spine 1.0325 in. spine formula: sheets x 0.0045 + .

02 wrap 456 pages ÷ 2 = 228 sheets + cover

CITATION MUSTANG
PILOT TRAINING MANUAL

“The best safety device in any aircraft is a well-trained crew.”™ CITATION REVISION 1.1
MUSTANG
PILOT
TRAINING
FlightSafety International, Inc.
MANUAL
Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
FIRST (718) 565-4100
EDITION www.FlightSafety.com
REVISION 1.1
F O R T R A I N I N G P U R P O S E S O N LY

NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual and Maintenance Manuals. It is to be used
for familiarization and training purposes only.

At the time of printing it contained then-current information. In the event of conflict between
data provided herein and that in publications issued by the manufacturer or the FAA, that
of the manufacturer or the FAA shall take precedence.

We at FlightSafety want you to have the best training possible. We welcome any sugges-
tions you might have for improving this manual or any other aspect of our training p
­ rogram.

F O R T R A I N I N G P U R P O S E S O N LY
Courses for the Citation Mustang aircraft are taught at the following FlightSafety Learning
Centers:

Citation Learning Center

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

Orlando Learning Center

4105 Bear Road
Orlando, Florida 32827-5001
(321) 281-3200
(800) 205-7494
FAX (321) 281-3299

Farnborough Training Center

Farnborough Airport
Farnborough, Hampshire
GU14 6XA United Kingdom
+44 (0) 1252 554 500
Fax: +44 (0) 1252 554 599

Copyright © 2014 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
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 CONTENTS

Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 OXYGEN SYSTEM
Chapter 18 MANEUVERS AND PROCEDURES
Chapter 19 WEIGHT AND BALANCE
Chapter 20 FLIGHT PLANNING AND PERFORMANCE
Chapter 21 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX A
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 CITATION MUSTANG PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
INTRODUCTION.................................................................................................................. 1-1
Dimensions...................................................................................................................... 1-2
Weight Limitations.......................................................................................................... 1-2
STRUCTURES....................................................................................................................... 1-2
Entrance Door................................................................................................................. 1-4
Emergency Exit............................................................................................................... 1-6
Cabin............................................................................................................................... 1-7
Flight Compartment........................................................................................................ 1-7
Tailcone Compartment.................................................................................................... 1-7
Wing................................................................................................................................ 1-7
Empennage...................................................................................................................... 1-7
Nose Section.................................................................................................................... 1-8
SYSTEMS.............................................................................................................................. 1-8
Electrical System............................................................................................................. 1-8
Fuel System..................................................................................................................... 1-9
Engines............................................................................................................................ 1-9
Ice Protection System...................................................................................................... 1-9
Hydraulic System............................................................................................................ 1-9
Flight Controls................................................................................................................. 1-9
Environmental System.................................................................................................... 1-9
Avionics......................................................................................................................... 1-10
PUBLICATIONS.................................................................................................................. 1-10

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SINGLE-PILOT OPERATION............................................................................................. 1-10

LIMITATIONS...................................................................................................................... 1-10
EMERGENCY/ABNORMAL.............................................................................................. 1-10
QUESTIONS........................................................................................................................ 1-12

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1 AIRCRAFT GENERAL
ILLUSTRATIONS
Figure Title Page
1-1. Cessna Citation Mustang......................................................................................... 1-2
1-2. Citation Mustang Dimensions................................................................................. 1-3
1-3. Braking Taxi Turning Distance................................................................................ 1-4
1-4. Engine Hazard Areas............................................................................................... 1-4
1-5. Entrance Door, Interior Handle, and Latch Release................................................ 1-5
1-6. Hinged Panel............................................................................................................ 1-5
1-7. Door Pin Indicator................................................................................................... 1-6
1-8. Emergency Exit........................................................................................................ 1-6
1-9. Tailcone Baggage Door........................................................................................... 1-7
1-10. Wing Trailing Edge.................................................................................................. 1-7
1-11. Stall Strips................................................................................................................ 1-8
1-12. Empennage.............................................................................................................. 1-8
1-13. Nose Storage Compartment..................................................................................... 1-8
1-14. Nose Baggage Light................................................................................................ 1-8

TABLES
Table Title Page
1-1. CAS MESSAGES.................................................................................................. 1-11

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 CITATION MUSTANG PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL
CHAPTER 1
AIRCRAFT GENERAL

INTRODUCTION
This manual provides a description of the major airframe and engine systems in the Cessna Cita-
tion Mustang (Figure 1-1). The information contained herein is intended only as an instructional
aid. This material does not supersede, nor is it meant to substitute for, any of the manufacturer’s
maintenance or flight manuals. The material presented has been prepared from current design
data. Chapter 1 covers the structural makeup of the airplane and gives an overview of the systems.

