks handles and marked to indicate open and closed
The “wet wing” fuel tank in each wing is an position. To remove the cap, lift the handle and
integral part of the wing structure, which is rotate counterclockwise.
sealed to contain fuel. Each tank includes all
the wing area forward of the rear spar, except Drain Valves
the main gear wheel well. Holes in spars and
ribs permit fuel movement within the tanks; Five fuel quick-drain valves are provided for
however, baffles in the outboard ribs prevent each tank. Figure 5-2 shows typical drain lo-
rapid movement of fuel outboard during wing- cations on the lower side of the left wing.
low attitudes. Each tank includes a vent sys- Locations for the right wing are identical.
tem, fuel quantity probes, a filler cap, sump
drains, ejector pumps, and an electrically The drains are used to remove moisture and
driven boost pump. Combined usable fuel sediment from the fuel and to drain residual
quantity of both tanks is 4,860 pounds (720 fuel for maintenance. Each drain contains a
U.S. gallons). spring-loaded poppet that can be unseated for
fuel drainage (Figure 5-3).
Tank Vents
LOWER SURFACE
A vent system is installed in each wing to OF LEFT WING
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.
DRAIN
VALVES
Figure 5-2. Drain Valve Location
MAJOR COMPONENTS
Boost Pumps
One DC powered boost pump in each tank
supplies fuel to the engine-driven pump. The
pump also supplies fuel to the respective en-
gine, opposite engine, and opposite tank dur-
Figure 5-1. Fuel Vent Scoop ing c r ossf e e d ope r a tion. The pumps are
controlled by switches on the pilot’s instru-
ment panel. The LH and RH main DC buses
Tank Filler supply power for boost pump operation.
The flush-mounted fuel filler assembly is lo-
cated on the upper surface of each wing near

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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 im-
pending filter bypass. If the annunciator illu-
minates, the filter must be inspected after
Figure 5-3. Drain Valves landing to determine the cause of the contam-
ination which blocked the filter.
Ejector Pumps
There are three ejector pumps in each wing SHUTOFF VALVES
tank (Figure 5-4). Each is powered by mo-
tive-flow fuel and operates on the venturi prin- Firewall
ciple. The primary ejector receives motive Electrically operated motor-driven firewall
flow fuel from the engine-driven fuel pump and shutoff valves, one in each engine fuel supply
is the primary source of pressurized fuel to the line, are controlled by the red ENG FIRE
engine-driven fuel pump. The remaining two switchlights on the glareshield. Normally, the
(transfer) ejectors operate on motive flow from valves are to be closed only in the event of en-
the primary ejector pump or the electric boost gine fire. When both the fuel and hydraulic
pump and move fuel from low points of the firewall shutoff valves are closed, the appli-
wing to the sump area. cable amber F/W SHUTOFF L/R annunciator
will illuminate.
Crossfeed Valve
Two motor-driven crossfeed valves, normally NOTE
closed, isolate the right wing and left wing fuel If an engine is shutdown in flight for
systems. They are electrically operated by a se- reasons other than fire, the valve
lector switch on the pilot’s left instrument panel. must be left open and the fuel boost
Valve opening or closing is indicated by momen- pump operated to prevent damage to
tary illumination of a green INTRANSIT light 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 mo-
tive-flow fuel from the engine-driven pump to
the primary ejector pump. The valves are nor-
mally open. During crossfeed operation, the
valve of the tank receiving fuel closes when
crossfeed is selected. There is no direct indi-
cation 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 main-
tenance use only and is not accessible in flight. Figure 5-5. Fuel System Controls
CONTROLS INDICATING SYSTEM

Controls for the fuel system are located on Quantity Indication
the pilot’s instrument panel (Figure 5-5). The The fuel system has a capacitance-probe quan-
LH and RH FUEL BOOST pump switches tity indicating system which compensates for
control the electrically driven boost pumps. changes in density caused by temperature
Each switch has positions labeled changes. Each tank contains seven probes that
NORM–OFF–ON. During normal operation of supply quantity information in pounds to the
the fuel system, the NORM position is se- signal conditioner.
lected. In this position, the boost pump oper-
ates automatically during engine start, The signal conditioner is a two–channel mi-
crossfeed operation, or when low fuel pressure croprocessor mounted inside the rear on the
is sensed in the engine fuel supply line. If the left side cabin under an access panel. It sends
throttle is in cutoff, the boost pump will not the proper quantity signal to the Fuel Quantity
come on automatically for a low fuel pressure L and R indicators. The signal conditioner
condition, even though the switch is in NORM. has two windows that can display up to three
LED (light emitting diodes) for each respec-
When the switch is in the OFF position, the tive side fuel tank indicators. If the FUEL
boost pump operates automatically for engine GAUGE L/R annunciator illuminates, a check
start and when crossfeed is selected from that of the signal conditioner will show fault pat-
tank. In the ON position, the pump operates terns of LEDs on the affected side(s). The pat-
continuously. tern will assist maintenance in troubleshooting
the fault.
The CROSSFEED selector has three positions
labeled LH TANK–OFF–RH TANK (Figure 5-
5). Moving the selector out of OFF to either NOTE
of the operating positions selects the tank After engine shutdown, do not turn
from which fuel is to be taken and the engine off the battery switch until the pat-
and tank to be supplied. tern of LEDs on the signal condi-
tioner has been recorded.
Detailed operation of the fuel system during
normal and crossfeed operation is presented
under OPERATION later in this chapter. The indicating system operates on main DC
power through LH and RH FUEL QTY circuit

breakers on the left and right CB Panels. Power The amber LO FUEL LEVEL LH–RH light,
loss to either quantity gage is indicated by a red actuated by a float switch, illuminates when
OFF flag at the top of the scale (Figure 5-6). usable fuel in a tank drops to approximately
190 + 15 pounds.
FUEL FLOW indicators are located above the
FUEL QTY gauges. These LCDs (liquid crys- The amber FUEL BOOST ON LH–RH light il-
tal displays) indicate fuel consumption in luminates any time a boost pump is energized.
pounds per hour of each respective engine.
A differential pressure drop across the fuel fil-
ter on either engine will illuminate the amber
FUEL FLTR BYPASS LH–RH light. This light
indicates the filter has or is on the verge of by-
passing, 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 opera-
tion during engine starting.
Figure 5-6. FUEL QTY and FUEL FLOW
Indicators 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
ANNUNCIATOR LIGHTS through the manual shutoff valve and firewall
There are six annunciator lights associated shutoff valve to the engine-driven fuel pump.
with the fuel system (refer to Chapter 4).
NOTE
The respective amber F/W SHUTOFF LH–RH
light illuminates when both fuel and hydraulic During an engine start, illumination
firewall shutoff valves close when the respec- of the FUEL BOOST L/R annuncia-
tive ENG FIRE switchlight is depressed. tor light does not cause illumination
of the MASTER CAUTION reset
Depressing the ENG FIRE switchlight a sec- light.
ond time opens the shutoff valves and extin-
guishes the F/W SHUTOFF LH–RH light.
The amber LO FUEL PRESS LH–RH light

illuminates when fuel pressure drops below
5 psi, and extinguishes at 7 psi increasing
pressure.

5-6
CROSSFEED CROSSFEED TRANSFER ELECTRIC

TRANSFER CONTROL CONTROL EJECTOR BOOST
EJECTOR VALVE VALVE PUMPS PUMP
PUMPS

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

5-8

TRANSFER CROSSFEED CROSSFEED TRANSFER ELECTRIC
ELECTRIC EJECTOR CONTROL CONTROL EJECTOR BOOST
BOOST PUMPS VALVE VALVE PUMPS PUMP
PUMP
LEGEND
WING FUEL
ENGINE FUEL
PRIMARY MOTIVE FLOW
TRANSFER MOTIVE FLOW

PRIMARY
PRIMARY EJECTOR TRANSFER FUEL
EJECTOR FIREWALL PUMP
MOTIVE FIREWALL
PUMP STATIC FUEL
SHUTOFF SHUTOFF
FLOW
VALVE VALVE MOTIVE
SHUTOFF PRESSURE SWITCH
VALVE FLOW
SHUTOFF
VALVE
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Figure 5-8. Crossfeed Fuel Operation
NOTE
If both FUEL BOOST ON annunci-
ators come on when crossfeed is se-
lected, 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 nec- Approved fuels for operations of Citation
essary for fueling and checking for contami- Bravo airplanes are listed in the Limitations
nants and condensation in the fuel. and Specifications section.
Fueling is accomplished through flush filler
caps, one on the outboard section of each wing
(Figure 5-9). FUEL LIMITATIONS
The following fuels are approved for use in ac-
SAFETY PRECAUTIONS cordance with Table 5-1.
Refueling should be accomplished only in
areas which permit free movement of fire COMMERCIAL KEROSENE JET A, JET A-
equipment. Follow approved grounding pro- 1, JP-5 and JP-8 per CPW 204 specification.
cedures for the airplane and the tender.
Table 5-1. FUEL LIMITATIONS AND ADJUSTMENTS
MINIMUM FUEL MAXIMUM FUEL

FUEL GRADE FUEL SPECIFICATIONS TEMPERATURE TEMPERATURE
(TAKEOFF) (TAKEOFF)
JET A ASTM-D1655 –35°C +56°C

JET A-1 ASTM-D1655 –40°C +56°C
JET B* ASTM-D1655 –45°C +56°C
JP-4* MIL-T-5624 –54°C +56°C
JP-5 MIL-T-5624 –40°C +56°C
JP-8 MIL-T-83133 –40°C +56°C

NOTE Maximum asymmetrial fuel differential for

normal operations. . . . . . . . . . . . 200 pounds
JP-5 and JP-8 type fuels have anti-
icing additive preblended by the re- Maximum emergency asymmetrical fuel dif-
finery. Refer to Section III of the ferential . . . . . . . . . . . . . . . . . . . . 600 pounds
AFM, NORMAL PROCEDURES for
blending and checking fuel anti-ice
additives. NOTE
Flight characteristics requirements
Boost Pumps-ON; when low fuel lights illu- were not demonstrated with unbal-
minate or at approximately 190 pounds or less anced fuel above 200 pounds.
indicated fuel. To crossfeed, turn boost pump
OFF on side opposite selected tank.
Unusable Fuel
Fuel remaining in the fuel tanks when the fuel
quantity indicator reads zero is not usable in
flight.

FlightSafety
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REVIEW QUESTIONS
1. Concerning the fuel system, the INCOR- 4. If the L or R FUEL BOOST ON annun-
RECT statement is: ciators illuminate without any action by
the crew (engine operating normally), the
A. The FUEL BOOST pump switches do probable cause is:
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 A. The engine-driven fuel pump has
switches off, the respective boost failed.
pump will automatically be energized B. The firewall shutoff valve has closed.
whenever the respective START but- C. The low-pressure sensing switch has
ton is depressed, or when crossfeed energized the boost pump.
from that tank is selected. D. The fuel flow compensator has ener-
C. It is normal for both fuel boost pumps gized the boost pump below 5 psi.
to operate during crossfeed operation.
D. The fuel boost pump will be automat- 5. To verify that crossfeed is in fact occur-
ically energized anytime the FUEL ring, it is necessary to:
BOOST switches are in NORM and
A. Monitor the FUEL QTY indicators
the START button is depressed, cross-
for appropriate quantity changes.
feed is selected, or low pressure
(5 psi) is sensed in the engine-supply B. Only observe that the INTRANSIT
line (throttle at IDLE or above). light is out.
C. Ensure both FUEL BOOST ON lights
2. After engine start, the fuel boost pump is are illuminated.
deenergized by: D. Ensure that the FUEL BOOST pump
switch for the tank being fed is on.
A. The FUEL BOOST pump switch.
B. Start circuit termination. 6. When crossfeed is selected by position-
C. Discontinuing crossfeed. ing the crossfeed switch to LH TANK, and
D. A time-delay relay. the green INTRANSIT light stays on:
3. Concerning the fuel system, the correct A. This is normal.

statement is: B. The boost pumps did not actuate.
C. One or both crossfeed valves did not
A. In the event of DC power loss, the fully close.
primary ejector pump ceases to oper-
D. One or both crossfeed valves did not
ate and the engine flames out.
fully open.
B. The respective engine should be shut-
down 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.

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7. Operation of the primary ejector pump is 9. If crossfeed has been selected and main
directly dependent upon: DC electrical power is lost (battery switch
in EMER with a dual generator failure):
A. DC electrical power.
B. High-pressure fuel from the engine- A. The system will remain in crossfeed.
driven fuel pump. B. The crossfeed valves will fail closed.
C. AC electrical power supplied by the C. Both boost pumps will be energized
No. 1 or No. 2 inverter. to terminate crossfeed.
D. Flow from a transfer ejector pump. D. The motive-flow shutoff valve will
fail open.
8. If the engine-driven fuel pump fails:
A. The engine will flame out.
B. The primary ejector pump will fail
also, but the boost pump will be en-
ergized by low pressure and will sus-
tain 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.

The information normally contained in this
chapter is not applicable to this particular aircraft.

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

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

CHAPTER 7
POWERPLANT
#1 DC
GEN
INTRODUCTION
This chapter deals with the powerplants of the Citation Bravo. It also includes informa-
tion regarding related powerplant systems such as engine oil, fuel and ignition, moni-
toring, engine power control, starting, and engine synchronization.
GENERAL ENGINE DESCRIPTION

The Citation Bravo aircraft utilizes two Pratt The PW530A is a twin-spool, low-noise, high
& Whitney Aircraft of Canada Limited bypass ratio, turbofan engine that incorpo-
PW530A engines for propulsion. The engines rates a full length annular bypass duct. The
are lightweight, seven-stage, twin-spool tur- low-speed fan section is driven by a two-stage
bofans that develop 2,887 pounds of flat rated turbine assembly, and the high-speed com-
thrust at sea level to 83°F (28.5°C). pressor section is driven by a single-stage

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high-pressure turbine. Engine power is con- bly. This concentric shaft arrangement allows
trolled through a hydromechanical fuel con- for a free wheeling N 1 rotor assembly.
trol unit (FCU). The engine incorporates a
reverse flow annular combustion chamber to The intermediate case contains an integral ac-
reduce weight. The turbine exhaust assembly cessory gearbox and associated drive system
incorporates a lobe style forced mixer which from the high speed rotor assembly. All
enhances performance. This mixer assembly engine-driven accessories are mounted on the
is also designed to reduce turbulence by grad- accessory gearbox which include the engine
ually mixing hot core air and bypass flow for oil pumps and engine fuel pump with an as-
a smoother exhaust evacuation and noise level sociated fuel control unit (FCU). On each en-
reduction. gine accessory gear box is a starter/generator,
and hydraulic pump.
The PW530A engine is assembled by a com-
puterized part stacking procedure of the two The PW530A engine is controlled by a hydro-
rotor assemblies which optimizes rotor align- mechanical FCU that regulates low rotor (fan)
ment and minimizes rotor plane deviations speed in response to pilot controlled throttle
which significantly reduces vibration levels. lever angle (TLA) through the throttle cable.
The FCU governs high rotor (high-speed com-
Engine Specifications: pressor) speed and schedules fuel flow dur-
ing acceleration and deceleration with
• Maximum dry weight—616.5 lbs. automatic compensation for ambient temper-
(365.1 kg) ature conditions.
• Flat rated thrust—2,887 lbs, SLS to 83°F
(28.5°C) An integral oil tank located in the intermedi-
ate case, provides lubrication to the bearings
• Bypass ratio—3.24:1
and gears.
• Oil quantity (maximum)—5.03 qts.
(4.76L) Air entering the engine is accelerated rear-
• Oil quantity (usable)—1.86 qts (1.76L) ward by the fan and discharged through two
passages. One passage directs airflow through
the outer passage (bypass flow) where it flows
GENERAL OPERATION rearward and is directed through a full length
annular bypass duct to generate thrust.
The PW530A engine is a lightweight, twin-
spool, high bypass ratio, turbofan unit with a full Air flow entering the inner passage (core flow)
length annular bypass duct. The twin-spool de- passes through the stators, then through two
sign incorporates two major counter rotating as- axial flow compressors, and to the centrifugal
semblies that comprise the heart of the engine. high-pressure compressor. High-pressure air
One assembly consists of the single-stage low- is then discharged into the annular reverse flow
pressure (LP) compressor consisting of a sin- combustion chamber through diffuser ducts. A
gle stage fan driven by two low–pressure compressor bleed valve is incorporated in the
turbines, commonly referred to as the N 1 sec- intermediate case to prevent compressor surge
tion. The other assembly consists of the three- by discharging air into the bypass duct.
stage high-pressure (HP) compressor consisting
of two axial compressor stages and one centrifu- In the combustion chamber, core air is mixed
gal stage compressor driven by a single-stage with fuel by 11 hybrid fuel nozzles. The mix-
high-pressure turbine wheel, commonly re- ture is ignited by two spark igniters which pro-
ferred to as the N2 section. The two rotor assem- tr ude into the c ombustion c ha mbe r. Th e
blies are not mechanically connected. The low combustion gases expand and accelerate through
speed N 1 rotor assembly shaft that connects the the high-pressure turbine guide vane ring which
low-pressure turbines to the fan, travels through directs high velocity gases to provide rota-
the hollow center core of the HP rotor assem- tional energy on the high-pressure turbine. The

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high-pressure turbine in turn drives the three- ENGINE SECTIONS

stage high-pressure compressor assembly. The
still expanding gases accelerate rearward
through the low-pressure guide vanes and ro- COMPRESSOR SECTIONS
tate the two low-pressure turbines to drive the
fan. The hot gases are then directed to atmos- The engine compressor section (cold sec-
phere through the exhaust forced (lobe) mixer. tion) consists of the low pressure (LP) rotor
The hot gases from the core mix with com- assembly, intermediate case, LP shaft with
pressed air from the bypass duct to provide number 1, 2, and 5 bearings (Figure 7-1),
total thrust of the engine. high pressure (HP) compressor, and the gas
generator case.
The engine is started by activating the starter
on the accessory gear box to spin the HP rotor. Low Pressure (LP) Compressor
As rpm is increased, ignition and fuel are in-
troduced to complete the combustion process The LP compressor’s function is to supply
to drive the turbines and through the concen- air flow to the core and bypass sections of
tric shaft arrangement, spin the compressors. the engine to produce thrust. The fan is an
When the high speed compressor reaches suf- integral bladed rotor machined from a solid
ficient speed to sustain engine operation, the block of titanium. Attached is an aluminum
starter and ignition source is switched off. At nose cone that is anti-iced continually dur-
that point, the engine produces thrust as re- ing engine operation. The fan is meticu-
quested from the cockpit by throttle move- lously balanced and fan tip clearance can be
ment. The FCU governs N 2 rotor speed by increased or decreased with an adjusting
modulating fuel flow to the combustion cham- spacer located between the fan shaft and
ber. Engine shutdown is accomplished by cut- the hub. The fan stage is supported by the
ting fuel off to the combustion chamber from No. 1 and 2 bearings.
the cockpit (throttles to cutoff).
Figure 7-1. PW530A Rotor Assemblies Cross Section

Low Pressure (LP) Rotor High Pressure (HP)

Assembly Compressor
The LP rotor assembly consisting of the inlet The HP compressor’s function is to increase
cone, LP compressor, LP shaft, low-pressure core air pressure and direct it to the gas gen-
turbines (2), and LP bearings and seals, is erator for combustion, sealing of bearing cav-
trim balanced during engine assembly. During ities, provide hot section cooling, provide
the first test cell run, any remaining unbalance high-pressure bleed air for engine and air-
is corrected by adding counterweights on the frame anti-icing/deicing, and provide air for
fan front balancing flange. These weights are cabin bleed systems. The HP compressor sec-
then recorded on the engine data plate and in tion consists of two axial flow compressors
the engine log book. The fan can be replaced coupled to a centrifugal compressor. The three-
in the field without the need of a balance check stage HP compressors are driven by a single-
run. The LP assembly rotates counter clock- stage HP turbine connected directly by the
wise (looking forward) driven by the two low HP shaft. The HP compressor assembly is sup-
pressure turbines connected by the LP shaft ported by bearings No. 3 and 4 (Figure 7-1).
and supported by bearings No. 1,2, and 5. The HP rotor assembly rotates clockwise, op-
posite of the LP rotor.
Fan Case
The fan case permits shrouding of the LP
Compressor Bleed Off Valve
compressor, establishes tip clearance spec- (BOV)
ifications, and provides containment in case 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 )
of blade fracture. There are stainless steel mounted on the intermediate case allows for
inner guide vanes attached that direct pri- surge-free operation of the engine throughout
mary air flow toward the HP compressor all operating conditions. The BOV is pneumat-
inlet. The first set of inner guide vanes are ically operated but normally controlled elec-
anti-iced by HP compressor discharge (P3) trically by a digital bleed air controller. It is
air selected by the pilot (see Chapter 10, designed to bleed P2.8 air (secondary air from
ICE AND RAIN PROTECTION). A set of the inlet side of the HP centrifugal compres-
aluminum outer guide vanes direct air flow sor, P2.8 bleed slot) into the bypass duct
toward the bypass duct. The outer guide (Figure 7-2). The controller commands the
vanes are not anti-iced. torque motor to control the amount of P3 air
(HP centrifugal compressor discharge air) and
Intermediate Case PX air (controlled air through the torque
motor) sent to the BOV (Figure 7-2). The BOV
The intermediate case is the main structural is fully OPEN at 70% N 2 and below, modulates
case of the engine and machined from magne- between 70% N 2 and 90% N 2 , fully closed
sium casting. The case supports the No. 1, 2, above 90% N 2 . In the pneumatic back-up
and 3 bearings, fan case, gas generator case and mode, the bleed valve control (BVC) signal to
the bypass duct. The accessory gear box is in- the BOV is lost and the torque motor assumes
tegrally casted as part of the bottom section a fixed neutral position. PX air pressure is
of the intermediate case and a “saddle” type now directly proportional to P3 air pressure.
oil tank is incorporated. A mount pad is pro- PX pressure is sufficient to keep the BOV
vided for the P2.8 compressor bleed off valve closed. In the event of a compressor surge,
(BOV) assembly and a bracket located at top P2.8 air increases until it exceeds PX/P3 air
dead center (TDC) is provided to mount the en- and forces the BOV open until the surge con-
gine vibration sensor. The case has four front- dition disappears.
mounted engine attachments to install the
engine on the airframe.

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28 VOLT
DC
P3 AIR
TORQUEMOTOR PX AIR BLEED

T1.4 TEMP (Control Valve) OFF BYPASS
SENSOR VALVE
BLEED
OFF
CONTROL P S
O E
S N
I S
T O
I R
O
N
N2 SPEED
SENSOR
P2.8 AIR
Figure 7-2. BOV Schematic

NOTE The combustion chamber liner is constructed
of nickel alloy and designed in a reverse flow
If the BOV sticks open there will annular configuration. A ceramic-coated ther-
be a corresponding increase of ap- mal barrier is applied to the inside of both the
proximately 30° increase in ITT on inner and outer liners. The ignition plugs pass
the effected engine. through support tubes at the 5 and 7 o’clock
positions. Eleven hybrid airblast fuel nozzles
Gas Generator Case protrude into the combustion chamber liner.
The turbine case houses the hot section com-
The gas generator case contains P3 air supply ponents which include the fuel nozzles, fuel
from the HP compressor through the diffuser manifold and the HP turbine liner. It also pro-
ducts. The case also houses and supports the vides support for the turbine exhaust duct as-
combustion chamber, turbine case assembly, sembly.
and the igniter support tubes.
The HP turbine vane ring is integrally casted
from nickel alloy and contains air-cooled guide
COMBUSTION AND TURBINE vanes to accelerate and direct combustion
SECTIONS gases to the HP turbine.
Combustion Section
Turbine Section
The combustion section (hot section) is con-
tained in the rear of the gas generator case. The The turbine section is composed of a single-
hot section consists of a combustion liner, a tur- stage HP turbine disk rotor (first stage), a two-
bine case assembly and HP turbine guide vanes. stage LP turbine rotor (second and third
stages), and an exhaust assembly.

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The HP turbine disk is designed to pull energy gas flow from the HP turbine to the first stage
from the combustion chamber expanding gases LP rotor disk assembly.
to turn the HP compressor assembly and the
accessory gear box (AGB). The HP disk assem- The turbine exhaust assembly consists of an
bly is single-stage uncooled with directionally exhaust case, and exhaust “lobe” mixer, and
solidified nickel cobalt alloy disks. It is con- an exhaust cone (Figure 7-3). The assembly is
nected to the HP impeller by external splines. comprised of an inner and outer wall joined by
It is balanced during engine assembly with hollow struts. The 6 o’clock strut provides
classified counterweights and recorded in the passage for the No. 5 bearing oil scavenge
engine log book. It is replaceable in the field tube and the mechanical shut–off cable. The
without the need for a balance check run. It ro- 9 o’clock strut provides passage for the No. 5
tates clockwise. bearing oil pressure tube. The case also sup-
ports the T5.1 thermocouples (supplies ex-
The LP turbine rotor assembly pulls energy haust temperature sensors for ITT
from the HP turbine exhaust gases to turn the computation). The forced “lobe” exhaust mixer
LP compressor assembly (fan assembly). It gradually mixes turbine exhaust “core” air
consists of two LP turbine disk rotors with with bypass air flow for a smoother evacua-
interstage guide vanes supported between the tion and noise level reduction. The mixer fur-
LP turbines. One vane guide ring is installed ther enhances performance.
upstream of the LP rotors to direct expanding
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 • Indicating systems (monitoring)

ACCESSORY GEARBOX • Synchronization (both engines)
• Thrust reversing (Chapter 13)
Tower Shaft
• Ground idle system
The N 2 tower shaft meshes with the HP rotor
and the accessory gearbox (AGB) at the
starter/generator gear, all within the interme- ENGINE FUEL SYSTEM
diate case. Both ends of the tower shaft are
equipped with bevel gears and joined by a The main components of the fuel system are
coupling shaft via a spline at both ends to con- the engine-driven fuel pump, hydromechani-
nect to the HP rotor and the AGB. The tower cal fuel control unit (FCU), flow divider, fuel
shaft serves the purpose of turning the HP manifold, fuel nozzles, and the emergency
rotor during start, and upon completion of the fuel shutoff mechanism (Figure 7-4).
start allows the HP rotor to drive the AGB.
Engine–Driven Fuel Pump
Accessory Gearbox (AGB) The engine-driven fuel pump is a two-stage
The accessory gearbox (AGB) is an integral pump integral with the FCU mounted on the
part of the intermediate case and is equipped AGB. The fuel pump (low pressure stage) re-
with various gears, seals, bearings and drive ceives fuel supply from the wing fuel tank at
shafts. It is lubricated by the engine oil sys- low pressure and delivers high-pressure fuel
tem as detailed below. The AGB supplies drive from the high-pressure stage to the FCU. The
pads for the following accessories: pump is not a suction pump and must receive
fuel under pressure to operate. In the unlikely
• Fuel control and integral fuel pump event the pump fails, the engine will flame out.
• Oil pumps (1 pressure and 4 scavenge)
Between the low-pressure stage and the high-
• Hydraulic pump (airframe) pressure stage is a fuel/oil heat exchanger that
• Impeller breather (oil separator) receives fuel and allows the warmer oil to heat
the fuel. The warmed fuel then passes through
• Starter/generator a 10-micron fuel filter and onto the high-pres-
The AGB also supplies installation pads for: sure stage of the pump which delivers fuel to
the FCU.
• Oil/fuel heat exchanger
• Chip collector NOTE
Breather air is discharged rearward through a The fuel/oil heat exchanger should
breather tube into the engine exhaust. eliminate the need for anti-ice in-
hibitors when using jet fuel without
anti-ice inhibitors premixed.
ENGINE SYSTEMS
Engine systems include the following:
NOTE
• Fuel system
If an engine is shutdown in flight
• Power control and windmilling longer than 15 min-
• Lubricating (oil) system utes without the wing fuel boost
pump ON and supplying fuel to the
• Secondary air system engine, the engine-driven fuel pump
• Ignition system must be inspected after landing. The

7-8
PRIMARY &
SECONDARY
WING TANK
FUEL
MAINFOLD &
11 HYBRID NOZZLES
FUEL

NOZZLES
MOTIVE FLOW
EMER
SHUTOFF
VALVE
BYPASS
VALVE
FUEL/OIL
HEAT FLOW
EXCHANGER DIVIDER
FCU
FUEL
PRESSURE FLOW
PRESSURE
ENG FUEL ENG FUEL
OIL FLOW IMPENDING
PUMP PUMP
BYPASS
MANIFOLD
SWITCH
DRAIN
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TWO STAGE FUEL PUMP

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Figure 7-4. Engine Fuel System
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fuel filter between the low-pressure During a subsequent start, the collected fuel
stage and the high-pressure stage of is returned to the engine fuel pump for
the fuel pump is equipped with a by- recirculation.
pass feature. If a restriction occurs in
the filter, the FUEL FLTR BP L or R
annunciator will illuminate to notify Fuel Manifold
the pilot that a serious situation is The fuel manifolds, primary and secondary,
developing. deliver high–pressure fuel to the 11 hybrid
(primary and secondary) fuel nozzles to at-
omize fuel within the combustion chamber.
Fuel Control Unit (FCU) Fuel delivered to the nozzles is under ex-
The FCU receives high-pressure fuel from the treme pressure in order to mix with the high
fuel pump and meters fuel to the flow divider. air pressure being injected into the combus-
It interfaces with the fuel/oil heat exchanger tion chamber. Primary fuel through the pri-
and motive flow fuel supply to the wing tank mary port of the fuel nozzles is atomized
(refer to Chapter 5). The flow divider valve utilizing fuel pressure. Secondary fuel at-
splits metered fuel flow between the primary omization relies on the flow of P3 air through
and secondary manifolds that direct fuel to the combustion chamber liner.
the fuel nozzles. It also acts as a dump valve
to drain the manifolds during engine shut- Emergency Shutoff Valve
down (Figure 7-4).
Primary and secondary fuel passes through a
The FCU computes and schedules fuel flow to normally open shutoff valve from the flow di-
the combustion chamber through the fuel noz- vider prior to reaching the fuel manifold. This
zles. This schedule is a function of: valve is operated mechanically by aft dis-
placement of the low–pressure turbine shaft
• P ow e r l eve r a n g l e ( P L A ) — t h r o t t l e if a decoupling of the low–pressure turbines
position. should occur. A plunger is installed through
• Ambient air temperature the No. 5 bearing housing and borders the ex-
tremity of the low–pressure (N 1 ) turbine shaft.
• HP compressor discharge pressure (P3) A cable is attached to the rear of the plunger
and passes through the 6 o’clock exhaust strut
Flow Divider Valve to the mechanical fuel “emergency” shutoff
valve (Figure 7-5). Rearward displacement of
The flow divider valve regulates the flow of the low pressure turbine shaft will strike the
fuel from the FCU to the primary and second- plunger and activate it to a “tripped” position
ary manifolds. The flow divider valve utilizes thus drawing the emergency shutoff valve
P3 air to regulate fuel to the respective man- closed by movement of the cable assembly. The
ifolds. At engine start, fuel is supplied only shutoff will remain in the tripped (closed) po-
to the primary manifold. At approximately sition until reset by maintenance personnel.
27% N 2 , the secondary manifold is activated,
and now both manifolds are supplying fuel
to the nozzles. Both manifolds remain pres- Fuel Flow Indication
surized with fuel at all normal operating
power settings. A flow meter senses metered fuel flow down-
stream of the FCU and displays fuel flow in
Engines are shutdown by pulling the throttle pounds per hour on a dual LCD gauge on the
back to cutoff. A drain valve is incorporated center instrument panel (Figure 7-6).
into the flow divider to drain residual manifold
fuel into a fuel reservoir when the engine is
shutdown.

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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.
The FCU computes and schedules burn fuel

flow to the engine as a function of: Power
Figure 7-6. Engine Instruments Lever Angle (PLA), ambient temperature
(TTO), and compressor discharge servo pres-
Power source for the fuel flow gauges is sup- sure (P3). The FCU also provides: High–pres-
plied by main DC power with circuit breaker sure relief from the fuel pump, ground and
protection located on the pilot’s circuit breaker flight idle (N 2 ), anti-ice idle (in flight only),
panel. A loss of main DC power will cause the ratio unit (RU) adjustment for acceleration/de-
gauges to go blank. celeration fuel schedule, motive flow, and fuel
cutoff.
NOTE
Fuel flow indication is disabled ENGINE LUBRICATING (OIL)
when the associated throttle is SYSTEM
moved to cutoff. This prevents er-
ratic fuel flow indication as the rpm The engine oil system provides lubrication,
decreases below 10%. cooling and cleaning of all engine bearings and

gears. The system incorporates a pressure the main oil filter and fuel/oil heat exchanger
pump, scavenge pumps, and a secondary air before distribution to the bearings. Calibrated
system. oil nozzles deliver the necessary oil quantity
to the various bearings, gears and splines.
Oil Tank Scavenge pumps scavenge oil from their re-
The oil tank is an integral part of the interme- spective bearings and return the oil directly to
diate case and comprises a saddle-back dual- the oil tank, by a combination of “blow down”
tank design. There is one tank on each side of and dedicated pumps, or indirectly via the ac-
the intermediate case and interconnected. Both c 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
tanks are equipped with sight indicators to (Figure 7-8).
determine quantity. This arrangement allows
the engines to be installed on either side of the
fuselage; however, the nacelle oil access door
Oil Cooling
is only mounted on the outboard nacelle Oil temperature is maintained within limits by
(Figure 7-7). the fuel/oil heat exchanger.
Oil Filter
The main oil filter is used to remove solid
contaminates from the oil. The filter incorpo-
rates an impending bypass switch and bypass
valve. The impending bypass switch will ac-
tivate 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 acti-
vates, oil will bypass both the filter and the
fuel/oil heat exchanger (FOHE).
Figure 7-7. Oil Access Door NOTE

If the OIL FLTR BP L or R light il-
luminates, the crew should monitor
Oil Pumps oil pressure and oil temperature, and
There are five gear oil pumps (Figure 7-8): be alert for possible fuel icing, espe-
cially if untreated fuel is being used.
1. Pressure pump Consider the possibility of partial or
2. AGB scavenge pump total loss of thrust on the affected
engine(s).
3. Nos. 1, 2, and 3 bearing scavenge pump
4. No. 4 bearing scavenge pump
Oil System Indicators
5. No. 5 bearing scavenge pump
Oil pressure is sensed by dual transmitters
The pressure pump is flow regulated and sup- that send signals to the oil pressure indicators
plies oil to satisfy the lubricating require- located on the center instrument panel. The
ments throughout the engine operating range. transmitters sense pressure differential from
Oil supplied from the oil tank passes through the pressure pump output and scavenge pres-
a magnetic chip collector (no associated warn- sure (return) from the No. 4 bearing. The in-
ing light) prior to reaching the pressure pump. dicators are analog vertical tape gauges and
From the pressure pump, oil flows through calibrated in psid. The gauges are color coded

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Figure 7-8. Oil System
with a red arrow at 250 psid (transient), red line NOTE

at 140 psid (maximum continuous), red line at
20 psid (minimum), green stripe between The oil level should be checked as a
45–140 psid (normal operating range above post flight item. For a valid check, the
60% N 2 ), and a yellow stripe between 20 – 45 check should be accomplished 10
psid (minimum operating range below 60% minutes after engine shutdown. The
N 2 ). maximum allowable oil consump-
tion is one quart per 10–hour period.
A low oil pressure switch is located adjacent
to the oil pressure transmitter and senses pres- Oil system specifications:
sure differential between the pressure side
and the suction side of the oil system. The • O i l c o n s u m p t i o n , m a x i m u m ove r a
low oil pressure switch is connected to a warn- 10–hour period: 0.2 lb/hr, provides and
ing light in the annunciator panel. If differen- engine endurance of 23.6 hours.
tial pressure drops below 20 psid, the red LO • Oil tank capacity at maximum level in-
OIL PRESS L or R annunciator will illuminate dication: 5.03 US qts (4.76 L)
and trigger the MASTER WARNING RESET
lights. • Usable oil capacity: 1.86 US qts (1.76 L)
NOTE SECONDARY AIR SYSTEM

It is normal to observe large pres- The secondary air system includes bleed air
sure changes during large power used by the engine for non–propulsion pur-
changes due to the pressure trans- poses and bleed air extracted for use by vari-
mitters recording differential pres- ous aircraft systems.
sure (pressure output vs. scavenge
return pressure).
Engine Bleed Air
(Non–propulsion)
Oil temperature is sensed in the pressure line
past the fuel/oil heat exchanger. The oil tem- Labyrinth seals are used as restrictors to
perature sensor provides a signal to the oil control secondary airflow distribution and
temperature indicator located on the center carbon seals are used for oil retention in
instrument panel. The oil temperature indica- bearing cavities.
tor is an analog instrument that displays a ver-
tical white tape indication adjacent to Bleed air is used to cool hot section components:
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 • P3 air is used to cool HP turbine section
Celsius. The scale is colored green from 10°
to 121° to indicate the normal operating range. • P2.8 air is used to cool the LP turbine
A red line at 121° indicates maximum temper- section
ature allowed. P3 air is used as the servo pressure to modu-
late the BOV position.
NOTE
Air pressure is used to seal bearing cavities to
Engine oils approved for use are assist in scavenging oil to the AGB sump. Air
listed in the LIMITATIONS section. pressure used to seal the bearing cavities along
Normally, brands must not be mixed. 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 housing. The exciter is a noise suppressed,
cavitation of the pressure pump). Air is vented high voltage, capacitor discharge unit that
to the engine exhaust through an oil/air im- provides a burst mode type ignition that pro-
peller/separator mounted on the gearbox. duces 6-7 sparks per second for an initial 30
seconds and then one spark per second con-
The LP compressor nose cone is continually tinuously thereafter. The unit provides ap-
anti-iced by P2.8 air flowing through the LP proximately 8,000 volts to the ignitors.
shaft to the inside of the inlet cone while the
engine is operating. The system utilizes 10 to 32 volts DC input.
The airplane supply of 24 to 28.5 volts is suf-
The T1 thermocouple sensor is continually ficient to power the system. During engine
heated by P3 air any time the engine is oper- starts, the voltage drops to approximately 10
ating (see ITT Instrumentation system below). VDC. The system is capable of continuous
operation when the ignition switch is selected
The first set of LP compressor inlet guide ON or by the engine anti-ice switches selected
vanes aft of the fan, are heated by P3 air to ON (Figure 7-9).
through hollow–cored passages when se-
lected 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 electri-
cally 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 de-
scription of the engine anti-icing system.
Figure 7-9. Anti-Ice/Deice Switch Panel
Engine Bleed Air (Airframe)
P3 ports located on either side of the engine Anytime the ignition system is operating
are available for aircraft use. Bleed air is used (power to the exciter box), green indicator
to provide air conditioning, cabin pressuriza- lights located near the top and adjacent to ig-
tion, airframe anti-icing including the nacelle nition switches are illuminated (Figure 7-10).
“lip,” and deicing boots. Refer to Chapter 10
for a detailed description of the anti-icing and
deicing systems.
IGNITION SYSTEM
Two ignitors protrude into the combustion
chamber at the 5 o’clock and the 7 o’clock
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
high–tension cables to a single exciter box,
mounted on the left side of the fan bypass Figure 7-10. Ignition Switches

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Ignition switches—The two-position GROUND IDLE SYSTEM

NORM–ON ignition switches are located on
the pilots electrical switch panel (Figure 7-10). The PW 530A engine incorporates a ground
In the NORM position, ignition is automatic idle feature, which reduces engine idle rpm for
during start (armed when starter button is de- taxi operations. The system is enabled on the
pressed) when the throttles are advanced to ground by the left main gear squat switch.
IDLE (throttle switches activated) and auto- The system is controlled by a two-position
matic when selecting the engine anti-ice/en- GND IDLE switch located on the tilt panel for-
gine switches to ON. Selecting the ignition ward of the throttles. The switch is labeled
switches ON or engine anti-ice switches ON HIGH and NORM. The switch is normally left
requires a main DC power source supplied in the NORM position except for generator as-
through the extension buses. sisted starts and for touch-and-go landings
when the switch is placed in the HIGH posi-
tion. The slower idle speed allows for better
NOTE taxiing control at lighter weights and in very
When green ignition lights located cold temperatures, thus requiring less wear
adjacent to the ignition switches are on the brakes.
illuminated, they only indicate a DC
power source is completed to the ex- The GND IDLE annunciator light is illumi-
citer box. They do not necessarily nated when the GND IDLE switch is in the
indicate the ignitor plugs are firing. NORM position and the airplane is on the
ground. The light will be illuminated through-
out the takeoff ground roll. The system auto-
SYNCHRONIZATION matically switches to the flight (HIGH) idle
function when the squat switch senses the air-
A three-position engine synchronization plane is airborne and the GND IDLE light will
switch located on the lower right portion of the extinguish.
throttle quadrant labeled ENGINE SYNC,
FAN–OFF–TURB provides the crew with the With the switch in the HIGH position, the idle
capability of synchronizing engine speeds. rpm is approximately 49.5% N 2 , which is nor-
The left engine serves as the MASTER and the mal flight idle. With the switch in the NORM
right engine the SLAVE. Positioning the syn- position, the idle rpm is automatically reduced
chronization switch to either FAN or TURB to approximately 45.5% N 2 8 seconds after the
will activate the system and an amber light ad- landing gear squat switch has sensed a land-
jacent to the switch will illuminate to indicate ing. The 8-second delay will not allow the en-
the system is operating. The system should gines to roll back to low idle immediately in
maintain the slave engine (RH) within 0.1% case of a rejected landing. In addition to the
N 1 or N 2 depending on switch position. The 8-second delay after landing there is also an
switch should be placed OFF during major 8-second delay whenever the switch is moved
power changes and single-engine operation. from the HIGH to the NORM position. In case
of electrical failure the system defaults to the
NOTE flight idle function.
The engine synchronization switch is
required to be OFF during takeoff NOTE
and landing. When operating in visible moisture
and ambient air temperature is +10°C
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 –18ºC,

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turn W/S BLEED air switch to LOW. NOTE

If temperature is –18ºC or below, turn
W/S bleed air switch to HI. Check All engine indicators require main
W/S bleed air valves MAX. For sus- DC electrical except the N 1 , which
tained ground operation, the engines are powered by the emergency DC
should be operated for one out of every bus system. Circuit breakers for en-
four minutes at 65% turbine rpm or gine gauges are located on the pilot’s
above. Limit ground operation of and copilot’s CB panels.
pitot/static heat to two minutes on
with two minutes off between cycles Rotor Speed Sensing System
to preclude system damage.
Two speed sensors, one mounted at the 12 o’-
clock position on the intermediate case (N 1
ENGINE INDICATING SYSTEMS sensor) and one located on the accessory gear-
box (N 2 sensor) provide speed signals to the
Engine instrumentation is provided by a hori- cockpit indicators and to the BVC. The sen-
zontal row of gauges located in easy view in the sors are dual coils, induction type (electrical)
top section of the center instrument panel speed sensors.
(Figure 7-6). From left to right the gauges are:
N 1 sensor reads the speed of the LP shaft and
• N 1 or LP fan rpm—displayed in per- the N 2 sensor reads the speed at the teeth of
centage with white vertical tapes and
digitally to the nearest tenth. Green band the FCU drive gearshaft. The N 2 sensor also
—20% to 100%. Red lined—100%. sends a speed signal to the BVC to compute
correct bleed off valve position.
• ITT—displayed in degrees Celcius by
white vertical tapes. Green band—200°
to 700°. Red lined with dashes across Interturbine Temperature Sensing
both scales—700°, red triangle—740°. System (ITT)
• N 2 or HP turbine rpm—digital read out The ITT measuring system is computed from
only to the nearest tenth expressed in comparing air temperature entering the en-
percentage of rpm. Red lights adjacent gine (T1) with bypass air temperature (T1.4)
to each digital window “flash” red over and adding this comparison to turbine exhaust
100% rpm. temperature (T5.1). The ITT is monitored at
station 4.5. The T4.5 sensing system com-
• Oil Pressure—displayed in psid by white prises two independent measuring systems:
vertical tapes. Green band—45 – 140 T1 and T5.1.
psid. Yellow band—20 – 45 psid. Red
lined with red triangles—250 psid, red
line—20 psid. T1 System
• Oil Temperature—displayed in degrees When sensing the inlet (T1) and outlet (T1.4)
Celsius by white vertical tapes. Green temperatures of the bypass air flow, and sub-
band—10° to 121°. Red lined—121°. tracting T1 from T1.4; the temperature rise
across the fan in the bypass duct is estab-
• 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 lished. The T1 and T1.4 probes contain three
pounds per hour (PPH). thermocouples connected in series. The rise in
• Fuel Quantity—displayed in pounds by temperature across the fan is thus multiplied
white vertical tapes. by three to provide the required data.

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T5.1 System Fuel Quantity

Eight thermocouples installed at station 5.1 See Chapter V, FUEL SYSTEMS.
(T5.1) are connected in parallel. These ther-
mocouples are installed on the exhaust case and
protrude through the case into the exhaust gas
path. Adding three times the fan rise temper- NORMAL OPERATIONS
ature, (T1.4 – T1) to the exhaust gas temper-
ature (T5.1); will provide a total readout of ENGINE STARTING
interturbine temperature at the outlet from the
HP turbine vane ring (T4.5). Therefore, a sim- Description
ulated ITT, T4.5 readout is computed from
the integrated T1 and T5.1 subsystems. The Engine starting is a semiautomatic function.
following mathematical formula applies Once electrical power is applied to the airplane
to ITT: and the starter switch is actuated, power is
applied to the starter until a predetermined
T4.5= 3(T1.4 - T1) + T5.1 engine speed is reached at which time power
is released from the starter.
T1 = Inlet temp obtained from the T1 probe
The starter portion of the starter/generator
T1.4 = Bypass air flow temperature taken operates from electrical power supplied by
from station 1.4 the airplane battery or an external power unit
(EPU). The starter/generator drive shaft is
T5.1 = Average exhaust gas temperature splined to match the output shaft inside the ac-
cessory gear box (AGB). A flexible drive cou-
Vibration Detector pling and shear section is incorporated in the
starter/generator between the drive spline and
The engine vibration detector system is mounted the armature to prevent damage to the AGB if
top dead center (TDC) on the intermediate case a failure occurs.
of the engine. The system consists of an engine
accelerometer connected to an engine vibration The generator control unit (GCU), in conjunc-
monitor unit (EVMU). The system is designed to tion with the start logic printed circuit board
detect minute changes in engine frequency (PCB), controls the start cycle including field
induced by slight rpm changes or vibrations. If weakening for the start mode and discontin-
the vibration monitor detects engine vibration uance of the start cycle when the engine has
higher than a predetermined normal level, a reached a specific speed.
white advisory ENG VIB L or R light
illuminates on the annunciator panel. The white The starting system components in addition to
advisory light will illuminate at a vibration level the starter/generator and the GCU, (start PCBs,
well below a level hazardous to rotor integrity. relays and switches) are located in the aft main
power J-box, and on the pilot’s lower instru-
Oil Pressure ment (switch) panel.
See Oil System, this chapter.
NOTE
Oil Temperature The start logic PCB (Printed Circuit
Board) provides switching and actu-
See Oil System, this chapter. ation control for the GCU, start re-
lays, battery relay, external power
Fuel Flow relay, battery disconnect relay and
See Fuel System, this chapter. power relays as they function during
starting.

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External Power Units (EPU): Current output a ground to engage the start relay. The
should not exceed 1,000 amps or be less than light in the respective start button illumi-
800 amps. nates whenever the start relay is closed.
The ground fault disable logic prevents in-
Adjusting the EPU output not to exceed 1,000 advertent shutdowns due to improper
amps and 28.5 VDC will enable the starter to ground fault signals.
deliver a torque of less than 50% of the allow- • The start relay is held energized closed
able torque. by a ground from the start logic PCB.
• The start relay remains closed applying
Operation battery power to the starter until the
starter/generator speed sensor signal ac-
First Engine Battery Powered tivates the GCU or the starter disengage
Ground Start switch is actuated removing the start
logic PCB ground and causing the start
Electrical Action relay to open. The speed sensor signal
• Generator switches should be placed will activate the GCU at approximately
GEN ON to allow the GCU to close the 38 – 42% N 2 . A relay installed in the
power relay automatically after the en- ground fault circuit prevents nuisance
gine start is complete and bring the gen- tripping of the GCU during starting.
erator on line. • The respective generator power relay
will close and bring the generator on
• Place the battery switch to BATT and en- line when the GCU senses the genera-
sure the battery voltage is at least 24 tor output is equal to system voltage
volts minimum. The battery switch sup- (battery voltage) on the respective feed
plies a ground to the start logic PCB. The bus (GCU bus sensing circuit).
start logic PCB then provides a ground
which energizes the battery relay and Pilot Action
provides power to the battery bus, left
and right main buses, and the emergency • Generator Switches—ON
buses, all in the aft J-box. Power is fur- • Place battery switch to BATT, check
ther supplied through the main distribu- battery voltage minimum 24 volts.
tion system to the left and right extension
and crossover buses (cockpit circuit • Press the start button for the engine to
breaker panel). start (left or right). Notice the respective
starter button light illuminated and the
NOTE engine instrument flood lights illumi-
nate. The instrument panel lighting will
Power has to be available through begin to fade as the battery voltage de-
t h e L a n d R S TA RT C B s o n t h e creases to approximately 10 - 15 volts.
pilot’s and copilot’s CB panel in Note the respective FUEL BOOST LH
order to energize the respective start or RH annunciator illuminates and the
engine circuits. associated LO FUEL PRESS LH or RH
light extinguishes.
• Press the left or right starter switch which • Observe N 2 speed. As speed reaches 8%
provides a ground to the start logic PCB N 2, advance throttle to idle. Verify green
that in turn inputs a start command to the ignition light illuminates (adjacent to
GCU. The start logic PCB also turns on the ignition switch). Engine should ig-
the engine instrument floodlights and dis- nite within 10 seconds. Observe ITT and
ables the ground fault circuit. The GCU N 2 for sign of “light off.”
commands the start logic PCB to supply

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• Observe ITT and N 2 increasing. Ensure • At 38-42% N 2 , verify starter disengage-

ITT doesn’t exceed limits, 740°. ment (starter switch light OFF, ignition
Normally, should not exceed 690°. light OFF, respective FUEL BOOST L
or R annunciator extinguished, and the
NOTE engine instrument floods OFF).
If “light off” does not occur within • Note the respective GEN OFF L or R an-
10 seconds of advancing the throttle nunciator extinguished, the ammeter
or idle is not achieved within 30 sec- gauge should reflect a load on that side
onds or there is no N 1 speed by 25% and voltmeter should indicate 28.5 VDC.
N 2 , abort the start. • Verify oil pressure is within starting
limits.
NOTE • Engine rpms should increase and stabi-
lize at approximately 49.5 ± 1.0% N 2 in
A rapid ITT rise during starts is nor- HIGH IDLE (45.5 ± 1.0% N 2 in NORM)
mal; however, if ITT is rapidly ris- with ignition NORM, cockpit bleed air
ing past 690°, abort start. NORM, and anti-icing bleeds OFF.
Observe all engine instruments are
within limits. Check respective fuel, oil,
NOTE generator, and hydraulic annunciator
lights are extinguished.
Abort the start by placing the throt-
tle to cutoff, ensure ignition lights are
out, and continue to motor the engine Second Engine Cross Generator
with the starter for 15 seconds to Assist Start
clear fuel from the combustor. Push
the starter disengage switch. Electrical Action
Determine the cause and correct be-
fore proceeding. Allow N 2 to reach
zero rpm before attempting restart. CAUTION
Observe starter minimum cool time,
30 seconds, before attempting a The operating engine must be at high
restart. idle for a cross generator start.
CAUTION • Press starter button switch (engine to be

started), which provides a ground to the
If engine speed increases rapidly dur- start logic PCB that in turn inputs a start
ing starts or at any steady state set- command to the GCU. The start logic
ting with no throttle movement, PCB also turns on the cockpit floodlights
shutdown engine immediately. and disables the ground fault circuit. The
GCU commands the start logic PCB to
supply a ground to engage both start re-
WARNING lays. Both start button lights illuminate
indicating both left and right start relays
If internal engine fire follows shut- are closed. The operating engine gener-
down (visual indications or high ator is now supplying the majority of the
ITT), engage starter and motor en- power requirements to the opposite starter
gine for 15 seconds, disengage starter via the hot battery bus; however, the bat-
and if the fire persists, press engine tery is still involved in the start. The
fire switch to arm fire extinguishers ground fault disable logic prevents inad-
and fire the fire extinguisher(s) into vertent shutdowns due to improper
the nacelle. ground fault signals.

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• The start logic PCB removes the ground • Again, observe N 2 speed. As speed
from the battery relay and causes it to reaches 8% N 2 , advance throttle to idle.
open to isolate the opposite generator Verify green ignition light illuminates.
from the main feed bus circuitry and Engine should ignite within 10 sec-
prevent a parallel path of amperage flow onds. Observe ITT and N 2 for sign of
through the 225 amp current limiter on “light off.”
the operating side generator main bus.
Due to high amperage loads involved • Observe ITT and N 2 increasing. Ensure
during engine starts, the 225 amp CL ITT doesn’t exceed limits. Observe the
would “blow” open if the circuit was same notes, caution and warning as
not isolated. stated during the first engine start above.
• The start relays are held energized closed • At 38-42% N 2 , verify starter disengage-
by a ground from the start logic PCB. ment (both starter switch lights OFF,
ignition lights OFF, FUEL BOOST L
• The start relays remain closed applying and R annunciators extinguished, and
generator and battery power to the the engine instrument floods OFF).
starter until the starter/generator speed
sensor signal activates the GCU or the • Note GEN OFF L and R annunciators ex-
starter disengage switch is actuated re- tinguished, the ammeter gauges should
moving the start logic PCB ground reflect equal loads indicating the gener-
causing the start relays to open. The ators are sharing the total load (within
speed sensor signal will activate the 10% of the total) and voltmeter should
GCU at approximately 38-42% N 2 . A indicate 28.5 VDC.
relay installed in the ground fault cir- • Verify oil pressure is within starting
cuit prevents nuisance tripping of the limits.
GCU during starting.
• Engine rpms should increase and stabi-
• The respective generator power relay will lize at approximately 49.5 ± 1.0% N 2
close and bring the generator on line with ignition NORM, cockpit bleed air
when the GCU senses the generator out- NORM, and anti-icing bleeds OFF.
put is equal to system voltage (opposite Observe all engine instruments are
generator voltage) on the respective feed within limits. Check respective fuel, oil,
bus (GCU bus sensing circuit). generator, and hydraulic annunciator
Pilot Action lights are extinguished.
• Ground idle switch HIGH. • Engine annunciators extinguished.
• Press the start button for the engine to First Engine External Power Unit
be started. Notice both starter button
lights illuminate and the engine in- (EPU) Start
strument flood lights illuminate. The
instrument panel lighting will begin Electrical Action
to fade again as the majority of the • Ensure the EPU is set for 28-28.5 VDC
operating engine generator power is and amperage set knob does not exceed
directed to the opposite starter through 1,000 amps. Connect the EPU.
the hot battery bus. The main feed bus
circuitry is isolated from the starter • Both generator switches should be OFF
as the battery relay opens to prevent to eliminate the generators from coming
“blowing” a 225-amp current limiter. on line and tripping the EPU off line.
Note the respective FUEL BOOST L or • Place the battery switch to BATT and en-
R annunciator illuminates and the assure the voltmeter is indicating at least
sociated LO FUEL PRESS L or R light 28 volts minimum (ensures the exter-
extinguishes. nal power relay is closed and the EPU

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is on line). The battery switch supplies Pilot Action

a ground to the start logic PCB. The
start logic PCB then provides a ground • Note battery voltage minimum of 24
which energizes the battery relay and volts prior to connecting an EPU.
provides power to the battery bus, left • Generator switches OFF.
and right main buses, and the emergency
bus, all in the aft J-box. Power is further • Place battery switch to BATT, check
supplied through the main distribution voltmeter minimum 28 volts.
system to the left and right circuit • Press the start button for the engine to
breaker panels (left and right extension be started (left or right). Notice the re-
and crossover buses). spective starter button light illuminated
and the engine instrument flood lights
NOTE illuminate. The instrument panel light-
Power has to be available through ing will begin to fade but not as notice-
the L and R START CBs on the pi- able as during battery starts. Note the
lots and copilot’s CB panels in order respective FUEL BOOST LH or RH an-
to energize the respective engine start nunciator illuminates and the associ-
circuits. ated LO FUEL PRESS LH or RH light
extinguishes.
• Observe N 2 speed. As speed reaches 8%
• Press the left or right starter switch which N 2, advance throttle to idle. Verify green
provides a ground to the start logic PCB ignition light illuminates. Engine should
that in turn inputs a start command to ignite within 10 seconds. Observe ITT
the GCU. The start logic PCB also turns and N 2 for sign of “light off.”
on the engine instrument floodlights and
disables the ground fault circuit. The • Observe ITT and N 2 increasing. Ensure
GCU commands the start logic PCB to ITT doesn’t exceed limits. Observe the
supply a ground to engage the start relay same notes, caution and warning as
and causes the battery disconnect relay stated during the first engine battery
to open and take the battery off line. The powered ground start above.
light in the respective start button illumi- • At 38 – 42% N2, verify starter disengage-
nates whenever the start relay is closed. ment (starter switch light OFF, ignition
The ground fault disable logic prevents light OFF, respective FUEL BOOST L
inadvertent shutdowns due to improper or R annunciator extinguished, and the
ground fault signals. engine instrument floods OFF). GEN
• The start relay is held energized closed OFF L and R annunciators remain illu-
by a ground from the start logic PCB. minated. The voltmeter should indicate
28-28.5 VDC and the ammeters should
• The start relay remains closed applying not register.
EPU power to the starter until the starter/
generator speed sensor signal activates • Verify oil pressure is within starting
the GCU or the starter disengage switch limits.
is actuated removing the start logic PCB • Engine rpms should increase and stabi-
ground causing the start relay to open lize at approximately 49.5 ± 1.0% N 2 in
and simultaneously closing the battery HIGH IDLE (45.5 ± 1.0% N 2 in NORM)
disconnect relay (battery back on line). with ignition NORM, cockpit bleed air
The speed sensor signal will activate NORM, and anti-icing bleeds OFF.
the GCU at approximately 38-42% N 2 . Observe all engine instruments are
A relay installed in the ground fault cir- within limits. Check respective fuel,
cuit prevents nuisance tripping of the oil, and hydraulic annunciator lights
GCU during starting. are extinguished.

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Second Engine EPU Start • Verify oil pressure is within starting

limits.
Electrical Action • Engine rpms should increase and sta-
• Same action as First Engine EPU Start. bilize at approximately 49.5 ± 1.0%
N 2 in HIGH IDLE (45.5 ± 1.0% N 2 in
Pilot Action NORM) with ignition NORM, cockpit
bleed air NORM, and anti-icing bleeds
NOTE OFF. Observe all engine instruments
are within limits. Check respective
If the generator(s) were in the GEN fuel, oil, and hydraulic annunciator
position, the operating generator will lights are extinguished.
be on line and the EPU will be off line
and the second engine start will be a • Engine annunciators extinguished ex-
cept the amber GROUND IDLE if the
generator assisted cross generator ground idle switch is NORM and GEN
start. OFF L and R.
• Give ground crew the signal to discon-
• Press the start button for the engine to nect the EPU. After the EPU is discon-
be started. Notice only that respective nected, check voltmeter for battery
starter button illuminates and the en- voltage, 24 – 25 volts (verifies battery
gine instrument flood lights illuminate. is connected).
The instrument panel lighting will begin
to fade again but not as much as a cross • Place both generator switches to GEN
generator start. The battery relay re- ON. GEN OFF L and R annunciators
mains closed and the battery disconnect extinguish and voltmeter indicates 28.5
relay opens (battery off line). The gen- VDC and ammeters are displaying equal
erator power relays remain open and the loads (within 10% of the total load).
GCU is isolated from sending parallel
power through the 225-amp current lim- In Flight Restart—One Engine
iters. Note the respective FUEL BOOST
L or R annunciator illuminates and the Electrical Actions
associated LO FUEL PRESS L or R light
extinguishes. • Ensure throttle cutoff, generator switch-
GEN ON, Firewall Shutoff—OPEN, and
• Again, observe N2 speed. As speed reaches ignition switch–NORM.
8% N 2, advance throttle to idle. Verify
green ignition light illuminates. Engine • Press the starter switch which provides
should ignite within 10 seconds. Observe a ground to the start logic PCB that in
ITT and N2 for sign of “light off.” turn inputs a start command to the GCU.
The GCU commands the start logic PCB
• Observe ITT and N 2 increasing. Ensure to supply a ground to engage the start
ITT doesn’t exceed limits. Observe the relay. The light in the respective start
same notes, caution and warning as button illuminates whenever the start
stated during the first engine start above. relay is closed. The ground fault dis-
• At 38 – 42% N2, verify starter disengage- able logic prevents inadvertent shut-
ment (the starter switch light OFF, ig- downs due to improper ground fault
nition lights OFF, FUEL BOOST L and signals.
R annunciators extinguished, and the • Left squat switch logic (in flight) prevents
engine instrument floods OFF). the opposite start relay from closing to
prevent a power drain on the main elec-
trical system.

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• The start logic PCB removes the ground Pilot Action

from the battery relay and causes it to
open to isolate the opposite generator • Press the start button. Notice only the re-
from the main bus circuitry and prevent spective starter button light illuminates.
a parallel path of amperage flow through Note the respective FUEL BOOST L or
the 225-amp current limiter on the oper- R annunciator illuminates and the asso-
ating side generator main bus. Due to ciated LO FUEL PRESS L or R light
high amperage loads involved during en- extinguishes.
gine starts, the 225-amp current limiter • Observe N 2 speed. As speed reaches 8%
would “blow” open if the circuit was not N 2, advance throttle to idle. Verify green
isolated. ignition light illuminates. Engine should
• The start relay is held energized closed ignite within 10 seconds. Observe ITT
by a ground from the start logic PCB. and N 2 for sign of “light off.”
• The start relay remains closed applying • Observe ITT and N 2 increasing. Ensure
battery power to the starter until the ITT doesn’t exceed limits.
starter/generator speed sensor signal ac- • At 38 – 42% N2, verify starter disengage-
tivates the GCU or the starter disengage ment (starter switch light OFF, ignition
switch is actuated removing the start light OFF, and the respective FUEL
logic PCB ground and causing the start BOOST L or R annunciator extinguished).
relay to open. The speed sensor signal
will activate the GCU at approximately • Note GEN OFF L and R annunciators ex-
38 – 42% N 2 . A relay installed in the tinguished, the ammeter gauges should
ground fault circuit prevents nuisance reflect equal loads indicating the gener-
tripping of the GCU during starting. ators are sharing the total load (within
10% of the total) and voltmeter should
• The respective generator power relay indicate 28.5 VDC.
will close and bring the generator on
line when the GCU senses the genera- • Verify oil pressure is within starting
tor output is equal to system voltage on limits.
the respective feed bus (GCU bus sens- • Engine rpms should increase and sta-
ing circuit). bilize at idle power. Observe all en-
gine instruments are within limits.
Check the respective engine annunci-
ators extinguished.

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REVIEW QUESTIONS
1. The primary thrust indicator for the PW 6. Which statement is correct?
530 A is:
A. Fuel is used to cool the engine oil via
A. Fuel flow a fuel-oil heat exchanger.
B. N1 B. The accessory gearbox has its own
C. ITT lubricating system.
D. N2 C. The only indication of a low oil pres-
sure condition is the red OIL PRESS
2. If one ignitor plug has failed, the result WARN light on the annunciator panel.
will be: D. The ITT gauge provides its own elec-
trical power for activation.
A. A normal engine start.
B. A hot start. 7. The maximum allowable oil consump-
C. No combustion. tion for the PW 530 A is approximately:
D. No start button light.
A. One quart every 10 hours
3. In a normal engine start, ignition acti- B. One quart every 4 hours measured
vates by: over a 10–hour period
C. 1 / 2 gallon every 40 hours
A. Turning the ignition switches to
D. Oil consumption should be zero.
ON at 8 to 10% N 2 .
B. Moving the power lever to idle at 8 to 8. If the N 1 shaft shifts to the rear beyond a
10% N 2 . predetermined distance:
C. Depressing the start button.
A. The engine automatically shuts down.
D. Motive flow fuel pressure.
B. The vibration detector causes illumi-
4. Ignition during engine start is normally nation of the master warning lights.
terminated by: C. The synchronizer shuts the engine
down.
A. Turning the ignition switches to OFF. D. All of the above.
B. The speed sensing switch on the
starter/generator. 9. The following engine instruments are
C. Turning the boost pump off. available in the event of a loss of normal
D. Opening the IGN circuit breakers on DC electrical power:
the circuit breaker panel. A. N 1 and ITT
5. With the ignition switch in NORM, B. N 1 , N 2 , and ITT
power will automatically be applied to C. N 1 tapes and digits
the ignitors: D. 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.

10. The ground idle system: 15. Start sequence termination is indicated by:
A. Reduces N 1 rpm to 49.5%. A. Boost pump activation.
B. Increases N 2 rpm to 45.5%. B. Ignition lights on.
C. Can be pneumatically operated. C. Start button light comes on.
D. Is deactivated at liftoff. D. Engine instrument floodlight goes
out.
11. The GROUND IDLE light:
16. The start sequence is terminated by:
A. Is on when the switch is in HIGH.
B. Is on with system failure. A. The starter disengage button.
C. Requires emergency bus power to 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
illuminate. starter/generator.
D. Is on when the switch is in NORM, air- C. The GCU sensing an overvoltage
craft on the ground and normal DC condition.
power is available. D. Either A or B
12. The ground idle system: 17. If one channel of the ignition exciter box
fails:
A. Should be in NORM for cross gener-
ator starts. A. There will be no green ignition light.
B. Requires main DC power for operation. B. There will be a green ignition light.
C. Should be in NORM with anti-ice sys- C. Both ignition lights will come on for
tem on while taxiing. that engine start.
D. Reduces takeoff field length require- D. There will be no ignition.
ments.
18. When the start button is pressed, the:
13. The ground idle system:
A. FUEL BOOST ON light goes out, the
A. Requires electrical power to reduce N2 instrument floodlight comes on, and
rpm. the FUEL LOW PRESS light comes on.
B. Requires electrical power to increase B. Ignition light comes on immediately.
N 2 rpm. C. Instrument floodlight comes on, the
C. Fails to 45.5% N 2 . FUEL BOOST ON light comes on, and
D. Reduces N 2 rpm to 49.5% on touch- the FUEL LOW PRESS light goes out.
down with the switch in NORM. D. Ignition light comes on, the HYD
FLOW LOW light comes on, and the
14. An increase of ITT should take place: N 1 tape indicates an immediate but
gradual rpm increase.
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.

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19. The cockpit indications that a generator

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

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

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

CHAPTER 8
FIRE PROTECTION
FIRE
WARN
FIRE PULL
INTRODUCTION
The Citation Bravo is equipped with engine fire detection and fire-extinguishing sys-
tems 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 com- the second bottle is available for discharge
posed of two sensing loops, two control units into the same engine. The fire bottles are lo-
(one for each engine) located in the tail cone, cated in the tail cone of the airplane.
one ENG FIRE warning switchlight for each Abnormal ambient temperature will also
engine, two fire extinguisher bottles which are cause the bottles to automatically discharge
activated from the cockpit, a fire detection cir- 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 .
cuit test and a fire detection fault annuncia- Selected engine-related systems are auto-
t 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 matically shutdown upon activation of the
two-shot system; if an engine fire is not ex- fire protection system by the pilot.
tinguished with actuation of the first bottle,

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ENGINE FIRE switchlight. The detection system is powered

by main DC power supplied through the LH
DETECTION AND and RH FIRE DETECT circuit breakers on
the LH cockpit circuit-breaker panel. Figure
INDICATORS 8-1 shows the routing of the fire sensing loop
and the control units.
SENSING LOOPS AND
CONTROL UNITS NOTE
Within each engine nacelle are two heat sens- If the fire detection loop experiences
ing cables, or loops, one mounted around the a fault, a FIRE DET SYS L or R an-
lower engine accessory section and one sur- nunciator will illuminate.
rounding the engine combustion section. The
sensing loops are flexible, stainless steel tubes
containing a single wire centered in the semi- ENG FIRE AND BOTTLE
conductor material. The loops are connected ARMED SWITCHLIGHTS
to control units that monitor electrical resist-
ance. As the loop is heated, it’s electrical re- The red LH and RH ENG FIRE warning
sistance decreases. At a temperature of 500°F, switchlights are located on the glareshield
a circuit is completed to the control unit which (Figure 8-2). In the event of an engine fire
illuminates the applicable red ENG FIRE or overheat condition, the applicable fire
CONTROL
UNITS
SENSING
CABLE
SUPPORT
FRAME
Figure 8-1. Engine Fire Detection System

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warning switchlight illuminates (fire lights ENGINE FIRE

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 EXTINGUISHING
switchlight illuminates both white BOTTLE
ARMED switchlights, which fire the fire
bottles when depressed. EXTINGUISHER BOTTLES
Two extinguishing agent bottles are located
in the tail cone area (Figure 8-4). Both bot-
tles use common plumbing to both nacelles,
providing the airplane with a two-shot sys-
tem. The bottles are charged with monobro-
motrifluoromethane (CBrF3) nitrogen
pressurized to 600 psi at 70°F. A pressure
gauge is mounted on each bottle with an ad-
jacent 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 extin-
Figure 8-2. Fire Warning Switchlights and guishing agent is accomplished by the elec-
Controls trical firing of an explosive cartridge on the
bottle.
FIRE DETECTION SYSTEM
TEST
The rotary test switch (Figure 8-3) on the pilot’s
instrument panel is used to test the fire detec-
tion system. When FIRE WARN is selected,
both ENG FIRE switchlights will illuminate.
TEST
OFF FIRE
ANNU WARN
LDG
AVN GEAR
SPARE BATT
TEMP Figure 8-4. Engine Fire Bottles
ANTI
SKID AOA
OVER T/REV
SPEED W/S TEMP The filler fitting on each bottle incorporates a
fusible element that melts at approximately
210°F ambient temperature, releasing the con-
Figure 8-3. Rotary Test Switch tents through the filler fitting into the tail cone.

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OPERATION releasing its contents into the engine na-

celle. The BOTTLE ARMED switchlight
An engine fire or overheat condition is indi- goes out.
cated by illumination of the applicable ENG
FIRE switchlight on the glareshield (Figure 8- If the ENG FIRE switchlight remains on after
2). After verifying a fire actually exists, lift- approximately 30 seconds, indicating the fire
ing the plastic cover and depressing the still exists, the remaining BOTTLE ARMED
illuminated ENG FIRE switchlight causes switchlight may be depressed to release the
both white BOTTLE ARMED switchlights to contents of the remaining bottle into the same
illuminate, arming the circuits to the bottles nacelle.
for operation. In addition, the fuel and hy-
draulic firewall shutoff valves close (respec- Detection and extinguishing system electrical
tive FUEL PRESS LO, HYD PRESS LO, and power is supplied from the main DC system.
F/W SHUTOFF annunciators illuminate), and
the generator field relay is tripped off (GEN Depressing the ENG FIRE switchlight a sec-
OFF annunciator comes on). The circuit to ond time opens the fuel and hydraulic shutoff
the thrust reverser isolation valve is also dis- valves and disarms the extinguishing system.
abled, which prevents inadvertent deployment The generator field relay is energized when the
of the thrust reverser on that engine. engine is restarted with starter assist. If op-
tional thrust reversers are installed, the isola-
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 tion valve will be reenabled.
ARMED switchlight fires the explosive car-
tridge on the selected bottle (Figure 8-5),
CONTROL UNIT REAR PRESSURE BULKHEAD
BOTTLE 1
FIRE
DETECTION
LOOP
BOTTLE 2
LEGEND
EXTINGUISHING
AGENT
Figure 8-5. Engine Fire-Extinguishing System

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NOTE PORTABLE FIRE

If the respective L or R FIRE DET
SYS annunciator illuminates due to EXTINGUISHERS
a defective fire detection system, the
ENG FIRE switchlight will not illu- Two hand-held fire extinguishers provide for
minate if an engine fire occurs on interior fire protection. Both are 2 1/2-pound
the respective engine. Halon fire-extinguishers, charged with nitro-
gen to 125 psi. One of the extinguishers is lo-
cated under the copilot’s 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 5. If the contents of a bottle have been dis-
when: charged into a nacelle and the ENG FIRE
switchlight remains on:
A. It is depressed.
B. The MASTER WARNING lights illu- A. The fire has been extinguished.
minate for an engine fire. B. The other bottle can be discharged into
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 the same nacelle by depressing the
reaches 500°F. other BOTTLE ARMED switchlight.
D. Electrical resistance of the sensing C. The fire still exists, but no further ac-
loop increases due to increasing nation can be taken.
celle temperature. D. The same BOTTLE ARMED switch-
light can be depressed again, firing a
2. Depressing an illuminated ENG FIRE second charge of agent from the same
switchlight: bottle.
A. Fires bottle No. 1 into the nacelle. 6. Depressing the ENG FIRE switchlight a
B. Fires bottle No. 2 into the nacelle. second time:
C. Fires both bottles into the nacelle
A. Opens the fuel shutoff valve.
D. Illuminates both BOTTLE ARMED
switchlights, arming the system. B. Opens only the hydraulic shutoff
valve.
3. After a bottle has been discharged into C. Resets the generator field relay.
a nacelle: D. All the above.
A. No cleaning of the engine and nacelle 7. If a FIRE DET SYS L or R annunciator
area is required. illuminates:
B. A through cleaning of the engine and
nacelle area is required. A. An engine fire will illuminate the red
C. An inspection of the engine and na- ENG FIRE RH or LH switchlight.
celle area is required to determine if B. An engine fire will not illuminate the
cleaning is necessary. red ENG FIRE RH or LH switchlight.
D. None of the above. C. During the rotary test function, indi-
cates the FIRE detection system is
4. When the fire-extinguishing system is defective.
armed for operation: D. During the rotary test function, in-
dicates the fire detection system is
A. T h e F U E L L OW P R E S S l i g h t
operational.
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.

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

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
L R
AIR
15
5
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 sys-
tem functions. Safety devices are incorporated to prevent excessive pressure, and con-
trol switches and condition indicating lights are integral parts of the instrument panel.
GENERAL
Bleed air from each engine is extracted from • Through check valves for distribution to
the engine high-pressure compressor section the windshield anti-ice, cabin door seal,
and routed to four different items: and pressurization control systems.
• To the flow control valves for use by • To the emergency valve for alternate
the air cycle machine. 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 accom- the EMER valve is deenergized closed. No
plished with the PRESS SOURCE selector lo- air enters the ACM or the pressure vessel from
cated on the lower center instrument “tilt” the engines. Bleed air is still available to the
panel. Sensors located in critical areas of the service air system; however, ram air from the
air system cause illumination of annunciator tail cone enters the pressure vessel through
lights on the main annunciator panel located the normal distribution ducting if the cabin
on the center instrument panel. is unpressurized.
The GND position of the PRESS SOURCE

selector is functional only on the ground. It
SYSTEM DESCRIPTION opens the ground valve and allows a larger
mass flow of air from the right engine to enter
DISTRIBUTION the pneumatic manifold. When the valve is
open, a BLD AIR GND light on the annunci-
Bleed air from each engine is routed to the as- ator panel illuminates.
sociated welded cluster assembly, then on to
three different areas (Figure 9-1). Air from If the right engine is advanced above approx-
the cluster is routed through check valves to imately 72% N 2 , a primary pressure switch
a ducting system that distributes the air to the causes the ground valve to close, thus pre-
windshield anti-ice system and the pneumatic venting too much air from being supplied to
distribution regulator (service air). The regu- the ACM manifold and turbine. This action
lator, in turn, distributes air to the cabin door causes the BLD AIR GND light to extinguish.
seal, the outflow valves, and deice boots. Air When the throttle is retarded below 72% N 2 ,
from the left engine cluster is routed to the the valve opens again, and the BLD AIR GND
emergency pressurization valve for distribu- light reilluminates. If the primary pressure
tion to the system mixing tube. The emer- switch fails to close the valve, the right engine
gency pressurization valve can be opened only rpm exceeds approximately 74% N 2 , the sec-
in flight. It is used to provide alternate pres- ondary pressure switch closes the ground valve
surization air should normal sources fail. Air and illuminates the ACM O’PRESS light. The
from the right cluster is routed to the ground ground valve does not open again until normal
valve for use by the air cycle machine (ACM) DC power is interrupted by removing power
during ground operation. The valve can be from the buses or by pulling the NORM PRESS
opened only on the ground and allows a larger circuit breaker.
volume of bleed air from the right engine for
use by the ACM. Air from both clusters is The L and R positions limit pneumatic bleed-
routed through flow control shutoff valves air input, to the engine associated with the se-
and manifolded for use by the ACM. lected switch position. The LH position allows
use of air from the left engine and shuts off air
CONTROL from the right engine. With the RH position
selected, the process is reversed.
The PRESS SOURCE selector (Figure 9-2)
determines the amount of air that enters the The NORMAL position opens the left and
cabin and from what source it is supplied. right flow control valves and allows bleed air
from both engines to pass through into the
The control switch has positions labeled bleed-air manifold, then into the ACM. The
OFF–GND–L–NORMAL–R–EMER. valves fail to the NORMAL position if normal
DC power is lost; all takeoff performance data
The OFF position closes all environmental is based on this position.
bleed air valves. The L and R flow control
shutoff valves are energized closed by DC and

DEICE BOOTS
WINDSHIELD
ANTI ICE
OUTFLOW VALVES

DOOR SEAL
VACUUM EJECTOR
2-WING
MANUAL VALVES 1-TAIL
CABIN AIR
BLEED AIR
L WINDSHIELD R
OFF MAX OFF MAX 23 PSI PRESSURE CABIN AIR
PULL RAIN
REGULATOR
HEAT RESTRICTER
EXCHANGER
EMERGENCY CABIN
PRESSURIZATION
74% 72%
ACM
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SHUTOFF VALVES
9-3
Figure 9-1. Pneumatic System Diagram

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When the EMER position is selected in flight,

bleed air from the left engine is routed di-
rectly into the cabin, bypassing the ACM.
Temperature and volume are varied with the
left throttle.
If a complete DC electrical power failure oc-

curs, regardless of the PRESS SOURCE se-
lector position, pneumatic air is supplied as if
the switch were positioned to NORMAL.
Without electrical power, the emergency pres-
surization valve fails closed, and the two flow
control and shutoff valves fail open. If se-
Figure 9-2. PRESS SOURCE Selector
lected, 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 pressur- 3. The flow control valves, when open allow
ization when the EMER PRESS light is engine bleed air to operate the:
illuminated in flight is:
A. ACM.
A. Either the left or right engine. B. Windshield anti-ice.
B. The left engine only. C. Entrance door seal.
C. The right engine only. D. All of the above.
D. Ram air.
4. The entrance door seal air is supplied by:
2. The systems that use pneumatic bleed air
for operation are the: A. Regulated bleed air from the right
engine only.
A. Emergency brakes and entrance B. Regulated bleed air from the left en-
door seal. gine only.
B. Surface deice, thrust reversers, en- C. Regulated bleed air when either en-
trance door seal, and ACM. gine is operating.
C. Entrance door seal, ACM, and thrust D. Regulated ram air.
reversers.
D. Entrance door seal and ACM.

CHAPTER 10
ICE AND RAIN PROTECTION
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

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 System—Off................................................................ 10-8
10-9 Engine and Wing Anti-Ice System—Operating ..................................................... 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 System—Off.......................................................... 10-13
10-14 Wing and Empennage Deice System—Operating ............................................... 10-14

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CHAPTER 10
ICE AND RAIN PROTECTION
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 in-
stalled 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 en-
tering 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 pre- the pilot’s switch panel, control the flow
vent ice formation on the T1 temperature of bleed air to the inlet duct and stator vanes
probe, nose cone, nacelle inlet, and first set of each engine. The T1 probe and nose cone
of stator vanes of each engine. Electrically are anti-iced continuously during engine
operated valves, controlled by a switch on operation.

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Electrical heaters, controlled by a switch on lower pilot’s and copilot’s static ports (one
the pilot’s switch panel, are used to anti-ice on each side of the fuselage, below the cock-
the inboard section of each wing. pit) and the angle-of attack probe heater. It
also powers the standby pitot tube just below
Engine bleed air is discharged through nozzles and ahead of the escape hatch and its two
in front of the windshield for anti-ice protec- middle static ports on each side of the fuse-
tion of the windshield. Isopropyl alcohol is lage. The power to operate the system is from
available for anti-icing of the left windshield the left extension bus for the pilot’s pitot and
in the event bleed air is unavailable. Rain re- static heaters and the angle-of-attack probe
moval provided by deflecting air away from heater and from the right crossover bus for
the windshield via a set of doors. the copilot’s pitot and static heaters. The
power to operate the standby pitot and static
Figure 10-1 depicts the ice-protection sur- port heaters is from the emergency bus,
faces on the airplane. 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 anti-
ANTI-ICE SYSTEMS ice system and the AOA anti-ice system.
PITOT AND STATIC ANTI-ICE Failure of the system is indicated by illumi-

SYSTEM nation of the P/S HTR OFF LH–RH annunci-
ator light if either pitot head or any of the four
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 crew static port heaters fail. If the angle-of-
(Figure 10-2) controls power to the pilot’s and attack probe heater fails, only the AOA HTR
copilot’s pitot tube heaters, the upper and FAIL light illuminates.
Figure 10-1. Ice Protection Surfaces

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PITOT-STATIC ANTI-ICE SWITCH

RH PITOT TUBE (TYPICAL)
LH STATIC PORTS (TYPICAL)
Figure 10-2. Pitot-Static Anti-Ice Components
A failure of the standby pitot head or any of the TAS HTR circuit breaker on the left cir-
its two standby static port heaters will illumi- cuit-breaker panel. The probe is anti-iced only
nate only the STBY P/S HTR OFF light. Three in flight with the avionics master switch ON.
annunciator lights are on if the pitot static There are no warning lights associated with
switch is OFF (P/S HTR OFF LH–RH, STBY this system.
P/S HTR OFF, AOA HTR FAIL).
CAUTION
Limit ground operation of the pitot-
static 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

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WINDSHIELD ANTI-ICE AND air through a heat exchanger. The controller

receives three inputs: the position of the W/S
RAIN REMOVAL SYSTEM BLEED switch and input from each of the two
The windshield may be anti-iced by use of temperature sensors in the bleed-air line. The
engine bleed air, or pilot’s windshield only by signal generated by the temperature con-
alcohol in case the bleed-air system fails. The troller is transmitted to the motor-operated air
bleed air to the windshield is controlled by a control valve, which controls the amount of
W/S BLEED switch on the pilot’s switch panel ram air that passes through a heat exchanger.
and two manually operated WINDSHIELD Ram air passes across the heat exchanger,
BLEED AIR valves with knobs located on the cooling the bleed air; then it exhausts over-
copilot’s instrument panel. board through a vent on the left side of the
fuselage, forward of the tail compartment
The switch is a three-position switch labeled access door. The cooled engine bleed air is
HI–OFF–LOW. The control knobs open and then directed onto the windshield through a
close shutoff valves, modulating the amount series of nozzles.
of bleed air going to the windshield. The
windshield anti-ice controls are shown in When windshield anti-icing is required, the
Figure 10-4. manual WINDSHIELD BLEED AIR valves are
opened, and the W/S BLEED switch is selected
The windshield anti-ice system (Figure 10-5) LOW if the OAT is above –18°C or to HI if the
is activated by placing the W/S BLEED switch OAT is –18°C or below. Normal system oper-
to either HI or LOW. This action deenergizes ation is indicated by an increase in air noise as
a solenoid-operated bleed-air valve and acti- the bleed air discharges from the nozzles.
vates a temperature controller. The bleed-air
valve, when deenergized, opens to allow hot An additional temperature sensor is located in
engine bleed air to flow into the duct. the bleed-air duct, which automatically ener-
gizes the electrical solenoid bleed-air valve
The air temperature controller automatically closed and illuminates the W/S AIR O’HEAT
maintains a windshield bleed-air tempera- annunciator if the bleed-air temperature ex-
ture of 138 ± 5°C in the HI position and 127 ceeds 146°C.
± 5°C in the LOW position by modulating ram
Figure 10-4. Windshield Anti-Ice Controls

ALCOHOL SYSTEM
ELECTRICAL PUMP
T
WINDSHIELD
ALCOHOL
DC POWER MANUAL MANUAL BOTTLE
BATT CONTROL CONTROL
VALVE VALVE
OFF
EMER
146°C T
W/S AIR
O’HEAT
WINDSHIELD BLEED AIR
W/S BLEED-W/S ALCOHOL HI 138 ± 5°C
5 PSI P
LH RH
HI ON TEMPERATURE
O CONTROLLER
F
F LOW 127 ± 5°C
LOW OFF
TC HEAT EXCHANGER
OFF MAX OFF MAX
T
TAILCONE
AIR
W/S BLEED
AIR TEMP
TEMP
5
CONTROL LEGEND
WINDSHIELD
NACA VALVE
W/S BLEED-AIR HOT BLEED AIR
EXHAUST
BLEED AIR VALVE
OUTLET
5
RAM AIR
W/S WINDSHIELD ALCOHOL

ALCOHOL
5 AMBIENT AIR
Figure 10-5. Windshield Anti-Ice System
This condition should not occur unless a sus- engine bleed air will be available to the wind-
tained high-power, low-airspeed condition is shield. With an electrical power failure, the au-
maintained or a system malfunction occurs. tomatic temperature control and the overheat
The overheat sensor will also automatically re- warning are inoperative, but if the manual
open the windshield bleed-air solenoid valve control valves are open, the noise level will in-
and extinguish the annunciator light as the crease as bleed air flows through the nozzles.
system cools. The airplane is normally flown with the man-
ual valves closed; they are opened only when
If the W/S AIR O’HEAT light illuminates, the bleed air to the windshields is desired.
WINDSHIELD BLEED AIR valves should be
partially closed to reduce air flow. This procedure protects the windshield from
inadvertent application of hot bleed air and
If the W/S AIR O’HEAT light illuminates with possible damage in the event of an electrical
the W/S BLEED switch in the OFF position, power loss or failure of the bleed-air solenoid
this indicates the bleed-air valve has opened, valve.
and the pressure in the duct is sensed via pres-
sure switch. The pilot should ensure the The windshield anti-ice system is tested by po-
WINDSHIELD BLEED AIR valves are posi- sitioning the warning and test switch to W/S
tioned to OFF. This condition is NOT an over- TEMP and placing the W/S BLEED switch to
pressure situation, the pressure switch simply either HI or LOW. When this is accomplished,
monitors the valve for a partial open condition a windshield overheat condition is simulated,
or seal leakage when the switch is off. and the W/S AIR O’HEAT annunciator illumi-
nates. Both the HI and LOW position of the
If normal DC failure occurs, the windshield W/S BLEED switch should be tested for proper
bleed-air solenoid valve will open, and hot operation.