GENERAL

The Citation Mustang is certified in accordance
with Title 14 of the Code of Federal Regulations
(14 CFR 23) Part 23, including day, night, visual
flight rules (VFR), instrument flight rules (IFR),
single pilot, and flight into known icing conditions.
Takeoff and landing performance and other special
condition certification requirements are similar
to 14 CFR Part 25. The Mustang meets 14 CFR
Part 36 noise standards, and meets 14 CFR Part
34 fuel venting and exhaust emission standards. It
combines systems simplicity with ease of access
to reduce maintenance requirements. Low takeoff
and landing speeds permit operation at small air-
ports. Medium bypass turbofan engines contribute
to overall operating efficiency and performance.

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Figure 1-1.   Cessna Citation Mustang

The Citation Mustang is equipped with a Garmin

G-1000 integrated avionics system. This three-
panel display system integrates flight instruments,
flight guidance, navigation, and communication
systems. Also integrated into the avionics system
are the master warning and master caution sys-
tems and hazard avoidance systems. The engine
indication and crew alerting system (EICAS) is
a two-column display on the left side of the cen-
ter multifunction display (MFD). The crew alert-
ing system (CAS) messages are displayed on the
lower left of the MFD to alert the crew of system
emergencies, abnormal situations, or changes in
system operation. EICAS and CAS will be referred
to often in the following chapters.
DIMENSIONS
Figure 1-2 shows a three-view drawing of the Cita-
tion Mustang containing the approximate exterior
and cabin dimensions.
WEIGHT LIMITATIONS
• Maximum ramp weight ....... 8,730 pounds
• Maximum takeoff weight ...... 8,645 pounds
• Maximum landing weight ...... 8,000 pounds
STRUCTURES
The Citation Mustang (Figure 1-1) is an all-metal,
pressurized, low-wing monoplane with a swept
T-tail. The interior has provisions for up to four
passengers and two crewmembers. It has one cabin
entry door and one emergency exit. The aircraft has
baggage compartments in the nose and tail cone.
Two pylon-mounted Pratt & Whitney PW615F tur-
bofan engines are on the rear fuselage.
Figure 1-3 shows braking taxi turning distance,
and Figure 1-4 is a diagram of engine hazard areas.
The aircraft has five doors:
• Entrance door
• Emergency exit (escape hatch)
• Left nose baggage compartment door
• Right nose baggage compartment door
• Aft (tail cone) compartment door
Each door (except the emergency exit) has a mon-
itoring system, which provides a specific CAS
message for that door if it is not properly closed.
However, if the monitoring system for any door
fails to pass a test on the ground, stops operating,
or does not indicate normal operating condition, the
CHECK DOORS CAS message appears.

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 CITATION MUSTANG PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL
43.17 FT (13.0 M)

11.79 FT (3.6 M)

55.00 IN. 54.00 IN.

(1,397 MM) (1,372 MM)

34.24 IN.
(870 MM)

FORWARD DIVIDER FS
(0.53 IN. THICK) 202.76 IN.
FORWARD (13 MM THICK) (5,150 MM)
PRESSURE FS
BULKHEAD 24.00 IN. 321.00 IN.
(610 MM) (8,153 MM) AFT PRESSURE
FS
BULKHEAD
144.00 IN.
(3,658 MM)
13.10 FT
BAGGAGE (3.99 M)
46.00 IN. 54.00 IN.
DOORS (1,168 MM) (1,372 MM) RUDDER
TRIM TAB

TAIL CONE ACCESS

DOOR (L SIDE ONLY)

FLIGHT PASSENGER
COMPARTMENT COMPARTMENT
58.76 IN. 117.71 IN. (2,990 MM)
(1,493 MM)

14.35 FT (4.37 M)
40.56 FT (12.36 M)

Figure 1-2.   Citation Mustang Dimensions

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WING-TIP LIGHT TO
WING TIP LIGHT CURB TO CURB
54.97 FEET 27.32 FEET
(16.75 M) (8.33 M)