FlightSafety
international
Windshield Alcohol System

The backup windshield anti-ice system con-
sists of an alcohol reservoir, pump, and noz-
zles to provide up to 10 minutes of continuous
alcohol anti-ice capability for the pilot’s wind-
shield only. The sight gauge for the alcohol
reservoir is located in the right-hand nose bag-
gage compartment (Figure 10-6), and the noz-
zles are shown in Figure 10-7.
Figure 10-6. Alcohol Sight Gauge and

Nozzles
Figure 10-7. Rain Removal Doors
The capacity of the alcohol reservoir is two Nozzles
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 anti- BLEED switch positioned to LOW. Rain door
ice system fails. It is controlled by the W/S AL- opening is difficult if the windshield bleed
COHOL switch (Figure 10-4), which has air is already flowing out of the nozzles. To in-
positions labeled ON and OFF The electrical crease airflow to the pilot’s windshield dur-
power source is through the W/S ALCOHOL cir- ing periods of low-power settings, such as
cuit breaker on the left circuit-breaker panel. during landing flare, rotate the copilot’s
WINDSHIELD BLEED AIR knob to the OFF
position. This will divert all available bleed air
Rain Removal System to the pilot’s windshield. In addition, the use
of a rain repellent agent applied to the wind-
The rain removal system uses normal bleed air shield greatly enhances the effectiveness of the
from the windshield anti-ice system for rain rain removal system.
removal, with rain doors to provide deflected
airflow over each windshield in heavy rain. The
doors are manually operated by pulling the ENGINE ANTI-ICE SYSTEM
PULL RAIN handle located under the WIND-
SHIELD BLEED AIR knobs on the copilot’s The engine anti-ice system is a preventative
panel. The rain removal doors and the PULL system. Use of the system should be anticipated
RAIN handle are depicted in Figure 10-7. and the system activated when flight into visi-
ble moisture is imminent with indicated OAT
For rain removal, the WINDSHIELD BLEED (RAT) +10°C or below. Failure to switch on the
AIR knobs on the copilot’s control panel system before ice accumulation has begun may
should be rotated to the MAX position, the result in engine damage due to ice ingestion. For
PULL RAIN handle pulled out, and the W/S sustained ground operation in visible moisture

FlightSafety
international
at the above temperatures, the system should be The ENG ANTICE LH–RH annunciators will
switched on for one minute out of four with illuminate when the ENGINE ANTI ICE
throttles set above 65% N 2 rpm. switches are placed ON and extinguish when
nacelle inlet temperatures are above
The system consists of the electrically heated 70°F/21°C, stator vane bleed-air solenoid
portion of the wing leading edges, bleed-air valves are open, and the wing leading edge
heated nacelle inlets and the first row of station- heaters are operating with a temperature above
ary stators directly behind the first stage fan and 60°F/16°C.
before the booster stage (Figure 10-8).
With an engine operating, hot bleed air from

NOTE
the compressor flows continuously to the nose In flight, with the gear up and anti-
cone and the T1 temperature probe mounted ice switches ON, the system is engi-
ahead of the fan in the engine inlet. Selecting neered so the engine rpm will not
ENGINE ANTI-ICE ON will initiate engine drop below 60% N 2 regardless of
ignition ON and activate the wing leading throttle position including flight idle.
edge heaters, and if the throttles are advanced, Therefore, the ENG ANTICE
allow bleed air to enter the nacelle inlet and LH–RH annunciators should not il-
the first stage stator vanes. luminate during descents at low
power settings. This design allows
With engines operating and the throttles set the 60% N 2 microswitch to be by-
above 60% N 2 (microswitch position) for more passed in flight with the gear up.
than 5 seconds, placing the ENGINE ANTI
ICE switches ON will cause two bleed-air so-
lenoid valves to immediately deenergize open NOTE
allowing bleed air to flow to the nacelle inlet
During taxi, when operating in vis-
and the stator vanes (Figure 10-8). Observing
ible moisture and ambient air temper-
the engine gauges at this time will reflect a rise
ature is +10°C or lower, position
in ITT and a slight drop in rpm (Figure 10-9).
ground idle switch to HIGH, turn
pitot/static heat ON, and engine L
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 ,
and R anti-ice systems ON. If tem-
microswitch position, when the ENGINE ANTI
perature is above –18°C, turn W/S
ICE switches are placed ON, the two bleed-air
BLEED air switch to LOW. If tem-
solenoid valves will not open (remain ener-
perature is –18°C or below, turn W/S
gized closed) until the throttles are advanced.
BLEED air switch to HI. Check W/S
As the throttles are advanced above the 60% N 2
bleed air valves to MAX. For sus-
position, a thermal time delay is activated which
tained ground operation, the engines
removes the ground from the bleed-air solenoids
should be operated for one out of
after 5 seconds allowing the valves open. This
every four minutes at 65% turbine
5-second time delay is required for faster en-
rpm or above. Limit ground operation
gine spool-up time during a missed approach
of pitot/static heat to two minutes on
as the throttles are advanced, if the throttles
with two minutes off between cycles
were reduced below 60% N 2 during an ap-
to preclude system damage.
proach for landing in icing conditions.
NOTE CAUTION
If power has been above 60% N 2 for Lowering the gear will cause the en-
longer than 5 seconds, the nacelle gine anti-ice solenoid valves to close
and stator solenoid valves will open if the throttles are below approxi-
immediately when the engine anti-ice mately 60% N2 and the ENG ANTICE
switches are turned ON. LH–RH annunciators will illuminate.

10-8
LH
200 DC POWER ENG
ENGINE IGNITION 200
DC AMPS DC AMPS
100 300 BATT 100 300
5 LH RH LH RH
10 400 RH 10 400
OFF ENG

EMER OFF OFF
NORMAL NORMAL
T T LOW LOW T T
TEMP TEMP
TEMP TEMP
O/HEAT CONTROLLER CONTROLLER O/HEAT
SWITCH SWITCH
ENG ENG
T LOW LOW T
* ANTI-ICE ANTI-ICE *
TEMP TEMP
L R
FULL
* LIGHTS “OFF” * LIGHTS “OFF”
WITH SYSTEM OFF. T WITH SYSTEM OFF.
H
R
O
T
T
L
E
FlightSafety
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international
Figure 10-8. Engine and Wing Anti-Ice System—Off
LH
200 DC POWER ENG
ENGINE IGNITION 200
DC AMPS DC AMPS
100 300 BATT 100 300
5 LH RH LH RH
10 400 400
OFF RH 10
ENG
5
EMER OFF OFF
NORMAL NORMAL

T T LOW LOW T
TEMP TEMP TEMP T
TEMP
O/HEAT CONTROLLER CONTROLLER O/HEAT
SWITCH SWITCH
ENG ENG
T LOW LOW T
** ANTI-ICE TEMP TEMP ANTI-ICE *
L R
FULL
T
H
R
ABOVE
O 60% N2
T
T
L
E
OFF
FlightSafety
* LIGHTS “ON” WHEN SYSTEM IS INITIALLY
** LIGHTS CYCLE DURING WING TURNED ON AND THEN EXTINGUISH
HEATER MALFUNCTIONS (1 OR 2 WHEN THE THROTTLES ARE ABOVE 60% N2
international
WING HEAT ELEMENTS INOPERATIVE OR AND ANTI-ICE VALVES ARE OPEN AND
TEMP CONTROLLER INOP). TEMPERATURES ARE ABOVE THE LOW LIMITS.
10-9
Figure 10-9. Engine and Wing Anti-Ice System—Operating

WING ANTI-ICE SYSTEM annunciator, provided the engine bleed air

system has warmed sufficiently. Illumination
Each wing’s inboard leading edge incorpo- of the light until the leading edge warms up
rates an electrically heated, brushed-aluminum after initial activation is normally one to two
section located directly in front of each engine minutes (Figure 10-9).
inlet (Figure 10-10).
Proper operation of the engine anti-ice system,
Five electric heating elements are molded into when initially turned on, is indicated by illu-
each wing inboard leading edge, each featur- mination of the small green ignition lights
ing a circuit breaker and a current sensor. The above each ignition switch, illumination of the
heating elements are powered by the respec- ENG ANTICE LH or RH annunciators, and an
tive main DC buses. increase of approximately 150 amps on each
ammeter. A 20° to 30° rise in ITT and a drop
The system is operative with the ENGINE ANTI in N 1 and N 2 rpm will also be noted if the throt-
ICE switches on, regardless of throttle position. tles are set above 60% N 2 rpm. The ENG AN-
TICE LH or RH annunciator will remain
illuminated until the wings are heated
60°F/16°C or above, stator vane bleed-air so-
lenoid valve is open, and the nacelle inlet tem-
p 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 condi-
tions exist:
• The stator valve fails to open. (A five-sec-
ond delay is normal from the time the
throttle is advanced above 60% N 2 until
the valve opens.)
• The nacelle leading edge temperature is
Figure 10-10. Electrically Heated below 70°F/21°C.
Leading Edge • The inboard wing section temperature is
below 60°F/16°C.
The heating elements increase skin temperature
until the forward part of the leading edge • Failure of one or more wing heating el-
reaches 78°C, then a temperature controller ements occurs. (If the system is cycling
opens the circuit. When skin temperature drops with a failed heater, the ENG ANTICE an-
to 54°C ± 6°C, the controller closes the circuit nunciator will illuminate steady each
for another heating cycle. time the system cycles on.)
• Failure of the temperature controller oc-
A temperature overheat sensor, located on the curs. (This will cause the light to cycle
upper part of the heated surface where skin off when the leading edges are being
temperature is not as hot as the forward lead- heated and illuminate flashing when the
ing edge, opens the heating circuit at 75°C if the temperature limit is reached and the sys-
temperature controller fails and reestablishes tem shuts down.)
the circuit at 69°C. Actuation of the overheat
sensor also illuminates the ENG ANTICE LH If an electrical failure should occur, both the na-
or RH annunciator, as applicable (Figure 10-9). celle inlet valve and the stator vane valve will
fail to the open position, and the engine will be
A low-temperature switch on the forward lead- bleed air anti-iced continuously.
ing edge opens at 16°C skin temperature to ex-
tinguish the ENG ANTICE LH or RH Initially placing the engine anti-ice
switch(es) ON, the ENG ANTICE LH and/or

RH annunciator will illuminate “steady” for automatic sequencing of boot operation.

approximately two minutes, to allow the en- Electrical power is supplied through the
gine and wing anti-ice system to warm to SURFACE DEICE circuit breaker on the left
operating temperature and then extinguish. circuit-breaker panel.
If the annunciator remains “steady” after
two minutes, it will “flash” and trigger the The system should be activated when ice
MASTER CAUTION lights. If the annunci- buildup is estimated to be 1/4- to 1/2-inch
ator extinguishes normally (within two min- thick on the wing leading edge. The stall strip
utes) and then reilluminates, and after a bonded to the boot extends 1/2 inch above the
five-second delay, it will begin “flashing” and boot and can be used as a guide to estimate
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 . ice thickness. Early activation of the system
Cycling “steady” ENG ANTI-ICE LH or RH may result in ice bridging on the wing; accu-
annunciator(s) indicate a defective wing mulations in excess of 1/2 inch may not be re-
heating element(s) (light ON with amper- moved by boot cycling.
age increase) cycling “flashing” after the
MASTER CAUTION light has been reset in- If electrical power is lost, the system is in-
dicates a defective temperature controller o 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
(light on with amperage decrease). avoided.
Do not activate the system if the OAT (RAT)
temperature is suspected to be below –40°C.
DEICE SYSTEM Permanent boot damage could result.
A wing inspection light (Figure 10-12) is
GENERAL provided to illuminate the left wing to observe
Deicing of the outer wing leading edges and ice buildup during night flight.
the vertical and horizontal stabilizer leading
edges is provided by inflatable boots con- OPERATION
trolled by the SURFACE DEICE switch on the
pilot’s instrument panel (Figure 10-11). With the SURFACE DEICE switch in the
spring-loaded OFF position, all three con-
Bleed air is available to the system when trol valves in the system (Figure 10-13) are
the engines are operating. A timer controls deenergized.
Figure 10-11. Deice Boots and Control Switch

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 pres-
sure 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, al-
lowing the boots to deflate.
LIMITATIONS
Figure 10-12. Wing Inspection Light
WINDSHIELD ICE PROTECTION
and Control Switch FLUID
In the deenergized condition, all three control Use TT-I-735 isopropyl alcohol for windshield
valves are continuously dumping bleed air anti-ice.
overboard through venturis that create vac-
uum for holding the boots deflated. DEICE/ANTI-ICE SYSTEMS
To cycle the boots, momentarily place the Operation of the deice boots below –40º is
SURFACE DEICE switch to the SURFACE prohibited.
DEICE position. This energizes a system timer
to initiate two 6-second cycles. During the All anti-ice systems must be ON when oper-
first cycle (Figure 10-14), the empennage ating in visible moisture and the indicated
boots control valve is energized. RAT is +10°C or lower.
Regulated bleed-air pressure is applied to Limit ground operation of pitot static heat to
inflate the empennage boots for six seconds. two minutes ON with two minutes OFF be-
The wing boot control valves are deener- tween cycles to preclude system damage.
gized, applying a vacuum to hold the wing
boots deflated. RAT INDICATOR
During the second 6-second cycle, the em- RAT indications on the ground are unreliable.
pennage control valve deenergizes, applying Use reported surface temperature from the ap-
a vacuum to hold the boots deflated. propriate ground station for determining take-
Simultaneously, the two wing boot control off thrust setting.
valves are energized, applying regulated bleed-
air pressure to inflate the wing boots.

P
VACUUM VACUUM

DC POWER
BATT
SURFACE OFF
DE-ICE 23 PSI
REGULATOR EMER
OFF
RESET
EITHER ENGINE
OPERATING
TIMER
LEGEND
6 SEC
PRESSURE
SURFACE 12 SEC VACUUM
DE-ICE
P
VACUUM VACUUM
FlightSafety
international
10-13
Figure 10-13. Wing and Empennage Deice System—Off

P PRESSURE SWITCH
VACUUM VACUUM
DC POWER
BATT
VACUUM GENERATORS
SURFACE OFF
DEICE
EMER
OFF
RESET
23 PSI
TIMER REGULATOR
6 SEC
FIRST CYCLE
SURFACE 12 SEC
DEICE
P
LEGEND
PRESSURE
VACUUM
P PRESSURE SWITCH
6 SEC
VACUUM DC POWER
BATT
GENERATORS
SURFACE OFF
DE-ICE
EMER
OFF
RESET
23 PSI
TIMER REGULATOR
SECOND CYCLE
SURFACE
12 SEC
DEICE
P
VACUUM VACUUM
Figure 10-14. Wing and Empennage Deice System—Operating

REVIEW QUESTIONS
1. The correct statement regarding the pitot- 4. If the W/S AIR O’HEAT light illumi-
static anti-ice system is: nates with the W/S BLEED switch in
OFF, there is:
A. Electrical power is not required (if
bleed air is available). A. 5-psi pressure sensed in the duct.
B. The squat switch will not allow full B. 5-psi pressure buildup in the duct,
power to the heating elements while and the light is to alert the pilot to
the airplane is on the ground. open the WINDSHIELD BLEED AIR
C. Failure of one main system static port valve to relieve the pressure to prevent
heater will illuminate the P/S HTR damage to the duct.
L–R annunciator. 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
D. Electrical power is always available should never illuminate with the W/S
to the pilot’s system (fail-safe oper- BLEED switch in OFF.
ation of the emergency bus in the event D. An overtemperature in the duct.
of a dual generator failure).
5 . T h e W / S A I R O ’ H E AT l i g h t w i l l
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 illuminate:
system:
A. If 5-psi pressure is sensed in the duct
A. The W/S BLEED switch controls vol- with the W/S BLEED switch in OFF.
ume (HI or LOW). B. If the temperature of the air going to
B. The W/S BLEED switch controls the windshield is too hot (146°C) with
temperature. the W/S BLEED switch in the HI or
C. Electrical power must be available to LOW position.
open the solenoid control valve in the C. Neither A nor B.
tail cone. D. Both A and B.
D. Temperature is controlled by the
WINDSHIELD BLEED AIR valves. 6. In order to operate the rain removal sys-
tem, the pilot should:
3. Regarding use of the W/S BLEED switch:
A. Open the rain doors only.
A. HI position should be used with an B. Open the rain doors, and turn on the
OAT above –18°C. W/S ALCOHOL switch.
B. LOW position should be used with an C. Open the rain doors, position the
OAT below –18°C. WINDSHIELD BLEED AIR knobs to
C. HI position should be used if greater MAX, and position the W/S BLEED
airflow is desired. switch to LOW.
D. It deenergizes the solenoid control valve D. Open the rain doors, and position the
open when HI or LOW is selected. W/S BLEED switch to LOW.

FlightSafety
international
7. The windshield alcohol system: 11. A correct statement concerning the sur-
face deice system is:
A. Is a backup system for the windshield
anti-ice system. A. The SURFACE DEICE switch must be
B. Energizes ejectors which apply alco- held in the SURFACE DEICE position
hol to both the pilot’s and the copilot’s for 12 seconds to ensure that all deice
windshields. boots receive inflation pressure.
C. Utilizes a pump that supplies alcohol B. The SURFACE DEICE switch must be
to the pilot’s windshield only for a cycled to RESET to reset the timer
maximum of 10 minutes. circuit after each use.
D. Both A and C. C. The system should not be used below
–40°C.
8. The surface deice system: D. Illumination of the white SURFACE
DEICE annunciator after the SUR-
A. Should not be activated until ice thick-
FACE DEICE switch has been cycled
ness exceeds 1/2 inch.
to SURFACE DEICE indicates a lack
B. Should not be activated until ice thick- of bleed air to the boots.
ness exceeds 1/4 inch.
C. Will function during an electrical 12. An incorrect statement regarding engine
failure because it is pneumatically anti-ice is:
operated.
A. W h e n t h e E N G I N E A N T I I C E
D. Has a maximum ice accumulation
switches are turned on, the two green
limit of one inch.
lights above the ignition switches
9. Switching on both engine anti-ice sys- should illuminate.
tems in flight increases the reading on B. The throttles must be above 60% N 2
each of the generator ammeters by: rpm before the wing leading edge anti-
ice system is activated.
A. 120 amps C. The T1 temperature probe is anti-iced
B. 300 amps whenever the engine is operating.
C. 60 amps D. The ENG ANTICE LH–RH lights will
D. 150 amps illuminate steady when initially acti-
vating the system.
10. Regarding the STBY P/S HTR light:
13. Switching on the engine anti-ice system
A. It will illuminate if the PITOT & STA- with the engines idling at 50% N 2 causes:
TIC switch is OFF.
B. Illumination of the light could mean A. An increase in ITT, an increase in am-
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 perage, and illumination of the ENG
standby pitot tube or a standby static ICE FAIL annunciators for at least
port. five seconds.
C. If power is lost to all heated static B. An increase in amperage only.
ports on the standby system, the light C. A drop in N 2 rpm and a rise in ITT.
will illuminate. D. Illumination of the ENG ANTICE
D. Both A and B. annunciators and an increase in
amperage.

FlightSafety
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14. The ENG ANTICE annunciator will illu-

minate when:
A. The wing leading edge temperature is
below the low temperature switch set-
ting (16°C/60°F).
B. The nacelle temperature is too warm
(above 104°C/220°F).
C. The bleed-air valve to the nose cone
(bullet) closes.
D. The ENGINE ANTI ICE switch is in
OFF.

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

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

FlightSafety
international
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The air-conditioning system for the Citation Bravo provides conditioned air to both cock-
pit 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 Through the use of the pressurization source
temperature controls to operationally condi- selector switch, the pilot can select either en-
tion the cabin and cockpit environment. Hot gine or both engines to supply bleed air for sys-
bleed air is tapped off each engine, pneumat- tem operation on the ground or in flight. The
ically controlled, manifolded, and routed to the cabin will be supplied with ambient air in the
air cycle machine located in the tail cone. The event the ACM is inoperative and the cabin is
air is cooled and distributed through ducting unpressurized.
to the cockpit and cabin outlets.

FlightSafety
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SYSTEM DESCRIPTIONS If the right engine is advanced above approx-

imately 72% N 2 , a primary pressure switch
causes the motorized ground valve to close,
GENERAL thus preventing too much air from being sup-
plied to the ACM. The valve closing causes the
Bleed air from the engines normally passes BLEED AIR GND light to extinguish. When
through two solenoid-operated flow control the throttle is retarded below 70% N 2 , the
valves which restrict the bleed flow to six pounds valve opens again, and the light reilluminates.
per minute per engine, which equates to 78 cu/ft If the primary pressure switch fails to close the
per minute per engine at 15°C (59°F). The bleed- valve and the right engine rpm exceeds approx-
air line from the right engine branches in the tail imately 74% N2, the secondary pressure switch
cone. One branch is routed to the normal flow closes the ground valve and illuminates the
control valve and the other to a motor-operated ACM O’PRESS light. The ground valve will
ground valve. This valve can be opened only on not open again until main DC power is inter-
the ground and allows a larger draw of bleed air rupted and then reestablished.
from the right engine for use by the ACM.
When the EMER position is selected, the bleed
Control air from the left engine is routed directly into
the cabin, bypassing the ACM. Temperature is
The source of the bleed air used by the air-con- controlled by volume through throttle setting,
ditioning system is selected with the PRESS and the bleed air to the ACM is shutoff. When
SOURCE selector (Figure 11-1). This selec- the selector is in EMER or the valve opens au-
tor, along with the other controls associated tomatically, the EMER PRESS light will illu-
with the air-conditioning system, is located on minate. The EMER PRESS will function only
a tilt panel forward of the throttle quadrant. while airborne due to left squat switch input.
The OFF position closes the valves controlling

engine bleed air, and no pressurization or tem-
perature control is available.
Precooler
The bleed air from the engines passes through
a precooler that is mounted in the ACM am-
bient-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.
Figure 11-1. PRESS SOURCE Selector
The NORMAL position opens the flow con- Air Cycle Machine
trol valves and allows air from each engine to
pass into the ACM. This is the position in After the air passes through the precooler in
which the valves fail if main DC power is lost. the ram-air duct, it enters the ACM primary
heat exchanger (Figure 11-2). The air then
The GND position opens the ground valve and passes into the ACM compressor, through the
allows a larger draw of air from the right engine secondary heat exchanger, and finally across
to enter the ACM. When the valve is not fully the cooling turbine. This entire process re-
closed, a BLEED AIR GND light illuminates. duces the temperature of the bleed air sup-
plied by the engines.

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COOL AIR
TURBINE
COMPRESSOR
FAN
BYPASS
TAIL CONE VALVE
AIR
WATER FROM
SEPERATOR
SPRAYED OVER
HEAT
EXCHANGERS
COOLING AIR
VENTED OVER
BOARD
HEAT
EXCHANGERS
ENGINE BLEED AIR

OVERTEMPERATURE OVERHEAT TEMPERATURE
PROTECTION CIRCUIT SENSOR 435°F/224°C
405°F/193°C
AIR DUCT OVER HEAT
SENSOR (315º F)
BYPASS MIXING VALVE

(ELECTRICAL)
EMERGENCY
PRESSURIZATION VALVE GROUND VALVE/SQUAT
(SQUAT SWITCH IN FLIGHT) SWITCH ON GROUND
ACM 38 PSI
(74% N2)
NC 34 PSI
(72% N2)
NO NO
FLOW CONTROL
SHUTOFF VALVE
(NORMAL)
NO—NORMALLY OPEN (DEENERGIZED)
NC—NORMALLY CLOSED (ENERGIZED)
LEGEND
CONDITIONED AIR FRESH AIR
OVERHEAD DUCTING STATIC AIR

SOLENOID VALVE SPRING-LOADED
HOT BLEED AIR
TO A “FAIL SAFE” POSITION
Figure 11-2. Air Cycle Machine

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Water Separator The cabin temperature is controlled automati-

cally when the temperature rheostat is in the au-
A water separator is provided to remove tomatic range. This temperature selector is a
moisture from the conditioned air before it rheostat which sends a variable temperature
enters the cabin. The conditioned air from setting to a cabin temperature controller. The
the ACM enters the water separator, where controller compares the desired setting to the
it is filtered and excess water is removed. The actual cabin temperature provided by a cabin
conditioned air is then ducted through a temperature sensor. This sensor is located in the
check valve into the cabin ducts for distri- top of the cabin aft of the rear seat on the co-
bution. The moisture is injected into the air pilot’s side of the airplane. In addition, the
flowing over the heat exchangers to increase controller receives a temperature input from the
cooling efficiency. supply duct temperature sensor in the tail cone.
The cabin controller compares all of the elec-
Temperature Control trical inputs and then sends an output signal to
the mixing valve motor in order to change the
The cabin temperature is controlled by tem- supply temperature. For example, if the selec-
p 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 tor is rotated clockwise by the pilot, a higher
HOT–MANUAL COLD switch (Figure 11-3). temperature has been selected. The controller
receives this input, compares it to the signals
received from the cabin and supply duct sen-
sors, 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 35°F (2°C) to pre-
vent the formation of ice in the water separator.
The input to the controller for this is from the
supply duct temperature sensor located down-
stream of the water separator in the supply duct.
With the temperature rheostat in the MANUAL

position, the mixing valve is controlled man-
ually by the MANUAL HOT–MANUAL COLD
switch. The switch has three positions and is
spring-loaded to the center OFF position. When
the switch is deflected toward MANUAL HOT,
Figure 11-3. Air-Conditioning Controls 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
The temperature is controlled by allowing mixing valve remains at the last position.
some of the engine bleed air to bypass the Holding the switch toward MANUAL COLD
ACM through a mixing valve. The valve is drives the mixing valve to the closed position,
positioned by an electric motor that requires thus lowering the temperature. The mixing
main DC electrical power to operate. This valve, when manually controlled, travels from
valve can be opened (warmer temperature set- fully open to fully closed in approximately 10
ting) and closed (cooler temperature setting) seconds. Caution should be observed when op-
by either the automatic or manual mode of erating in the manual mode to prevent water sep-
temperature control. arator freeze-up (Figure 11-4).

FOOT WARMER
VALVE
DEFOG
HI
OFF
LOW
RECIRCULATING
AIR DUCT
OVHD
CKPT CABIN HI
OFF
FLOW DISTR LOW
MOTOR
VALVE
(100º F)
AUTOMATIC
OFF
435 F MANUAL COLD
224 C HOT
ACM COLD MANUAL
BYPASS
405 F MIXING
193 C VALVE
EMER
74%
VALVE 72%
(FAILS
CLOSED)
LH FLOW RH FLOW
NORMAL
CONTROL CONTROL
SHUTOFF LH RH SHUTOFF
VALVE VALVE
(FAILS OPEN) (FAILS OPEN)
EMER
GND
OFF
PRESS SOURCE
LEGEND
SOLENOID VALVE SPRING-
CONDITIONED AIR FRESH AIR LOADED TO A "FAIL SAFE"
POSITION (OPEN OR CLOSED
OVERHEAD DUCTING STATIC AIR DEPENDING ON SYSTEM)
HOT BLEED AIR MOTOR-DRIVEN VALVE
OR MECHANICAL VALVE WATER SEPARATOR
TEMPERATURE SENSOR
CHECK VALVE FAN
PRESSURE SWITCH
Figure 11-4. Environmental System

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System Protection Overtemperature Protection

If the bleed-air temperature in the duct be- Circuit
tween the compressor and turbine sections During high altitude flights at low speed and
exceeds 435°F (224°C) (Figure 11-4), the high power settings while attempting to cool
overheat relay causes the flow control and a warm cabin, the capability of the ACM may
shutoff valves or the ground valve (depending be exceeded. This can result in an ACM
on which is open) to close and the emergency overtemperature, which can shutdown the
pressurization valve to open. In flight, the ACM and cause the EMERGENCY PRES-
ACM shuts down, and the cabin is pressurized SURIZATION VALVE to automatically acti-
by bleed air from the left engine. This condi- vate. To preclude this, an overtemperature
tion is indicated by the EMER PRESS annun- protection circuit is incorporated which will
ciator light and an increased noise level in the bias the temperature controller when the ACM
cabin. If the overheat condition in the ACM ex- discharge temperature reaches 405°F (193°C).
ists for longer than 12 seconds, the emergency The controller will switch from a cooling mode
lockout relay is energized, and the ACM re- to a heating mode; opening the mixing valve
mains inoperative. If the ACM cools down until the ACM compressor discharge temper-
within 12 seconds, it reverts to its previous set- ature has cooled. It then returns to a cooling
ting, and the emergency pressurization valve mode. The controller will cycle from cooling
closes. to heating mode until the cabin temperature
reaches the selected value. The ACM overtem-
To reset the system for normal operation after perature protection circuit only operates in
a shutdown for longer than 12 seconds, it is the AUTOMATIC temperature controller
necessary to rotate the PRESS SOURCE se- modes. Therefore, operations above 31,000
lector to the EMER position and then reselect feet should be restricted to the AUTOMATIC
a position other than GND or OFF. This con- mode. It is possible at high altitude, when in
dition is most likely to occur when maximum MANUAL mode, to select a cold enough tem-
cooling is demanded of the system. perature to cause the ACM to shutdown and trip
the emergency pressurization on.
On the ground, when the ACM overheats, the
emergency pressurization valve does not The air duct from the ACM to the cabin is pro-
open, since it has been deactivated by the tected from overheat damage by a duct overheat
left main gear squat switch. However, the sensor. If the temperature in the duct exceeds
EMER PRESS ON annunciator light does il- 157°C (315°F), the AIR DUCT O’HEAT annun-
luminate. The reset procedures are the same ciator light illuminate. This condition will most
as for in flight. likely occur when heat is being demanded and
most of the bleed air is bypassing the cooling
When the emergency pressurization valve is process of the ACM. The pilot should select
providing the source of air for pressurizing MANUAL with the temperature select rheostat
the cabin, the pilot is unable to control the and close the mixing valve by holding the MAN-
temperature except through manipulation of UAL HOT–MANUAL COLD switch to MAN-
the left throttle. Reducing power on the left UAL COLD. Approximately 10 seconds is
engine reduces the temperature and volume required to drive the mixing valve from the
of air entering the cabin. Reducing it too fully hot to the fully cold position. The pilot
much may cause a rise in cabin altitude, de- should also check that the TEMP circuit breaker
pending on aircraft altitude. The source of air on the left circuit breaker panel is in. Loss of
for the emergency pressurization system is power or opening of the circuit breaker renders
from the left engine only (Figure 11-4). the temperature control system inoperative in
both automatic and manual modes.

If complete DC electrical power failure occurs from the overhead ducts is now recirculated
in flight, regardless of the PRESS SOURCE se- cabin air only, which is cooler than the air
lector position, the system operates as though the coming from the ACM. The air flowing through
switch is in the NORMAL position. If the selec- the overhead ducting is distributed and con-
tor is in the NORMAL position when the elec- trolled by manipulation of the individual
trical failure occurs, the air-conditioning system Wemac outlets. Increased airflow through these
will continue to operate in that mode. Without Wemac outlets can be obtained by selecting HI
electrical power, the emergency pressurization or LOW with the OVHD fan switch on the
valve fails closed. In addition, temperature con- copilot’s instrument panel (Figure 11-5).
trol is lost because the motor-operated mixing
valve fails to the position set when electrical
power is lost (Figure 11-4).
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 con-
ditioned air duct which supplies the wind-
shield defog outlets, and the crew side console
outlets. Figure 11-4 illustrates the air distri-
bution system. The conditioned air enters the
cabin through a single duct and then branches Figure 11-5. OVHD Fan Switch
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 circula- The air that flows to the underfloor ducting
tion through both the overhead ducting and un- is divided by the flow divider assembly. Part
derfloor ducting can be increased by actuating of the air flows to the flight compartment
the overhead fan and defog fan, respectively. and part to the passenger footwarmer and
armrest warmer manifolds. The position of the
flow bias valve is determined by the AIR
Operation FLOW DISTR selector. It is a five-position
With the engines operating, selecting a source selector that allows selection of increased or
of bleed air for the ACM with the pressurization decreased airflow to the cabin or cockpit
source selector provides conditioned air to the (Figure 11-4). For example, selecting the
cabin (EMER and OFF positions excepted). CKPT position diverts most of the air to the
The air flows from the water separator through flight compartment, while selecting CABIN
ducting to the cabin, passing through a check diverts most of the air to the armrest and
valve at the aft pressure bulkhead. footwarmer manifolds. Using the defog fan
in conjunction with the flow divider increases
The temperature of the air in the supply duct 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 .
determines the position of the recirculating Maximum flow can be obtained by selecting
air inlet door. At temperatures below 100°F CKPT with the AIR FLOW DISTR selector
(38°C), the door is fully closed, and condi- and selecting HI with the defog fan switch.
tioned air flows through both the overhead and The defog fan switch is located adjacent to
underfloor distributing ducts. With a temper- the overhead fan switch on the copilot’s in-
ature above 100°F (38°C), the door is fully strument panel and has three positions: HI,
open, and all of the hot air from the ACM is di- OFF, and LOW. The pilot’s footwarmer out-
verted to the underfloor ducting system. Air let must be closed to obtain maximum defog-

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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 find-
ing 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 in-
stalled in the forward cabin divider: one in the
right divider and one in the left divider except
on airplanes with a forward deluxe refresh-
ment center. Air flows from the passenger com-
p 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 Figure 11-7. Flood Cooling Outlet
compartment. Figure 11-6 shows the cockpit
ventilation fan outlets. Operation
The FLOOD COOLING control switch
(Figure 11-8) is located next to the pressur-
ization 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 copilot’s 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 out-
let grille on the upper aft pressure bulkhead When the FLOOD COOLING switch is in
to supply a high volume of cool air directly OFF, the conditioned air is directed through
from the ACM (Figure 11-7). It bypasses the the normal distribution system. When the
normal overhead and underfoot duct system switch is placed to the ON position, the con-
and eliminates the heating of the conditioned ditioned air is blocked off from the normal dis-
air by the hot-soaked distribution ducting. It tribution system, and all conditioned air is
is intended for cooling purposes only, and in directed into the flood cooling duct.
flight may be used only below 10,000 feet.

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Installed in the flood duct is a DC-powered The system may not be operated in the A/C
axial blower which increases the flow of air. mode above 18,000 feet. The compressor will
At low power settings, with the FLOOD automatically shutoff above 18,000 feet. An
COOLING switch selected ON, the ACM does EPU or any generator must be on line to run
not supply enough conditioned air to the the compressor on the ground. In flight, it will
blower, so it draws in ambient air from the tail automatically load shed if any generator fails
cone and mixes it with the conditioned air. via the left squat switch. Moisture from the two
evaporators is drained overboard through
As the engine power is increased, thus in- heated drains.
creasing the supply of conditioned air, the
ambient air check valve closes, and all of the
air entering the cabin is then conditioned air.
VAPOR CYCLE AIR

CONDITIONER
A vapor cycle air conditioner discharges con-
ditioned 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 copilot’s 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 FAN–OFF switch controls

primary power to the system. The A/C posi-
tion turns on the compressor and the forward
blower. The FWD FAN HI–LO switch controls
the forward blower speed when the MODE
switch is in A/C or FAN. A COMP ON twist-
dimmable light illuminates when the com-
pressor is powered.

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

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

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
12-9 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 The outflow valves are controlled automatically
pressurization. One is a constant source of air. or manually. Automatic control requires DC
The other is a method of controlling outflow power and is not available during emergency
to achieve the desired differential pressure and electrical power operations. Selecting AUTO
resultant cabin altitude. The airflow to the mode with the pilot’s ADC operating, gener-
cabin is fairly constant (through a wide range ates an autoschedule based on the departure
of engine power settings), and the outflow of field elevation, the maximum altitude reached,
air is controlled by the two outflow valves lo- and the pilot input of landing field elevation.
cated on the aft pressure bulkhead. Maximum cabin differential pressure is 8.9 ±
0.1 psid.
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SYSTEM DESCRIPTION pressure on the outflow valve and drive it to

the closed position. When the controller opens
The components of the pressurization control the climb solenoid, a vacuum created by 23
system are: the primary and secondary outflow psi service air opens the outflow valves. If
valves, pressurization controller (Figure 12-1), electrical power is lost, the air chamber will
manual toggle valve, and the cabin dump remain at a fixed position and cabin altitude
switch. Both outflow valves contain maxi- will be dependent upon the relative psid sensed
mum differential safety valves, and maximum in the outflow valve diaphragms.
altitude safety valves. The safety valves are ca-
pable of overriding the controller inputs to In the event that control vacuum should exceed
the outflow valves avoiding the possibility of limits due to a malfunction, cabin altitude
underpressurization or overpressurization. limit valves are provided to prevent cabin al-
titude 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 po-
sition and reestablish cabin pressure.
PRESSURIZATION
CONTROL
GENERAL
Figure 12-1. Pressurization Control Panel Squat switches and engine throttle lever set-
tings are used to define four outflow valve
OUTFLOW VALVES operating modes. On the ground with either en-
The primary and secondary outflow valves gine operating below 85% N 2 (ground taxi
are similar to each other with the exception of mode), both outflow valves are positioned
a vacuum ejector, a cabin altitude climb, and fully open (Figure 12-2). When both throttles
the dive solenoids mounted mounted on to the are above 85% N 2 on the ground (prepressur-
primary outflow valve. The primary and sec- ization mode), both outflow valves slowly
ondary outflow valves are connected through close to bring cabin delta pressure to a maxi-
a port which allows positive pressure or neg- mum of 200 feet below field altitude during
ative pressure to be applied to both valves takeoff roll. At liftoff, the left squat switch ac-
(Figure 12-2). tivates the system into the flight mode (Figure
12-2). The descent mode begins when the air-
The flow rate of exhausted cabin air is con- plane descends 500 ft below its top altitude.
trolled by the position of a control chamber
in the primary and secondary outflow valves. In flight, the cabin is pressurized by a constant
Air is added or removed from the control 8 pounds per minute of temperature controlled
chamber by climb and dive solenoids located engine bleed air at sea level and approximately
on the primary outflow valve. The climb and 6 ppm at 45,000 feet. The cabin pressure al-
dive solenoids respond to commands from titude is maintained by controlling the ex-
the pressurization controller. When the con- haust airflow rate out of the cabin into the
troller opens the dive solenoid, 1.5 psi serv- unpressurized tail cone. The pressurization
ice air or cabin air pressure is used to apply system controls the cabin exhaust airflow rate

TEMPERATURE CONTRO
OFF
D
COLD
MANUALL
ON NORMA
OFF
FLOOD COO
NORM

CABIN
PRESS SY FLOW DISTR OUTSIDE

STATIC
28 VDC SOURCE
NOSE WHEEL
WELL STATIC No. 1 AIR
NOSE WHEEL DATA

WELL STATIC COMPUTER
SOURCE
VACUUM
23 PSI
EJECTOR
BLE
> 1.5 PSID

CABIN AIR CABIN AIR
CABIN A
1.5 PSI
ORIFICE
VACUUM
orifice
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12-3
Figure 12-2. Pressurization System

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by positioning the modulating diaphragm in When the AUTO–MANUAL switch (Figure

the primary and secondary outflow valves. 12-1) is in the AUTO position, the pilot selects
The diaphragm is positioned by varying the destination field elevation (accomplished dur-
pressure in the valve control chamber behind ing the before taxi checklist).
the diaphragm. The primary and secondary
outflow valve control chambers are connected In flight, the controller continuously generates
together by a tube and a flow limiting orifice an autoschedule based on the departure field
in each outflow valve. elevation, the maximum altitude reached in the
current flight (per the No. 1 ADC), and the op-
The primary outflow valve has two normally erator input destination field elevation. The
closed solenoids which let air into and out of controller determines the pressure rate of
the valve control chambers. When the cabin change and the cabin pressure altitude based
dive solenoid is energized open, it allows serv- on the autoschedule and the ADC pressure al-
ice air or cabin air to pressurize both valve titude. The controller sends DC pulses through
control chambers and push the valves toward the primary outflow valve solenoids to obtain
closed. When the cabin climb solenoid is en- a specific cabin pressure. In autoschedule, as
ergized open, it allows vacuum to force both the airplane descends approximately 1,500
valves toward open. The solenoid airflow is de- feet above the set landing altitude (SLA) the
signed so it cannot overpower the maximum cabin should be at SLA and remain at this
altitude limit valves, the maximum differen- cabin altitude until landing.
tial pressure valves, or the manual toggle
valve. The solenoids receive DC electrical
pulses from the controller that cause the so- OPERATION
lenoids to momentarily pop open and gener- Operating in the autoscheduling mode, the
ate gradual pressure changes in the control crew only needs to set in the SET ALT win-
chambers. Audible clicks are produced when dow the landing field elevation any time prior
the solenoids pop open. The clicks can be to or during flight. The controller automati-
heard when the engines are not operating. The cally controls cabin pressurization for oper-
system is designed to respond rapidly to small ation at the highest practical differential
cabin pressure variations and correct them be- pressure with minimum rates and changes.
fore passengers and crew detect any discom-
fort. The descent mode is entered when the The BARO correction is automatically pro-
airplane descends 500 feet below its cruise vided to the controller by the number one air
altitude. During descent, the cabin altitude data computer.
and descent rate are controlled by the descent
schedule. When the airplane is approximately Cabin pressure is maintained within an oper-
1,500 feet above the set landing altitude (SLA) ating envelope defined by the aircraft ceiling
the cabin should be at the SLA setting. The and maximum differential pressure, cabin op-
cabin will remain at the SLA until landing. erational ceiling, and negative differential
Upon landing the system will revert to the pressure boundaries (Figure 12-3).
ground taxi mode (throttles below 85% N 2 ).
Ground Mode
AUTOMATIC MODE
During initial power-up the controller, should
The pressurization controller has two digital require no more than a 15-minute warm-up
windows marked SET ALT and RATE, an FL from ambient temperature of –15°C. During
button, an EXER button and a SET ALT knob warm-up the RATE display will show a false
(Figure 12-1). indication.