15.53 FEET
11.79 FEET (4.734 M)
(3.59 M)

Figure 1-3.   Braking Taxi Turning Distance

27 FEET
(8 M)

18 FEET
(5.50 M)

DISTANCE METERS
0 9 18 27 36 45

DISTANCE FEET
0 30 60 90 120 150
Figure 1-4.   Engine Hazard Areas

ENTRANCE DOOR
The cabin entrance door is on the forward left side
of the fuselage (Figure 1-5). The entrance door
opens outboard and forward. It is secured in the
closed position with eight locking pins attached to
a handle. The door can be opened from inside or
outside of the airplane. The exterior handle can be
secured with a key.
Ensure that the key is removed from the entrance
door prior to flight to prevent possible ingestion of
the key into an engine.
An adjustable stop prevents the door from opening
too far. Once the door is fully open, a hook locks
the door into position. To unlatch the hook and let
the door close, a release button inside the cabin
(inside left of door opening) must be pushed (Fig-
ure 1-5). This lets the door move freely.

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1 AIRCRAFT GENERAL
Figure 1-5.   Entrance Door, Interior Handle, and Latch Release

CAUTION
The locking pins will contact and dam-
age the painted surface of the fuselage if
an attempt is made to shut the door with
the handle in the closed (up) position.

The seal system operates passively as the cabin is

pressurized. The seal engages and disengages when
the door opens and closes.

A hinged panel at the main cabin door threshold

is used as a water barrier during ditching (Figure
1-6). It hinges up to prevent water from entering the
aircraft, and enables the use of the entrance door
as an exit during ditching.
WARNING
Water barrier must be raised and latched
into position prior to ditching.
Figure 1-6.   Hinged Panel
NOTE
The water barrier is installed at the main
cabin door threshold. Crew members
should be familiar with its location and
operation; and passengers should be
briefed prior to flights over water.

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A monitoring system checks for safe condition of

the door (closed, pins secure, door latched). There
are eight view ports on the inside panel of the entry
door to verify that the eight locking pins are in the
closed position. With the door closed and handle
latched, the pilot should be able to see the white and
black indicators in each port. (Figure 1-7). Three
proximity switches verify that the door is closed,
pins secure, and door latched by sensing the posi-
tion of targets on the closing mechanism of the
door and signals the condition to the CAS:

• T
he proximity switch on the doorway sur-
round structure senses the door after it is
closed.
• W
hen the door handle is latched, this moves
a bracket on the left and right side of the
door outward pushing the eight locking pins
into position. A proximity switch senses EXTERIOR
that this locking bracket has moved into the
locked position (pilot must inspect the eight
door pin indicators) (Figure 1-7).
• A
s the handle catch is engaged, a proximity
switch on the inner handle assembly senses
a flag.
If one of the proximity switches does not sense its
target, the CABIN DOOR CAS message appears.

EMERGENCY EXIT
A plug-type emergency exit (escape hatch) is on the
aft right side of the cabin, above the wing. It opens
inboard. The emergency exit door can be opened INTERIOR
from outside or inside the airplane (Figure 1-8).
Figure 1-8.   Emergency Exit

The D-shaped inner door handle is recessed behind

a magnetic cover. The flush-mounted outer handle
is located at the top of the door. The outer handle
is not directly connected to the inner handle. The
outer handle has a black indicator to show when
the door is latched.

Because no other provisions are provided for secur-

Figure 1-7.   Door Pin Indicator
ing the escape hatch when the airplane is unat-
tended, a safety pin with a REMOVE BEFORE
FLIGHT streamer is placed on the inside of the
hatch. The pilot must ensure this pin is removed
prior to flight. The emergency exit hatch is not con-
nected to the door warning circuit.

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1 AIRCRAFT GENERAL
CABIN
The cabin extends from the forward pressure bulk-
head to the aft pressure bulkhead and measures
approximately 14 feet in length, 4.7 feet in width,
and 4.5 feet in height. Figure 1-2 shows the interior
arrangements and dimensions.
The standard interior arrangement consists of
two aft-facing and two forward-facing passenger
seats. There is a toilet on the right side of the fuse-
lage, abeam the cabin entry door. The toilet is not
equipped with a safety belt and cannot be occupied
during taxi, takeoff, or landing. Figure 1-9.   Tailcone Baggage Door
The cabin area has dropout, constant-flow oxygen WING
masks for emergency use.
The wing assembly attaches to the bottom of the
The cabin overhead panels contain individual air fuselage and is constructed of aluminum. Each
vent outlets and seat lighting for passenger comfort. wing is also a fuel tank. Electromechanical speed-
brakes and flaps, and hydraulically actuated main
FLIGHT COMPARTMENT landing gear are attached to each wing (Figure
1-10).
The airplane is equipped with dual controls, includ-
ing control yokes, brakes, and rudder pedals at each
crew seat. There are two adjustable seats with seat
belts and shoulder harnesses.

TAILCONE COMPARTMENT
The tailcone compartment is an unpressurized
area and contains major components of the envi-
ronmental, electrical distribution, flight controls,
and engine fire extinguishing systems. Access is
through the tail cone baggage door on the left side Figure 1-10.   Wing Trailing Edge
of the fuselage below the engine. This door opens
the tail cone baggage compartment (Figure 1-9), An aileron fence is attached to the inboard side of
which holds 300 pounds. each aileron.
The tailcone compartment door is secured at the
aft side by mechanical latches and a key lock and The wing leading edges are deiced by inflatable
is hinged at the left forward edge. The door is deice boots, which are inflated by regulated engine
secured by a key lock, which is monitored by the bleed-air. Vortex generators and stall strips are
CAS. The AFT DOOR CAS message appears if attached to the leading edge boots (Figure 1-11).
the door is unlocked.
A light switch on the right side of the door opening EMPENNAGE
is powered from the battery bus and provides illu- The empennage consists of a vertical stabilizer
mination of the tail cone area for preflight inspec- with T-tail mounted horizontal stabilizers (Figure
tion purposes. If the manual switch is left on, a 1-12). The leading edges of the horizontal and ver-
microswitch in the door track extinguishes the light tical stabilizers are deiced by inflatable deice boots.
when the door is closed.

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Figure 1-11.   Stall Strips

Figure 1-13.   Nose Storage Compartment

Figure 1-12.   Empennage

NOSE SECTION
The nose section is an unpressurized storage area.
Various hydraulics components, pneumatic bottles,
oxygen bottle, fresh-air duct, and radar antenna are
located in this compartment (Figure 1-13). The
nose storage compartment holds up to 20-cubic
feet (320-pounds) of baggage. It has two swing-up
doors (left and right). Each door has a mechanical
lock. Each door has a key-operated cam lock, for-
ward pin latch, and two independent paddle latches.
The pin latch shows orange when not latched. Each
latch has a switch and indicates the latch position
with the NOSE DOOR L-R CAS message.
A manual light switch is in the compartment (Fig-
ure 1-14). If the manual light switch is left on,
a microswitch at the left and right storage door
assembly extinguishes the storage compartment
light when the doors are closed.
Figure 1-14.   Nose Baggage Light
An over-center gas spring on each door holds the
door in the full open position until the door is
closed manually.
Ensure that the keys are removed from both nose
compartment doors prior to flight to prevent pos-
sible ingestion of a key into an engine.
SYSTEMS
ELECTRICAL SYSTEM
The Mustang is an all-DC aircraft. The 28-VDC
electrical power is supplied by two starter-genera-
tors and one 24-volt, 28 amp-hour sealed lead acid
battery. An optional battery is a 24-volt, 28 amp-
hour NiCad battery. An external power receptacle
is below the right engine pylon.