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Figure 12-3. Autoschedule Envelope
On-ground with main DC power applied, the NOTE

left squat switch indicating Gear-On-Ground
(GOG) and at least one throttle below approx- If the cabin is pressurized on landing,
imately 85% N 2 , the climb solenoid is ener- the controller provides thirty (30) sec-
gized open to evacuate both outflow valves onds of controlled depressurization
open to depressurize the cabin. at 1,000 fpm upon squat switch acti-
vation (GOG). After 30 seconds, the
outflow valves will be fully opened.

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Takeoff Prepressurization Mode Cabin pressure is maintained within an operat-

ing envelope defined by the Bravo ceiling of
As the throttles are advanced above 85% N 2 45,000 feet and maximum differential pressure
while the aircraft is on the ground, the con- of 8.9 psid, cabin operational ceiling of 8,000 feet,
troller commands the outflow valves to a par- and negative differential pressure (Figure 12-3).
tially closed position. The cabin should The controller schedules within predetermined
commence pressurizing at –100 fpm towards cabin rate limits that provide passenger and crew
a cabin altitude of 200 feet below field eleva- comfort. The cabin climb and descent rates are
tion (two minutes). The airplane is normally normally limited to +600 fpm climb and –500 fpm
airborne well before two minutes have ex- descent.
pired. The outflow valves require approxi-
mately 20 seconds to close sufficiently for Due to predetermined cabin climb and de-
full cabin regulation. Allowing the cabin to scent rate limits (+600, –500 fpm), high air-
begin pressurizing during the takeoff roll elim- craft climb and descent rates may exceed the
inates pressure bumps at lift-off. controller’s ability to control cabin altitudes
within the autoschedule envelope.
The controller exits to the airborne (autosched-
ule) mode when the left squat switch indi- Example: Due to the controllers +600 fpm max-
cates in flight or the aircraft altitude increases imum climb rate and a 3:1 autoschedule bound-
1,500 feet. ary ratio, if cabin pressure reaches the boundary
limit, an aircraft climb rate greater than 1,800 fpm
NOTE (600 fpm X 3) exceeds the controller’s ability to
maintain cabin altitude within the autoschedule
If the left squat indicates GOG while envelope.
airborne, the controller will remain
in the prepressurization mode, cabin Inversely, rapid aircraft descent rates may cause
remains at –200 feet below depar- the cabin to depressurize prematurely due to the
ture field elevation, RATE window controller’s ability to limit the maximum cabin
should indicate “zero” change and dive rate of –500 fpm.
the CABIN ALT/DP gauge indicates
pressure differential increasing. Each flight is divided into two sections based on
Retarding one or both throttles below the aircraft’s relationship to the top altitude dur-
approximately 85% N 2 will cause ing the flight. The two sections are: (l) TAKE-
the system to enter the ground mode OFF, CLIMB and CRUISE and (2) DESCENT
and the cabin will begin depressur- from CRUISE to LANDING. The control algo-
izing at 1,000 fpm for 30 seconds. rithm is different for each section.
After 30 seconds, the outflow valves
will be fully open and the cabin will
commence depressurizing at an ex- TAKEOFF, CLIMB and CRUISE
t r e m e l y h i g h r a t e . S w i t ch i n g t o Takeoff, climb and cruise portions of a flight
Manual mode will not stop depressur- are defined as the condition when the aircraft
ization; however, the cabin pressure altitude is within 500 feet of the top aircraft
can be controlled with the manual altitude achieved since the squat switch indi-
toggle valve. cated the aircraft was in flight. The controller
provides the lowest possible cabin altitude
consistent with operation within the autosched-
Autoschedule Mode (Airborne) ule envelope. The autoschedule envelope is di-
The controller regulates and schedules cabin al- vided into four control “zones” based upon the
titude for the highest practical differential pres- selected landing pressure altitude (SLA) and
sure with minimum rates and changes during the cabin operational ceiling. These zones are
flight. shown in Figure 12-4.

Zone l: Cabin altitude is ABOVE cabin oper- Zone 3: Cabin altitude is BELOW SLA and
ational ceiling. cabin altitude is AT or BELOW au-
toschedule boundary.
Zone 2: Cabin altitude is ABOVE autoschedule
boundary. Zone 4: Cabin altitude is ABOVE SLA and
cabin altitude is AT or BELOW au-
toschedule boundary.
Figure 12-4. Autoschedule Control Zones (Takeoff, Climb, and Cruise)

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(a) Zone 1 Control upon the selected landing elevation (SLA), air-
craft top altitude, and the cabin altitude at air-
Whenever the aircraft is in proximity to the aircraft top altitude. The cabin altitude is scheduled
craft’s top altitude and cabin altitude is greater to reach the SLA when the aircraft is 1,500
than the cabin operational ceiling, the con- feet above the selected landing elevation (SLA).
troller commands cabin altitude to dive (pres-
surize) to the cabin operational ceiling at the The controller continually updates the pres-
maximum cabin dive rate, –500 fpm. surization schedule during takeoff, climb and
cruise. The controller begins implementing
(b) Zone 2 Control the descent schedule when the aircraft leaves
Whenever the aircraft is in proximity to the air- 500 feet of the top altitude.
craft’s top altitude and cabin altitude is greater
than the autoschedule boundary but less than Should the aircraft cruise at a lower altitude
the cabin operational ceiling, the controller during descent, the controller maintains cabin
commands cabin altitude to climb (depres- pressure at the scheduled cabin altitude for the
surize) to the autoschedule boundary at the aircraft’s cruise altitude. The schedule is a
maximum cabin climb rate, 600 fpm. simple correlation between aircraft and cabin
altitudes.
(c) Zone 3 Control Should the aircraft climb to an altitude above
Whenever the aircraft is in proximity to the air- the previous top altitude following initiation
craft’s top altitude, cabin altitude is less than of descent, the controller reverts to zone con-
the selected landing pressure altitude (SLA) trol (Figure 12-5) and computes a new sched-
and less than or equal to the autoschedule ule based upon cabin altitude and the new top
boundary, the controller maintains cabin alti- aircraft altitude. The controller implements the
tude with zero rate. new schedule when the aircraft descends 500
feet from the new top altitude.
(d) Zone 4 Control
As stated earlier, the controller schedules the
Whenever the aircraft is in proximity to the air- cabin altitude to reach the selected landing
craft’s top altitude, cabin altitude is greater altitude when the aircraft is 1,500 feet above
than the selected landing pressure altitude SLA. The controller enters the on-ground, de-
(SLA) and less than or equal to the autosched- pressurized mode when the squat switch indi-
ule boundary, the controller commands cabin cates an onground condition (touchdown).
altitude to descend toward the SLA at a fixed
rate of –100 fpm. Four examples are provided to demonstrate con-
troller operation.
DESCENT FROM CRUISE to LANDING
The descent portion of the flight begins when Example 1, Figure 12-5
the aircraft altitude is below 500 feet of the top Takeoff elevation = 1,000 feet
aircraft altitude achieved since the squat switch
indicated the aircraft was in flight. Selected Landing Altitude = 3,000 feet
Top Altitude = 16,000 feet
The controller executes a custom pressurization
schedule during the aircraft’s descent from Takeoff, Climb and Cruise
cruise to landing. The pressurization correlates
a schedule between aircraft and cabin altitudes The controller operates in zone 3 control, main-
during descent, and provides the lowest cabin taining cabin altitude at 1,000 feet from takeoff
rate for a given aircraft descent rate. It is based through cruise at 16,000 feet.

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Descent from Cruise to Landing schedule shown. Cabin altitude is scheduled to

be at 3,000 feet (SLA) when the aircraft altitude
When the aircraft descends below 15,500 feet, reaches 4,500 feet. Cabin pressure change is lim-
the controller pressurizes the cabin towards the ited by the controller’s maximum climb rate.
selected landing altitude (SLA) according to the
Figure 12-5. Cabin Pressurization Example 1

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Example 2, Figure 12-6 NOTE

Takeoff elevation = 1,000 feet Cabin altitude rate of climb is limited
to 600 fpm. A 3.75 to 1 ratio of aircraft
Selected Landing Altitude = 3,000 feet
and cabin altitude rates along the au-
Top Altitude = 35,000 feet toschedule boundary signifies that air-
craft climb rates in excess of 1,800
Takeoff, Climb and Cruise fpm (600 fpm x 3) exceed the con-
troller’s ability to maintain cabin alti-
The controller initially operates in zone 3 con-
tude along that boundary. Sustained
trol, maintaining cabin altitude at 1,000 feet as
aircraft rates above 1,800 fpm will
the aircraft climbs to 20,000 feet. The controller
cause cabin altitude to diverge from the
switches operation to zone 2 control when the air-
boundary until maximum differential
craft exceeds 20,000 feet, causing cabin altitude
pressure is reached and the maximum
to climb along the autoschedule boundary as the
differential pressure safety valves on
aircraft climbs to 35,000 feet. Cabin is main-
the outflow valves activate.
tained at 6,000 feet during aircraft cruise at
35,000 feet.

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Descent from Cruise to Landing Takeoff, Climb, and Cruise

When the aircraft descends below 34,500 feet, The controller initially operates in zone 4
the controller pressurizes the cabin towards the control, causing the cabin altitude to decrease
selected landing pressure altitude (SLA) ac- at 100 fpm until reaching either the selected
cording to the schedule shown. Cabin altitude landing altitude (SLA) or autoschedule
is scheduled to be at 3,000 feet (SLA) when boundary. This example shows that the air-
the aircraft altitude reaches 4,500 feet. Cabin craft reached cruise altitude of 30,000 feet
pressure change is limited by the controller’s within approximately 20 minutes. During
maximum dive rate. cruise at 30,000 feet, the controller contin-
ues pressurizing the cabin at 100 fpm until
Example 3, Figure 12-7 reaching the autoschedule boundary at 4,400
feet. The controller maintains a 4,400 foot
Takeoff elevation = 7,000 feet cabin during the remainder of the aircraft’s
Selected Landing Altitude = 3,000 feet cruise at 30,000 feet.

Descent from Cruise to Landing Takeoff, Climb, and Cruise

When the aircraft descends below 29,500 feet, The controller initially operates in zone 1
the controller pressurizes the cabin towards the control, causing cabin altitude to decrease
3,000 foot selected landing pressure altitude at the maximum dive limit (500 fpm) until
(SLA) according to the schedule shown. Cabin reaching the cabin operational ceiling (8,000
altitude is scheduled to be at 3,000 feet (SLA) feet). Then the controller switches to zone
when the aircraft altitude reaches 4,500 feet. 4 control, decreasing cabin altitude at 100
Cabin pressure change is limited by the con- fpm until reaching either the selected land-
troller’s maximum dive rate. ing altitude (SLA) or autoschedule bound-
a 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
Example 4, Figure 12-8 controller continues pressurizing the cabin
at 100 fpm until reaching the SLA of 5,000
Takeoff elevation = 9,000 feet feet. The controller maintains a 5,000 feet
Selected Landing Altitude = 5,000 feet cabin during the remainder of the aircraft’s
cruise at 30,000 feet.

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Descent from Cruise to Landing cabin pressure rate of change and the cabin
pressure altitude to maintain near maximum
Cabin altitude is maintained at 5,000 feet differential pressure (Figures 12-9 and 12-10).
through aircraft descent to landing.
The pilot may recall the selected destination
ISOBARIC MODE field altitude by pressing the Flight Level (FL)
pushbutton on the controller. The selected
If the No.1 Air Data Computer information is flight level on the controller display will be re-
interrupted, the controller will automatically placed with cabin altitude (CA), allowing the
switch the flight mode from AUTO to ISO- pilot to set the desired cabin altitude prior to
BARIC. A yellow caution indicator on the pres- landing. The controller then controls the cabin
surization controller display face will illuminate pressure rate of change to maintain the dis-
to advise of this change. The pilot selected des- played cabin altitude. The pilot may “flip-
tination field altitude on the controller display flop” the flight level and cabin altitude displays
will be replaced with flight level (FL) allowing at any time by pressing the FL pushbutton on
the pilot to set the desired cruising altitude. The the controller.
controller uses the flight level to control the
No. 1 KAPS—FAILURE MODES
PRESSURIZATION
A
D 28
F 0
C 15
L 4500 VDC
SET ALT
FL EXER
0
+3 0
RATE
FL KEY TOGGLES BETWEEN CABIN ALT & FL MODE
No. 1 KAPS—FAILURE MODES
PRESSURIZATION
A
D 28
C 0
C A 40 0 VDC
SET ALT
FL EXER
0
+3 0
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 A cabin altitude pressure switch is located
will automatically switch back to the AUTO under the pilot’s left console. It triggers the
flight mode and the yellow caution indicator will red CAB ALT 10 K FT annunciator at 10,000
extinguish. feet cabin altitude.
MANUAL PRESSURIZATION EXERCISE TEST BUTTON

CONTROL The exercise test button provides a ground
When the AUTO–MANUAL switch is in the test function. It is activated with an engine run-
MANUAL position, electric power to open ning and the cabin entrance door closed and
the climb and dive solenoids is removed. The locked by pressing and holding the system
pilot must control the cabin pressure altitude exercise (EXER) button on the face of the
by moving the MANUAL toggle valve. Cabin pressurization controller (Figure 12-1).
altitude can be increased or decreased by hold- Pressing and holding the EXER button, the
ing the red knob (cherry picker) in UP or cabin will gradually pressurize down to 200
DOWN. Manual control uses cabin air for pos- feet below field elevation in about two min-
itive pressure and ambient air, through a reg- utes. Releasing the button terminates the ex-
ulator, for vacuum. This system is independent ercise, allows the cabin to slowly depressurize
of airplane vacuum or electrical power. The UP and conducts a display test. Punching the
position allows outflow valve control cham- EXER button in flight is a light test only and
ber air to be vented into the nose wheel well does not affect pressurization.
and climb the cabin. The DOWN position al-
lows cabin air pressure into the outflow valve EMERGENCY CABIN DUMP
control chamber, closing the outflow valve
causing cabin pressure altitude to dive. An emergency cabin pressure dump switch
(Figure 12-1) may be manually actuated at
The cabin pressure rate of change is limited any time to reduce cabin pressure. The CABIN
by the orifice in the MANUAL toggle valve and DUMP switch activates the climb solenoid to
is not adjustable by the pilot. The MANUAL remove air from the outflow valve control
toggle valve orifice is such that it cannot over- chamber to force it OPEN. The maximum al-
power the maximum differential pressure valve titude limit valves will prevent complete cabin
or the maximum altitude limit valve, but can depressurization above 14,500 feet altitude.
override the solenoid valves. Manual toggle The switch is electrical and protected from
valve operation requires considerable attention accidental operation by a red guard.
to assure reaching desired cabin altitude.

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REVIEW QUESTIONS
1. Pressurization is normally maintained by: 5. What CLOSES the two outflow valves to
dive the cabin?
A. Controlling the amount of air enter-
ing the cabin. A. AUTO uses digital cabin pressure con-
B. Controlling the amount of air escap- troller to meter service air pressure or
ing the cabin. cabin air to close the primary valve.
C. Modulating the temperature of the B. In the MANUAL switch position,
cabin temperature controller. using the red knob to manually meter
D. Manipulating the throttles. cabin pressurized air to the secondary
valve.
2. The normal outflow valve control modes C. None of the above.
are: D. A and B above.
A. Ground taxi mode. 6. If control vacuum becomes excessive in
B. Prepressurization mode. flight, cabin altitude:
C. Flight, descent and landing modes.
A. Explosively decompresses to cruise
D. All of the above.
altitude
3. Both throttles are advanced above 85% N2 B. Will remain at present altitude.
on the ground. The outflow valves slowly C. Rises to the maximum altitude limit
close, driving cabin pressure below field valve setting of 13,000 ± 1500 ft,
altitude. This is the: where cabin pressure enters the valve
reducing vacuum effect and the cabin
A. Flight mode altitude should not exceed 14,500 feet.
B. Ground mode D. Decreases to a value as determined
C. Prepressurization mode by the MAX differential pressure
D. None of the above valve setting.
4. What OPENS the two outflow valves to 7. The source of bleed air for cabin pressur-
climb the cabin? ization when the EMERG PRESS light is
illuminated in flight is:
A. AUTO uses the digital cabin pressure
Controller to meter ejector vacuum A. Vapor cycle air.
to the climb solenoid of the primary B. The left engine.
valve. C. Either or both engines.
B. The cabin dump switch sends DC D. Ram air flow.
power to the climb solenoid and the
cabin rises to the 14,500 feet cabin al- 8. The DC-powered pressure controller
titude limit valve. modes are:
C. With the manual switch selection and
using the red knob to manually meter A. Isobaric mode.
ambient low pressure air to the sec- B. Auto mode.
ondary valve. C. Manual mode.
D. All of the above. D. A and B above.

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9. If the No. 1 ADC fails in flight: 10. During taxi, the controller is set to:
A. The controller amber light illuminates A. Destination field elevation.
and CA switches to FL isobaric mode. B. Cruise plus 1000 feet in the FL mode.
B. It remains in the CA AUTO mode. C. Field pressure altitude plus 500 feet.
C. Only manual control remains. D. 300 feet to 500 feet per minute on the
D. It automatically switches to the EXER cabin rate of climb control.
mode.

CHAPTER 13
HYDRAULIC POWER SYSTEMS
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

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
HYDRAULIC POWER SYSTEMS
INTRODUCTION
The Citation Bravo’s hydraulic system is pressurized by two engine-driven pumps, one
on each engine. The system provides pressure for three subsystems: landing gear, speed-
brakes, and thrust reversers. System operation is monitored by annunciator lights.
GENERAL
The hydraulic system is classified as “open The pumps are supplied with fluid through
center,” bypassing pump output to return with electric motor-operated firewall shutoff valves
essentially no buildup of pressure. Fluid by- controlled from the cockpit.
passing ceases and pressure is provided when
operation of a subsystem is initiated.

The reservoir is pressurized to provide an ad- MAJOR COMPONENTS

equate supply of fluid to the pumps under all
operating conditions. Fluid is filtered prior
to entering a subsystem and enroute to the RESERVOIR
reservoir.
The reservoir (Figure 13-1) is mounted in the
Annunciator lights warn of low fluid level in tail cone area on the engine carry-through
the reservoir, low hydraulic pressure, and in- beams. It is pressurized to 15-16 psi by hy-
dicate when the system is pressurized. (All an- draulic system pressure applied to a small pis-
nunciators are shown in the Annunciator Panel ton in the reservoir neck. When the hydraulic
section.) system is not under pressure, an internal spring
provides 2.7-4.0 psi pressure on the fluid.
The wheel brake system is hydraulically pow-
ered by a separate, completely independent hy- A visual fluid level indicator on the aft end in-
draulic system. dicates FULL when properly serviced with
RELIEF
VALVE
LO HYD
LEVEL
LOW FLUID
SWITCH
SUCTION
RETURN/
DRAIN REFILL FULL
VENT
RELIEF
PISTON VALVE MANUAL
SPRING PRESSURE
RELEASE
LOW
LEGEND FLUID
SWITCH
SYSTEM PRESSURE
SUPPLY
ELECTRICAL
FLUID
LEVEL
SUCTION INDICATOR
RESERVOIR
PRESSURIZATION
RETURN/DRAIN
SUCTION
Figure 13-1. Hydraulic Reservoir

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0.5 gallon of fluid, OVERFULL at 0.65 gal- PUMPS

lon, or REFILL at 0.2 gallon. If the fluid level
drops to 0.2 gallon, the amber LO HYD The constant-volume gear pumps, driven by
LEVEL annunciator illuminates. Checking the accessory section of the engines, are rated
reservoir fluid level is an exterior inspection at 3.25 gpm each. The pumps are in operation
item. A relief valve on top of the reservoir when the engines are operating. Either pump
opens at approximately 30 psi to prevent over- is capable of operating all subsystems.
pressurization. It can be manually opened for
bleeding or fluid release.
SYSTEM BYPASS VALVE
To service the reservoir, pressurizing equip- The solenoid-operated system bypass valve
ment such as a hydraulic mule or hand-oper- is the heart of the system. It is spring-loaded
ated pump must be used. Servicing connections open to route pump output to the return line.
are provided on the right underside of the When energized by selecting the operation of
fuselage below the right engine (Figure 13-2). 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 by-
pass valve maintains the system pressure at a
maximum of 1,500 psi.
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 The valves are normally kept open and are
Connections closed only in the event of an engine fire or to
perform maintenance tests. Valve closing is in-
dicated 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 HYD PRESS annunciator goes out. The sys-

tem remains in the essentially unpressurized
The system incorporates three fluid filters, (open center) condition until another sub-
two for filtering fluid leaving the pumps and system is selected for operation.
one for filtering return fluid prior to entering
the reservoir. Each filter incorporates a bypass When an engine is shutdown, the applicable
valve that opens at 100 psid if the filter ele- LO HYD FLOW annunciator illuminates. With
ment clogs. There is no cockpit indication of both engines shutdown, both LO HYD FLOW
any filter bypass. annunciators illuminate. Loss of a pump dur-
ing system operation is indicated by illumina-
tion of the applicable annunciator.
FLOW SWITCHES
A flow switch installed in each pump pressure Depressing an ENG FIRE switchlight closes
line controls the L–R LO HYD FLOW annun- the hydraulic shutoff valve and the fuel shut-
ciator. As flow from a pump exceeds 1.33 gpm, off valve for that engine, which illuminates the
a circuit opens to extinguish the applicable an- respective L–R F–W SHUTOFF annunciator
nunciator. Decreasing flow to 0.35-0.55 gpm light. In addition, the generator is electrically
will close the circuit, illuminating the annun- disconnected as the field relay trips, and the
ciator. A check valve in the flow switch pre- fire extinguishing system is armed.
vents backflow into the pump.
HYDRAULIC
OPERATION SUBSYSTEMS
When an engine is started, the pump draws Hydraulically powered subsystems include
fluid from the reservoir through the normally landing gear, speedbrakes, and thrust reversers.
open firewall shutoff valve (Figure 13-4). Thrust reversers are discussed in this chapter.
Application of hydraulic power to the other two
Pump output flow, through the flow switch, subsystems is presented in Chapter 14,
opens a circuit to extinguish the L or R LO LANDING GEAR AND BRAKES, and
HYD FLOW light. Chapter 15, FLIGHT CONTROLS.
Assuming no subsystem is being operated,
the deenergized system bypass valve is open,
bypassing pump output to return. As the sec- THRUST REVERSERS
ond engine is started, the remaining LO HYD
FLOW annunciator is extinguished. GENERAL
When the operation of any subsystem is ini- The Citation Bravo is equipped with hydrauli-
tiated, a circuit is completed to energize cally operated, electrically controlled, target-
the system bypass valve to the closed posi- type thrust reversers (Figure 13-5) to assist
tion (closed center). As pressure increases, deceleration during a landing roll.
the HYD PRESS annunciator illuminates.
System pressure is limited to 1,500 psi as When deployed, the reversers are maintained
the system relief valve opens. When the se- in position by hydraulic pressure.
lected operation is completed, the circuit to
the system bypass valve opens. The deen- In normal operation, hydraulic pressure is iso-
ergized valve spring-loads to the open po- lated when the reversers are stowed. They are
sition, again bypassing pump output to maintained in the stowed position by an over-
return. The system depressurizes, and the center condition of the operating bar mechanism.

F F
LANDING LO HYD
FLOW
GEAR
L R
SPEED
BRAKES

EXTEND
THRUST
SPEED
REVERSERS BRAKE
SYSTEM EXTEND
BYPASS RETRACT
VALVE
PRESSURE
P
RELIEF VALVE
HYDRAULIC
PUMP
LEGEND
LOW PRESSURE LO HYD F/W
LEVEL SHUT OFF
RETURN
HYD L R
PRESS
SUPPLY
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13-5
Figure 13-4. Hydraulic System Schematic

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Figure 13-5. Thrust Reversers
PROTECTION A microswitch in the throttle quadrant provides

for electrical control. The switch is closed when
A solenoid lock in the throttle quadrant pre- the reverser lever is moved from the stow posi-
vents increasing reverse thrust rpm until the tion, applying power to (1) close the hydraulic
associated reverser reaches the fully deployed bypass valve and pressurize the hydraulic sys-
position. A throttle feedback system will move tem, (2) open the hydraulic isolation valve and
the FCU lever and throttle to idle if the re- direct pressure to the reverser hydraulic system,
versers deploy inadvertently. and (3) energize the reverser control valve to the
deploy position, provided a ground is provided
Thrust reverser operation is limited to ground by either squat switch.
operations only. The control circuitry is wired
through the squat switches of the left and right
main landing gear (Figure 13-6). INDICATION
Each reverser has three lights on the
CONTROL glareshield panel: ARM, UNLOCK, and DE-
PLOY (Figure 13-8). The amber ARM light cir-
The thrust reversers are controlled by reverser cuit is completed by a pressure switch which
levers (Figure 13-7) piggyback-mounted on the indicates hydraulic pressure is available to
throttles. Each reverser lever has three posi- the reverser control valve.
tions: full forward or stow, a detented reverse
idle (deploy) position, and full aft or reverse In addition to the three reverser lights, a fourth
thrust position. light on the annunciator panel labeled “HYD
PRESS” will illuminate to indicate the hy-
When a reverser lever is moved to the reverse draulic bypass valve is closed and the hy-
idle (deploy) position, the solenoid lock (men- draulic system is pressurized.
tioned earlier) will prevent further aft movement
until the reverser is fully deployed.

ARM S EMER. EMER. S ARM

T T
O O
UNLOCK W T
H
W UNLOCK
MASTER R
S O S
DEPLOY W NORMAL WARNING T NORMAL W DEPLOY
RESET T
L
E
S
IDLE
OFF
ISOLATION ISOLATION
VALVE VALVE
P P
THRUST THRUST
REVERSER REVERSER
CONTROL CONTROL
VALVE VALVE
LEGEND
FULL PRESSURE
RETURN
Figure 13-6. Thrust Reverser Schematic
The amber UNLOCK light circuit is com- Electrical power for the left thrust reverser is
pleted by a microswitch which closes when the from the left extension bus and for the right
reverser mechanism initially moves from the thrust reverser from the right crossover bus.
mechanically locked stowed position.
The white DEPLOY light indicates the re-

verser door mechanism has reached the fully
deployed position.
Figure 13-8. Emergency Stow Switches

Figure 13-7. Thrust Reverser Levers and Indicator Lights

OPERATION WARNING
After landing, when the throttles are at idle and
the nosewheel is on the ground, raise the thrust Do not attempt to override the auto-
reverser levers to the idle deploy detent. The matic throttle retarding mechanism or
ARM lights and the HYD PRESS light will il- advance the throttle after it has been
luminate, followed almost immediately by the retarded. This could result in a danger-
UNLOCK lights and then by the DEPLOY ous asymmetrical thrust condition.
lights. The reverser lever solenoid lock will re-
lease. The reverser lever may now be moved
aft to accelerate the engine if so desired. This EMERGENCY STOW
last movement acts only on the FCU to in-
crease thrust in reverse. The engine throttles General
themselves are held in idle by a mechanical in- An emergency stow system is incorporated
terlock in the pedestal. While reverse thrust is which bypasses the normal sequencing system.
maintained, the ARM, UNLOCK, and DE- This system is used in case of an inadvertent
PLOY lights will remain on, as will the HYD deployment in flight or if the normal stow
PRESS light. system fails.
As the airplane decelerates toward 60 KIAS,
reverse thrust should be decreased to achieve Control
idle reverse power at 60 knots. The thrust re- A two-position switch (Figure 13-8) for each re-
verser indicating lights and the HYD PRESS verser is located inboard of the reverser lights.
light will all remain on. Reverse idle may be The switch is labeled STOW SW and has posi-
maintained to assist further deceleration by tions labeled EMER and NORMAL. Moving a
drag and attenuation of thrust. STOW switch to the EMER position will close
the hydraulic bypass valve and cause the con-
To stow the reverser, move the reverser lever trol valve to energize to the stow position. If the
fully forward and down. This energizes the reversers are deployed, the HYD PRESS light
control valve to the stow position, which di- will illuminate and the reverser lights will go
rects hydraulic pressure to the stow side of the out in sequence DEPLOY and UNLOCK. The
reverser actuators. The DEPLOY light will go HYD PRESS light and the ARM light will re-
out, followed almost immediately by the UN- main on continuously in the stow position. The
LOCK, ARM, and HYD PRESS lights, indi- reverser is held stowed with continuous hy-
cating that the reverser doors are in the fully draulic pressure (mechanical overcenter stow
stowed position. locks may be inoperable). This system is
checked before flight following a normal deploy
Figure 13-6 illustrates hydraulic operation of cycle.
the thrust reverser system.
If either an ARM or UNLOCK light illuminates
in flight, the master warning light will also il-
WARNING luminate.
Do not attempt to fly the airplane if NOTE

the thrust reverser preflight check is For all normal and emergency proce-
unsuccessful. dures, consult the AFM.

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international
The LH thrust reverser uses left main DC Maximum allowable thrust reverser deployed
through the LH thrust reverser CB for normal time is 15 minutes in any one-hour period.
stow-deploy operation but uses power from the
right main DC through the RH thrust reverser Engine static ground operation is limited to
circuit breaker for emergency stow. idle power (if thrust reversers are deployed).
If a fire switchlight is pushed for test or for en- Use of thrust reversers is prohibited during
gine fire, the isolation valve is deenergized touch-and-go landings.
closed and the respective engine’s reversers
cannot be hydraulically deployed. The thrust reverser(s) must be verified to be
operational by the Before Takeoff test in
Section III, NORMAL PROCEDURES of
the AFM.
LIMITATIONS
Use of thrust reversers is prohibited at speeds
THRUST REVERSERS greater than 115 KIAS. Nose down column
pressure is required with thrust reversers de-
Reverse thrust power must be reduced to the ployed at speeds greater than 60 KIAS.
idle reverse detent position at 60 KIAS on
landing roll. The use of thrust reversers to back the air-
plane is prohibited.
Maximum reverse thrust setting is limited to
no more than maximum takeoff power less
2% N 1 for the existing ambient conditions.

REVIEW QUESTIONS
1. The system bypass valve is: 6. The reservoir quantity indicator is located:
A. Spring-loaded closed. A. I n t h e r i g h t f o r wa r d b a g g a g e
B. Spring-loaded open. compartment.
C. Energized closed. B. On the copilot’s instrument panel.
D. Both B and C. C. On the right engine near the oil filter.
D. In the tail cone area.
2. Depressing an ENG FIRE switchlight:
7. Reservoir fluid level below 0.2 gallon is
A. Shuts off hydraulic fluid to the pump. indicated by illumination of the:
B. Trips the generator field relay.
C. Arms the fire-extinguishing system. A. L or R LO HYD LEVEL annunciator.
D. All of the above. B. HYD PRESS annunciator.
C. LO HYD LEVEL annunciator.
3. Closing of a hydraulic firewall shutoff D. L or R LO HYD FLOW annunciator.
valve is indicated by:
8. Hydraulic system operation is indicated
A. A warning horn. by illumination of the:
B. Illumination of the applicable F/W
SHUTOFF annunciator if the fuel A. LO HYD LEVEL annunciator.
shutoff valve also closes. B. HYD PRESS annunciator.
C. Illumination of the HYD PRESS C. L or R LO HYD LEVEL annunciator.
annunciator. D. L or R LO HYD FLOW annunciator.
D. None of the above.
9. Of the following statements concerning
4. If electrical power is lost, the system by- the hydraulic system, the correct one is:
pass valve:
A. The HYD PRESS annunciator illumi-
A. Spring-loads to the closed position. nates any time the engine-driven
B. Is not affected. pumps are operating.
C. Spring-loads to the open position. B. A HYD PRESS annunciator illuminat-
D. None of the above. ing while the gear is extending may in-
dicate a failed hydraulic pump.
5. The main hydraulic system provides pres- C. The LO HYD LEVEL annunciator il-
sure to operate the: luminates whenever reservoir fluid
level is 0.5 gallon.
A. Landing gear, speedbrakes, and thrust
D. A LO HYD FLOW annunciator illu-
reversers.
minating may indicate a failed hy-
B. Landing gear and speedbrakes only draulic pump.
(all airplanes).
C. Antiskid brakes, landing gear, and
flaps.
D. Speedbrakes, landing gear, and wheel
brakes.

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international
10. The thrust reversers: 12. The incorrect statement regarding the use
of thrust reversers is:
A. May be deployed only when the throt-
tles are in IDLE. A. They may be used in flight to slow
B. M u s t h ave b o t h e m e rg e n cy s t ow the airplane.
switches in EMER for takeoffs to B. They should not be used on touch-
guard against inadvertent deployment and-go landings.
during that critical phase of flight. C. The reversers must be in idle reverse
C. May be left in idle reverse until the air- by 60 KIAS.
plane is brought to a full stop. D. Thrust reverser airplanes have two
D. Both A and C. squat switches.
11. When normal deployment of the thrust 13. The MASTER WARNING lights:
reversers is obtained, the following annun-
ciator lights should be illuminated: A. Have nothing to do with the reverser
system.
A. ARM, UNLOCK, DEPLOY. B. Will illuminate if an ARM light illu-
B. DOOR NOT LOCKED, ARM, UN minates while in flight.
LOCK, DEPLOY. C. Will illuminate if the HYD PRESS
C. H Y D P R E S S , A R M , U N L O C K , light remains illuminated after the
DEPLOY. DEPLOY light is illuminated.
D. DOOR NOT LOCKED, HYD PRESS, D. Will illuminate if a DEPLOY light il-
DEPLOY. luminates in flight.

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION ................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR ................................................................................................................. 14-2
General........................................................................................................................... 14-2
Controls and Indicators.................................................................................................. 14-3
Operation ....................................................................................................................... 14-4
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

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 System—Retraction ........................................................................ 14-5
14-5 Landing Gear System—Extension......................................................................... 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

FlightSafety
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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The Bravo landing gear is electrically controlled and hydraulically actuated. When re-
tracted, 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 po-
sition 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 fuse- Gear position indication is provided by one red
lage-mounted, single-wheel telescoping nose and three green position indicator lights on the
gear and two wing-mounted, single-wheel, landing gear control panel. In addition, an
trailing link main gear. 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 .

The nosewheel steering system is mechani-

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

draulic system powered by an electrically driven
pump. Each main gear wheel houses a multi-
ple 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 park- Figure 14-1. Main Landing Gear
ing 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
LANDING GEAR the actuator piston. It can be released only
with hydraulic pressure applied to the retract
side of the actuator; therefore, no external
GENERAL downlock pins are required.
The main and nose landing gear struts are con- A door actuated by gear movement covers
ventional air-oil struts. The landing gear is nor- the main gear strut when retracted. The wheel
m a l l y h y d r a u l i c a l l y a c t u a t e d bu t c a n b e assembly fairs into the wheel well.
mechanically and pneumatically released and
extended if the normal gear actuation system Each main gear wheel incorporates a fusible
fails. The gear can be extended at airspeeds up plug that melts to deflate the tire if excessive
to 250 KIAS and retracted at airspeeds up to 200 temperature is generated by an overheated
KIAS (V LO ), and operated with the gear ex- brake.
tended (V LE ) at airspeeds up to 260 KIAS. It
takes approximately 6 seconds to extend or re-
tract the landing gear. Nose Gear
The nose gear assembly (Figure 14-2) in-
Main Gear cludes a strut, hydraulic actuator, torque
links, a single wheel, and a self-contained
The main gear assembly (Figure 14-1) includes shimmy damper. The nose gear is held in
a trunion, oleo struts, actuators, trailing link, the retracted position by a spring-loaded
a single wheel with a multiple disc brake, and uplock mechanism that is released by an up-
a squat switch that senses in-flight/on-ground lock hydraulic actuator prior to gear exten-
conditions. sion. When the gear is extended, an internal
locking mechanism in the gear actuator en-
The main gear is locked in the retracted posi- gages to lock the gear down. This locking de-
tion by a spring-loaded uplock mechanism. vice is similar to the one in the main gear
Prior to extension, an uplock hydraulic actua- actuator. No external downlock pin is re-
tor must release the uplock before hydraulic quired for the nose gear. The nose gear is me-
pressure can reach the main actuators to extend chanically centered during retraction.
the gear. When the gear is extended, an inter-
nal locking mechanism within the gear actua-
tor engages for downlocking.

FlightSafety
international
Three doors are actuated by nose gear move- DC power for the gear position indicator lights,
ment to completely enclose the nose gear and aural warning, and the locking solenoid on the
wheel at retraction. The two forward doors gear handle is through the LDG GEAR circuit
are closed with the gear extended or re- breaker on the left circuit breaker panel. The
tracted, and are open only during gear tran- LDG GEAR circuit breaker is in the WARNING
sit. The aft spade door remains open with the section of the panel and should not be confused
gear extended. 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 so-
lenoid 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

Indicators
The green NOSE, LH, and RH lights on the
gear control panel indicate gear down and
CONTROLS AND INDICATORS locked. As each gear locks down, its respec-
The landing gear is controlled by the LDG tive green light is illuminated.
GEAR control handle to the left side of the cen-
ter panel. Gear position is shown by one red The red GEAR UNLOCKED light indicates an
and three green indicator lights on the gear unsafe gear condition. It illuminates when the
control panel. A warning horn provides warn- gear handle is moved out of the UP detent and
ing of abnormal conditions. 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
Controls 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 in-
advertent movement of the handle to the UP
position.
CAUTION
Never attempt to pull the gear han-
dle up during taxi and special atten-
tion must be given to checking the
gear handle in the down position be-
fore depressing an engine start but-
ton to prevent inadvertent nose gear Figure 14-3. Gear Control and Warning
retraction. Lights

FlightSafety
international
Normal indication with the gear down is three Retraction

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

LO HYD
LEVEL PRESSURE FROM HYDRAULIC PUMP RETURN TO HYDRAULIC RESERVOIR
HYD EMERGENCY-FLUID
PRESS CONTROL TURN VALVE
VALVE

SHUTTLE VALVE
LANDING GEAR
ACTUATOR LANDING
UPLOCK UPLOCK GEAR
ACTUATOR
SHUTTLE VALVE
LO BRK
PRESS
ANTI-SKID T-HANDLE
INOP LANDING
GEAR
UPLOCK ACTUATOR
LDG GEAR
UP NOSE
FlightSafety
HORN ANTI-
SKID LH RH
SILENCE ON
GEAR NITROGEN
UNLOCKED
BLOW DOWN
BOTTLE
OFF
international
DOWN
14-5
Figure 14-4. Landing Gear System—Retraction

14-6
LO HYD
PRESSURE FROM HYDRAULIC PUMP RETURN TO HYDRAULIC RESERVOIR
LEVEL
HYD EMERGENCY-FLUID
PRESS CON
NTROL RETURN VALVE
V
VALVE

SHUTT
TLE VALVE
LANDING
UPLOCK UPLOCK GEAR
LANDING GEAR ACTUATOR
ACTUATOR
TTLE VALVE
LO BRK
PRESS
ANTI-SKID T-HANDLE
LANDING
INOP GEAR
ACTUATOR
LDG GEAR
UP NOSE
FlightSafety
HORN ANTI-
SKID LH RH NITROGEN
SILENCE ON
GEAR BLOW DOWN
UNLOCKED BOTTLE
OFF
international
DOWN
Figure 14-5. Landing Gear System—Extension

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Emergency Extension NOSEWHEEL STEERING

If the hydraulic system fails or an electrical Nosewheel steering is accomplished by ca-
malfunction exists in the landing gear sys- bles connected to the rudder pedals. The nose-
tem, the gear uplocks can be manually re- wheel steering turning limit is limited by the
leased for gear free fall. An air bottle rudder stops. The turning limit is approxi-
(Nitrogen), which is charged to 1,800 to 2,050 mately 20° either side of center. A spring-
psi, is located in the right nose storage com- loaded bungee provides additional steering
partment. This bottle is used for positive gear capability with application of differential en-
uplock release and gear downlocking. gine power and braking.
Emergency extension is initiated by pulling the The nosewheel is mechanically centered dur-
AUX GEAR CONTROL T-handle and rotating retraction. The centerline of the steering
ing clockwise 45° to lock. This mechanically universal joint is in alignment with the cen-
releases the gear uplocks, allowing the gear to terline of the trunion supporting bolts. When
free fall. If necessary, use the rudder to yaw the nosewheel is retracted, the lower half of
the airplane, first in one direction, then the the steering universal joint remains in position
other to fully extend the main gear actuators. while the upper half, pivoting with the strut,
After the gear has extended, pull the round is moved to the center position automatically
knob (or collar) behind the T-handle. This re- centering the nosewheel. With the nosewheel
leases air bottle pressure to the uplocks first, fully retracted, the upper half of the steering
releasing the gear, then flows to the actua- universal joint and the nosewheel remain sta-
tors, extending the gear. The air pressure also tionary while the lower half of the steering uni-
opens a dump valve returning hydraulic fluid versal joint can move freely permitting normal
to the reservoir thus inhibiting any further hy- operation of the rudder pedals.
draulic operation of the gear. Air pressure
drives the gear actuators to the fully extended During towing, ensure that the flight control
position where they are maintained by the in- lock is disengaged, and do not exceed 95°
ternal lock mechanism in each actuator. Once nosewheel deflection. If 95° is exceeded, the
the air bottle has been actuated, maintenance attachment bolts will be sheared with result-
action is required to restore normal operation ant loss of steering capability. If the control
of the landing gear. The optimum speed for this lock is engaged, towing beyond 60° may cause
procedure is 170 to 190 KIAS (Figure 14-6). structural damage.
NOTE CAUTION
Pneumatic pressure should be used to
assure positive locking of all three If the nosewheel steering bolts are
gear actuators. sheared (indicated by loss of nose-
wheel steering with the rudder pedals),
flight should not be attempted. This is
due to the possibility of the nosewheel
NOTE not remaining centered after takeoff
If a gear(s) uplock fails to release even with the gear extended.
mechanically by pulling the T-han-
dle, pulling the round knob (collar)
behind the T-handle will release air Flying the airplane with an inoperative nose-
bottle pressure to open the uplock. wheel steering can also result in violent nose-
wheel shimmy.