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 CITATION MUSTANG PILOT TRAINING MANUAL
For convenience of pilot and passengers, two DC
power outlets are provided in the cabin, powered
by the DC system through a converter. One DC
outlet is in the cabinet behind the copilot seat and
the other is in the aft center console.
FUEL SYSTEM
The fuel system has two distinct, identical halves.
Each wing tank stores and supplies the fuel to its
respective engine. Fuel transfer capability is pro-
vided. Fuel is heated through an oil-to-fuel heat
exchanger (PRIST is not required).
ENGINES
Two pylon-mounted Pratt & Whitney PW615F tur-
bofan engines are on the rear fuselage, and each
produces approximately 1,460 pounds of thrust
(sea level ISA + 0°C).
To improve automation and efficiency, the engines
are controlled by dual-channel full authority digi-
tal engine controls (FADECs). Engines are started
with electrical starter-generators, which are pow-
ered by the onboard battery or a ground power
unit (GPU).
Ice-protection, fire-detection, and fire-extinguish-
ing systems are provided for each engine. The
engine pylons have ram-air inlets and exhausts to
provide cooling airflow through the cabin air heat
exchangers.
ICE PROTECTION SYSTEM
Anti-ice protection is provided to the engine inlets,
and deice protection is provided to the wings, and
empennage by engine bleed air. Engine bleed air
directly heats the engine inlets and generator cool-
ing inlets. The wings, vertical tail, and horizontal
stabilizers are deiced by boots inflated by engine
bleed air regulated to 20 psig (service air). The
windshields are electrically anti-iced and defogged.
Electric heat also anti-ices the pitot-static systems,
stall-warning vane, and engine inlet-mounted T2
sensors. Ice detection lights on the glareshield help
the pilot detect icing on the windshield. A light on
the outside left fuselage helps the pilot detect icing
on the wings.
FOR TRAINING PURPOSES ONLY
1 AIRCRAFT GENERAL
HYDRAULIC SYSTEM
A single electrically driven hydraulic pump sup-
plies pressure for operation of the landing gear and
wheel brakes through a closed center system. The
main gear are equipped with hydraulically oper-
ated antiskid-controlled wheel brakes. Pneumatic
backup is available for emergency landing gear
extension and braking.
FLIGHT CONTROLS
Primary flight control is accomplished through
conventional cable-operated surfaces. An aileron-
rudder interconnect provides improved lateral sta-
bility. Trimming is provided by aileron, elevator,
and rudder tabs. The elevator trim is both mechani-
cally and electrically actuated. Aileron and rudder
trim are electrically activated. The flaps are electri-
cally actuated and are on the trailing edges of the
wing. Electrically powered speedbrakes are on the
upper and lower wing surfaces. Nosewheel steer-
ing is mechanically controlled by the rudder pedals
through steering bungees.
ENVIRONMENTAL SYSTEM
The aircraft has a two-zone automatic temperature
control system that is divided into cabin and cock-
pit. An independent vapor cycle air-conditioning
system provides cooling to the cabin and cockpit.
Conditioned engine bleed air is used for cabin
pressurization and temperature control. Cabin
pressurization is controlled by an autoschedul-
ing pressurization system. The crew need only to
adjust destination elevation any time prior to or
during flight and the controller automatically con-
trols cabin pressure for operation at the highest
practical differential pressure with minimum rates
and changes.
A 22-cubic-foot oxygen bottle (40-cubic-foot
optional) supplies oxygen to the quick-donning
masks for the crew and automatic dropout masks
for each passenger. If cabin altitude becomes exces-
sive, passenger oxygen masks deploy automatically
(utilizing an electrically actuated solenoid) and can
be deployed manually upon pilot command.
1-9
 CITATION MUSTANG PILOT TRAINING MANUAL
1 AIRCRAFT GENERAL

AVIONICS Other publications that are not required to be in the

aircraft include:
The Mustang uses a Garmin G1000 three-display
“glass cockpit” to present most indications for • Operating Manual
flight instrumentation, navigation, avionics, and
aircraft systems. The displays include two 10.4- armin G1000 Pilot’s Guide for the Cessna
• G
inch primary flight displays (for pilot and copilot) Citation Mustang
and a 15-inch multifunction display. • FAA-approved Weight and Balance Manual
The standard factory-installed avionics package
includes the fully integrated flight instruments, SINGLE-PILOT
flight guidance, communications, and navigation
systems. The navigation system includes GPS, OPERATION
ground-based navigation, and is WAAS-capable.
An integrated engine indicating and crew alerting The following are required when the airplane is
system (EICAS) is included. The Garmin G1000 operated with a crew of one pilot, per applicable
system manages the instrument and engine dis- operating rules:
plays, the autopilot, flight guidance systems, and
the flight director. Terrain and traffic avoidance 1. Operable GFC-700 Autopilot
systems and color radar are standard equipment. 2. Headset with microphone (must be worn)
Data link weather capability is available with
subscription. 3. FAA-approved Pilots’ Abbreviated Normal
Procedures Checklist (as revised)
4. FAA-approved Pilots’ Abbreviated Emergen-
PUBLICATIONS cy and Abnormal Procedures Checklist (as
revised)
The following publications must be immediately 5. Provisions for storage and retention of navi-
available to the flight crew: gation charts, accessible to the pilot from the
pilot station
• FAA-approved AFM contains the limita-
tions, data pertinent to takeoffs and landings,
and weight and balance data. Information in
the AFM always takes precedence over any
LIMITATIONS
other publication. For specific information on limitations, refer to the
• F
AA-approved Citation Mustang Abbreviat- FAA-approved AFM.
ed Checklist—Normal Procedures contains
abbreviated normal operating procedures
and abbreviated performance data. If any
doubt exists or if the conditions are not
EMERGENCY/
covered by the checklist, the AFM must be ABNORMAL
consulted.
For specific information on Emergency/Abnormal
• FAA-approved Citation Mustang Abbre- procedures, refer to the FAA-approved AFM.
viated Checklist—Emergency/Abnormal
Procedures contains emergency and abnor-
mal procedures. If any doubt exists or if the
conditions are not covered by the checklist,
the AFM must be consulted.
• G
armin G1000 Cockpit Reference Guide for
the Citation Mustang