14-8
LO HYD
PRESSURE FROM HYDRAULIC PUMP RETURN TO HYDRAULIC RESERVOIR
LEVEL
HYD EMERGENCY-FLUID
PRESS RETURN VALVE
CONTRO
VALV
VE

SHUTT
TLE VALV
LANDING
LANDING GEAR UPLOCK UPLOCK GEAR
ACTUATOR ACTUATOR
SHUTTLE VALVE
LO BRK
PRESS
ANTI-SKID T-HANDLE
LANDING
INOP GEAR
UPLOCK ACTUATOR
LDG GEAR
UP NOSE
FlightSafety
HORN ANTI-
SKID LH RH
SILENCE ON
GEAR NITROGEN
UNLOCKED
BLOW DOWN
BOTTLE
OFF
DOWN
international
Figure 14-6. Landing Gear Emergency Extension
FlightSafety
international
Since the nosewheel deflects with rudder WHEELS

pedal movement anytime the gear is extended,
the pedals should be centered just prior to Main Gear Wheels
nosewheel touchdown during a crosswind
landing. Each main wheel consists of two halves to fa-
cilitate tire installation and removal. A valve
assembly is installed in each outboard wheel
half to inflate and deflate the tires. Fusible
WHEELS AND BRAKES plugs installed in the inboard wheel halves
will melt and release tire pressure if the wheel
GENERAL is overheated to prevent the wheels from ex-
ploding. The main tires should be inflated to
The main landing gear wheels are equipped 130 ± 5 psig.
with disc-type brakes. The brakes are actuated
hydraulically by a power brake valve that is
controlled from a master cylinder connected Nose Gear Wheel
to each rudder pedal. The master cylinders, at The nosewheel assembly also consists of two
the pilot and copilot positions, are connected halves to facilitate tire installation and re-
in series to permit either pilot or copilot con- moval. Each wheel half may be assembled in
trol of the brakes. any position relative to one another and allows
changing wheel halves without the need for re-
A parking brake valve is incorporated in the balancing the wheel. One wheel half has a tire
brake system which, when manually operated, inflation valve, and inflation pressure should
prevents the return of hydraulic fluid pres- be 125 ± 5 psig.
sure after the brakes are applied.
An emergency (pneumatic) braking system is BRAKES

provided for use when hydraulic braking fails.
Auxiliary braking is controlled with a hand- General
operated valve that directs equal nitrogen pres-
The wheel braking system utilizes a sepa-
sure to each brake during emergency braking
rate hydraulic system that is completely in-
conditions. High-pressure nitrogen is sup-
dependent from the main hydraulic system.
plied from the emergency gear and brake pneu-
Major system components include a reservoir
matic storage bottle.
pressurized by cabin air, an electric DC
motor-driven hydraulic pump, and an accu-
The main gear brake antiskid control is used
mulator to dampen pressure surges and pro-
to prevent wheel skidding on wet, dry or icy
vide backup pressure (Figure 14-7). The
runways after a minimum wheel spin is at-
system automatically maintains constant pres-
tained. The system consists of an electrical
sure for brake operation. The brakes are nor-
control box, power brake/servo valve,
mally used as antiskid power brakes, but can
motor/pump assembly, hydraulic accumulator,
be operated as power brakes without anti-
pressure switches, brake reservoir, mode
skid protection. In event the brake system
switch, circuit breakers, indicator lights and
hydraulic pressure is lost, emergency air
a self-test system.
brakes are available.

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international
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 pres-
sure 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-on-
wheels (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
Figure 14-7. Brake Reservoir and fault occurs.
Accumulator Gauge
NOTE
The antiskid brake system provides the crew
with the option of an operative antiskid func- The antiskid system is not operative
tion or an inoperative antiskid function by se- with the parking brake set.
lecting the ANTISKID switch located on the
landing gear control panel ON or OFF as ap-
propriate. The power brake function is oper- OPERATION
ative irrespective of the antiskid control switch. With the LDG GEAR handle DOWN and nor-
The power brake function is active when the mal DC power available, a pressure switch
airplane’s main DC buses are powered and controls the DC motor-driven hydraulic pump
the landing gear handle is in the extended po- to maintain 900-1,300 psi for brake operation
sition. In the event a main DC electrical fail- (Figure 14-8). An accumulator dampens pres-
ure occurs causing either a total or partial sure surges. The power brakes and antiskid sys-
antiskid brake failure, the antiskid brake/power tem receive DC power from the SKID
brake system will not operate. The emergency CONTROL circuit breakers on the left cir-
air brake system must be used. cuit-breaker panel.
Braking is initiated by rudder pedal-actuated The master cylinders are supplied with fluid
master cylinders. If both the pilot and copilot from the brake reservoir. Depressing the brake
attempt to apply the brakes simultaneously, the pedals applies master cylinder pressure to ac-
one applying the greater force on the rudder tuate the power brake valve, which meters
pedals has control since they are plumbed to- pump pressure to the brake assemblies in di-
gether in series. rect proportion to pedal force.

TEST
OFF FIRE
BRAKE SYSTEM ANNU WARN
HYDRAULIC AVN
LDG
RESERVOIR GEAR
SPARE BATT
LDG GEAR TEMP
ANTI AOA
UP NOSE SKID
ANTI- OVER
HORN SKID LH
T/REV
RH SPEED
SILENCE ON W/S TEMP
GEAR
UNLOCKED

OFF
DOWN
ACCUMULATOR
28 VDC
HYDRAULIC
PUMP
P LO BRK
POWER BRAKE PRESS
VALVE
EMERGENCY BRAKE HANDLE ANTI-SKID
INOP
ANTI-SKID
SERVO VALVE
LEFT & RIGHT
QUAT SWITCH
VENT
NITROGEN
BLOW DOWN
SHUTTLE VALVE SHUTTLE VALVE BOTTLE
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international
14-11
Figure 14-8. Antiskid Power/Emergency Brake System

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With the ANTISKID switch on the LDG GEAR The digital antiskid control module incorpo-
panel in the ON position and a ground speed rates test circuitry, which continually moni-
of at least 12 knots, maximum braking with- tors the antiskid system. If a fault is detected,
out wheel skid is available. Any tendency of the ANTI SKD INOP light will illuminate on
a wheel to rapidly decelerate (skid) is detected the annunciator panel. Certain faults in the
by the wheel speed transducer, and the anti- system are displayed on the built-in test equip-
skid valve is signaled to momentarily dump ment (BITE) indicator (fault display unit),
pressure from both brakes. As wheel speed which is located under a panel on the left aft
returns to normal, dumping ceases and pres- bulkhead of the nose baggage compartment.
sure is once again increased in the brake as-
semblies. When the wheel speed drops below The five circular magnetic indicators remain
approximately 12 knots, the antiskid function in view once activated and do not change if DC
disengages. power is turned off.
Braking on each main wheel is controlled by

the applicable master cylinder and pedal; there- Parking Brakes
fore, differential braking is available. The parking brakes can be set by applying the
brakes in the normal manner, then pulling out
With the ANTISKID switch located on the the PARK BRAKE handle on the left lower side
LDG GEAR control panel in the OFF position, of the pilot’s instrument panel. This mechan-
the antiskid system is deactivated and the ically actuates the parking brake valve, trap-
ANTI SKD INOP annunciator is on. ping fluid in the brakes. Release the parking
brakes by pushing in the PARK BRAKE han-
NOTE dle. Release the brakes before towing.
If the ANTISKID switch is OFF, it
should not be turned on while the NOTE
airplane is taxiing. The antiskid sys- Do not set the brakes subsequent to
tem is not operative during self test a hard stop. Brake heat transfer to the
when initially powered up. wheel could melt the fusible plugs,
deflating the tire.
If a fault develops in the antiskid system, the
ANTI SKD INOP annunciator light comes on, EMERGENCY BRAKES
and the system should be switched off. Brake
operation remains the same except that anti- In the event the hydraulic brake system fails,
skid protection is not available. When brake a pneumatic brake system is available (Figure
system pressure drops below 750 psi, the ANTI 14-8). The system uses air pressure from the
SKD INOP and LO BRK PRESS annunciators pneumatic bottle, which can also be used for
will illuminate. emergency landing gear extension. Air bottle
pressure is adequate for stopping the airplane,
On the ground, test the ANTISKID system by even if the landing gear has been pneumatically
momentarily selecting ANTISKID on the rotary extended.
TEST switch. The ANTI SKD INOP light
should illuminate, then go out in approximately
five seconds. Airborne test of the system is au- Operation
tomatically accomplished when the landing Pulling the red EMER BRAKE PULL lever aft
gear is extended. Results should be the same as mechanically actuates the emergency brake
those obtained during the on-ground test. If valve. The valve meters air pressure through
the antiskid system fails the self test, the ANTI shuttle valves to the brake assemblies in direct
SKD INOP light will remain illuminated. proportion to the amount of lever movement.

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Since air pressure is applied to both brakes si- The emergency brakes should be applied only
multaneously, differential braking is not pos- enough to obtain the desired rate of deceler-
sible. Returning the lever to its original ation, then held until the airplane stops.
position releases pressure from the brakes and Repeated applications waste air pressure. Anti-
vents it overboard, releasing the brakes. skid protection is not available during emer-
gency braking. Do not attempt to taxi after
using the emergency brakes.
NOTE
Do not depress the brake pedals while Maintenance action is required subsequent to
a p p l y i n g e m e rg e n cy a i r b r a ke s . emergency braking.
Shuttle valve action may be dis-
rupted, allowing air pressure to enter
the hydraulic lines and rupture the
brake reservoir or apply uncom-
manded differential braking.

REVIEW QUESTIONS
1. On the ground, the LDG GEAR handle is 5. At retraction, if the nose gear does not
prevented from movement to the UP po- lock in the UP position, the gear panel
sition by: light indication will be:
A. Mechanical detents. A. R e d l i g h t o n , g r e e n L H a n d R H
B. A spring-loaded locking solenoid. lights on.
C. Hydraulic pressure. B. R e d l i g h t o u t , g r e e n L H a n d R H
D. A manually applied handle locking lights on.
device. C. Red light on, all three green lights out.
D. All four lights out.
2. The landing gear uplock mechanisms are:
6. The gear warning horn cannot be silenced
A. Mechanically held engaged by over- when one or more gear are not down and
center springs. locked and:
B. Hydraulically disengaged normally;
or pneumatically released in an A. Flaps are extended beyond the 15°
emergency. position.
C. Electrically engaged and disengaged. B. Airspeed is less than 150 KIAS.
D. A and B. C. Either throttle is retarded below 70%
N 2 rpm.
3. Landing gear downlocks are disengaged: D. Both throttles are retarded below 70%
N 2 rpm and airspeed is greater than
A. When hydraulic pressure is applied to
150 KIAS.
the retract side of the gear actuators.
B. By action of the gear squat switches. 7. When the LDG GEAR handle is posi-
C . B y r e m ov i n g t h e ex t e r n a l d ow n - tioned either UP or DOWN:
lock pins.
A. The hydraulic system bypass valve is
D. By mechanical linkage as the gear be-
energized open.
gins to retract.
B. The bypass valve is energized closed.
4. Each main gear wheel incorporates a C. The bypass valve is not affected.
fusible plug that: D. The HYD PRESS annunciator light
goes out.
A. Blows out if the tire is overserviced
with air.
B. Melts, deflating the tire if an over-
heated brake creates excessive tire
pressure.
C. Is thrown out by centrifugal force if
maximum wheel speed is exceeded.

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8. Emergency extension of the landing gear 12. The DC motor-driven hydraulic pump in
is accomplished by actuation of: the brake system operates:
A. A switch for uplock release and, ap- A. During the entire time the LDG GEAR
plication of air pressure. handle is in the DOWN position.
B. One manual control to release the B. As needed with the LDG GEAR han-
uplocks and apply air pressure for dle DOWN in order to maintain sys-
extension. tem pressure.
C. Two manual controls—one to me- C. Only when the LO BRK PRESS an-
chanically release the uplocks, the nunciator illuminates.
other to apply air pressure for gear D. Even when the LDG GEAR handle is
extension and downlocking. UP to keep air out of the system as the
D. None of the above. airplane climbs to altitude.
9. Nosewheel steering is operative: 13. Regarding the landing gear, the correct
statement is:
A. Only on the ground.
B. With the gear extended or retracted. A. The red GEAR UNLOCKED light will
C. With the gear extended, in flight or on illuminate and the warning horn will
the ground. sound whenever either or both throt-
tles are retarded below 70% N2 and the
gear is up.
10. The power brake valve is actuated: B. The gear warning horn can be silenced
when the gear is not down and locked
A. Direct mechanical linkage from the and the flaps are extended beyond 15°.
rudder pedals. C. The landing gear pins must be inserted
B. Mechanically by the emergency air- on the ground due to loss of hydraulic
brake control lever. pressure as the engines are shutdown.
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 D. The landing gear is secured in the ex-
pressure. tended position by mechanical locks
D. Automatically at touchdown. in each gear actuator.
11. Do not actuate the brake pedals while ap- 14. Regarding landing gear auxiliary exten-
plying brakes with the emergency brake sion, the correct statement is:
system because:
A. If three lights are observed after yaw-
A. Air bubbles will be induced into the ing the airplane, it is not necessary to
brake fluid. use the pneumatic bottle.
B. The shuttle valve may allow air pres- B. The optimum airspeed for this pro-
sure into the brake reservoir, ruptur- cedure is 170 to 190 KIAS.
ing it or causing uncommanded C. The LDG GEAR handle is placed in
differential braking. the DOWN position to release the gear
C. The shuttle valve will move to the uplocks in order to allow the red T-
neutral position and no braking ac- handle to release the doors,
tion will occur. D. After the gear are extended by this
D. The brakes will be “spongy.” procedure, they can be retracted in
flight if the hydraulic system is re-
turned to normal operation.

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

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

CHAPTER 15
FLIGHT CONTROLS
20 20
10 10
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5 5 S
5 5
10
20
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C
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 actu-
ated 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 manu- bellcranks. The rudder pedals can be adjusted
ally operated by either the pilot or the copilot to three separate positions for comfort by de-
through a conventional control column and rud- pressing a spring-loaded latch on the side of the
der pedal arrangement. Control inputs are trans- rudder pedal.
mitted to the control surfaces through cables and
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Fences are mounted on the inboard edge of the To unlock the flight controls and throttles,
inboard aileron and on the inboard edge of rotate the handle 45° clockwise, and push
the left aileron trim lab to aid the ailerons in in until it returns to the horizontal position.
returning to neutral.
The rudder, both elevators and left aileron are

NOTE
each equipped with trim tabs mechanically Towing the airplane with the gust
actuated from the cockpit. Also, the elevator lock engaged may damage the nose-
tabs can be electrically positioned by a pitch wheel steering system if the tow bar
trim switch on each control wheel. The pilot’s deflects the nosewheel beyond 60° ei-
pitch trim switch has priority. ther side. Do not fly the airplane if
the nosewheel steering is inopera-
All flight control surfaces, including pri- tive, which may not be detected until
mary, secondary, and trim tabs, are shown taxiing is attempted.
in Figure 15-1.
CONTROL LOCK SYSTEM TRIM SYSTEMS

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

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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).
Motion is mechanically transmitted to position

the trim tabs on each elevator. As the tab
moves, a pointer on the elevator TRIM indi-
cator moves toward the NOSE DOWN or
Figure 15-2. Flight Control Lock Handle NOSE UP position, as applicable.
RUDDER AND AILERON TRIM Electrical Trim

Operation Electrical trimming of the elevators is accom-
plished with a trim switch on the outboard side
Rudder or aileron trim is initiated by rotation of each control wheel (Figure 15-4). Thumb ac-
of the aileron trim or rudder trim wheel on the tuation of the switch completes a circuit to an
pedestal (Figure 15-3). electric motor which provides a mechanical
output to the trim actuator in the trailing edge
of the elevator. The pilot’s pitch trim inputs
override those made by the copilot.
LEGEND
MECHANICAL
AFT END OF PEDESTAL VERTICAL
Figure 15-3. Rudder and Aileron Trim Systems

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LEGEND
MECHANICAL MANUAL TRIM
ELECTRICAL
ELECTRICAL TRIM
Figure 15-4. Elevator Trim System
As the pitch trim switch is moved to the UP SECONDARY FLIGHT

or DN position, the elevator tabs are posi-
tioned accordingly as indicated by the eleva- CONTROLS
tor TRIM position indicator and rotation of the
pitch trim wheel.
GENERAL
Runaway or malfunctioning trim can be inter- The secondary flight controls consist of wing
rupted by depressing the AP/TRIM DISC flaps and speedbrakes. Through mechanical
switch on the control wheel or stopped by linkage the flaps are electrically controlled
pulling the PITCH TRIM circuit breaker on the and actuated. The speedbrakes are electrically
left circuit-breaker panel. controlled and hydraulically actuated.

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Two Fowler flaps, one on each wing, can be

positioned from 0 to 40°. Mechanical intercon-
nection of left- and right-wing flap segments
prevents asymmetrical flap operation and per-
mits flap operation with one electrically pow-
ered 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
General Indicator
The flap selector handle (Figure 15-5), de- Power to position the flaps (Figure 15-6)
tented at the 15° position, can be set to posi- consists of two DC motors interconnected
tion the flaps anywhere between 0 and 40°. by driveshafts, sprockets, and a double set of
Handle movement actuates switches that en- drive chains. Normally, both motors operate
ergize two electric motors for flap movement. in unison; however, either motor is capable
Flap position is shown on a pointer to the left of actuating both flaps through its full oper-
of the flap handle. The indicator is mechani- ating range. Motive force is transmitted
cally positioned by flap movement. through cables to both flaps simultaneously.
Figure 15-6. Flap Motors

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Operation actuators. The speedbrakes have two posi-

tions: extended and retracted. The system in-
Moving the flap handle to any position me- cludes two hydraulic actuators, two solenoid
chanically actuates one of two switches in the valves, four speedbrake segments, and a white
center pedestal, connecting electrical power SPD BRK EXTEND annunciator. The system
to both motors. control switch and extended speedbrakes are
shown in Figure 15-7.
When the flaps reach the selected position, the
position indicator shows flap position and me-
chanically repositions the control switch to re- Operation
move power from the flap motors. Inherent Placing the speedbrake switch momentarily to
drag of the motors and gearboxes holds the EXTEND causes the hydraulic system bypass
flaps in position. Limit switches prevent over- control valve to close, providing pressure as
run in either the fully up or fully down position. indicated by illumination of the HYD PRESS
annunciator. The speedbrake solenoid valve is
If electrical power is lost, the flaps remain in energized, directing pressure to force the
position at time of power failure. speedbrakes out of the mechanical downlocks
and extend them (Figure 15-8). The safety
SPEEDBRAKES valve, in parallel with the solenoid valve, is
also energized closed.
General
With the speedbrakes on both wings fully
There are two speedbrake segments on the extended, the white SPD BRK EXTEND
surface of each wing, one on the top and one annunciator illuminates. Simultaneously,
on the bottom, which are operated by hydraulic the hydraulic system bypass valve opens
Figure 15-7. Speedbrake System

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SPEEDBRAKE EXTENDING
LH RH
SPEEDBRAKES SPEEDBRAKE
ACTUATOR ACTUATOR
SPEEDBRAKE
SPEEDBRAKE
SAFETY
SOLENOID
VALVE
VALVE
SPEEDBRAKE EXTENDED
LH RH
SPEEDBRAKES SPEEDBRAKE
ACTUATOR ACTUATOR
LEGEND
TRAPPED
PRESSURE
RETURN
FULL
PRESSURE
ELECTRICAL CIRCUIT
SOLENOID VALVE (FAIL SAFE)
Figure 15-8. Speedbrake Extension

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to relieve pressure, and the amber HYD If either throttle is advanced past 85% N 2
PRESS annunciator goes out. The solenoid with speedbrakes extended, circuitry is com-
valve returns to neutral, blocking all fluid pleted to the solenoid and bypass valve for
lines to the actuators. The speedbrakes are speedbrake retraction.
maintained in the extended position with
trapped hydraulic fluid. To retract the speed- If electrical failure occurs with the speed-
brakes, place the switch momentarily to RE- brakes extended, the safety valve (Figure 15-
T 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 10) spring-loads open, allowing the
pressurizes, the safety valve is deenergized speedbrakes to blow down to a trail position.
and moves to the open position, and the speed- If electrical failure occurs with the speed-
brake solenoid valve is positioned to direct brakes retracted, they cannot be extended.
pressure for retraction (Figure 15-9).
If main system hydraulic failure occurs while
When the SPD BRK EXTEND annunciator the speedbrakes are extended, they remain ex-
goes out, the speedbrakes retract into me- tended until either the switch is positioned to
chanical locks, and the hydraulic system RETRACT or a throttle is advanced beyond
depressurizes. The mechanical locks consist 85% N 2 . This will energize the solenoid valve
of two pins on the lower speedbrake panel and safety valve OPEN to release trapped
hydraulically forced into retaining clips in hydraulic fluid. This will allow the airload to
the lower wing. blow the speedbrakes to a trail position.
LH RH
SPEEDBRAKE SPEEDBRAKE
ACTUATOR ACTUATOR
SOLENOID SAFETY
VALVE VALVE
LEGEND
FULL
PRESSURE
RETURN
ELECTRICAL CIRCUIT

CHECK VALVE
Figure 15-9. Speedbrake Retraction

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LH RH
ACTUATOR ACTUATOR
SPEEDBRAKE
SAFETY
SPEEDBRAKE VALVE
SOLENOID
VALVE
LEGEND
RETURN STATIC PRESSURE
LOW PRESSURE CHECK VALVE
Figure 15-10. Speedbrake Blowdown (Electrical Failure)
STALL WARNING only be engaged by depressing the YD EN-

GAGE switch on the autopilot control panel.
Stall warning consists of a stall strip on the It is disengaged by depressing the AP/TRIM
leading edge of each wing (Figure 15-11). DISC switch on either control wheel or by de-
The stall strips create turbulent airflow at high pressing the YD ENGAGE switch. An opera-
angles of attack, causing elevator buffet to tive yaw damper is not required for flight.
warn of approaching stall conditions. Buffet
occurs prior to the actual stall at approxi-
mately V S1 + 10 knots in the clean configura-
tion and VSO + 5 knots in the landing
configuration.
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 en-
gaged automatically. The yaw damper can Figure 15-11. Stall Strip

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REVIEW QUESTIONS
1. The ailerons are operated by: 5. Regarding the gust lock:
A. Hydraulic pressure. A. The engines may be started with it
B. Mechanical inputs from the control engaged.
wheels. B. The airplane should not be towed with
C. A fly-by-wire system. it engaged.
D. An active control system that totally C. It may be engaged for towing.
eliminates adverse yaw. D. If the airplane is towed past the 60°
limit, nosewheel steering may be lost.
2. The aileron trim tab is operated by: It is still permissible to fly the airplane
if the gear is left extended.
A. An electrically operated trim tab
motor. 6. Extended speedbrakes are maintained in
B. A hydraulically operated trim tab that position by:
motor.
C. A mechanical trim knob on the rear A. Hydraulic pressure (HYD PRESS)
face of the center pedestal. light remains illuminated.
D. Changing the angle of the aileron B. Trapped fluid in the lines from the
“fence.” solenoid valves.
C. Internal locks in the actuators.
3. Regarding the rudder: D. External locks on the actuators.
A. The pilot’s and copilot’s pedals are 7. The amber (HYD PRESS) light on the
interconnected. annunciator panel will illuminate during
B. The trim tab actuator is powered only speedbrake operation:
electrically.
C. The servo is connected to the air data A. When the speedbrakes are fully
computer to restrict rudder pedal de- extended.
flection at high airspeeds. B. While the speedbrakes are extending
D. It is independent of the nosewheel and retracting.
steering on the ground. C. Both A and B.
D. Neither A nor B.
4. The elevator:
A. Trim tab is controlled only electrically.
B. Runaway trim condition can be alle-
viated 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 eleva-
tor only.

8. A true statement concerning the speed 10. The flaps are actuated by:
brakes is:
A. The pneumatic system.
A. The white SPD BRK EXTEND light B. The hydraulic system.
will illuminate whenever both sets of C. One electric motor normally; the other
speedbrakes are extended. is a reserve motor.
B. If DC electrical failure occurs while D. Two electric DC motors.
the speedbrakes are extended, they
will remain extended since the hy- 11. If main DC power is lost:
draulic pressure is trapped on the ex-
tend side of the actuators. A. The flaps will be inoperative.
C. If hydraulic pressure loss should occur 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
while the speedbrakes are fully ex- backup motor but will extend at a re-
tended (system bypass valve fails duced rate.
open), the speedbrakes will automat- 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
ically blow to trail. operation.
D. The speedbrakes can be retracted only D. A split flap condition could result
by placing the speedbrake switch to since power is applied to only one
RETRACT. 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

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

VHF COMM TRANSCEIVERS......................................................................................... 16-37

KY-196A Controls....................................................................................................... 16-37
Mode–Frequency–Channel 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
Operator’s 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
16-ii FOR TRAINING PURPOSES ONLY

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 Pilot’s Reversion Switches ..................................................................................... 16-6
16-6 Copilot’s 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

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
FOR TRAINING PURPOSES ONLY 16-v

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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 provides display, flight director guidance, au-
(IAS) is an advanced integrated system that topilot, yaw damper, and trim functions.

Standard elements consist of the following: The flight guidance function of the integrated
avionics computer (IAC) provides digital pro-
• IC-600 integrated avionics computers
(IACs): cessing of heading, navigation, and air data in-
formation to the electronic flight instrument
• Flight guidance system (FGS) displays (EFIS). The electronic flight instru-
(Autopilot control, No. 1 IAC only) ment system displays consist of a dedicated
• Electronic flight instrument system primary flight display (PFD) for each pilot
(EFIS) and a single multifunction display (MFD) in-
stalled on the center instrument panel.
• AZ-850 air data system:
• Dual micro air data computers The IC-600 IAC is the focal point of informa-
(MADCS) tion flow in the system. The two IACs are in-
terconnected by High Level Data Link control
• Primus 650 weather radar lines. This bus and other interconnects allow the
• Global GNS-XLS Flight Management flight guidance computers and symbol genera-
System tors associated with each IAC to share, compare,
and communicate large blocks of information.
The Primus 1000 is an integrated fail-pas-
sive autopilot/flight director and display The IACs convert aircraft sensor input data and
system with a full complement of horizon- information digitally to the pilot-selected for-
tal and vertical flight guidance modes. These mats for the attitude director indicator (ADI)
include all radio guidance modes, long-range and horizontal situation indicator (HSI) on
navigation tracking, and air data vertical the PFDs and data to the MFD. The IACs also
modes. Either pilot can couple their respec- process data required for the flight director
tive EFIS to the autopilot (No. 1 IAC must command bars and steering information for the
be operational). autopilot.
FD1/FD2
28 VDC
FMS, GNS-X/ES VLF- OMEGA FULL
ARC
FULL
ARC
FULL
ARC
FULL
ARC
FULL
ARC
FULL
ARC
WC-650
GPS/LORAN C RPU ADF 1
VOR 1
FMS 1 ADF 1 WEATHER RADAR
OFF
OFF
CONTROLLER
VG-14A VG-14A
VERTICAL VERTICAL
GYRO GYRO PR IMUS
NO. 1 1 000 SYSTEM WU-650

NO. 2 WX RECEIVER/
RADIO
ALTIMETER TRANSMITTER/
DME ANTENNA
IC-600 (SG/FD/AP) IC-600 (SG/FD) DME
(YD ONLY) IAC IAC
NO.1 NO. 2
RG-204 RIGHT
RATE GYRO NAV LEFT CONTROL BUS CONTROL BUS NAV
RADIOS RADIOS
AG-222
ACCELEROMETER
IC-IC BUS
AG-222
ACCELEROMETER
AZ-850
PC-400 MICRO AIR DATA
AUTOPILOT DC-IC BUS COMPUTER
DC-IC BUS
CONTROLLER NO. 1 FROM
CS-412
C-14D
DIRECTIONAL C-14D
GYRO NO. 1 AZ-850 DIRECTIONAL
MICRO AIR DATA GYRO
COMPUTER NO. 2
TO C-14D NO. 2
DIRECTIONAL
MS-560 RI-553 REMOTE MS-560
GYRO
MODE SELECTOR INSTRUMENT MODE SELECTOR
NO. 2
NO. 1 CONTROLLER NO. 2
CS-412 FULL
ARC
MAP WX
GSPD
TTG
ET V/L FMS
COURSE HEADING COURSE
FULL
ARC
MAP WX
GSPD
TTG
ET V/L FMS
DUAL REMOTE SM-200 FMS 1 ADF 1 FMS 1 ADF 1 FMS 1 ADF 1 FMS 1 ADF 1
VOR 1 VOR 1
COMPENSATOR RUDDER SERVO OFF

OFF
ADI DH
OFF
OFF
ADI DH
BRG DIM TST BRG PRIMUS BRG DIM TST BRG PRIMUS
DC-550
FX-220 DC-550
DISPLAY
FLUX DISPLAY
CONTROLLER
VALVE CONTROLLER
NO. 2 IC-DU BUS
NO. 1
SM-200 HDG 150 HDG 150
AILERON SERVO 20 20 20 20
10 10 10 10
FX-220 10 10 10 10
FLUX 0 PDF 1 MFD 0 PFD 2

VALVE VOR1 VOR1
H H
ADF 30 33 N ADF 30 33 N
24 W
24 W
3
VOR2 VOR2
6
6
21
21
HDG HDG
E
S 12 15 S 12 15
SM-200 LEFT PICTURE

ELEVATOR SERVO BUS
RIGHT PICTURE
BUS
IC-DU BUS
TRIM
SERVO
(ELEC) MAP
PLAN
SCR WX NORM EMER
MC-800 MFD INC

R
VOR
HSI
MFD
HSI
RCL SKP
CONTROLLER N SG SG
G
APT DAT PAG ENT
DEC
MODE DIM 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 capa- The EFIS displays are pitch and roll attitude,
bility, which includes an automatic power-up heading, course orientation, flightpath com-
self-test and pilot-initiated testing. It also in- mands, weather presentations, checklists,
cludes on-ground maintenance testing and fault mode and source annunciators, air data pa-
storage. The system is powered by 28 VDC. rameters, long range navigation map displays
and optional TCAS information.
EFIS brings display integration, flexibility,

ELECTRONIC FLIGHT and redundancy to the flight control system.
INSTRUMENT SYSTEM Essential flight information, automatic flight
control, and navigation data are integrated
(EFIS) into the pilot’s prime viewing area. Selection
of essential flight data, including various nav-
The electronic flight instrument system (EFIS) igation information, aircraft performance pa-
is an integral part of the Primus 1000 integrated rameters, and weather radar displays, is
avionics system. The heart of each pilot’s sys- accomplished by using the PFD display con-
tem is an IC-600 integrated avionics computer trollers, MFD controller, weather radar con-
(IAC). Except for the presence of the autopi- troller, and the display-unit-mounted bezel
lot computer in the No. 1 IAC, the IACs are controllers. Each IAC symbol generator (SG)
identical and interchangeable. In the normal is capable of driving the three displays. The
configuration, the No. 1 IAC drives the pilot’s symbol generators function as data proces-
PFD and the No. 2 IAC drives the copilot’s sors for processing aircraft sensor inputs to for-
PFD. The No. 1 or No. 2 IAC will drive the mat correct information as defined by the
MFD; it is normally controlled from the No. display controllers to the display units (PFDs
1 IAC. Wraparound failure (miscompares) are and MFD).
used for critical parameters such as pitch or
roll data, IAS, BARO set, to ensure informa- Reversion switches allow for substituting op-
tion accuracy. erational sensors for failed ones (i.e.,
Directional Gyros, Vertical Gyros, air data
The EFIS consists of the following elements: computers, symbol generators, and PFD rever-
• IC-600 Integrated Avionics Computer sion to MFD).
(IAC). Included within each IAC are the
following:
CONTROLLERS
• Flight Director Computer
• Symbol Generator BL-870 PFD Bezel Controller
• Sensor Interfaces The PFD bezel controller is mounted on the
lower front of the PFD and provides the fol-
• Autopilot Computer (IAC No. 1 only) lowing functions (Figure 16-2):
• DU-870 display units (DUs): PFDs • STD—Pushbutton returns the baromet-
and MFD ric altimeter correction to standard
• BL-870 PFD bezel controllers (2) value (29.92 in. Hg or 1013 HPA).
• BL-871 MFD bezel controller • BARO—Rotary set knob allows se-
lection of reported barometric altime-
• DC-550 display controllers (2) ter correction in either inches Hg or
HPA as determined by the IN/HPA
• RI-553 remote instrument controller pushbutton.
• MC-800 MFD controller

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 digi-

tal readout of the selected altitude. The alti-
When the pilots are displaying cross- tude preselect value is set in increments of
side micro air data computer (amber 100 feet and can be changed at any time regard-
MADC) data on their PFDs, only the less of the status of any other set parameters.
operating side MADC PFD bezel has
control over both BARO settings.
DC-550 Display Controller
The display controllers, located directly to
NOTE the left and right respectively of the pilot’s and
The BARO set operates independ- copilot’s PFDs on the instrument panel, allow
ently from the display controllers the pilots to select various formats on the
and does not require the display con- PFDs (Figure 16-4). These functions are de-
troller be functional to set data. scribed below:
• HSI Button—Controls full or WX (par-
BL-871 MFD Bezel Controller tial compass display). Displays 360° in
FULL mode and 90° in WX (ARC)
The MFD bezel controller allows access for mode. Successive pushes toggles be-
setting takeoff V speeds, landing V Speeds, and tween the two displays. WX returns can
vertical navigation (VNAV) data through five be displayed on the PFD when in WX
menu-item pushbuttons and a rotary knob (left mode and radar is transmitting.
side) for setting data on various menus (Figure • SC/CP Button—Selects flight director
16-3). The right rotary knob is used solely for command bar display. Alternate-action
altitude preselect inputs (displayed simulta- toggles between single cue and cross
neously on the MFD and both PFDs). pointer flight director display. Powerup
state is single cue.
SC IN GSPD
HSI ET NAV FMS
CP HPA TTG
NAV ADF
NAV ADF
FMS TEST OFF FMS
OFF OFF
PFD DH
BRG O BRG Honeywell
DIM TST
Figure 16-4. DC-550 Display Controller

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• IN/HPA Button—(Inches of Hg/Hecto- • PFD DIM (Outer Concentric)—The

Pascals) Selects Barometric display DIM knob sets half the overall brightness
mode. Pressing button toggles display of the PFD. When a reference level is
between Inches of Mercury and Hecto- set, photoelectric sensors will maintain
Pascals the relative brightness level in various
lighting conditions. Full counterclock-
• GS/TTG Button—Groundspeed (GS) wise OFF position turns off the PFD, and
or time-to-go (TTG) is displayed in the will revert the display, through an EFIS
lower right center of the EHSI. Pressing backup mode, to the multifunction dis-
the GS/TTG button provides alternat- play. Sunlight increases intensity so im-
ing selection of GS or TTG to next sta- ages are still visible.
tion or waypoint.
EFIS backup is provided by the MFD as an ad-
• ET Button—Controls elapsed timer that
appears in the EHSI location dedicated dition to the existing symbol generator (EFIS)
to GSPD/TTG. Initial actuation enters reversionary modes. In case of failure of a
the mode at the previous position. If primary flight display (PFD) cathode ray tube,
elapsed time is being displayed, it stops selection of an EFIS backup mode can be ac-
the display. Sequence of the ET button complished by turning OFF the PFD DIM but-
is: Reset–Elapsed Time–Stop–Repeat. ton on the affected PFD. The MFD will then
take up the display selected on the controller.
• NAV Button—Pressing the NAV but- If both PFDs are OFF, the copilot’s PFD will
ton selects the VOR for display on the have priority on the MFD display. Dual rever-
EHSI course deviation indicator (CDI). sion of both PFDs to the MFD is prohibited by
Pressing the button alternately selects limitation.
NAV1 (green) and NAV2 (yellow) (an-
nunciated VOR1 and VOR2 on the cen- • Decision Height (Inner Concentric–
ter right side of the EHSI; ILS 1 and DH)—Rotation of the DH knob adjusts
ILS 2, if ILS frequency is tuned in NAV). the decision height display on the EADI
The flight director interfaces with the in 5-foot increments to 200 feet and 20-
NAV that is selected and displayed on the foot increments above 200 feet to 990
EHSI. feet. Rotating the knob fully counter-
clockwise removes decision height in-
• FMS Button—Selects flight manage- formation from the display.
ment system (FMS) for display on the
EHSI. The EHSI course needle repre- • Test Function (TEST in Magenta)—
sents FMS course information on the Pressing and holding the TEST button
course deviation indicator. The FMS causes the displays to enter the test
button first depicts onside data in ma- mode. Flags, cautions, and all flight
genta and on second push displays cross- director and mode annunciations are
side data in yellow. tested and presented on the display.
Satisfactory or unsatisfactory test re-
• Bearing “Ο” Knob—This knob has four sults are annunciated on the display.
positions. The OFF position removes The test also results in a self test of the
the No. 1 (blue) single line bearing radio altimeter system; 50 feet is indi-
pointer from the HSI display. In NAV po- cated in green in the bottom of the EADI
sition, VOR1 bearing information is dis- display, and the decision height (DH)
played. In ADF position, ADF1 bearing horn sounds. The TEST button is wired
is displayed. Selecting FMS displays through a squat switch and is com-
bearing to the next FMS waypoint in pletely active only when the airplane is
single FMS installations, or FMS1 data on the ground. The Primus 1000 test is
in dual FMS installations. not active in flight, but a self test of the

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radio altimeter system may be made in Heading Reversion Switch (HDG REV)
flight if the GS capture mode is not ac-
tive. The EFIS system also automati- The heading reversion switch is an auxiliary
cally self tests when it is powered up, pushbutton switch which allows selection of
but this is normally not displayed due the opposite side directional gyro as an alter-
to the warm-up time of the EFIS tubes. nate (reversion) heading source for the pilot’s
If the test is not satisfactory it is so an- or copilot’s flight director. MAG2 (MAG1)
nunciated. Holding the test button for or DG2 (DG1) is annunciated in amber in the
more than 5 seconds displays a main- center-left of the PFD. The annunciation of
tenance test function of the PFD. MAG or DG is controlled by the position of
the respective GYRO/MAN–AUTO switch on
• Bearing “♦” Knob—This knob has the pilot’s or copilot’s instrument panel. If
three positions. The OFF position re- there is no reversion selection and both sys-
moves the No. 2 double-line bearing tems are selected to its own respective sources,
(white) pointer from the HSI display. there is no annunciation. If there is a cross-se-
In the NAV position, NAV2 bearing is lection on both sides, the annunciation is in
displayed. In the ADF position, ADF
bearing is displayed in single ADF in- amber. If the same directional gyro is selected
stallations, or ADF 2 bearing in dual as a heading source on both sides, the head-
ADF installations. Selecting FMS dis- ing source annunciation is in amber, to ap-
plays bearing to the next FMS waypoint prise the pilots that both indicators are selected
in single FMS installations, or FMS 2 to the same heading source.
data in dual FMS installations.
Attitude Reversion Switch (ATT REV)
Reversion Switches (HDG The attitude reversion switch is an auxiliary
REV/ATT REV/ADC REV) pushbutton switch which allows selection of
the opposite-side attitude gyro as an alternate
Heading, attitude, and air data computer re- (reversion) attitude source for the pilot’s or
version switches are located on the pilot’s and copilot’s attitude indicator. ATT2 or ATT1 is
copilot’s lower instrument panels (Figures annunciated in amber in the upper-left of the
16-5 and 16-6). PFD. If the same attitude gyro is selected as
an attitude source for the attitude indicators
HDG REV ATT REV ADC REV on both sides, the attitude source annunciation
is in amber; if both systems are selected to its
FLOOD LTS ON LEFT CENTER RIGHT EL
STBY PASS
respective sources, there is no annunciation.
GYRO
O
F
SAFETY
O
F
BEACON
If there is a cross-selection on both sides, the
TEST
F
SEATBELT
F
OFF
annunciation is in amber. In case of a rever-
OFF OFF
sion selection, the annunciation is in amber to
apprise the pilots that both indicators are se-
Figure 16-5. Pilot’s Reversion Switches lected to the same heading source.
HDG REV ATT REV ADC REV

Air Data Computer Switch (ADC REV)
The ADC reversion switch is an auxiliary push-
WINDSHIELD BLEED AIR FAN RH button switch which allows selection of the
OVHD
HI
DEFOG
HI
VERT GYRO
GYRO
MAN
SLAVE
LH opposite-side Micro Air Data Computer
F (MADC) as an alternate (reversion) airspeed,
MIN MAX MIN MAX LOW LOW NORM AUTO RH
altitude, and vertical velocity indication source
for the pilot’s or copilot’s PFD. ADC2 or ADC1
Figure 16-6. Copilot’s Reversion Switches 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 an-
nunciation is in amber; if both systems are se-
lected to its respective sources, there is no

FlightSafety
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annunciation. If there is a cross-selection on • Mode Annunciations—The PFD dis-

both sides, the annunciation is in white. In case plays mode annunciations from the
of a reversion selection, the annunciation is in flight guidance processor (FPG), PFD
amber to apprise the pilots that both PFDs are source selection, and comparison mon-
selected to the same MADC. itor function. Lateral modes to left of
center and vertical modes right of top
center.
Primary Flight Display (PFD)
• EHSI (Horizontal Situation
The primary flight display (PFD) on each pilot’s Indicator) Display—The PFD HSI
instrument panel provides an integrated dis- heading display receives its inputs from
play of all pertinent flight data (Figure 16-7). the C-14 Directional Gyro. HSI dis-
The PFD is divided into the following func- plays include a full compass, arc, and
tional sections (Figure 16-8). weather modes.
• Air Data Displays—The PFD air-
EADI (Attitude Director Indicator) speed, altitude, and vertical speed dis-
• Display—The EADI symbology uses a plays receive inputs from the MADC.
truncated sphere format to display stan- Various other display data, such as
dard attitude information. The attitude radio altitude, marker beacon, and
display receives its input from the VG14A states of operation annunciations, are
Vertical Gyro. When either the pitch or roll also displayed on the PFD.
data becomes invalid, all scale markings • Standard Slip-Skid Display—
are removed, the attitude sphere turns Standard slip-skid display is provided
cyan (blue) and a red annunciation of by the indicator on the PFD bezel con-
ATT FAIL is put at the top center portion troller.
of the sphere.
Honeywell Honeywell
HDG GA 25000
1500
ANNUNCIATIONS
140
20 20
120
4
10
10 10
20 A/S ALT
99
40
103 10 00 DISP
28
9 10 10
80 DISP EADI
20 20
160-E
111-2
103-R
0 DISPLAY
99-1
200 DH
29.96 IN
CRS
+|O VOR1
119
10.0 NM 3
E
12
6 2
VERT
15
3
1
ADF
EHSI
SPD
N
0
VOR2 DISPLAY
21
33
1
30
24
2
DISP
HDG
090 GSPD 3
80 KTS
BARO BARO
STD STD
Figure 16-7. Primary Flight Display Figure 16-8. Functional Sections

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PFD Electronic Attitude Director • Comparison Monitors—Amber radio

Indicator (EADI) altitude comparison monitor warnings
(RA), attitude comparison monitor warn-
Permanent displays are an integral part of the ings (ROL, PIT, ATT), and localizer and
EADI portion of the PFD: the blue (sky) and glide-slope comparison monitor warn-
brown (ground) sphere, the pitch and roll at- ings (LOC and GS) are located at the
titude reference marks, the airplane symbol, lower left side of the attitude display.
and the inclinometer which is fixed to the Parameters monitored are listed as fol-
lower bezel. The flight director command bars lows:
are in view on power-up unless there is no lat-
eral mode selected. The single-cue command • Pitch attitude (PIT) ± 5°
bar is presented during initial power-up. • Roll attitude (ROL) ± 6°
Various other symbols and annunciators are • Attitude (ATT)—Active only when
displayed when selected or during certain both pitch and roll comparators are al-
phases of flight: ready tripped
• Decision Height—The decision height • Heading (HDG) ± 6°

is a three-digit display identified DH • Altitude (ALT) ± 200 feet
(white) in the lower center-right side of
the EADI presentation. The value of the • Airspeed (IAS) ± 5 knots
decision height is identified in blue num- • Localizer deviation (LOC) ± 40 uA
bers. It is set by rotating the DH set knob (1/2 dot below 1,200 feet AGL)
on the display controller. Full counter-
clockwise rotation removes the display • Glide-slope deviation (GS) ± 50 uA
from view. A decision height annunci- (1/2 dot below 1,200 feet AGL)
ation (DH in amber inside a white box) • ILS—Active when both LOC and GS
appears in the upper left of the EADI dis- comparators are already tripped
play at radio altitudes less than or equal
to the decision height setting and flashes • Azimuth (AZ) ± 38 uA (1/2 dot)
for 10 seconds. Decision height is not an- • Glide path (GP) ± 49 uA (3/4 dot)
nunciated until it is armed. Arming oc-
curs when the squat switch senses “in • MLS—Active when both AZ and GP
air” and a radio altitude of 100 feet comparators have been tripped
greater than the selected decision height
for at least 5 seconds. The comparison is done when the pilot and
copilot have the same type but different sources
• Radio Altitude Display—The display selected for display. If, for example, the pilot
of actual radio altitude is located in the and copilot both have ILS1 selected (amber an-
lower part of the EADI. nunciation of the source), no comparison mon-
• Radio Altitude Rising Ground Brown itor is active on that data (LOC, GS).
Raster Display—Another indication of • Flight Director Couple Arrow—The
radio altitude is given on the baromet- green flight director couple arrow is po-
ric altitude tape. At 550 feet AGL, a ris- sitioned at the top, center of the PFD.
ing ground brown raster fills the The arrow is pointing left or right to in-
background of the altitude tape, displac- dicate which flight director computer
ing the normal gray raster field and al- the autopilot is coupled to. (This display
timeter scale data. The bottom of the is always present.)
altitude scale corresponds to 550 feet,
and the altimeter reference line corre- • Flight Director Mode—Annunciators
sponds to 0 feet. The brown raster fills armed mode annunciations appear in
in the scale proportionately between 550 white at the top left (lateral modes)
and 0 feet AGL. and the top right (vertical modes) of
the EADI presentation. Captured mode

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annunciations appear in green. When box, in which the appropriate letter

a mode is not selected, the annuncia- flashes when a marker beacon is passed,
tion is not present. As a mode transi- is located in that position when a local-
tions from armed to captured, a white izer frequency is tuned on the NAV con-
box is drawn around the annunciation trol. The outer marker is identified by a
for 5 seconds. blue “O,” middle marker by an amber
“M,” and inner marker by a white “I.”
• Vertical Deviation Scale—The white
vertical deviation scale appears on the • AP (Autopilot) Engage/Disengage—
right side of the attitude sphere. The AP engage is annunciated by display-
driver for this scale is selected by the dis- ing AP ENG in green on the top center
play controller from any one of the fol- of the ADIs. Warning messages replace
lowing sources: this annunciation under appropriate
conditions.
• ILS glide slope
• TCS (Touch Control Steering) Mode
• MLS glide path Annunciator—The autopilot (AP) en-
• VNAV from the FMS or MFD bezel gage annunciator is replaced with an
controller amber TCS annunciator when the TCS
switch is pressed.
ILS and MLS pointers are displayed as a green
rectangular box. VOR/DME VNAV deviation • TRN KNB—Indicates the autopilot turn
is displayed as a cyan pointer, and a white knob is out of the center detent (autopi-
VNAV is displayed above the scale. The point- lot disengaged or engaged).
ers are amber when both pilots select the same • C a t e g o r y Tw o A p p r o a c h — C AT 2
navigation source. (green), annunciated at the upper right
• Flight Director Command Cue—The of the EADI presentation, indicates that
magenta flight director command cues category two approach parameters have
can be selected in single-cue or cross- been met and the excessive deviation
pointer format by pressing the SC/CP monitor has been enabled. A green cat-
button on the display controller. In the egory two approach window will be dis-
single-cue format, if a lateral mode is not played above the center of the
selected, the command bars remain bi- glide-slope indicator. After a CAT2 con-
ased out of view. Power-up default se- dition has been established, if any one
lection is single cue. of several conditions should go invalid
(except for autopilot engaged), the green
• Source Annunciations—Source annun- CAT2 annunciator is replaced by a flash-
ciations (ADC1 and ADC2, ATT1 and ing amber CAT2 legend which flashes
ATT2, MAG1/DG1 and MAG2/DG2, for 10 seconds and then goes steady.
SG1 and SG2) are displayed to indicate The CAT2 annunciation is removed if the
the sources of air data, attitude, heading, autopilot is disengaged or both DHs are
and symbol generator information, reset above 200 feet inclusive.
spectively. If the pilot and copilot are
using their normal sources, there is no • MAX/MIN SPD (Maximum/Minimum
source annunciated. “Cross-selections” Speed) Warning—When the flight di-
are annunciated in amber, and when both rector detects an overspeed condition, a
displays are selected to the same source, MAX SPD or MIN SPD warning is dis-
the annunciation is in amber, to remind played in amber to the left of the ADI.
the pilots of the single source selection. The warning remains annunciated as
Annunciation is in the upper left section long as the overspeed or underspeed
of the EADI display. condition exists.
• Marker Beacon—Marker beacon in- MAX SPD is active in SPD, VS and VNAV
formation appears below the glide-slope flight directors modes; MIN SPD is active
indicator when ILS is tuned. A white only in VNAV mode.