1-10 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

1 AIRCRAFT GENERAL
Table 1-1.   CAS MESSAGES

AFT DOOR

DESCRIPTION Tailcone baggage door is not fully

secured.
INHIBITS EMER

CABIN DOOR

DESCRIPTION Indicates the cabin door is not fully

secured.
INHIBITS EMER

CHECK DOORS

DESCRIPTION Indicates a door monitor has not been

properly tested or has failed.
INHIBITS EMER, IN AIR, LOPI, TOPI

NOSE DOOR L-R

DESCRIPTION One or both of the nose baggage doors

are not fully secured.
INHIBITS EMER

Revision 1.1 FOR TRAINING PURPOSES ONLY 1-11

 CITATION MUSTANG PILOT TRAINING MANUAL
1 AIRCRAFT GENERAL

QUESTIONS
1. The maximum weight allowed in the nose bag- 6. Minimum equipment to operate the Citation
gage compartment is: Mustang as a single pilot:
A. 320 pounds A. Operable autopilot
B. 200 pounds B. Headset with microphone
C. 150 pounds C. Approved checklist and navigation charts
D. 500 pounds D. All the above

2. The maximum takeoff weight for the Citation 7. The following flight controls are electrically
Mustang is: actuated:
A. 8,730 pounds A. Nosewheel steering, aileron, brakes
B. 8,645 pounds B. Elevator, aileron, flaps, speedbrakes
C. 8,000 pounds C. Elevator trim, flaps, rudder
D. 6,854 pounds D. Aileron trim, rudder trim, speedbrakes,
flaps
3. During single-pilot operation, the maximum
number of passenger seats, excluding the pilot
seat, is:
A. 7
B. 6
C. 5
D. 4

4. Regarding the emergency exit escape hatch:

A. The hatch is pushed outside the aircraft
after the D handle is pulled.
B. After the D handle is unlatched, rotate the
hatch down into the cabin.
C. If the hatch is not properly latched and
locked, an amber CAS message will
display.
D. The hatch cannot be opened from the
outside.

5. The amber AFT DOOR CAS message is acti-

vated by:
A. Aft door in the full open position
B. Aft door unlocked
C. Aft baggage compartment light being left
on
D. Key left in the aft door

1-12 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 2
ELECTRICAL POWER SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 2-1

2 ELECTRICAL POWER
GENERAL................................................................................................................................2-1

SYSTEMS
DESCRIPTION....................................................................................................................... 2-3
COMPONENTS..................................................................................................................... 2-3
Battery............................................................................................................................. 2-3
Standby Battery............................................................................................................... 2-4
Starter-Generators........................................................................................................... 2-4
Ground Power Unit.......................................................................................................... 2-5
Distribution...................................................................................................................... 2-5
System Protection............................................................................................................ 2-7
CONTROLS AND INDICATIONS........................................................................................ 2-9
Battery Switch................................................................................................................. 2-9
Battery Disconnect switch............................................................................................. 2-10
Interior Disconnect Switch............................................................................................ 2-10
Avionics Standby Instrument Switch............................................................................ 2-10
Generator Switches....................................................................................................... 2-11
Engine Start Buttons..................................................................................................... 2-11
Indications..................................................................................................................... 2-11
OPERATION........................................................................................................................ 2-12
Preflight......................................................................................................................... 2-12
Starting (First Engine)................................................................................................... 2-12
Starting (Second Engine).............................................................................................. 2-13

FOR TRAINING PURPOSES ONLY 2-i

 CITATION MUSTANG PILOT TRAINING MANUAL

Starting (In Flight)......................................................................................................... 2-13

Starting (Assisted by External Power Unit)................................................................... 2-13
LIMITATIONS...................................................................................................................... 2-13
EMERGENCY/ABNORMAL.............................................................................................. 2-13
QUESTIONS........................................................................................................................ 2-15
2 ELECTRICAL POWER
SYSTEMS

2-ii FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
2-1. Electrical System Schematic................................................................................... 2-2
2-2. Battery..................................................................................................................... 2-4
2-3. GPU Receptacle....................................................................................................... 2-5

2 ELECTRICAL POWER
2-4. Aft J-Box................................................................................................................. 2-6