EADI Caution or Failure • All flags and comparators except ATT

and ADC (IAS/ALLT)
Annunciations
• Flight Director Failure—If the flight An unusual attitude condition is defined as:
director fails, the flight director com- • Bank greater than 65° roll
mand bars disappear, and an amber FD
FAIL warning appears in the top left • Pitch greater than 30° up or 20° down
center of the display. All FD mode an-
nunciators will be removed. PFD Electronic Horizontal
• Internal Failures—A large red X will Situation Indicator (EHSI)
cover the face of the primary flight The EHSI function of the PFD has full-time
display. displays which are always present, part-time
• Radio Altimeter Failure—If the radio displays which are sometimes present, and
altimeter fails, the radio altitude read- the 90° arc compass mode.
out is replaced by an amber RA. If the
low altitude awareness indication is pres- Full-Time Displays
ent, it will be removed.
The airplane symbol is present and provides
• Pointer/Scale Failures Glide Slope a visual cue of airplane position relative to a
(Vertical Deviation), Altitude, and selected course or heading. Other full-time
Vertical Speed—Failure of pointers/ presentations are similar to those on a me-
scales is indicated by replacing the dig- chanical HSI.
ital readouts with dashes, drawing a red
X through the scale (IAS, ALT, GS only), • Heading Dial and Digital Heading
and removing the pointer (GS and VS Readout—Heading information is pre-
only). sented on standard-type compass dial
format, and digital heading readout is
• Attitude Failure—Attitude failure is shown above the heading dial when in
annunciated by appearance of ATT FAIL the ARC mode.
in red in the upper-half of the attitude
sphere. The sphere will change to solid • Heading Select Bug and Heading
blue, and the pitch scale and roll pointer Select Readout—The heading bug is
will disappear. positioned around a compass dial with
the HEADING knob on the remote in-
strument controller. The bug then re-
Excessive Attitude Declutter tains its position in relation to the dial.
The EADI display is decluttered if an unusual A digital heading select readout is pro-
attitude condition is displayed. If this should vided at the lower left of the display
occur, the following items are removed from (cyan or blue digits, white HDG label).
the PFD: The heading bug provides a heading
error signal to the flight director.
• FD mode annunciations and com-
mand bars • 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
• Marker beacons deviation and airplane position relation-
• Vertical deviation scale, pointers, and ships are depicted as on a mechanical HSI
annunciators instrument. The course deviation indica-
tor also operates in conjunction with the
• ADI localizer scale long-range NAV system. Refer to Part-
• Speed bugs and readout Time Displays, later in chapter, for
Desired Track information. The CDI is po-
• Radio altitude and DH set sitioned by the COURSE knob on the re-
mote instrument controller. The COURSE
• Altitude select data knob is not functional when FMS mode

FlightSafety
international
is selected. The CDI is magenta when • Heading SYNC Annunciator—The

FMS course information is presented, heading SYNC annunciation is located
green when on-side NAV information is to the left of the heading source annun-
being presented, and yellow when off- ciation in the upper left side of the EHSI
side NAV information is being presented. presentation. The bar in the indicator
represents commands to the compass to
• Course Pointer with Display—The slew in the indicated direction. Plus in-
course pointer rotates about the center dicates an increase in heading, and zero
of the arc heading display. With a short- indicates a reduction in heading. Slow
range NAV selected, the course pointer oscillation indicates normal operation.
is positioned by rotating the COURSE During compass MAN (DG) modes, the
knob located on the remote instrument annunciation is removed.
controller.
• TO/FROM Annunciator—Indicator Part-Time Displays
points along selected course, depicting
whether the course will generally take Part-time displays are present when selected
the airplane to or from the selected sta- on the display controller or the flight director
tion or waypoint. Indicator does not ap- mode selector panel. The mode and bearing
pear during localizer operation. pointers available depend upon optional equip-
ment installed and may not be present in all
• Distance Display—Indicates nautical installations. Some annunciations also concern
miles to selected station or waypoint. other systems, which will be discussed under
Distance display is in 0-399.9 nm for headings pertaining to those systems.
selection of short-range navigation
equipment and 0-3999 nm format for
long-range equipment. DME HOLD is • Bearing Pointer and Source Annun-
indicated by an amber H next to the ciation—The bearing pointers indicate
readout. relative bearing to the selected navaid
and can be selected as desired on the
• Navigation Source Annunciators— display controller. Bearing pointers ap-
NAV source annunciations are displayed pear on the compass rose when they
in the upper right corner of the EHSI are selected by means of the knobs on
presentation. Long-range sources are in the display controller, and the bearing
magenta, and short-range sources are in pointer source annunciations are in the
green or yellow. A yellow indication lower left of the EHSI display. If NAV
means an off-side selection or that both source is invalid or LOC frequency is
sources are the same. The label identi- tuned, the NAV bearing pointer and the
fication will always be white. A yellow annunciation will disappear. The “O”
annunciation of “FMS” indicates that bearing pointer is always NAV1, ADF1,
both pilots are selected to the FMS. or FMS1. The “♦” bearing pointer is al-
ways NAV2, ADF1 (ADF2 in dual ADF
• Heading Source Annunciation— installations), FMS1 (FMS2 in dual
Heading source is annunciated at the FMS installations).
top left center of the EHSI presenta-
tion. A green annunciation indicates
a normal selection, and amber indi-
cates an offside selection or that both
selections are the same (MAG1/MAG2
or DG1/DG2).

FlightSafety
international
• Elapsed Time Annunciation—Shows • FMS Waypoint (WPT) Alert—Sixty

elapsed time in hours and minutes or seconds prior to crossing an FMS way-
minutes and seconds. Selection is made point, the amber WPT annunciator is
on the display controller. displayed to the left of the compass rose.
The annunciator flashes during this time.
• 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 dis- • FMS Status Annunciation—Some
play controller alternates time-to-go (to critical FMS status annunciations are
next waypoint or navaid) and ground- annunciated to the left of the compass:
speed displays. waypoint (WPT), offset (XTK), ap-
proach (APP), degrade (DGR), and dead
• Desired Track—When long-range nav- reckoning (DR). XTK and APP are dis-
igation is selected, the course pointer be- played in cyan; DR, DGR, and WPT
comes a desired track pointer. The are displayed in amber. Message (MSG)
long-range NAV system will position is displayed to the right of the compass
the desired track pointer. A desired track in amber.
(DTRK) digital display will appear in the
upper left corner of the EHSI display. • Bearing Pointer and Source Annun-
When FMS is selected, the course selec- ciations—Two bearing pointers are
tion knob on the remote instrument con- available: circle symbol and triangle
troller is inactive. symbol. The bearing pointers indicate
bearing to the selected navaid. The
• NAV Source Annunciation—Appears pointers are selected using the display
in the upper right side on the EHSI controller.
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 • Desired Course/Track Annunciations—
source. Distance to next waypoint or A desired course/track (lateral) deviation
to selected VORTAC appears below scale appears in the form of two white dots
the annunciation. Annunciated source on either side of the aircraft symbol. This
will be displayed on the EHSI course represents the NAV deviation from the
deviation indicator (CDI) by changing selected source. The lateral deviation dots
colors. rotate around the center of the fixed air-
craft symbol.
• Wind Display—The wind display (ma-
genta direction and arrow) is located at • Wind Vector—Wind vector informa-
the lower left-center of the display when tion is displayed in the left bottom cen-
FMS is selected for navigation. ter. The wind is shown in magenta with
velocity and direction. Wind information
• Weather Radar Modes—Along the is provided by a vector arrow showing
left top side of the EHSI display are the direction of the wind relative to the
the displays of the weather radar airplane symbol. The associated digital
modes. These modes and displays are quantity indicates wind velocity.
discussed under Weather Radar later
in this chapter.
• Drift Angle Bug—If available from
WX/ARC Display (Partial
the FMS, the drift angle bug with re- Compass Format)
spect to the lubber line represents drift During operation in the WX/ARC mode, ad-
angle left or right of the desired track. ditional presentations are available which
The drift angle bug with respect to the enhance navigation and safety of flight.
compass card represents the aircraft’s Pressing the HSI button on the display con-
actual track. The bug is displayed as troller toggles the display between the full
a triangle that moves around the out-
side of the compass card (in either (HSI) and partial compass (WX/ARC) dis-
FULL or ARC mode). play. Additional features presented in par-
tial display are the following:

• Off-Scale Arrows—In the arc mode, EHSI Caution or Failure

the heading bug and course/desired track Annunciations
course pointer can be rotated off the
compass scale. When the HDG bug is off Amber caution annunciations appear to indi-
scale, a cyan arrow is displayed on the cate the following situations:
outer compass ring to indicate the short- • DME Hold—When the DME is selected
est direction to its location. to HOLD, an amber H appears to the
• Range Rings—Display of the range left of the DME readout on the EHSI.
rings aids in the use of radar returns • F M S A l e r t M e s s a g e s — Wa y p o i n t
when WX/ARC mode is selected. The (WPT), dead reckoning (DR), or de-
center half-range ring represents the se- grade (DGR) messages appear in amber
lected radar range. The range is con- at the upper center-left of the EHSI pres-
trolled by the weather radar controller. entation to indicate, respectively, that a
• Weather—Weather radar returns can be waypoint is being passed, the FMS is in
displayed on the EHSI when WX/ARC dead reckoning, or the FMS navigation
mode (HSI Button) is selected on the has become degraded for any of various
PFD controller. WX mode (HSI Button) reasons. MSG annunciated in amber at
forces the PFD into WX/ARC display the top center-right of the EHSI display
if it was not already selected. Radar indicates that the FMS has a message on
mode annunciations are presented on the FMS CDU.
the upper left side of the EHSI presen- • Digital Display Cautions—When
tation and on the lower left side of the DME, groundspeed (GSPD), time-to-
multifunction display (MFD) as de- go (TTG), or elapsed time (ET) digital
picted in Table 16-1. readouts fail, the digital display is re-
placed by dashes.
NOTE
• Target Alerts—An amber TGT on the
A magenta TX is displayed in the left of the EHSI indicates weather radar
same area when radar is transmit- target alert. A green TGT annunciation
ted but is not selected for display indicates that target mode has been se-
on the PFD. lected on the weather radar.
Table 16-1. WEATHER RADAR ANNUNCIATIONS
R/T MODE MODE ANNUNCIATION ANNUNCIATION COLOR

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

FlightSafety
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• Digital Readouts—Failure of the course Airspeed Displays

or heading select signals causes these
displays to be replaced by amber dashes. The airspeed section of the PFD display is to
They are also dashed when the heading the left of the ADI display. The display con-
display is invalid. sists of a “rolling digit” window in the center
of an airspeed vertical tape. The resolution in
• Heading Source and Navigation the window is in 1-knot intervals. The mov-
Source—When both the pilot and copi- ing vertical tape moves behind the window
lot select the same heading source or and displays airspeed at 20-knot intervals.
NAV source, the source annunciators The tape rolls downward; larger numbers roll
will be amber. If the NAV or heading down from the top of the scale. The range of
sources are cross-switched (i.e., pilot speed is 40 to 400 knots with tick marks at 10-
to copilot and vice versa) the annunci- knot intervals.
ation will also be in amber. Normal se-
lections are not annunciated. • Trend Vectors—An airspeed trend vec-
tor (magenta), which displays an indi-
• Heading Comparator Warning—HDG cation of the direction and rate of
annunciated in amber at the top center airspeed change, extends vertically from
left of the EHSI display indicates the the apex of the current airspeed value
comparing system has detected an exces- display window. It extends upward for
sive difference between the two heading acceleration and downward for deceler-
indicators. ation. The trend vector represents a pre-
Red failure annunciations appear in the follow- diction of what the airspeed will be in
ing instances and locations: ten seconds if the current change in air-
speed is maintained.
• Heading Failure—A heading failure
results in the following indications: • V-Speed Indications—Bugs for six V
heading and bearing annunciations and speeds are provided to allow pilot selec-
bearing pointers disappear; HDG FAIL tion of key airspeeds by means of the
appears at top of heading dial; HDG, multifunction display (MFD) bezel but-
CRS SEL, and DTRK dash. tons. They are labeled “1” (V1), “R”
(VR), “2” (V2), and “E” (VENR) (this
• Deviation Indicator Failures—A fail- airspeed is automatically displayed
ure in the vertical deviation or glide- whenever V1, VR, or V2 is selected for
slope system results in removal of the display) and “RF” (VREF) and “AP”
applicable pointer and a red X being (VAPP). When the takeoff speeds are
drawn through the scale. selected, digital indications appear at
• Vertical Speed Display—A red X is the bottom of the PFD display, as well
drawn through the scale. as the bugs being placed into position.
The bugs are positioned on the right out-
side edge of the airspeed tape. They con-
Air Data Displays sist of a horizontal T-shaped symbol
Air data information on the PFDs consist of with its respective label positioned to the
airspeed, altimeter, and vertical speed displays. right of the symbol. All the takeoff set
The micro air data computers (MADCs), fed by bugs are removed from the display when
two independent primary pitot-static systems the airplane airspeed exceeds 230 knots,
and a dedicated air temperature probe and the landing speed bugs are removed
(Rosemount) located on the lower right side of when power is turned off.
the nose, provide data to the IACs for process-
ing and formatting air data displays on the PFDs.

FlightSafety
international
When the airspeed is below 40 knots, V1, airspeed scale gives indication of low
VR, V2, and VENR are displayed in the airspeed as calculated by the AOA
bottom portion of the airspeed tape in the input. The white extends from 1.3 to
form of a digital readout. The digital 1.2 VS1, the amber band extends from
readout of the set value is displayed 1.2 to 1.1 VS1 (approximately stick
along with the bug symbol and are la- shaker speed), and the red extends
beled in ascending order, starting with from stick shaker speed to the smaller
V1. Upon power-up, the digital read- airspeeds on the tape.
outs for the set bugs are amber dashes.
As the V-speeds are set on the MFD • Mach Number Display—A digital read-
menu, the digital readouts follow the out of indicated Mach number is dis-
readout on the MFD and set accordingly. played below the airspeed dial. The Mach
The digital readouts are removed from number comes up on the display when
the display at weight-off-wheels. Mach exceeds 0.390 and is removed when
it falls below 0.380 Mach. Resolution of
• Standby Airspeed—Standby airspeed the Mach display is 0.01 Mach.
indications are always available from
the Secondary Flight Display System Altitude Indications
(Meggitt Tube), which is discussed later
in this chapter under Emergency Flight The altitude display is located to the right of
Instruments. the EADI. The altitude tape is a moving scale
display with a fixed pointer (center of win-
NOTE dow). The scale markings on the tape are la-
beled in 100-foot increments. The scale tape
The flight guidance system annunci- displays larger numbers at the top.
ates the SPD command in terms of
IAS or MACH (if programmed) at The range of altitude window is from –1,000
the top of the airspeed scale. to 60,000 feet with tick marks located at 500-
foot increments. The scale is labeled in 500-
• Overspeed Indications—Below 8,000 foot intervals, and single-line chevrons are
feet altitude the limiting airspeed located at each 500-foot increment. Double-
(V MO ) is 260 KIAS; between 8,000 and line chevrons are located at each 1,000-foot
27,900 feet the limiting airspeed is 275 increment. The chevrons extend back to the ap-
KIAS. When one of these limits is ex- proximate midpoint of the altitude tape and are
ceeded, the airspeed indication in the connected with each other by a vertical line.
window is changed to red and an amber The left side of the “rolling digit” window
annunciation. Also, to the left of the has the same angle as the chevrons.
attitude sphere MAX AIRSPEED is il-
luminated. A red thermometer-type tape • Altitude Digital Display—A digital
is also presented on the inside of the air- display (green) of the actual altitude
speed scale. The thermometer extends value is contained in the display win-
from V MO /M MO to larger airspeeds on dow. This data is a magnification of the
the tape and appears in the indication digits on the scale and is readable to
as the airspeed reaches into the range within a 20 foot resolution. The digits
near V MO /M MO . When the limiting air- within the pointer scale are white. For
speed is exceeded, the overspeed warn- climb/descent rates greater than 1,000
ing horn sounds and continues to sound feet per minute, the rolling drum dig-
until the airspeed is reduced below the its are replaced by two dashes to en-
limit speed. hance altitude scale readability. Below
10,000 feet, boxed hash marks are used
• L ow A i r s p e e d Aw a re n e s s — A r e d , to show that the10,000-foot digit is
amber, and white thermometer-type missing.
display located on the inside of the

FlightSafety
international
• Altitude Alert Select Display— altitude display window. The vector ex-
Altitude alert select data is displayed at tends up for positive vertical trends and
the top of the altitude scale. This data is down for negative values. The vector
set by using the right-side MFD bezel set represents a prediction of what the al-
knob. titude will be in 10 seconds if the cur-
rent vertical speed is maintained. The
The altitude preselect data is cyan (blue). When MADC outputs altitude rate of change.
the aircraft is within the altitude alert region
(±1,000 feet), the box and the set data turn • Standby Altitude—Standby altitude
amber. When a departure from the selected al- indications are always available from
titude capture occurs, the select data also the Secondary Flight Display System
changes back to amber. When the aircraft ap- (Meggitt Tube), which is discussed later
proaches the set altitude, within 250 feet, the in this chapter under Emergency Flight
box and the altitude data turns back to cyan Instruments.
(blue). A momentary audio alert sounds when
the aircraft is 1,000 feet from the preselected Vertical Speed Display
altitude or has departed 250 feet from the se- The vertical speed display is located to the
lect altitude after capture. right of the EHSI and directly below the alti-
tude display.
• Altitude Select Bug—The cyan (blue)
altitude select bug travels along the left
side of the altitude tape. The altitude Vertical speed data is developed in the micro
select bug is notched to fit the 1,000- or air data computers, which sense the rate of
500-foot altitude tape chevron format. change of altitude from inputs of the static
The bug appears on the scale across from system. The computers convert the data into
the altitude value set in the altitude alert digital form and transmit it through the digi-
select display. If the bug is moved off the tal data bus system to the IC-600 display guid-
current scale range, half of the bug re- ance computers, which forward it to the
mains on the scale to indicate the direc- DU-870 primary flight displays (PFDs), where
tion to the set bug. it is generated into a visual display.
• Low Altitude Awareness—At radio al- • VS (Vertical Speed) Analog Scale—
titudes of 550 feet or less, the lower The VS scale is a fixed scale with mov-
part of the altitude tape linearly changes ing pointer. The scale on the display
from a gray raster to brown and the al- ranges from +3,500 to –3,500 feet per
timeter scale markings are removed. minute. Display scale markings are 0,
At zero radio altitude, the brown raster 1, 2, and 3. The scale and its marking
touches the altimeter reference line. are white.
• Barometric Altimeter Setting—The • VS Digital Display—A digital display
baro set window is located directly of the actual VS value is located in a
below the altitude tape. The pilot has box, on the zero reference line. This
the ability to set the altimeter in either data is a magnification of the digits on
inches of mercury (in. Hg) or hectopas- the scale and readable to a 50-foot-per-
cals (HPA) as selected with the PFD minute resolution. The digits within
bezel controller. If the on-side display the box are green. Maximum value is
controller is invalid, the SG defaults to 9,999 feet per minute. For values be-
the last selection (in. or HPA). The baro tween ±500 feet per minute, the digi-
set data is always cyan (blue). tal display is removed. At values beyond
• Altitude Trend Vector—The magenta ±500 feet per minute the digital value
altitude trend vector is displayed on of vertical speed is displayed.
the left edge of the altitude tape and pro- For vertical speeds greater than ±3,500 feet per
vides an indication of the rate of alti- minute, the pointer is positioned in the ap-
tude change. The trend vector extends propriate direction at the end of the scale. The
vertically from the apex of the current

digital display shows the actual vertical speed the EHSIs, which then may be used without
value. additional displays which would result in
more “clutter” on the EHSI. The weather radar
• Flight Director VS Target Display and display may be selected independently (by
Bug—Engaging the vertical speed mode selecting OFF all of the navigation functions)
brings the VS target bug into view. The or overlaid on the navigation display pro-
VS target bug moves along the right side vided by the flight management system, in
of the VS scale. The bug lines up with order to show the airplane route with respect
the value on the VS scale that is set with to the displayed weather returns.
the autopilot controller pitch wheel or
TCS button. The bug is always cyan
(blue). The digital readout of the target Multifunction Display Controller
is displayed on top of this vertical speed The MFD controller, located at the front of the
scale. The target comes from the flight pilot’s pedestal, allows mode selections, dis-
guidance system. play control, and symbol generator reversion
• TCAS II Resolution Advisory Display control of the pilot’s and copilot’s systems
(Option)—The TCASII system displays (Figure 16-9). In addition to its navigation, re-
a green “fly to” target and a red “do-not- version, and checklist functions, the MFD
fly” band on the vertical speed display control also provides for control of the display
that commands the pilot to comply with of the optional traffic alert and collision avoid-
a resolution advisory (RA) to avoid a po- ance system (TCAS).
tential aircraft conflict.
• TCAS Status Message—The TCAS sta-
tus messages are presented to the top left
MAP
of the vertical speed display. When a PLAN
TCAS WX NORM EMER
TCAS II RA is displayed, the vertical

speed digital display notches the color INC
VOR NORM RCL SKP
R SG1 SG2
of the red or green band where the pointer N
G
is located. DEC APT DAT PAG ENT
MODE DIM
Honeywell
Multifunction Display System Figure 16-9. Multifunction Display

The multifunction display (MFD), the cen- Controller
ter cathode ray tube, serves as the weather
radar indicator. It can be used to display the MFD Modes of Operation
horizontal navigation situation, either short The modes of operation available to the MFD
range (VORTAC) or long range (FMS), and system are listed as follows.
to display electronic checklists. It also pro-
vides backup capability to the EFIS systems. MAP Mode
If a symbol generator on one side fails, the
pilot can, through the MFD controller, select The MAP function is a partial-arc, heading-
the opposite-side symbol generator to take up display which is selected by the alternate-
over the failed side’s display, and operation action MAP/PLAN pushbutton. The MFD
of the EFIS in that position will continue as display cycles from MAP to PLAN as the
before, with the selected symbol generator MAP/PLAN button is pressed. The MAP for-
powering all three displays. mat allows totally independent use of the
MFD display for navigation mapping and al-
The multifunction display system expands on lows increasing the maximum range, beyond
the navigation mapping capability of the EFIS, normal radar range, on the display which
especially in conjunction with the flight man- normally serves as the radar indicator. Power-
agement system (FMS). The MFD display up mode is the MAP mode. To add weather
may be used independently for navigation to the display, press the WX button on the
and mapping information without disturbing MFD controller.
The MAP format is always oriented to the air- Honeywell

plane heading, and the airplane symbol is located FMS
at the center of the display. When coupled to the 31.5 NM
HUT
FMS, the NAV route, with up to 10 waypoints, - - - MIN
can be displayed to the range limit. When
weather returns are selected, range control de-
faults to the weather radar controller.
PLAN Mode
In PLAN mode (Figure 16-10), the top of the N 50 50
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 posi-
tion is on the display) and is oriented with re- TAS
spect to heading. The PLAN mode display 368
GSPD
encompasses 360°. Weather radar returns can- 389
not be presented in the PLAN mode. TO LNDG ALT
VNAV SPEED SPEED 15000
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 dis-
play on the MFD display.
Figure 16-10. MFD in PLAN VIEW
Weather (WX) Mode
The WX mode allows the MFD display to be
used as a weather radar indicator. In WX mode, Honeywell
weather data is presented on the MFD and is su- 090 FMS

31.5 NM
perimposed upon the normal navigation dis- HUT
9 - - - MIN
play. Weather radar can be selected for display 12
6
on the MFD only if MAP mode is selected. If
the MFD is in PLAN mode, selection of WX
15
mode forces the display into MAP mode (Figure

3
16-11). Range selection is controlled by the

weather radar control on the pilot’s instrument 50 50
panel. When the WX button is toggled, the pro- TCAS TEST
ABV
NORMAL PROCEDURES
RA 12.5 + 12
TA 14.5 - 02
gression of selection is: WX on, WX off. FLCHECKLIST INDEX 1/1
Annunciation of weather modes, warnings, and 1 DISCLAIMER

-12
2 BEFORE STARTING RNGINES
antenna angle are provided at the lower middle 3 STARTING ENGINES
4 BEFORE TAXI
left of the MFD display. Annunciations are 5 DURING TAXI -10
-05
color-coded in magenta, green, and amber ac- 6 BEFORE TAKEOFF
7 TAKEOFF TAS
cording to the importance of the display. 8 AFTER TAKEOFF
9 BEFORE LANDING
368
GSPD
Operation of the weather radar is discussed 10 AFTER LANDING SHUTDOWN
389
later in this chapter. ALT
TO LNDG
VNAV SPEED SPEED 15000
Checklist Modes | | | | |
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 Figure 16-11. MFD in WX/MAP VIEW
order of standard flight operations. Button

FlightSafety
international
actuations cause presentation of the normal MFD Controls

checklist index page that contains the lowest
order incomplete and unskipped checklist with Dim—This knob controls overall MFD CRT
the active selection at that checklist. dimming in addition to the automatic dim-
ming feature accomplished by CRT-mounted
The RCL, SKP, PAG, and ENT buttons and the photodiodes. Turning the knob counterclock-
joystick provide control of this function and wise dims the display. The WX display is
are discussed under MFD Controls shown later dimmed at the same time.
in this chapter.
Joystick—The function of the joystick de-
The EMER button on the controller provides pends upon the type of MFD display:
entry into the emergency checklist display func- • MAP or PLAN—Moves the designator
tion. Actuation of EMER results in the presen- in directions shown.
tation of the first page of the emergency checklist
• TEXT—Vertical actuations—Acts as a
index with the active selection at the first check- cursor control by changing the active
list. The RCL, SKP, PAG, and ENT buttons and line. This provides an additional means
the joystick provide control of this function and of skipping lines or returning to a pre-
are described in MFD Controls shown later in viously skipped line.
this chapter. These controls perform as de-
scribed for NORM with the exception of the ac- • Horizontal Actuations—Controls
tion taken upon completion of the checklist. paging. Actuation to the right increases
All checklist items are removed from the page, the page number, and actuation to the
and EMERGENCY PROCEDURE COMPLETE left decreases the page number.
is written below the amber checklist title. This MAP/PLAN—Pressing the MAP/PLAN but-
will be cleared when the index is selected. The ton selects the MAP MFD display mode.
SKP, PAG, and ENT buttons will be inoperative. Pressing it again selects north-up PLAN mode.
EFIS Backup Modes WX—Weather radar data may be displayed

In case of a symbol generator failure, the side with the MAP mode. The toggling sequence
having the failure may be selected to the good of this button is: WX on, WX off. If PLAN
opposite side SG. If SG1 is selected, the pilot’s mode is selected, selection of MAP mode
symbol generator is driving all three PFD dis- will be forced when WX mode is selected.
plays. SG2 means the copilot’s symbol gener-
ator is driving all three PFD displays. In these VOR—This button is used to display the
cases the MFD is normal, and both PFD displays four closest VORs, that are not on the active
have the same format. The multifunction display flight plan list, on the MFD MAP and PLAN
has no complete symbol generator function of displays.
its own.
APT—The APT button is used to display the
four closest airports, that are not on the active
Traffic Collision Avoidance System I flight plan list, on the MFD MAP and PLAN
(TCAS I) (Optional) displays.
The TCAS mode allows the TCAS window to
be displayed when TCAS is installed in the air- DAT—This button is used to add long-range
plane. The TCAS resolution advisory is dis- NAV information to the MFD MAP and PLAN
played on the PFD, and traffic advisories are displays.
displayed on the MFD.

R a n g e C o n t ro l s ( I N C a n d D E C ) — T h e ENT—The function of this button depends

MFD range controls are active only when upon the type of MFD display:
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 • MAP or PLAN—With the designator
ranges are 5, 10, 25, 50, 100, 200, 300, 600, moved from its home position, actuation
and 1200 NM. The INC switch position in- of these buttons enters the designator
creases the selected range, and the DEC po- LAT/LOG as a waypoint in place of the
sition decreases the selected range. TO waypoint.
NORM—When this button is pressed, the • TEXT—Actuation checks off a line in a
MFD displays the index page containing the checklist or selects an index line item for
lowest numbered uncompleted or unskipped display.
checklist with the active line at that checklist.
All waypoints of the current flight plan may Auxiliary EFIS Annunciators
be displayed.
Indications are located in the upper left of the
While operating in this mode, as a checklist is multifunction display.
completed, the system automatically steps to the • IC-1 HOT—Indicates overtemperature
next uncompleted procedure of the index. condition of pilot’s IC-600 display guid-
ance computer.
EMER—Actuation results in the display of the • IC-2 HOT—Indicates overtemperature
first page of the emergency checklist index. condition of copilot’s IC-600 display
guidance computer.
RCL—The function of this button depends
upon the type of MFD display: • IC-1-2 HOT—Indicates overtempera-
ture condition of both IC-600 display
• MAP or PLAN—Recalls the designa- guidance computers.
tor to its home position.
• IC-1 FAN—Indicates failure of pilot’s
• TEXT—Recalls the lowest numbered IC-600 cooling fan.
skipped line in a checklist by changing
the active page and/or line. • IC-2 FAN—Indicates failure of copi-
lot’s IC-600 cooling fan.
SKP—The function of this button depends
• IC-1-2 FAN—Indicates failure of both
upon the type of MFD display: IC-600 cooling fans.
• MAP or PLAN—Skips the designator • CHK PFD1—IC-600 display guidance
to the next waypoint. If the designator computer detects a wraparound failure in
is not at the home position, the displace- PFD1. Data displayed is not being up-
ment line is moved to the next waypoint. dated. Verify critical data with other flight
• TEXT—Actuation skips the active line instruments. Comparator warnings may
in a checklist or index and advances the not be active.
active selection to the subsequent line. • CHK PFD2—IC-600 display guidance
If the line skipped is the last line, the ac- computer detects a wraparound failure in
tive selection reverts to the lowest num- PFD2. Data displayed is not being up-
bered skipped line. dated. Verify critical data with other flight
PAG—Actuation advances the page count and instruments. Comparator warnings may
places the active line selection at the first line not be active.
of the page. Actuation with the last page dis- • CHK PFD1-2—IC-600 display guidance
played results in display of the lowest num- computers detect a wraparound failure in
bered page containing a skipped line with the both PFDs. Data displayed is not being
active line selection at the lowest numbered updated. Verify critical data with other
skipped line. flight instruments. Comparator warnings
may not be active.

Flight Director Mode Selector course deviation indicator (CDI) of the PFD.
A switch (AP XFER FD1–AP XFER FD2),
The flight director mode selector consists of located to the right side of the Mode Controller,
seven push-on, push-off switches that select is installed to determine which flight director
various flight director/autopilot modes of op- computer controls the autopilot. The position
eration (Figure 16-12). The green mode acti- of this switch can be changed with the autopi-
vation light in the switch (button) is lot engaged or disengaged; however, the flight
illuminated if the corresponding mode is in the director modes will drop out and the autopi-
arm or capture state. lot will revert to basic modes if engaged.
HDG NAV APR BC VNAV ALT VS FLC

AUTOPILOT CONTROL PANEL
Honeywell The autopilot control panel, mounted on the
Figure 16-12. Flight Director Mode Selector pedestal, provides the means of engaging the
autopilot and yaw damper, as well as manu-
The status of the selected mode is displayed ally controlling the autopilot through the turn
in white letters (annunciations) in the primary knob and pitch wheel.
flight display (PFD) when armed, and in green
when capture has occurred. The autopilot (AP) engage switch is used to
engage the autopilot and yaw damper
The flight director can be selected off by de- (Figure 16-13). The yaw damper (YD)
selecting all of the modes on the flight direc- switch is used to engage and disengage the
tor mode selector. The command bars will bias yaw damper without the autopilot. Use of the
out of view. If single-cue flight director op- yaw damper while manually controlling the
erations is selected on the DC-550 display airplane aids in airplane stability and pas-
controller, the flight director/autopilot will senger comfort. The push-on/push-off AP
not engage if only a vertical mode is selected. and YD switches are illuminated green when
If no modes are selected on the flight direc- engaged. Pressing the AP switch when the
tor mode selector, the autopilot will engage in autopilot is engaged disengages the autopi-
a basic heading-hold/pitch-hold mode. lot 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
Operation of the various modes is explained damper and autopilot are engaged turns off
later under PRIMUS 1000, Flight Director both the yaw damper and the autopilot. The
Modes. The pilot and copilot may select yaw damper and autopilot may also be dis-
either NAV1 or NAV2 for display on their engaged with the red AP TRIM DISC but-
respective primary flight display (PFD) by t 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
means of the NAV button on the display wheels. Pressing the go-around (GA) but-
controller. The respective on-side NAV is ton on either throttle, disconnects the au-
automatically selected upon power-up. If topilot and forces the flight director into
both sides have been selected to the same the go-around mode; the yaw damper re-
source, the annunciation of VOR1, etc., in mains engaged.
the PFD is in 1 yellow. The selection of BANK
DESCEND
NAV1, NAV2, or FMS is annunciated in the LIMIT TURN
upper right corner of the PFD as VOR1, P LOW
VOR2, and FMS respectively. I DN T
T R
I
C UP M
The selection of NAV1, NAV2, or FMS on the H ENG ENG
display controller pushbuttons controls the CLIMB
AP YD
source of navigation information to the flight
director, as well as selects the source of nav- Figure 16-13. PC-400 Autopilot Controller
igation information displayed on the EHSI

The pitch wheel allows manual pitch control The autopilot is normally disengaged in one
of the airplane proportional to the rotation of of three ways: (1) depressing the AP TRIM
the wheel and in the direction of wheel move- DISC switch on either yoke, (2) electrically
ment. The turn knob allows manual bank con- trimming the elevator trim system, or (3) de-
trol of the airplane proportional to and in the pressing the go-around button on either throt-
direction of knob movement. Turns with a tle. Actuation of the touch control steering
maximum bank angle of 30° can be performed button interrupts the pitch and roll servos until
with the turn knob. The turn knob must be in the switch is released; the yaw damper re-
the center detent position before the autopi- mains engaged. If the autopilot is disengaged
lot can be engaged. Rotation of the turn knob by any of the above three ways, a warning
out of detent cancels any other previously se- tone sounds for one second, and the amber
lected lateral mode. AUTOPILOT OFF light illuminates for one
second. Any other disconnect causes the warn-
The elevator trim indicator shows an out-of- ing horn to sound for one second and the AU-
trim condition, in the direction indicated by TOPILOT OFF light to stay illuminated. The
illumination of UP or DN in the TRIM an- amber light can be turned off by holding the
nunciator, when a sustained trim input is AP TRIM DISC switch for two seconds, or by
being applied to the elevator servo. The in- pressing the electric trim switch or the go-
dicator should be OFF before engaging the around (GA) button on either throttle. The
autopilot. If the TRIM annunciator is illumi- autopilot also disengages if an overriding
nated and the autopilot must be disengaged, force (sustained torque) is applied to the ver-
the pilot should be prepared for an out-of- tical or horizontal axis for a minimum preset
trim condition in the annunciated direction. time. Disconnect is annunciated by the one-
A separate additional AP PITCH MISTRIM/ second disconnect tone and illumination of the
AP ROLL MISTRIM annunciator is located autopilot disconnect light until the light is
on the annunciator panel, where it is more extinguished by one of the above methods.
readily visible to the pilots. The AP PITCH
MIS-TRIM annunciator is a repeat of the
TRIM annunciator on the autopilot control PRIMUS 1000 INTEGRATED
panel. The AP ROLL MIS-TRIM annuncia- OPERATION (EFIS/FLIGHT
tor indicates to the pilot that a sufficient DIRECTOR/AUTOPILOT)
level of roll mis-trim is present and the pilot
must be prepared for an out-of-trim roll con- The Primus 1000 system in the Citation Bravo
dition if the autopilot is disconnected. The operates through displays of the pilot’s (or
bank limit (LOW) mode may be selected if copilot’s) electronic flight instrument system
it is desired to limit the maximum bank angle (EFIS). The systems of autopilot and EFIS are
during autopilot operation. The mode is lim- integrated, and unnecessary system redundancy
ited to use in conjunction with heading has been eliminated. The result is an overall sim-
(HDG) mode only. When the bank limit mode plification over previous systems and greatly
is engaged, the autopilot maximum bank simplified interface requirements for the flight
angle is limited to 14°. When the mode is en- director function. If a particular EFIS unit is op-
gaged, LOW annunciates in the pushbutton. erational, the flight director will also be oper-
Low bank mode is automatically selected ational, and conversely if the EFIS has failed,
when climbing through 34,000 feet altitude, the flight director will also be failed. The dis-
and automatically canceled when descend- play is available as a single-cue or a double-cue
ing through 33,750 feet. If heading mode is (cross pointer) presentation, the selection of
selected and then deselected while low bank which is made by means of the SC/CP button
is engaged, low bank mode is disengaged on the display controller. The presentation upon
and the engage light extinguishes during the power-up is single-cue. Glide-slope and VNAV
time heading mode is disengaged, but low vertical path information are presented on the
bank mode reengages and the LOW annun- right side of the electronic attitude director in-
ciator reilluminates when heading mode is dicator (EADI) section of the primary flight dis-
reengaged. play (PFD). The pertinent command bar(s) of

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international
the flight director can be brought into view, of AP engagement and the pitch attitude exist-
when double-cue or single-cue display is se- ing at the moment of disengagement of a ver-
lected, by selecting any mode. tical mode.
The autopilot may be switched to the pilot’s The autopilot can be engaged in any rea-
flight director (FD 1) or the copilot’s flight di- sonable attitude; however, unless touch con-
rector (FD 2) by means of an illuminated selec- trol steering (TCS) is used in conjunction
tor switch (AP XFER FD I–AP XFER FD 2) with autopilot engagement, the autopilot
located on the center instrument panel. This rolls wings level if engaged while in a bank.
switch determines only which flight director If the bank is less than 6° at engagement, the
system provides guidance to the autopilot. autopilot holds the heading indicated when
the autopilot is engaged. If the bank is over
The Primus 1000 system incorporates a wide 6° at engagement, it holds the heading indi-
variety of capabilities that produces one of the cated when the airplane rolls through 6° of
most precise, flexible, and easy-to-use systems bank on the way to wings level. If a lateral
in airplanes today. The flight director and au- mode is disengaged, the autopilot holds the
topilot can be used independently or together. heading existing at the moment of disen-
The airplane may be flown manually, using the gagement. If the turn controller is out of the
guidance provided by the modes selected on the center detent position, the autopilot will not
flight director, or when the autopilot is en- engage (annunciated in amber on the PFDs).
gaged and coupled to the flight director, it con-
trols the airplane using the commands generated
by the flight director computer. Disengagement Touch Control Steering (TCS)
of the autopilot has no effect on the FD modes Touch control steering (TCS) enables the
in operation at the moment of disengagement, airplane to be maneuvered manually during
except when using the go-around button, in autopilot operation without cancellation of
which case a wing’s level 12° noseup attitude any selected flight director modes. To use
is commanded and all other FD modes are reset. touch control steering, press the TCS button,
maneuver the airplane, and release the TCS
When the autopilot is engaged without any button. TCS is operable with all autopilot
mode selected, manual pitch and roll com- modes. During TCS operation the yaw
mands may be made by means of the turn knob damper remains engaged.
and pitch wheel on the autopilot controller.
Touch control steering (TCS) can be used to If the autopilot is engaged in a bank and it is
maneuver the airplane or to modify the com- desired to hold the bank, press the TCS but-
mands to the FD and AP. If the autopilot is ton, engage the autopilot, and release the TCS
not engaged, the TCS button can be used to button. The bank is maintained if it is in ex-
synchronize the command bars to the air- cess of 6°. The airplane may be rolled level
plane attitude. If HDG mode has been se- with the turn knob. The memory function hold-
lected, BANK LIMIT mode may be engaged, ing the autopilot in a bank is canceled when
and the maximum bank angle is limited to the knob is moved out of detent.
approximately 14°.
In the case of speed (SPD) (IAS or MACH
Basic Autopilot annunciated) mode, vertical speed (VS) mode,
or altitude hold (ALT) mode, the TCS button
The basic autopilot, without any inputs from may be depressed and the airplane maneu-
the flight director system, can be used for vered to a new reference. When the TCS but-
pitch, roll, and heading hold. The autopilot ton is released, the flight director/autopilot
holds the pitch attitude existing at the moment maintains the new reference.

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Pitch Synchronization remote instrument controller, and NAV mode

is selected on the flight director mode selec-
When flying the airplane manually and using tor. The small green light in the mode selec-
the flight director, the command bar may be tor illuminates, and if the airplane is outside
matched to the existing pitch attitude by press- the NAV capture limits, VOR is annunci-
ing the TCS button (command bar assumes a ated in white at the top left of the EADI, and
neutral position) and releasing it; the com- HDG is annunciated in green directly to the
mand bar synchronizes to the airplane atti- right of the white VOR. As the airplane is ma-
tude at the moment of release. neuvered within the capture limits, HDG
extinguishes and VOR illuminates in green.
Flight Director Modes When the mode is transitioning to capture,
a white box is drawn around VOR for 5 sec-
Heading onds.
The heading mode (HDG-annunciated in green For a VOR approach (APR mode), the desired
letters in the top right of the EADI) can be used VOR frequency is selected on the NAV re-
with the flight director (FD) only, or in conjunc- ceiver, the course bearing is set on the EHSI,
tion with the autopilot. When the heading (HDG) and the APR mode is selected on the flight di-
mode is selected on the FD mode selector, the rector mode selector. The green light illumi-
command bars come into view and display a nates in the APR button, and if outside the
steering command that is controlled by the HDG capture limits, VAPP illuminates in white on
cursor (bug) on the remote instrument controller the top left side of the EADI. HDG annunci-
on the PFD. The command bars synchronize ates in green next to VAPP. When the airplane
vertically to the pitch attitude at the time of maneuvers into capture range, HDG mode
HDG selection. Heading mode is engaged au- cancels and VAPP annunciates in green in the
tomatically if another lateral mode is selected top left side of the EADI. A white box is drawn
and the airplane is outside the capture parame- around the capturing VAPP for five seconds.
ters of that mode. In this case, HDG mode re-
mains ON until the airplane arrives at a point In both NAV and APR modes, a station pas-
where capture can occur. The selected mode sage feature incorporates bank angle limits
then captures and is annunciated in the mode se- and a course hold (plus wind drift) mode.
lector and in green letters at the top left side of The station passage mode for enroute track-
the PFD/EADI, and HDG cancels. If the au- ing (NAV mode) is of long enough duration
topilot is also engaged, the autopilot receives to provide smooth transition of a VOR station
steering commands according to the selected at any altitude. The station passage mode for
mode(s). NAV and APR modes can be armed APR mode is of short duration to provide
with the HDG mode ON. When intercepting a approach accuracy. This does not provide the
VOR radial or localizer course with the NAV or degree of ride smoothing that is present in the
APR modes selected, the system switches from enroute case.
ARM to CAP when within the capture limits and
the armed mode is captured.
ILS Approach (LOC or LOC GS)
VOR (NAV) and VOR APR (APR) With a localizer frequency selected in a NAV
receiver, operation is similar to capturing
Two different modes of capture and tracking and tracking a VOR radial. Selecting APR
a VOR signal are used on the Primus 1000 on the mode control panel with a localizer fre-
system. One method is used for normal enroute quency tuned arms both the LOC and GS
navigation (NAV) and the other for a VOR ap- modes and engages HDG, if not previously
proach (APR). selected and the airplane is outside the cap-
ture parameters of the mode. Normally the
For enroute navigation, the desired VOR APR button is pressed when the heading is
frequency is selected on a NAV receiver, the less than 90° of the final approach course of
course bearing set on the EHSI using the

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international
the published ILS course. HDG is displayed commands. When BC is selected on the mode
in green at the top left of the EADI, the green selector, the green light in the button illumi-
light in the APR button of the mode selector nates and BC is annunciated in white on the
illuminates, and LOC and GS are illuminated left top side of the EADI. HDG may illumi-
in white on the upper left and right, respec- nate in green if the airplane is outside of back-
tively, of the EADI. When inside the LOC cap- course capture parameters. It is imperative to
ture limits, LOC illuminates in green at the intercept the back course with an intercept
top left of the EADI, and HDG extinguishes. angle that is less than 75°. This prevents an in-
At glide-slope capture (approximately 1/2 advertent front course interception. When the
dot), GS illuminates in green on the EADI. back course is captured, the heading annun-
During transition to both the LOC and GS ciator extinguishes and BC is illuminated in
capture modes, a white box will be drawn green on the top left side of the EADI.
around the respective mode annunciations.
During ILS approaches, the FD gain is pro- Altitude Hold (ALT) and Altitude
gressively adjusted during the approach using Preselect (ASEL)
GS deviation, radio altitude, and middle
marker passage for gain programming. If the Selecting altitude hold (ALT) provides steer-
radio altimeter is not operational, this func- ing commands to maintain the altitude at the
tion is performed as a function of glide-slope moment of engagement. An altitude preselect
capture and middle marker passage. (ASEL) mode provides a preprogramming ca-
pability. To use altitude preselect, the desired
The capture limits for VOR and LOC captures altitude is set into the ALT window at the
are variable depending on DME distance, lower right comer of the multifunction display
speed, and intercept angle. Glide-slope cap- (MFD) by means of the knob on the bottom
ture is locked out until localizer capture oc- right of the MFD bezel. ASEL illuminates in
curs. If the localizer mode becomes invalid white in the top right side of the EADI to in-
for any reason, the glide-slope mode is also dicate that the altitude preselect mode is armed.
canceled. The airplane may be maneuvered toward the
desired altitude using any of several meth-
The glide-slope indicator, located on the right ods: the autopilot wheel, touch control steer-
side of the EADI presentation, is green unless ing, FD pitch sync, speed hold, or vertical
there is a cross-side selection, in which case speed hold. If the airplane is flown manually,
it is yellow. the flight director guides the pilot onto the
selected altitude. As the airplane approaches
the desired altitude, the altitude preselect cap-
Back-Course Localizer Approach (BC) tures at an altitude corresponding to approx-
A back-course localizer approach capability imately 1/5 the rate of climb/descent; i.e., at
is provided using either flight director or au- 2,000 feet/minute climb rate, the system cap-
topilot or both. tures approximately 400 feet prior to the se-
lected altitude.
With a localizer frequency set in the selected
NAV, selecting BC on the mode selector arms At capture, the mode ASEL illuminates in green
the system for a back-course localizer ap- on the EADI. The flight director performs a
proach. The front course of the ILS must be smooth level-off at the selected altitude. At
set into the EHSI to give proper indications on level-off altitude, ALT mode is automatically
the course deviation bar and for the flight di- selected and displayed in green on the EADI,
rector computer to compute correct back- and ASEL disappears. Once altitude hold is
course corrections during the approach. If the captured, the touch control steering (TCS) but-
back course is set on the EHSI, the command ton on the control wheel can be used to change
bars and autopilot are given incorrect steering or trim the selected altitude. TCS operates in

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conjunction with the flight director or the au- may also be used to temporarily release the
topilot or both. Once ALT mode is engaged, re- autopilot clutches and maneuver the air-
setting the BARO setting on the pilot’s altimeter plane to a new reference. The airspeed,
causes the airplane to climb or descend to re- Mach, or vertical speed established when
capture the same indicated altitude. Moving the (TCS) button is released becomes the
the autopilot pitch wheel causes ALT or ASEL new reference.
CAP modes to be canceled if either is selected.
A lower limit of 120 KIAS is established,
Selection of a vertical mode without a lateral below which the SPD mode will not engage.
mode provides autopilot tracking of the mode. At the opposite end of the speed spectrum,
VMO or MMO, as appropriate, will not be
Airspeed Hold (SPD/FLC) and exceeded. If an upper limiting speed is at-
Vertical Speed Hold (VS) tained, the system maintains the limiting
speed; thus speed hold can be used to fly
Speed (SPD/FLC) hold (IAS or MACH-mode VMO or MMO descents.
selectable depends upon altitude) and verti-
cal speed (VS) hold are selected by pressing Selection of the speed-hold mode cancels all
the appropriate mode button (SPD/FLC or other vertical modes except vertical/naviga-
VS) on the flight director mode control se- tion (VNAV), altitude preselect arm (ASEL-
lector. The flight director, autopilot, or both white annunciation) and glide-slope arm
hold the airspeed (Mach if appropriate) or (GS-white annunciation).
vertical speed indicated at the moment of
engagement. The green light in the respec-
tive mode selector button illuminates and VS Go-Around Mode
or IAS (or Mach), as appropriate, illumi- A go-around mode (GA) is available through
nates in green on the EADI. When initially buttons on the left and right outboard throt-
selecting speed mode, the speed target syn- tles. Depressing one of the buttons drops
chronizes to the existing indicated airspeed all other FD modes and disconnects the au-
for altitudes below 28,900 feet and synchro- topilot except, for the yaw damper. The FD
nizes to the existing Mach number for alti- command bars will command a wings-level
tudes above 28,700 feet. The target 12° noseup climb attitude. GA illuminates
automatically switches from indicated air- in green on the EADI. After go-around has
speed to Mach number as the airplane climbs been selected, the selection of any lateral
through 28,900 feet. It automatically switches mode cancels the wings level roll command,
from Mach number to indicated airspeed as but pitch-up command remains. The go-
the airplane descends through 28,700 feet. around mode is canceled by selecting another
pitch mode, pressing the TCS button, or en-
Upon initially selecting vertical speed hold gaging the autopilot.
mode, the vertical speed synchronizes to the
existing vertical speed. Once the vertical Vertical Navigation (VNAV)
speed mode is selected, the pilot can select
a different vertical speed with the pitch wheel The vertical navigation mode (VNAV) pro-
on the autopilot controller. If the autopilot vides a means to define a climb or descent
is engaged after VS mode is selected, the path to a vertical waypoint ahead of the air-
vertical speed must be resynchronized. plane and to track the path to that waypoint.
The waypoint is defined based on a distance
The autopilot pitch wheel may be used to reference (bias distance) TO or FROM a short-
change the reference speeds for both the range VORTAC station waypoint, or the next
speed mode and the vertical speed mode. FMS waypoint if the FMS system is being
The touch control steering (TCS) button used for navigation. Upon arrival at the way-

point/ altitude, the mode automatically changes The desired altitude, station elevation (VOR-
to altitude select (ASEL) capture mode and TAC only) to the nearest 100 feet, and the
then to altitude hold (ALT) mode when it lev- TO/FROM bias (if required) must be set into
els at the selected altitude. the VNAV system. If the FMS is being used
for navigation, the next waypoint may be
VNAV Definitions and Operation used, with or without TO or FROM bias, and
station elevation (STA EL) data is not re-
• Desired Altitude (ALT)—The altitude quired. Attempts to insert VNAV problems
at which the airplane levels at the com- behind the airplane or outside the parameters
pletion of the climb or descent. of the system will be ignored by the system.
• Station Elevation (STA EL)—The el-
evation above sea level of the VORTAC Programming
station that the VOR and DME are re- Programming is possible when a VOR station
ceiving. Does not apply to FMS way- is tuned, lock-on of azimuth and DME occurs,
points when used for VNAV.
and the waypoint desired is within selectable
• TO/FROM Bias (TO/FR)—The dis- parameters, or when FMS navigation is in use
tance set into the VNAV that moves the and the next waypoint is used to define the
point for completion of the problem VNAV problem. Arming of the VNAV to any
away from the VORTAC or FMS way- waypoint consists of selection of the desired
point being used. TO bias moves the waypoint, and selection of waypoint data
point closer to the airplane than the which will enable the flight director computer
VORTAC or FMS waypoint being used. to compute a viable VNAV problem.
FROM bias moves the point farther from
the airplane than the VORTAC or FMS VNAV selections can be made using short-
waypoint being used. r a n g e NAV, w h e n a VO RTAC s t a t i o n i s
During VNAV operation overspeed protection tuned, identified, and lock-on is achieved.
based on the VMO speed limit and underspeed Set the desired altitude in the preselect win-
protection based on a fixed 120-knot speed are dow. If TO or FROM (FR) bias is required,
provided. If either of these speeds is reached, the second button from the left on the bezel
a special sub-mode engages and overrides the of the multifunction display (MFD) is
VNAV mode until the speed situation is cor- pressed which results in display of a box into
rected. If a deviation of 1,000 feet from the which may be set the TO or FR bias by turn-
computed path occurs, VNAV mode cancels. ing the left knob on the MFD. TO or FROM
is selected before the distance selection is
VNAV operation is canceled if another verti- made by toggling the button, resulting in an-
cal mode is selected, the air data information nunciation of TO or FR above the selection
from the micro air data computer (MADC) window. Station elevation (STA EL) of the
becomes invalid, the DME signal is lost for five VORTAC station in use is then set by press-
seconds, an overspeed or underspeed as de- ing the second button from the right and
scribed above occurs, the PFD NAV source is setting the correct elevation, to the nearest
changed, glide-slope capture or level-off at the 100 feet, into the window above it. The
waypoint occurs or in case of detection of var- 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
ious system faults by the system monitors. VNAV may be selected. If long-range NAV
is used, the problem is similarly defined;
In order for VNAV mode to operate, the air- FMS must be selected on the display con-
plane must be proceeding along a direct path troller, which results in long range data
toward or away from the short-range NAV being displayed on the menu at the bottom
(VORTAC) (or to the next FMS NAV way- of the MFD display, and therefore being se-
point) which has been selected as a reference. lected by the respective knobs discussed
If a VORTAC is being used, the VOR az- above. If FMS is being used, station eleva-
imuth and DME must be locked onto the tion (STA EL) is not required.
VORTAC station for VNAV computation.

FlightSafety
international
If a valid problem has been defined, the com- After the airplane has leveled off at the way-
puted angle will be displayed on the MFD point altitude and transitioned into altitude
VNAV menu located at the bottom right of hold mode, the VNAV parameters for the cur-
the MFD display. A NAV problem is valid rent problem are erased.
only if the vertical angle is less than ± 6°. The
flight director computer will continually com- If the pilot deselects the VNAV mode by press-
pute the vertical angle based on aircraft posi- ing the VNAV button, the flight director can-
tion and update the display on the vertical cels the mode, but the data for the current
path indicator on the PFD. If the pilot desires, waypoint are retained. The angle from the
he can rotate the VNAV set knob and increase present position to the waypoint is still tracked,
the vertical angle up to a maximum of 6°, but the parameters are no longer frozen and can
which creates a vertical path intercept point be modified as desired by the pilot. The VNAV
some distance ahead of the aircraft. Once a mode can be reselected as long as the problem
valid VNAV problem has been defined, the remains valid.
pilot can select the VNAV mode on the FD
mode selector. VNAV mode will, however, Altitude Alerting
not activate until it is selected, or selection is
affirmed, by pilot action. Adjacent to the cal- The altitude alerting system is automatically
culated VANG display is a vertical speed (VS) engaged in conjunction with the altitude pre-
display. It is used for monitoring the climb or select mode (ASEL) and the vertical naviga-
descent and cannot be set. tion (VNAV) mode. The desired altitude is set
into the system for use of the VNAV or ASEL
If the pilot has selected an intercept point modes. In both cases the altitude is set into the
ahead of the airplane by increasing the verti- lower right comer of the MFD with the right
cal angle before selecting the VNAV mode, the knob on the MFD bezel. The desired flight
flight director remains in the previous mode director mode which is to be used to reach the
until the appropriate time. Approximately one designated altitude is then selected on the
minute prior to the flare point the altitude flight director/autopilot mode control panel.
alert horn sounds two short beeps. The verti- Refer to Altitude Hold and Altitude Preselect,
cal track alert (VTA) on the PFD and the above. If the pilot does not desire to select a
VNAV annunciator on the FD mode selector flight director mode, the airplane can be flown
flash. Pilot action is required before the VNAV manually, and the altitude alerting system will
capture phase can commence. The pilot must still provide the appropriate annunciations.
press the flashing VNAV button on the mode
selector before it stops flashing to allow the Mode Annunciations
mode to capture. Once the button is pressed,
Flight director vertical and lateral modes are an-
the annunciation in the mode selector stops
nunciated along the top of the PFDs. Armed
flashing and remains on, as with the VTA an-
modes are annunciated in white slightly to the
nunciator on the PFD. If the pilot wishes to
left of the captured vertical and lateral mode an-
cancel the mode, he can press the VNAV but-
nunciations, which are displayed in green.
ton twice on the mode selector when it flashes,
Lateral modes are displayed to the left of top
or he can do nothing and wait for the flash-
center and vertical modes displayed to the right
ing to stop, at which time the mode automat-
of top center on the PFDs. A white box appears
ically disengages.
around a capture or hold mode for five seconds
after mode transition from armed to capture. A
When the VNAV mode is engaged, the VNAV
summary of the lateral and vertical mode an-
parameters are frozen. This includes STA EL,
nunciations and transitions are listed below:
TO, FROM, and VANG; changing the ALT
SEL value also causes the mode to drop out. • VOR—A NAV mode (VOR) is armed
The pilot may still view any of these param- or has been captured and is being
eters, but the set knob will have no affect. tracked.

FlightSafety
international
• HDG—Heading select mode is engaged. Miscellaneous Annunciations

• LOC—Localizer has been armed or ATT1 (or ATT2)—Attitude source (amber for
captured. “cross-selection”).
• VAPP—VOR approach is selected, or
course captured has occurred. DH/MIN—Illuminates when the airplane
reaches the preset decision height (annun-
• GS—Glide slope is armed or captured. ciated in amber in the upper left side of
• ASEL—Altitude preselect is armed EADI display). A white box is drawn around
(white); altitude preselect transition the indication for five seconds when DH is
(green). reached.
• ALT—Altitude hold mode is engaged. A P E N G — AU T O P I L O T E N G A G E D
• BC—Back course is armed or captured. (green). A green arrow points either left or
right, indicating to which flight director
• VS—Vertical speed hold has been se- (pilot’s or copilot’s) the autopilot is cou-
lected and captured. pled for guidance.
• IAS or MACH*—Indicated airspeed
(or Mach) hold has been selected and TCS ENG—Illuminates in amber to indicate
captured. touch control steering is engaged.
• VNAV—V-VNAV mode is armed or cap-
tured. AP TEST—Illuminates in amber when the
autopilot is in test mode. Annunciation is au-
• LNAV—Long-range NAV (FMS) mode tomatic immediately after power-up. It is
has been selected. normally not in view due to warm up time
• GA—Go-around mode has been selected. for PFDs.
* IAS or MACH is annunciated automatically, TRN KNB— Illuminates in amber when

depending upon airplane altitude. Transition the autopilot turn knob is out of the center
from IAS to Mach is automatic as the air- detent.
plane climbs through 28,900 feet altitude,
and Mach to IAS occurs automatically as the
airplane descends through 28,700 feet. COMPARISON MONITOR
ANNUNCIATIONS
Lateral Transitions Selected pilot and copilot input data are com-
• VOR arm to VOR cap pared in the symbol generator. If the differ-
ence between the data exceeds predetermined
• LOC arm to LOC cap levels, the out-of-tolerance symbol is displayed
• BC arm to BC cap on the PFD in amber. A list of the compared sig-
nals and the displayed cautionary symbols is
• VAPP arm to VAPP cap given in Table 16-2. When the compared pitch
and roll attitude or glide slope and localizer sig-
Vertical Transitions nals are out of tolerance, a combined level
• VNAV arm to VNAV cap (ATT or ILS) is displayed.
• VNAV cap to ALT

• ASEL arm to ASEL cap
• ASEL cap to ALT hold
• GS arm to GS cap

EFIS Equipment Failure EMERGENCY FLIGHT

Summary INSTRUMENTS
Display Reversion
In the event of failure of one of the PFDs, SECONDARY FLIGHT DISPLAY
turning off the failed display DIM knob of the SYSTEM (MEGGITT TUBE)
respective display controller causes that dis-
play to be presented on the multifunction dis- The MEGGITT Tube is a DC-powered cath-
play (MFD). Control of the PFD is still through ode ray tube indicator combining standby
the respective display controller. attitude indicator, altimeter, and airspeed
indications into one composite instrument.
A Mach indication is also included in the
EFIS Equipment Failure instrument.
Checklist
The secondary flight display system (SFDS)
Failure of equipment feeding information to contains solid state inertial sensors for the
the EFIS is annunciated by flags or dashes. measurement and presentation of aircraft pitch
Failure effects of EFIS equipment are listed and bank attitudes. Application of 28-volt DC
in Table 16-3. power to the display system initiates the atti-
tude initialization process, which is identi-
For detailed information concerning opera- fied by the display of the message “attitude
tions of the Primus 1000 system, consult the initializing” in yellow on the SFDS. The du-
Honeywell P-1000 Integrated Avionics System ration of the initialization process is normally
Pilot’s Manual for the Citation Bravo. less than 180 seconds.
Table 16-2. COMPARISON MONITOR ANNUNCIATORS
COMPARED PARAMETER ANNUNCIATION TRIGGERING DIFFERENCE

Pitch Attitude PIT 5˚
Roll Attitude ROL 6˚
Heading HDG* 12˚
Localizer LOC** Approximately 1/2 dot
Glide Slope GS** Approximately 3/4 dot
Pitch and Roll Attitude ATT 5˚ and 6˚, respectively
Localizer and Glide Slope ILS** 1/2 and 3/4 dot, respectively
Indicated Airspeed IAS*** 5 knots
Altitude ALT*** 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.

Table 16-3. EFIS EQUIPMENT FAILURE CHECKLIST
FAILURE ANNUNCIATION FLIGHT DIRECTOR PILOT ACTION

Symbol Red X on PFD or Display Blank All modes cancelled Select opposite SG on MFD
Generator display controller to drive all
Failure displays
Display Display cannot be Changed N/A Select opposite SG on MFD
Controller display controller to drive all
Failure displays
PFD Display goes blank None Revert display to the MFD
Failure display*
Heading Red HDG FAIL on EHSI, Command bars out Select opposite AHRS heading
Failure map, bearing pointers, of view source by pressing appropriate
etc., removed HDG REV button
Attitude ATT FAIL annunciation; no None Select opposite AHRS attitude
Failure pitch or scale or roll pointer, source by pressing appropriate
sphere all blue ATT REV button
Course Red X through scale and Command bars, CDI Revert display to the opposite
Deviation course deviation pointer pointer, and applicable NAV*
Failure removed bearing pointer off
Flight Director FD FAIL on PFD FD cues and mode Select opposite flight director on
Failure annunciations removed 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 dis-

play 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; M. 000 1013 HP 00
the tape is calibrated in 100 foot increments 5
(Figure 16-14). Baro data is set in the altitude 100
10 10
display by a knob on the bottom right of the
bezel; clockwise rotation increases the pres- 80 1200
sure setting and counterclockwise decreases it. 10 10
70
The setting is displayed in hectopascals at the 20 20
top right of the display or in inches of mercury. 5 00
On the left side of the display is a moving tape
showing airspeed. The tape is marked in 10-knot APR ATT BARO
increments with a “rolling digit” display in the

center. The airspeed display becomes active at Figure 16-14. Secondary Flight Display
40 knots. The Mach number is displayed in the System (MEGGITT TUBE)
upper left corner of the display. The Mach dis-
play range is 0.35 to 0.999 Mach. tape box, with all indications removed from
within the box. The failure flags for the Mach
Failure flag indications for airspeed and alti- indication and Baro Setting are a series of
tude are red crosses covering the appropriate four red dashes in the appropriate display area.
A light sensor is located on the bottom left side transfer to battery power to occur. The SFDS
of the instrument case. It provides ambient will operate for a minimum of 30 minutes on
light level data to the backlight control system emergency battery pack power. An amber
to ensure optimum display brightness. The STBY PWR ON light next to the STBY PWR
lighting level can still be controlled manually switch illuminates when the SFDS is turned
from the center instrument panel light rheo- ON and the airplane’s electrical system is
stat control. not charging the emergency power supply
batteries. When the SFDS switch is held to
The navigation display is selected by the APR the spring-loaded TEST position, a self test
button on the bottom of the display bezel. of the battery and circuits is accomplished.
Pressing the button once will display ILS lo- The green STBY PWR TEST light, also next
calizer and glide-slope flight director infor- to the STBY PWR switch, will illuminate if
mation on the Meggitt tube, provided the NAV the test is satisfactory and the battery is suf-
1 receiver is tuned to an ILS. Pressing the but- ficiently charged.
ton a second time will display Back Course lo-
calizer information on the Meggitt tube, Maximum allowable airspeed (V MO ) is dis-
provided the NAV1 receiver is tuned to a lo- played in analog form by a red warning strip
calizer back course frequency. Pressing the on the airspeed tape. When V MO is reached,
button a third time will remove all navigation the numerals on the numeric airspeed display
information from the Meggitt tube. There is change from white to red. When the maxi-
no VOR mode on the Meggitt tube. The standby m u m a l l owa b l e M a c h n u m b e r ( M M O ) i s
HSI will display all navigation information reached, the numeric Mach number display
(ILS, BC, VOR) from the NAV1 receiver. will also change from white to red.
A built-in test system (BIT) will automati-

NOTE cally detect any failure of the display at power
The standby HSI has no input to the up or during continuous operation. If a fail-
secondary flight display system. ure is detected, the appropriate part of the dis-
play is replaced with a message indicating the
failure. Where it is not possible to display an
Power to the secondary flight display system appropriate message, the display back-light-
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 ing is switched off.
GYRO–OFF–TEST located on the pilot’s
lower instrument panel. The SFDS has an
emergency source of power from an emer- STANDBY HORIZONTAL
gency battery pack located in the nose avion- SITUATION INDICATOR (HSI)
ics compartment of the airplane. If the airplane
bus voltage falls below a minimum amount, the The standby horizontal situation indicator is
standby power relay will activate and SFDS a three-inch instrument located on the pilot’s
power will be supplied from the battery pack. instrument panel. It provides navigational
This battery pack also provides emergency guidance in case of PFD/flight director fail-
instrument lighting for the secondary flight ure, and is powered by the Emergency Bus.
display system, the dual fan (N 1 ) tachome-
ters, dual ITT indicators, and the standby hor- The standby HSI displays compass heading,
izontal situation indicator (HSI). glide slope, and localizer deviation and air-
plane position relative to VOR radials. The
The battery pack is constantly charged by compass card is graduated in 5° increments,
the airplane’s electrical system, and should and a lubber line is fixed at the fore and aft po-
therefore be fully charged in the event of an sitions. A fixed reference airplane is in the
electrical power failure. The standby instru- center of the HSI, aligned longitudinally with
ment power switch must be ON for automatic the lubber line markings.

The course cursor is set by a knob on the in- a VOR. A red warning flag comes into view
strument. Once set, the cursor rotates in its when power is OFF, NAV information is un-
set position with the compass card. The course reliable, or signals from the NAV receiver are
deviation bar, which forms the inner segment not valid. The standby HSI displays only NAV1
of the course cursor, rotates with the course information.
cursor (Figure 16-15).
The glide-slope deviation pointer is located to
the right side of the display. When receiving
glide-slope information during an ILS ap-
proach, the green deviation pointer is uncov-
ered by the red VERT warning flag, which
E 12 otherwise is in evidence. If an ILS frequency
6 is not tuned and being received, or the ILS sig-
N V
A E nal is unusable or unreliable, the deviation
15
3
V R
T
pointer is covered by the red warning flag.
N
C-14D COMPASS SYSTEM

33
21
24 Pilot’s System
30
The flight director and the flight director dis-
play on the pilot’s PFD, the autopilot (except
when AP XFER FD 2 is selected), and the
standby horizontal situation indicator are
driven by the pilot’s C-14D slaved gyro sys-
tem. The system consists of a directional gyro,
Figure 16-15. Standby Horizontal
a flux detector, a mode selector switch, a re-
Situation Indicator
mote compensator, and a slaving indicator on
the PFD. The directional gyro operates on
A blue ADF needle, which displays ADF1 28V DC from the emergency bus. In the event
bearings, rotates around the outer portion of of a DC power failure, placing the battery
the dial. switch to the EMER position regains the pilot’s
C-14D and provides gyro-stabilized heading
A heading (HDG) flag appears in the instru- information through the standby HSI. The
ment when the compass system is OFF, the mode selector switch is located on the left
heading signal from the No. 1 C-14D Gyro 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
becomes invalid, primary power to the indi- SLAVE.” It has two positions: MAN and
cator is lost, or the error between the dis- AUTO. In the MAN position, the C-14D gyro
p 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 operates in unslaved (gyro) mode. In the AUTO
becomes excessive. position, it operates in slaved (gyro-stabilized
magnetic) mode. When MAN is selected, the
The course deviation bar moves laterally in the HSI compass card can be moved left or right
HSI, in relation to the course cursor. Course at a rate of 30° per minute by toggling the
deviation dots in the HSI act as a displacement LH–RH switch, located to the right of the
reference for the course deviation bar. When MAN–AUTO switch, to the RH or LH position.
tracking a VOR, the outer dot represents 10°, Manual operation gives accurate short-term
while on an ILS localizer it represents 2 1/2°. heading reference when magnetic informa-
White TO–FROM flags point to or from a station is unreliable (DG 1 will be displayed on
tion along the VOR radial when operating on the PFD).

FlightSafety
international
Under normal operating conditions, the pilot’s VG-14A VERTICAL GYRO

C-14D gyro slave switch should be left in the
AUTO position. Fast slaving in the AUTO mode
SYSTEM
occurs at a minimum rate of 30° per minute and The pilot’s and copilot’s VG-14A vertical gyro
continues that rate until the gyro is slaved to the systems are powered by the aircraft AC sys-
magnetic compass heading. It then continually tem (inverters). The pilot’s system provides
maintains slow slaving rate of 2.5 to 5.0° per pitch and roll information to the No. 1 IC-600
minute. If the gyro slave switch is in AUTO po- display flight guidance computer, conse-
sition at power-up, the system slaves itself. If quently providing pitch and roll data to the au-
the gyro has obtained operating speed in the topilot, pilot’s flight director, and PFD.
MAN position, or is otherwise unslaved while
operating, the LH–RH switch must be activated The copilot’s VG-14A provides pitch and roll
to start fast-slaving action in the AUTO mode. information to the No. 2 IC-600 computer,
which in turn, provides pitch and roll data to
Copilot’s System the copilot’s flight director and PFD. However,
if ATT reversion is selected on the pilot’s in-
The copilot’s C-14D compass system is the strument panel, the copilot’s VG-14A vertical
same as the pilot’s C-14D. The copilot’s C-14D gyro provides pitch and roll information to the
system drives the copilot’s flight director and autopilot, provided the No. 1 IC-600 is opera-
the flight director display on the copilot’s tional. Utilizing either the pilot’s or copilot’s
PFD, and when AP XFER FD 2 is selected on ATT reversion button causes the opposite VG-
the autopilot transfer switch, it provides head- 14A to drive both flight directors, PFDs. If
ing guidance to the autopilot through the pilot’s both vertical gyros fail, the standby gyro must
IC-600 display guidance computer. be referenced for attitude information.
Two RH GYRO SLAVE switches, marked
MAN–AUTO and LH–RH, are located low on
the copilot’s instrument panel. Operation of the MISCELLANEOUS
switches is the same as described above in the
pilot’s C-14D system. FLIGHT INSTRUMENTS
For operation in the manual mode, DG 2 will RAM-AIR TEMPERATURE (RAT)
be displayed on the copilot’s PFD.
INDICATOR
NOTE A digital ram-air temperature (RAT) indica-
tor, located on the upper left side of the cen-
If a C-14D compass should fail (inter instrument panel, displays air temperature
dicated by a HDG FAIL flag on the uncorrected for ram rise. Either Celsius or
respective PFD), selecting HDG re- Fahrenheit may be selected by a switch on the
version allows one C-14D compass indicator. The temperature sensor is located in-
system to provide heading steering side the right dorsal fin ram-air inlet.
information to both the pilot’s and
copilot’s flight directors, flight direc-
tor displays, and PFDs. If the pilot’s TRUE AIRSPEED (TAS)
C-14D system should fail, the TEMPERATURE PROBE
standby HSI will be inoperative. The
PFD EHSIs require AC power for op- A true airspeed (TAS) temperature probe
eration (supplied by the aircraft in- (Rosemount) is located on the lower right
verters). If both inverters should fail, side of the nose section. This probe is dedi-
the battery switch must be placed in cated to the micro air data computers for
EMER to provide emergency AC temperature inputs. The probe is anti-iced any
power (26 VAC) from the pilot’s time the AVIONIC POWER SWITCH is on
C14D directional gyro power sup- and weight is off the wheels. Anti-ice elec-
ply to power the standby HSI. trical power is supplied by main DC power
FlightSafety
international
through the 15-amp TAS HTR circuit breaker the SEL button to exit the set mode. At that time
located on the pilot’s circuit-breaker panel. the clock starts running and the illuminated an-
nunciator resumes flashing.
MAGNETIC COMPASS To use the clock as a stop watch to time ap-
A standard liquid-filled magnetic compass is proaches, etc., select ET with the SEL button,
mounted above the glareshield. Directly and press the CTL button to start the timing.
above the compass are the seating height in- The clock starts counting elapsed time in min-
dicator balls. utes and seconds up to 59 minutes and 59 sec-
onds. It then switches to hours and minutes and
continues up to 99 hours and 59 minutes.
FLIGHT HOUR METER Pressing the CTL button resets the elapsed
time to zero.
The flight hour meter, located on the copi-
lot’s upper instrument panel, displays the total To use the clock for an elapsed time “count-
flight time on the airplane in hours and tenths. down” display, select ET for display, and
The left landing gear squat switch activates the enter set mode by pressing both buttons si-
meter when airplane weight is off the gear. A multaneously. A maximum countdown time
small indicator on the face of the instrument of 59 minutes and 59 seconds can be set. The
rotates when the hour meter is in operation. time from which it is desired to count is en-
tered in the same manner as setting GMT or
DIGITAL CLOCK local time. When the last digit is set, press
the SEL button to exit the set mode. Pressing
Two Davtron model M877 clocks, located on the CTL button starts the countdown. The dis-
the pilot’s and copilot’s upper instrument pan- play flashes when the time reaches zero.
els, can display four functions: local time, After reaching zero, the ET counter counts
GMT, flight time, and elapsed time. Two ver- up. Pressing the CTL button again resets ET
sions of the elapsed time function may be se- to zero.
lected: count up or count down.
The flight time mode of the clock is enabled
The clock has two control buttons: SEL (se- by a landing gear squat switch, which causes
lect) and CTL (control). The SEL button is the clock to operate any time the airplane
used to select the desired function, and the CTL weight is off the landing gear. The flight time
button to start and reset the selected mode. may be reset to zero by selecting FT mode
with the SEL button and holding down the
For normal operation, either local time or CTL button for three seconds. Flight time is
Greenwich Mean Time (GMT) may be selected. zeroed when the CTL button is released. A
GMT is displayed only in 24-hour format, and total of 99 hours and 59 minutes can be shown.
local time is 12-hour format. Pressing the SEL
button sequentially displays GMT, local time, A flight time alarm mode flashes the clock
flight time, and elapsed time. The display mode display when the desired flight time is reached.
is annunciated GMT, LT, FT, and ET, as appli- To set the alarm function, select FT with the
cable, under the time display window. SEL button, and enter the set mode by press-
ing both buttons simultaneously. Enter the de-
To set GMT or local time, select the desired sired alarm time in the identical manner that
function by pressing the SEL button. GMT or local time is set. When flight time
Simultaneously press both the SEL and the equals the alarm time, the display flashes. If
CTL buttons to enter the set mode. The tens FT is not being displayed when the alarm time
of hours digit will start flashing and may be is reached, the clock automatically selects FT
incremented by pressing the CTL button. The for display. Pressing either the SEL or CTL
next digit is then selected by pressing the SEL button turns off the alarm and resets the alarm
button, and similarly set by means of the CTL time to zero. Flight time is unchanged and
button. When the last digit has been set, press continues counting.
FlightSafety
international
The clock display may be tested when power represents a caution area where the airplane
is on the airplane by holding the SEL button is approaching a critical angle of attack.
down for three seconds. The display shows The red arc (0.85 to 1.0) is a warning zone
88:88, and all four annunciators are activated. that represents the area just prior to stick
shaker activation and continuing to full stall.
At an indication of approximately 0.79 to
STALL WARNING AND ANGLE- 0.88 (depending on flap setting and rate of
OF-ATTACK SYSTEM deceleration) in the warning range, the stick
shaker activates.
The angle-of-attack system is powered by
28V DC from the left main DC bus and incor- If the angle-of-attack system loses power or
porates an angle-of-airflow sensor, a signal becomes inoperative for other reasons, the
summing unit, a vane heater monitor, an needle deflects to the top of the scale and
angle-of-attack indicator, a stick shaker, and stows at a 1.0 indication.
an optional indexer.
The vane-type angle-of-airflow sensor, which NOTE

is located on the forward right side of the fuse- The airplane must not be flown if the
lage, detects the angle of airflow and deflects stick shaker is found to be inopera-
accordingly. The wedge-shaped vane stream- tive on the preflight check or if the
lines with the relative airflow and causes a angle-of-attack system is otherwise
transducer to send signals to the signal sum- inoperative.
ming unit (computer). Signal inputs concern-
ing flap position are also received by the signal
summing unit. It then compensates for that The stick shaker is located on the pilot’s con-
variable and transmits the information to the trol column about 9 inches down from the con-
angle-of-attack indicator and the optional in- trol wheel and on the forward side. The stick
dexer. Indications are accurate throughout the shaker provides tactile warning of impending
weight and CG range of the airplane. stall. The angle-of-attack transmitter causes
the stick shaker to be powered when the proper
The full-range type indicator is calibrated threshold is reached.
from 0.1 to 1.0, and marked with red, yel-
low, and white arcs. Lift information is dis- WARNING
played on the indicator with 0.1 representing
near zero lift and 1.0 representing stall. Lift
being produced is displayed as a percentage If the angle-of-attack vane heater
and, with flap position information, is valid fails and the vane becomes iced, the
for all airplane configurations and weights. stick shaker may not operate or may
At 1.0 where full stall occurs, 100% of the activate at normal approach speeds.
available lift coefficient is being achieved.
At the bottom of the scale (0.1) near zero lift An optional approach indexer, mounted on the
is being produced. The area at the lower part pilot’s glareshield, provides a “heads-up”
of the scale (0.57 to 0.1) represents the nor- display of deviation from the approach ref-
mal operating range, except for approach erence. The display is in the form of three il-
and landing. The narrow white arc (0.57 to luminated symbols which are used to indicate
0.63) covers the approach and landing range, the airplane angle of attack. High angle of at-
and the middle of the white arc (0.6) repre- tack is analogous to low airspeed; low angle
sents the optimum landing approach (VAPP of attack is analogous to high airspeed.
or VREF). The yellow range (0.63 to 0.85)

FlightSafety
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Illumination of the symbol is progressive as VHF COMM

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

FlightSafety
international
window, and rotation o~ either the small or lower or higher frequency. In the frequency
large knob will increase or decrease the chan- mode of operation the tuning knobs control the
nel number and the corresponding frequency frequency in the STBY window, which may
in the STBY window, one channel at a time. then be transferred to the active (USE) win-
The channel display will “roll over” at either dow by pressing the frequency transfer (dou-
end of the corresponding channel selection. ble arrow) button.
The channel programming mode allows the
pilot to program desired frequencies for use The channel mode of operation is entered by mo-
in the channel mode of operation. The direct mentarily pressing the CHAN button while in
tuning mode is a back-up mode which allows the frequency mode. (Channel programming
frequency changes to be made directly into the mode is discussed below.) If there is no activ-
active frequency display. The use (USE1 dis- ity for approximately 5 seconds the radio will
play is the left window and the standby (STBY) return to the frequency mode of operation. In
display is the right window. Dimming of the this case the channel frequency will be placed
digital readouts is automatic and controlled by in the STBY window. The system may also be
the background lighting returned to the frequency mode by pressing the
CHAN button again before five seconds have
The KY-196’s “flip-flop” preselect feature elapsed, and the status of the frequency mode
enables the pilot to store one frequency in the will remain the same as it was prior to entering
standby display while operating on another and the channel mode. When CHAN is selected the
then interchange them instantly with the touch last active frequency will remain tuned and dis-
of a button. Both the active (USE) and the played in the USE window. The last used chan-
standby (STBY) frequencies are stored in a cir- nel number (1 to 9) will be displayed in the
cuit component called EAROM (Electrical CHAN window unless no channels have been
Alterable Read Only Memory) that provides programmed, in which case the system defaults
a non-volatile storage of frequencies and pro- to Channel 1 and dashes are displayed in the
grammed channels, so that when the radio is STBY window. When either end of the display
turned off and then back on, channel informa- is reached the display will “roll over” and start
tion is retained. again at the respective end of the display.
When the transmitter is in operation a illumi- The CHAN button is pressed and held for three
nated “T” will appear in the center of the dig- seconds to enter the channel programming
ital display. mode. The last used channel number will flash
in the CHAN window and the last used active
frequency will remain displayed in the USE
MODE–FREQUENCY–CHANNEL window. Channel numbers from 1 through 9
SELECTOR can then be selected by rotating either the
small or large knob. Pressing the frequency
In the frequency mode of operation the outer, transfer button (double arrow) will cause the
larger, selector knob of the two concentric frequency associated with that channel to
knobs located to the right of the display is flash. The frequency select knobs will then
used to change the MHz portion of the fre- change the frequency as described in the fre-
quency display; the smaller knob (PULL 25K) quency mode of operation above, with the ex-
changes the kHz portion. This smaller knob is ception that between the rollover points dashes
designed to change the indicated frequency in are displayed. To exit the channel program-
steps of 50kHz when it is pushed in and in 25- ming mode, press the CHAN button, or after
kHz steps when it is pulled out. At either band twenty seconds of no programming activity,
edge the frequency will “wrap-around”; thus the system will automatically exit the mode.
it is not required to move completely across
the frequency display in order to select a much

FlightSafety
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OPTIONAL KING HF VHF NAVIGATION

TRANSCEIVER RECEIVERS
The King KHF-950 is a 150-watt transceiver Dual KN-53 navigation receivers provide
that provides 280,000 frequencies at 100 Hz VOR, localizer and glide-slope capability.
increments with 99 channel preset capability The receivers are mounted with other avion-
in the HF band (2.000 to 29.9999 MHz). It op- ics navigation and communication
erates in AM and single sideband. The KHG- (NAV/COMM) equipment in the center of the
950 control is normally located on the copilot’s consolidated control panel. The controls re-
upper left instrument panel and may be either ceivers of both NAV radios are one-piece units.
a KFS594 or KCU 951 control head. Control
functions for the KCU 951 controller are: Each system has 200 VOR/LOC operating fre-
quencies and 40 glide-slope frequencies. VOR
• FREQ/CHAN—Selects frequency or
channelize mode of operation. and localizer (VOR/LOC) frequencies are
from 108.00 to 117.95 MHz. Glide-slope fre-
• MODE—Selects LSB, AME, or USE quencies are from 329.15 to 335.00 MHz. The
mode of operation. Mode is displayed in localizer/glide-slope frequencies are paired
lower part of frequency display. and are automatically tuned together. When the
• PGM—Selects programming of fre- published localizer frequency is tuned, the
quency for channelized operation. glide-slope frequency is also tuned. Multiple
outputs drive the flight director, HSIs, RMI,
• STO—When pressed, stores selected and autopilot. All the basic functions have a
frequency for channelized operation. built-in self test.
• Tuning knobs—Two concentric tuning
knobs for selecting frequency display. KN-53 CONTROLS
Control channel or frequency mode of
operation as selected by FREQI CHAN The KN-53 controls use two seven-digit gas
switch. discharge displays for the controlling (USE)
• OFF/VOLUME—ON–OFF switch; vol- frequency and a pilot-selected preset (STBY)
ume control when set is ON. frequency. The displays are dimmed automat-
ically by means of automatic photo sensing.
• SQUELCH—Controls squelch threshold. Dual concentric frequency select knobs con-
• CLARIFIER—Used for improving clar- trol the display. The larger (outer concentric)
ity of reception during SSB operation. knob dials the MHz portion of the display in
one MHz steps. The small tuning knob (inner
To tune the HF system antenna coupler to concentric) dials in 50 kHz steps. The fre-
the frequency selected, rotate the VOLUME quency will roll over or under, as applicable,
knob out of the OFF detent. Receiver fre- at the end of the tuning band so that tuning
quency will be displayed after approximately completely across the band to a much higher
one minute of warm-up. Key the transmitter or lower frequency is not required. Tuning of
by momentarily pressing microphone but- the NAV frequencies in normal mode of op-
ton. The antenna coupler will tune automat- eration is done in the STBY window and then
ically. The channel number will continue to “flip-flopped” into the USE window by press-
be displayed; however, frequency will be ing the frequency transfer (double arrow) but-
blanked until automatic tuning is complete. ton. This allows the pilot to pretune the desired
After tuning, adjust for desired squelch frequency and then interchange the old and
threshold. During reception, adjust CLARI- new frequencies with a touch of a button. The
FIER control for maximum signal clarity or STBY window is then available for a new pre-
most natural sounding voice. tuned frequency.