SYSTEMS
2-5. CB Panels................................................................................................................. 2-8
2-7. BATT Switch......................................................................................................... 2-10
2-6. BATTERY DISCONNECT Switch....................................................................... 2-10
2-8. INTERIOR DISCONNECT Switch...................................................................... 2-10
2-9. AVIONICS Standby Instrument Switch................................................................ 2-11
2-10. Generator Switches................................................................................................ 2-11
2-11. ENGINE START Buttons...................................................................................... 2-11
2-12. Electric Display (Normal)...................................................................................... 2-12

TABLES
Table Title Page
2-1. EMERGENCY BUS ITEMS................................................................................... 2-7
2-2. CAS MESSAGES.................................................................................................. 2-14

FOR TRAINING PURPOSES ONLY 2-iii

 CITATION MUSTANG PILOT TRAINING MANUAL
2 ELECTRICAL POWER
SYSTEMS

INTENTIONALLY LEFT BLANK

2-iv FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 2
ELECTRICAL POWER SYSTEMS

2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
This chapter provides a description of the electrical power system on Citation Mustang aircraft
(Figure 2-1). The DC system consists of storage, generation, distribution, and system monitoring.
Provision is also made for a limited supply of power during emergency conditions in flight and
connection of a ground power unit (GPU) while on the ground.

GENERAL
Direct current provides the principal electrical
power for the Citation Mustang. Normal aircraft
system voltage is 28.5 VDC. Two generators are the
primary power sources (one generator is capable
of supplying all standard requirements). Second-
ary sources (battery or external power) may also
be used.
The battery and emergency buses normally tie to
the main system, but they may isolate to only the
battery or external power sources. When the air-
craft is on the ground, an external DC power unit
may supply electrical power to all buses.

Normal distribution of DC power is via a left and

right feed bus connected by a crossfeed bus. This
arrangement allows either generator to power the
entire system or, working in parallel, to share the
system load.

FOR TRAINING PURPOSES ONLY 2-1

 SYSTEMS
2 ELECTRICAL POWER

BATTERY BUS E

2-2
EXT PWR BATT M
RELAY T TEMP BATT E
BATT
A AMPS R
SENSOR G
DISC
EMER BUS RELAY P
BATTERY W
RELAY
R
EXT PWR
CONNECTOR AFT J-BOX
C CIRCUIT BREAKERS
AVN EMER B
START SSR LEFT START
RELAY RELAY B BATT
L R U V VOLTS
S
S S
T L AVN EMERG INTERIOR BUS T
BATT
A POWER A
R INT R
L STARTER- T RELAY DISC T R STARTER-
GENERATOR MASTER GENERATOR
# INTERIOR #
1 SSR 1
L NORM R
S L ELE EMERG S
T R ELE EMERG T
A L GEN R GEN A
R L RELAY RELAY R R
T L AVIONICS R AVIONICS #1 R AVIONICS #2 T
L GEN S S R GEN
VOLTS V # H H # V VOLTS
2 U R L U 2
N BOOST L AVN R AVN R AVN BOOST N
T SSR SSR #1 SSR #2 SSR SSR T
B B R AVN EMERG
U L SSR #1 BUS BAR R SSR #1 BUS BAR U
S S
L DC R DC
AMPS A 200 200 R SSR #2 BUS BAR A AMPS
CITATION MUSTANG PILOT TRAINING MANUAL

A MP A MP
50 AMP

FOR TRAINING PURPOSES ONLY

L FEED BUS #1 CROSSFEED BUS R FEED BUS #1 100 AMP
FLAPS A/C COMP
L ELE #1 L ELE #2 R ELE #2 R ELE #1
50 AMP 100 AMP
HYD PUMP W/S DEICE
100 AMP L FEED BUS #2 R FEED BUS #2
W/S DEICE STBY INST
STANDBY
INST OFF
SWITCH BATT TEST