FlightSafety
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The OFF–PULL–ID knob operates as an If an ILS frequency is tuned on the pilot’s and
on–off volume control as well as a control for copilot’s NAVs, localizer and glide-slope de-
selecting voice/code identification (ID), or viation will be displayed on both pilot’s EHSIs,
only code ID signals of VOR stations. Pulling if the airplane is within range of the ILS. If the
the knob out allows the station identification localizer signal is unreliable or absent, a red
tone signals to be heard, as well as the station X will appear in the center of both pilot’s
voice announcements. Pushing it in will allow EHSIs, and on the expanded localizer indica-
only NAV voice signals to be heard. Rotation tion on the EADIs. If glide-slope information
of the knob allows volume control of the audio is absent or unreliable, a red X will appear at
signals; complete counterclockwise rotation the glide-slope indication on the pilots EADIs
turns off power to the NAV receiver. and EHSIs.
Interface of the NAV receivers with other

equipment which use and display NAV signals
is discussed in the various parts of this section.
AUTOMATIC DIRECTION
Controls and displays of the distance measur- FINDER KR-87 (ADF)
ing equipment (DME), radio magnetic indica-
tor (RMI), the pilot’s NAV indicator repeater The KR-87 ADF is a single-unit receiver/con-
(omni bearing selector (OBSI), the copilot’s trol mounted in the consolidated control panel.
horizontal situation indicator (HSI), and the The digitally tuned automatic direction finder
pilot’s electronic attitude director indicator system operates in the frequency range of 200
(EADI) and the electronic horizontal situation to 1799 kHz. The KR-87 control panel uses two
indicator (EHSI) are discussed separately. The gas-discharge digital readouts to display the
pilot can display NAV 1 or NAV 2 on his EHSI controlling (active) frequency and a pilot-se-
by selecting either NAV by means of the NAV lected preset (STBY) frequency. The system
push button on his DC-550 display controller is comprised of a receiver, a built-in elec-
(Figure 16-4). Upon power up NAV 1 will be tronic timer, the bearing indicator on the RMI,
selected; selection progression is then NAV 2, and a KA-44B combined loop and sense an-
NAV 1, NAV 2, etc., as the button is pressed. tenna. The control of audio signals from the
The NAV selected by means of the NAV but- ADF is discussed under Audio Control Panels
ton is displayed on the EHSI course pointer and in this section.
ILS localizer and glide-slope indicator. It pro-
vides course guidance to the flight director and Power to the system is controlled by the
autopilot if they are engaged. NAV 1 may be ON–OFF–VOL knob on the control panel.
selected on the “Ο” bearing needle and NAV Rotating the knob clockwise from the de-
2 may be selected on the “♦” bearing needle, tented OFF position applies power to the
by the applicable “O” or “♦” bearing selec- ADF. Rotation of the control also adjusts
tor knobs. Selections made by means of the audio volume. Control of the frequency is by
bearing knobs are for display on the EHSI the two concentric knobs on the right side of
only; they cannot inter face with the flight di- the control panel. The inner knob controls the
rector or autopilot. “1” digits when pulled, and the “10” digits
when pushed in. The outer concentric knob
Selecting NAV 1 or NAV 2 on the EFIS dis- controls the 100 and 1000 digits up to a fre-
play controller also automatically selects the quency of 1799 kHz. When FRQ is annunci-
distance measuring equipment (DME) display ated in the display the frequency select knobs
on the EFIS to that of the NAV selected. The control the tuning of the standby (STBY)
display in the DME indicator will also be from window digits. Once tuned, the standby fre-
the same NAV as displayed on the EFIS, and quency may then be inserted into the active
will be so annunciated in the indicator. The window by pressing the FRQ (double arrow)
DME will follow the selection NAV 1 or NAV button which will “flip-flop” the standby and
2, and cannot be otherwise tuned. active frequencies.

OPERATING MODES AUDIO CONTROL PANELS

Two modes of operation are selected by the Two audio control panels (Figure 16-16) pro-
ADF button (“push-in, push-out”) on the vide individual audio selection by each pilot.
control face. When the button is out antenna Three position switches labeled SPKR, OFF,
(ANT) mode is selected and will be annun- and HDPH enable all audio inputs to be se-
ciated. ANT mode provides improved audio lected to the overhead speakers or headphones.
signal reception for tuning and is used for A two-position INDENT–VIOCE switch is
identification. In ANT mode the ADF pointer used with the NAV and ADF switches to mon-
will park at 90° to the airplane heading. itor either voice or coded identifiers. Two con-
When the ADF button is in the depressed po- centric MASTER VOLUME knobs control the
sition ADF mode is selected and annunciated, headset or speaker volume of all selected audio
and relative bearing will be indicated, which sources. A PASS SPKR VOLUME knob con-
will also cause magnetic bearing to be indi- trols the output volume of the passenger com-
cated on the RMI. partment speakers.
The BFO (Beat Frequency Oscillator) mode is / COMM ADF NAV

selected by pressing in the BFO button on the
face of the control. BFO will then be annun- 1 2 1 2 1 2
AUTO IDENT DME
ciated. BFO mode is used to better identify COMM SPKR
OFF
coded station identifier signals from stations VOLUME SEL VOICE 1 2
HDPH
which are unmodulated. S

S P
H
D
S
P
MKR
T K P K
R H R
1 2 MUTE
To perform a preflight or in-flight test of PASS SPKR MASTER
the ADF system, select ANT mode, which

will cause the pointer to park. Tune and Figure 16-16. Audio Control Panel
identify a station with a strong usable sig-
nal and select ADF mode. The pointer A rotary microphone selector switch has four
should seek the station without hesitation. standard positions: COMM 1, COMM 2, PASS
Wavering, hesitation, or reversals indicate SPKR, and EMER/COMM 1. A fifth position
that the station is too weak or that there is labeled HF is included if an operational HF
a system malfunction. radio is installed. COMM 1 or COMM 2 con-
nects the microphone being used to the respec-
tive VHF transmitter. PASS SPKR provides for
TIMER OPERATION announcement to the passengers through the
cabin speakers: COMM 1, COMM 2 and HF
The flight timer incorporated into the ADF
audio are muted. The EMER/COMM 1 position
will always be reset when the power to it is
bypasses the audio amplifier, necessitating the
interrupted, either by the ON–OFF switch,
use of a headset, and volume control is avail-
the avionics master switch, or the loss of
able only at the radio control head. Transmitting
power to the system. Flight time should be
remains normal from all microphone sources.
read before shutdown for that reason. Flight
time may also not be accurate since it is time A three-position AUTO SEL switch with
from electrical power on. The timer has two SPKR, OFF , and HDPH positions automat-
functions flight time and elapsed time. Flight ically selects the proper speaker or head-
time and elapsed time are displayed and an- phone to match the position of the rotary
nunciated alternately by depressing the microphone selector switch. All audio sources
FLT–ET button on the control panel. The can be monitored at any time by the use of the
flight timer continues to count up until the appropriate SPKR–OFF–HDPH switch, re-
unit is turned off. The elapsed timer may be gardless of the microphone selector switch or
set back to :00 by pressing the SET–RESET the AUTO SEL switch positions. A MKR
button on the control panel. It will then start MUTE button silences the marker beacon
counting up again. audio for approximately 30 seconds.
FlightSafety
international
LOCATOR BEACON WEATHER RADAR-PRIMUS 650

The emergency locator beacon (ELT) system COLORADAR
is an emergency transmitter designed to assist The Primus 880 ColoRadar system is an X-
in locating a downed airplane. The transmit- band alphanumeric digital radar with a display
ter has a self-contained battery pack which designed for weather location and ground
must be changed every three years or after a mapping. The system can be operated in con-
cumulative total of one hour of operation. The junction with the EFIS and the MFD equipment
system is activated automatically by an impact to provide radar video displays. Storm inten-
of 5.0 +2/–0 gs along the flight axis of the air- sity is displayed at five color levels, with black
plane, or manually by a remote EMER–NORM representing weak or no returns and green,
switch on the copilot’s lower instrument panel. yellow, red, and magenta showing progres-
When the transmitter is activated, a modu- sively stronger returns. In the ground map-
lated omnidirectional signal is transmitted si- ping mode, levels of returns are displayed as
multaneously on emergency frequencies black, cyan, yellow, and magenta. The sys-
121.50 and 243.00 MHz. The modulated sig- tem consists of a receiver-transmitter antenna
nal is a downward-swept tone signal starting in the nose section and a controller. Some
at approximately 1,600 to 13,300 Hz and functions of the MFD system and the EFIS in-
sweeping down every two to four seconds con- terface with the radar. Consult the Airplane
tinuously and automatically. Operating Manual and vendor handbooks for
operating instructions.
The transmitter has an ARM–ON–OFF switch
which is normally left in ARM. The ON posi-
tion is used to test the system from the ground,
and the OFF position turns the system off. ALLIEDSIGNAL CAS66A
The guarded EMER–NORM switch on the in-
TRAFFIC ALERT AND
strument panel provides a manual activation COLLISION AVOIDANCE
of the system as well as a means of testing the
operation. In NORM position, the system is
SYSTEM (TCAS I)
armed for activation by the impact switch. In
The TCAS I system is an on board collision
EMER position, the impact switch is bypassed,
avoidance and traffic display system with com-
and the emergency signal is transmitted.
puter processing to identify and display poten-
EMER position can be used to test the system;
tial and predicted collision targets. From the
however, prior approval from control tower and
transponder replies, TCAS I determines range,
flight service must be obtained. A RESET but-
bearing, and the relative altitude (if the target
ton is located next to the EMER–NORM switch
is reporting altitude, i.e., aircraft equipped
on the copilot’s instrument panel. Pressing
with a mode C or S transponder) of intruding
the RESET button resets the ELT transmitter
traffic. From this, TCAS I will determine the
if it has been energized by the impact switch.
threat using standardized algorithms. Threat
The RESET button must be held depressed
aircraft with mode A transponders will not
for a minimum of three seconds. A remote
provide altitude information; however, the
control, accessible from outside the airplane,
TCAS I will still issue a traffic advisory. TCAS
is located on the left side of the dorsal fin
will assume that non-altitude reporting aircraft
under a plug button. The ELT can be turned
are at the same altitude as own airplane and
ON, OFF, or RESET from that control. Two
will issue an advisory when threat criteria are
flush-mounted antennas are located on either
met. The TCAS I will not detect aircraft with-
side of the dorsal fin just forward of the ver-
out operating transponders.
tical fin.

NOTE TCAS I does not perform algorithmic, bear-

ing accuracy, or track rate computations which
Pilots must not maneuver the aircraft are incorporated in TCAS II or TCAS III that
solely based on the traffic display. are necessary for evasive maneuvering (rapid
The traffic display is intended to as- changes in pitch, roll, normal acceleration,
sist in visually locating other air traf- thrust or speed). In general, TCAS I does not
fic. The traffic display lacks the provide adequate information for pilots to de-
resolution necessary for use in evasive termine reliably which horizontal or, in some
maneuvering. Evasive maneuvers cases, vertical direction to move to increase
based solely on TCAS traffic advi- separation, and there is some likelihood that
sories, without visual acquisition of such maneuvers will actually result in reduced
intruders, are not recommended. separation.
The TCAS I is a single system installation con- The system may be preflight tested by push-
sisting of one TCAS I processor, one top- ing the TST button on the TCAS I control
mounted bearing antenna, and one bottom panel (Figure 16-17). The aural annunciation
mounted bearing antenna; it uses the multi- “TCAS SYSTEM OK” advises that the mini-
function display (MFD) as the traffic advisory mum required equipment for system operation
(TA) display. Aural alerts are available through is available and operational. If “TCAS SYS-
the headphones and individual pilot and copi- TEM TEST FAIL” is announced, the mini-
lot’s speakers. This system is controlled through mum required equipment for system operation
the CP66B control panel. The TA display is in- is not available. If initiated in flight the self-
formative only, displaying area traffic without test will affect normal TCAS operation for up
attempting to provide any form of conflict res- to 12 seconds.
olution. If TCAS cannot establish an azimuth,
it will issue a NO BEARING message on the
screen when the system computes that the in- TCAS
truder is close enough to become a threat. 20 40
ON 15 ABOVE
SBY TST 10 WX NORM FL
If traffic gets to within 15 to 30 seconds of a OFF 5 T/WX BELOW
projected Closest Point of Approach (CPA), 3
PUSH TO TST PUSH FOR FL
and/or meets other range and closure criteria
it is then considered a potential threat, and an
Figure 16-17. TCAS I Control Panel
aural and visual traffic advisory is issued. This
level advisory calls attention to a potential col-
lision threat using the traffic advisory display The range selected for operation of the TCAS
and voice message, “TRAFFIC TRAFFIC.” At I has no effect on the logic which the system
the same time a visual presentation (an amber uses for traffic advisories (TA). It is recom-
filled circle) will appear on the multifunction mended that a 10 nautical mile (or lower)
display (MFD). Upon notification of the traf- range be selected for takeoff, low altitude
fic advisory the crew should conduct a visual climb, approach and landing, and below 10,000
search based upon the visual TCAS indication. feet. A range greater than 10 miles may be se-
Once the traffic is visually acquired, safe traf- lected for high altitude cruise.
fic separation can be maintained.
When the airplane is below 600 feet AGL
TCAS I is intended as an aid to the see and while climbing or below 400 feet descending,
avoid concept. Once an intruder is visually ac- the TA voice message will be inhibited.
quired, it is the pilot’s responsibility to maneu- Airplanes on the ground are not displayed by
ver as necessary to maintain safe separation. the TCAS system.

FlightSafety
international
TCAS 1 has two sensitivity levels; SL A and The Allied Signal CAS66A TCAS I Pilot’s
SL B. SL A is invoked when the airplane is Guide (Allied Signal part number 006-08746-
below 2000 feet AGL, based on radio altime- 0000 Revision 1 dated August 1993, or later
ter altitude. SL B is all other flight condi- revision), must be readily available to the
tions. SL A is less sensitive, to preclude flight crew when operating the GAS66A TCAS
nuisance advisories in the area of airports and I system.
terminal areas, where the traffic density is
highest, and airspeed is usually slower.
MARK VI ALLIED SIGNAL
There are three modes of altitude display lim- GROUND PROXIMITY
its: ABOVE, NORMAL, and BELOW. ABOVE WARNING SYSTEM (GPWS)
mode displays traffic that is between 8,700 feet (OPTIONAL)
above and 2,700 feet below your own airplane.
ABOVE is typically used during the climb The Mark VI Allied Signal ground proximity
phase of flight. NORMAL mode displays traf- warning system (GPWS) provides visual and
fic that is between 2,700 feet above and 2,700 aural warnings of terrain in six flight modes:
feet below your own airplane, and is normally
used for cruise flight. BELOW mode displays • Excessive rate of descent with respect to
traffic that is between 2,700 feet above and the terrain
8,700 feet below your airplane. BELOW is • Excessive closure rates to terrain
normally used during the descent phase of
flight. • Negative climb before acquiring a pre-
determined terrain clearance after take-
off or a missed approach
A TCAS DSP AUTO SEL–TCAS DSP MAN
SEL switchlight is installed in the system. When • Insufficient terrain clearance based on
MAN SEL is selected, if the MFD is being used flap configuration
to display the weather radar, for instance, the • Inadvertent descent below glide slope
announcement “TRAFFIC, TRAFFIC” warns of
either proximity or threat traffic; the TCAS I dis- • Inadvertent descent below minimum de-
play is then selected and the traffic will be dis- scent altitude
played on the multifunction display (MFD). If Aircraft equipped with the optional GPWS
AUTO SEL is selected and proximity traffic or have a red PULL UP and amber BELOW G/S
a traffic threat is detected, the TCAS I display and G/S CANCELED annunciators located
will be automatically displayed. directly adjacent to each PFD.
It is possible to see an aircraft flying the same The red PULL UP light illuminates concur-
course and direction as your own airplane, yet rently with the aural “pull up” warning if any
TCAS may not consider it a threat. TCAS cal- of the six terrain proximity mode windows is
culates the closure rate of the intruder, and de- entered as noted above. During ILS glide-
rives the time to the closest point of approach slope approaches, the below-glide-slope warn-
(CPA.) If there is no closure rate, no advisory ing may be canceled if desired (runway in
will be issued, unless the intruder is very close sight and deliberately flying below glide slope
(within approximately 0·2 mile). However, for landing) by depressing the BELOW G/S
traffic at the same altitude very far ahead switchlight and illuminating the lower half
(about 10 miles) may be shown as a TA by labeled G/S CANCELED.
TCAS because of a very rapid closure rate.
The bottom two light buttons of the pushbut-
The TCAS system is powered through a 5- ton/annunciator strip lights adjacent to the
ampere circuit breaker (TCAS) on the right cir- MFD are dedicated to the GPWS. The switch-
cuit breaker panel. light labeled GPWS FLAP OVRD/ACTIVE

is provided to disable the flap configuration The GNS-XLS provides steering information
input to prevent nuisance warnings when land- to the pilot through the IC-600 Integrated
ing with less than full flaps (aural and visual Display Guidance Computer and Primary
warnings would normally be initiated at 200 Flight Display (PFD). When connected to the
feet with less than full flaps). The lower GPWS autopilot, it provides roll steering commands.
TEST–GPWS INOP lights are provided to The NAV computer additionally computes fuel
perform functional tests and provide indica- flow information, providing a current fuel sta-
tion of system malfunctions. The visual and tus and airplane gross weight throughout the
aural warnings are initiated as the rotary test flight, if the fuel and gross weight are updated
switch is positioned to ANNU. For more de- prior to takeoff.
tailed information on the GPWS, refer to the
Airplane Flight Manual supplement and the The system also provides navigation data out-
current Allied Signal Pilot’s Information Guide puts which enable the active flight plan to be
(P/N 060-4087). displayed on the multifunction display (MFD).
The following components comprise the GNS-

XLS system: a control display unit (CDU)
AREA NAVIGATION which houses its own global positioning sys-
tem (GPS) sensor (Figure 16-18), a configura-
GNS-XLS FLIGHT tion module unit, and an antenna. The GPS
MANAGEMENT SYSTEM antenna is mounted on top of the fuselage near
the cabin door.
The GNS-XLS Flight Management System
is a comprehensive navigation management NAV VNAV AFIS FPL ON BRT PLAN HDG TUNE
system which integrates multiple systems NAVIGATION 1/4

HOLD
and sensors into an integrated whole, which MSG

FR PSB 15:01 1 2 3
is capable of precise navigation and air- TO FNT 15:22
4 5 6
craft performance computations. The system P
R
V DIS 73.2
takes information from various navigation ETE 00:11.3
N 7 8 9
X DTK 299
sources (DME, VOR, and GPS sensors), T
GS 390
# 0 +
considers the strengths, weaknesses and D WIND 275/ 13 –
–AUTO– GLOBAL
GLOBAL
signal strengths of each system and sensor BACK
in use, and computes a most likely position A B C D ENTER E F G H

for the airplane. The GPS sensor has prior- I J K L M N O P Q T
ity unless degraded sensor accuracy has
been detected by the system. It accomplishes S T U V W X Y Z
* SP
these computations with a minimum of at-

tention by the flight crew, and advises them Figure 16-18. GNS-XLS Control Display Unit
of components or systems requiring atten-
tion, as well as other irregularities such as The CDU is the heart of the system, possess-
loss of enough sensors to compute a valid ing the computer, the VORTAC positioning
position. In the latter situation, if sensor unit (VPU), the navigation data bank (NDB),
loss endures over a set length of time, the and the memory capability, as well as the GPS
system will enter DR (dead reckoning) mode receiver. The NDB maintains 50,000 naviga-
and so inform the pilot through a message tion points in its database as well as up to 999
on the control display unit (CDU). The GPS operator-generated waypoints. Fifty-six flight
sensor will normally be the dominant sen- plans with up to fifty waypoints each may be
sor during position blending; due to the ex- stored. The NAV database must be updated
cellent characteristics of the GPS sensor, every 28 days by means of a memory card. The
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 - card is inserted into in a personal Computer
tonomous integrity monitoring system Memory card international Association (PCM-
(RAIM) the GPS sensor will be the sole CIA) slot under the lower portion of the alpha
contributor to the composite position. keyboard on the CDU.
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The FMS will supply waypoint (WPT) infor- AIRBORNE FLIGHT

mation to the IC-600 Display guidance
Computer for use in micro air data computer INFORMATION SYSTEM
vertical navigation (VNAV) computations,
which are displayed on the multifunction dis- (AFIS) (OPTIONAL)
play (MFD). An advisory vertical navigation
capability is also provided through the GNS- The Global Airborne Flight Information
XLS CDU. Vertical waypoints may be pro- System (AFIS) interfaces the flight planning
grammed and viewed on the CDU, and used and performance management functions of
as indicators for climb and descent points. the standard GNS-XLS Flight Management
The altitude changes may be programmed both System with Global Data Center Computers.
with and without vertical path angles. The AFIS interfaces with various VHF and satel-
FMS VNAV function will not couple to the au- lite communications facilities, thereby provid-
topilot/flight director. ing the computer data link between the airplane
and the Global Data Center, by which trans-
The CDU provides the pilot’s interface with fer of digital data concerning flight plans,
the system. It has a compact full alpha key- weather, and message traffic is possible.
board with a color cathode ray tube (CRT) to
provide system readouts and to accept pilot in- The Model 550 Bravo AFIS installation con-
puts into the system. sists of a Data Management Unit (DMU), a
configuration module, a data transfer unit
(DTU), a satellite communications unit (SCU),
Operator’s Manual an antenna switching unit (in installations
having a shared antenna), and an antenna. The
For detailed operating information, consult Global Data Center, with its VHFF/satellite/
Revision 2 of the Global Wulfsberg GNS- ground telephone system interface, makes up
XLS Flight Management System Operator’s the ground portion of the system. The global
Manual, Report Number 006-08845-0000, data system provides the services of flight
Revision 2, issued 2 January, 1996 or later planning, aviation, weather, and flight related
revision. message forwarding, through its “mainframe”
computers which accept and process digital
Limitations data, and provides the requested information
on a real time basis.
The single installation of the GNS-XLS, with
GPS sensor, is not approved as a sole means
of navigation. Therefore, when the GNS-XLS OPERATOR’S MANUAL
is to be used as the primary means of navi-
gation, or when coupled to the autopilot, For detailed operating information, consult
flight director or primary flight display Section Seven of the Global Wulfsberg GN-
(PFD), the navigation equipment required by SXLS Flight Management System Operator’s
the FARs applicable to the specified type of Manual (Revision 2), Report Number 006-
operation being conducted must be installed 088450000, issued 2 January, 1996 or later
and operating. Refer to the Airplane Flight revision. This section constitutes the Airborne
Manual for additional limitations and oper- Flight Information System and Satellite Data
ating information. Communications System Supplement for the
AFIS system.

PITOT-STATIC SYSTEM systems are powered from the main DC sys-

tem through the LH PITOT STATIC and
RH PITOT STATIC circuit breakers, lo-
GENERAL cated on the pilot’s circuit-breaker panel.
The backup (standby) pitot-static anti-ice
The Citation Bravo is equipped with three system is powered from the emergency DC
separate and independent pitot-static systems. system through the STBY P/S HTR circuit
The two primary systems serve the pilot’s and 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 -
copilot’s systems. The third (backup) or breaker panel.
standby system provides pitot and static air
pressure to the secondary flight display sys-
tem (Meggitt) on the center instrument panel STATIC DISCHARGE WICKS
and to the gear warning-horn pressure switch,
and it provides a source of static pressure for A static electrical charge, commonly re-
the cabin pressure differential pressure gauge ferred to as “P” (precipitation) static, builds
(Figure 16-19). up on the surface of an airplane while in
flight and causes interference in radio and
avionics equipment operation. The static
PITOT TUBES wicks are installed on all trailing edges and
dissipate the static electricity in flight.
Pitot pressure from the tube mounted on the
left nose of the airplane supplies pressure to
the pilot’s AZ-850 micro air data computer NOTE
which, after converting the information into Do not wax the aircraft with products
digital information, forwards the data to the containing silicones. They can con-
pilot’s Integrated Avionics Computer (IAC). tribute to P-static buildup, especially
The pitot tube on the right nose of the air- if the surfaces are buffed to produce
plane serves the same function in the copilot’s a shine.
system. The pitot tube on the right side of the
fuselage, provides pitot pressure to the second-
ary flight display system (Meggitt), and the There are a total of 17 static wicks:
gear warning-horn pressure switch. • One on each wingtip
• One on each wing trailing edge out-
STATIC PORTS board of the aileron
Three static ports are located on each side of • Two on the trailing edge of each aileron
the airplane. The lower port on the left side and
• Two on the trailing edge of each elevator
the upper port on the right side provide the
static source for the pilot’s system. The upper • Two on the upper trailing edge of the
port on the left side and the lower port on the rudder
right side provide the static source for the • One on the top of the rudder
copilot’s system. The center/aft ports on each
side provide static pressure for the standby • One on top of the vertical fin
pitot-static system. • One on the tail stinger
ANTI-ICE PROTECTION NOTE

All pitot tubes and static ports are heated One static wick may be missing from
and controlled by the PITOT and STATIC each aileron. Refer to the MMEL.
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
pilot’s and copilot’s pitot-static anti-ice

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PRIMARY PRIMARY
LEFT RIGHT
FLIGHT FLIGHT
PITOT PITOT
DISPLAY DISPLAY
TUBE TUBE
160 00 160 00
120 120
20 20 20 20
2 2
R 11 00 R 11 00
100 100
1 10 10 1 10 10
1 1
10 10
80 80
12 00 12 00
9 90 9 90
160 E 10 10 160 E 10 10
111 2 111 2
103 R 103 R
96 1 0 96 1 0
200 DH 200 DH
39.98 IN 39.98 IN
CRS VOR1 CRS VOR1

030 +|O 10.0 NM 030 +|O 10.0 NM
3 3
N 3 N 3
2 2
33 33
6
6
1 1
30
30
E
E
ADF
0 ADF
0
W
W
12
12
1 1
24
24
VOR2 15 VOR2 15
21 S 2 21 2
GSPD
S
HDG HDG GSPD
000 KTS 3 000 KTS 3
BARO BARO
IN/HPA STD IN/HPA STD
AZ-850 MICRO
AZ-850 MICRO AIR DATA
AIR DATA COMPUTER
COMPUTER
TRUE AIRSPEED
SENSOR
(TEMPERATURE INPUT)
LEFT RIGHT
STATIC STATIC
PORTS PORTS
GEAR
WARNING
STANDBY M. 000 1013MB HORN
500
AIRSPEED 100
10 10
ALTIMETER/ 80 1200
INDICATOR 70
10 10
GEAR WARNING
20 20
OR 29.92IN 5
00
HORN PRESSURE
SDF MEGGITT APR ATT BARO SWITCH
CABIN DIFFERENTIAL
PRESSURE GAGE
STANDBY
PITOT
LEGEND TUBE
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

CHAPTER 17
MISCELLANEOUS SYSTEMS
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

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

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CHAPTER 17
MISCELLANEOUS SYSTEMS
RESET
ANTI-ICE
12 ON
TEST
OIL
16
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90° BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
INTRODUCTION
This chapter covers the oxygen system installed on the Citation Bravo. Oxygen is sup-
plied to the crew and passengers during pressurization system malfunctions, or when-
ever required.
GENERAL
The oxygen system consists of the crew and pas- The system is primarily intended to provide
senger distribution systems. Oxygen is avail- emergency oxygen since a cabin altitude of
able to the crew at all times and can be made 8,000 feet is normally maintained by the pres-
available to the passengers either automati- surization system up to the maximum certified
cally above a predetermined cabin altitude, or altitude.
manually at any altitude by a cockpit control.

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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 se-
lector on the pilot’s console.
COMPONENT
DESCRIPTION
OXYGEN CYLINDER
ASSEMBLY
The oxygen cylinder installed in the right side
of the lower nose compartment has a 64-cubic-
foot (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 Figure 17-1. Oxygen Pressure Gauge
oxygen (MIL-0-27210).
CONTROLS
PRESSURE GAUGE The oxygen selector on the pilot’s console
(Figure 17-2) controls oxygen flow to the pas-
A direct-reading oxygen pressure gauge is lo- sengers or restricts it to crew use only. NOR-
cated on the right side of the copilot’s instru- MAL, CREW ONLY, and MANUAL DROP
ment panel (Figure 17-1). The gauge reads positions, mechanically actuate control valve
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 for distribution as desired.
charged, regardless of the positions of the
shutoff valve on the cylinder. The fully serv-
iced system should read 1,600-1,800 psi. OVERBOARD DISCHARGE
Gauge markings are listed in the LIMIT- INDICATOR
ATIONS section of Volume I, PTM.
A green overboard discharge indicator (disc)
The system should be serviced anytime the is located below the right nose compartment
gauge indicates out of the green arc. It must door (Figure 17-3). The disc provides a visual
be serviced if pressure drops below 400 psi, indication that an overpressure condition has
and the system must be purged if the bottle is occurred in the oxygen cylinder and that the
allowed to deplete to empty. bottle is now empty. If the disc is ruptured,
maintenance must be performed before flight.

FlightSafety
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green band in the transparent portion of the sup-

ply line. The band indicates red if no oxygen
is present. The masks must be stowed in a re-
tainer just aft of each crewmember’s side win-
dow (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 in-
tegral microphone and a regulator with three
positions. Selecting the EMER position on the
mask regulator makes pressure breathing pos-
sible by providing a steady flow to the mask.
In the 100% position, the user is assured oxy- Figure 17-4. Crew Oxygen Mask
gen is being received when there is no appar-
ent restriction to breathing. The NORM
position is for diluter demand. Oxygen pres- Passenger masks (Figure 17-5) are stowed in
sure in the mask is verified by observing a overhead containers and can be dropped au-
tomatically or manually. Oxygen does not
flow to the mask until the lanyard is pulled.
Figure 17-3. Overboard Discharge

Indicator Figure 17-5. Passenger Oxygen Masks

SYSTEM OPERATION NOTE

Headsets, eyeglasses, or hats worn by
With the OXYGEN selector in the NORMAL 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
position, low-pressure oxygen at 70 psi is quick-donning capabilities of the
available to both crewmembers through out- oxygen masks.
lets on the side consoles and to the solenoid
valve on the oxygen selector (Figure 17-6).
Oxygen use limitations are defined by the ap-
The solenoid valve is normally spring loaded plicable Federal Aviation Regulations, FAR
closed, blocking flow to the passenger distri- Part 91.
bution system. If cabin altitude exceeds 13,500
feet, an altitude pressure switch energizes the Table 17-1 depicts the average time of useful
solenoid valve open. Oxygen flowing into the consciousness (time from onset of hypoxia
passenger distribution system releases latches until loss of effective performance) at various
on the mask compartment doors, allowing the cabin altitudes.
doors to open and the masks to fall out. If cabin
pressure is restored to normal values, the sole- Table 17-1. AVERAGE TIME OF USEFUL
noid valve is deenergized at 8,000 feet cabin al- CONSCIOUSNESS
t 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.
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 con-
trol valve, deploying the masks.
The CREW ONLY position of the selector

blocks flow at the oxygen control valve, shut-
ting off all flow to the passengers. In this po- Table 17-2 depicts oxygen duration for the
sition, only the crew has oxygen available. 64-cubic-foot system.
WARNING WARNING
No smoking is permitted when using No smoking when oxygen is being

oxygen; oil, grease, soap, lipstick, lip used or following use of passenger
balm and other fatty material con- oxygen until lanyards have been
stitute a serious fire hazard when in reinstalled.
contact with oxygen.
Due to human physiological limita-
tions, the passenger oxygen system
LIMITATIONS is not satisfactory for continuous op-
eration above 25,000 feet cabin alti-
The pressure demand sweep-on oxygen masks tude and the crew oxygen system is
must be properly stowed to qualify as a quick- not satisfactory for continuous oper-
donning oxygen mask. ation above 40,000 feet cabin altitude
(EROS masks). Individual physio-
logical limitations may vary. If crew
or passengers experience hypoxic
symptoms, descend to a lower cabin
altitude.

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SOLENOID OXYGEN
C/B
TO PASSENGER
DISTRIBUTION 5A
SYSTEM 28 - VOLT
DC
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 OXYGEN CONTROL VALVE

MASK
OVERBOARD
DISCHARGE
INDICATOR PRESSURE REGULATOR
SHUTOFF
VALVE LEGEND
KNOB
HIGH PRESSURE OXYGEN
LOW PRESSURE OXYGEN
CYLINDER
PRESSURE GAUGE OXYGEN PRESSURE OVERBOARD
* CHECK VALVE
OXYGEN
CYLINDER * OPERATES AS A CHECK VALVE
FILLER VALVE & ONLY WHEN LINE IS REMOVED
PROT ECTIVE CAP
Figure 17-6. Oxygen System

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Table 17-2. STANDARD OXYGEN MASK AND 64-CUBIC FOOT CYLINDER

REVIEW QUESTIONS
1. The cockpit oxygen pressure gauge reads: 4. The purpose of the altitude pressure
switch is to:
A. The oxygen pressure which is present
at the crew masks. A. Bypass oxygen flow directly to the
B. Electrically, system low pressure. passengers regardless of oxygen se-
C. Bottle pressure. lector position.
D. Electrically, system high pressure. B. Open a solenoid at 13,500 feet cabin al-
titude, allowing oxygen flow to the
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 passenger oxygen distribution system.
dropped when the: C. Close a solenoid valve at 13,500 feet
cabin altitude, stopping oxygen flow
A. Oxygen selector is in NORMAL and to the passengers.
cabin altitude exceeds 13,500 feet.
D. Restore cabin altitude to 8,000 feet so
B. Cabin altitude exceeds 13,500 feet, re- that oxygen is not required.
gardless 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 5. If the oxygen selector is placed in CREW
DROP, regardless of altitude. ONLY:
D. A and C.
A. The passenger masks will not drop
3. If DC power fails, placing the oxygen se- automatically, cabin altitude above
lector in: 13,500 feet.
B. The passenger masks will deploy au-
A. MANUAL DROP deploys the pas- tomatically, cabin altitude above
senger masks, regardless of the cabin 13,500 feet.
altitude. C. The passengers will still receive oxy-
B. MANUAL DROP deploys the passen- gen if the cabin altitude is above
ger masks only if 13,500 feet cabin al- 8,000 feet.
titude is exceeded. D. Normal DC power is removed from
C. CREW ONLY does not restrict oxy- the passenger mask door actuators,
gen to the crew if cabin altitude is thus preventing them from opening
above 13,500 feet. automatically.
D. Any of the three operating positions
will not route oxygen to the passen- 6. If normal DC power is lost with the oxy-
gers; they have their own dedicated gen selector in NORMAL:
oxygen supply system.
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
copilot’s panel will be inoperative.
D. Automatic dropping of the passenger
masks will not occur.

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

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Copyright © 2003 by FlightSafety International, Inc.

At the time of printing it contained then-current information. In the event of conflict

CITATION BRAVO PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1-i

CITATION BRAVO PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1-iii

CITATION BRAVO PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY 1-1

CITATION BRAVO PILOT TRAINING MANUAL

Figure 1-1. Cessna Citation Bravo—UNs 801 and Subsequent

1-2 FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

AILERON TRIM TAB

SPEED BRAKE MAIN GEAR DOOR

RIGHT SIDE VIEW (REF)

NOSE GEAR DOORS RAM AIR INLET

FOUL WEATHER WINDOW

TAILCONE ACCESS DOOR

Figure 1-2. Exterior Three-View Drawing

FOR TRAINING PURPOSES ONLY 1-3

CITATION BRAVO PILOT TRAINING MANUAL

WALL TO WALL 52.15 FEET (15.895 M)

26.07 FEET (7.946 M)

18.47 FEET (5.630 M)

23.50 FEET (7.163 M)

Figure 1-3. Braking Taxi Turning Distance

Figure 1-4. Engine Hazard Areas

1-4 FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

The nose baggage doors incorporate two

The foul weather window on the pilot’s side

Figure 1-5. Baggage Door Lifters ENTRANCE DOOR AND

FOR TRAINING PURPOSES ONLY 1-5

CITATION BRAVO PILOT TRAINING MANUAL

Figure 1-7. Flight Compartment

Figure 1-8. Pilot’s Foul Weather Window

1-6 FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

Figure 1-10. Door Locking Indicator

An emergency exit, located opposite the en-

FOR TRAINING PURPOSES ONLY 1-7

CITATION BRAVO PILOT TRAINING MANUAL

CABIN STANDARD OPTIONAL

Additional baggage storage is available in

The entire wing forward of the rear spar,

Figure 1-12. Interior Arrangements

1-8 FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

of the tail cone is via a door on the forward

Figure 1-13. Wing Trailing Edge

The leading edge of the wing has two sections

A microswitch, operated by the key lock, is

FOR TRAINING PURPOSES ONLY 1-9

CITATION BRAVO PILOT TRAINING MANUAL

1-10 FOR TRAINING PURPOSES ONLY

CITATION BRAVO PILOT TRAINING MANUAL

ENVIRONMENTAL CONTROL PUBLICATIONS

AVIONICS The Cessna checklist contains abbreviated op-