LEGEND STANDBY
BATTERY
BATTERY POWER PACK

GROUND

Figure 2-1.   Electrical System Schematic

 CITATION MUSTANG PILOT TRAINING MANUAL
DESCRIPTION
The Mustang electrical system primarily pro-
vides 28-VDC power to operate electrical devices
throughout the aircraft.
A starter-generator is used to start its respec-
tive engine, with starting power coming from the
battery or from a GPU. Additionally, the starter-
generator of a functioning engine (with battery
assistance) can be used to start the opposite side
engine.
One generator is capable of supplying all standard
electrical requirements if a generator fails.
DC power is routed from each J-box feed bus
through individual circuit breakers to each of the
circuit-breaker buses in the cockpit CB panels.
Cockpit circuit breakers control power to individual
systems. Battery power is supplied to a hot battery
bus and then through the battery relay to the cross-
feed bus and the left and right feed buses.
When the BATT switch is in the EMER position,
emergency DC power is supplied from the bat-
tery bus through the emergency power relay to the
emergency bus circuit breakers on each cockpit CB
panel. If the battery switch is in the BATT position,
generator power is supplied through the battery
relay to the hot battery bus to charge the battery
and from the crossfeed bus through the emergency
relay to the emergency power buses.
The external power receptacle is underneath the
right engine nacelle.
First engine start is performed from the battery
unless using external power. The second engine
start may be powered three different ways:
• With external power (if the first generator
switch is OFF)
• From the battery (if the first generator switch
is OFF and external power is not connected)
• From the battery with assistance from the
first generator (ground only) if the first gen-
erator is online
Normally, when both engines are operating, the
starter-generator in each engine provides 28-VDC
Revision 1.0 FOR TRAINING PURPOSES ONLY
power to the main bus system in the tail cone.
This bus system and its associated relays provide
connections and power management for the bat-
tery and provide for connection to a GPU. This
bus system also allows either starter-generator to
assist the other during starting and allows the two
starter-generators to operate “in parallel” to share
the electrical load evenly.
2 ELECTRICAL POWER
From the main bus system in the tail cone, power
is distributed through circuit breakers in the tail
SYSTEMS
cone directly to a few electrical devices in or near
the tail cone. More power is routed forward from
the main buses through feeder cables to the cockpit
buses. Buses on each side of the cockpit (behind
the CB panels) supply power through the cockpit
circuit breakers and panel controls to most of the
aircraft electrical devices.
Cockpit indicators monitor electrical system status
and performance. Cockpit panel controls allow the
crew to directly manage the generation and distri-
bution of electrical power. Relays, solid state relays
(SSRs), circuit breakers, current limiters, and gen-
erator control units (GCUs) protect the electrical
system, and assist the crew in managing the supply
and flow of electrical power.
COMPONENTS
BATTERY
A standard lead acid battery provides 24 volts rated
at 28 amp hours. An optional NiCad battery pro-
vides 24 volts rated at 28 amp hours. The battery is
in the tail cone compartment (Figure 2-2). It has a
manual quick-disconnect, and is accessible through
the tail cone door.
The battery connects to the battery bus. A battery
disconnect relay between the battery and its ground
provides an electrical disconnect during certain
conditions. A BATTERY disconnect switch (Fig-
ure 2-3) is in the cockpit on the left side console
panel. This switch opens the battery disconnect
relay. Use this switch in case of a battery overheat
or stuck start relay.
2-3
 CITATION MUSTANG PILOT TRAINING MANUAL
2 ELECTRICAL POWER
SYSTEMS
Figure 2-2.   Battery
NOTE
The optional NiCad battery is suscep-
tible to, and must be protected from,
overheat due to excessive charging or
discharging.
During an external power start cycle, to prevent
battery discharge, the battery disconnect relay auto-
matically disconnects the battery from its ground.
A GPU start is not a battery start.
Starting the engines with an external power source
is recommended practice to prolong the life of the
batteries and conserve battery power for times
when battery starts must be accomplished. When
it is anticipated the aircraft will be idle for more
than 2 days, it is advisable to disconnect the bat-
tery to prevent frequency memory circuits, or other
equipment that may be powered by the battery bus,
from draining the batteries.
A battery in good condition supplies power to all
buses for a minimum of 10 minutes with maxi-
mum load. If powering only the battery and emer-
gency buses, battery life should be a minimum of
30 minutes.
An INTERIOR DISCONNECT switch is on the
pilot side console panel (Figure 2-7). When the
switch is selected to the up position, the master
interior relay opens, shutting off all electrical power
in the cabin. When the switch is in the NORM
position, the master interior relay closes, and elec-
trical power flows to the cabin normally (when DC
power is available and the other electrical controls
are in the appropriate positions).
2-4 FOR TRAINING PURPOSES ONLY
STANDBY BATTERY
The standby instrument battery is a 24 V, 1.2 amp
hour NiCad battery. The standby battery is con-
trolled with the AVIONICS STBY INST switch.
The standby instrument battery is in the radome
on the avionics shelf assembly. The battery auto-
matically supplies electrical power to the standby
airspeed, attitude, and altitude instruments and the
lighting for the magnetic compass when normal
electrical power is not available.
STARTER-GENERATORS
Two engine-driven DC starter-generators (one on
each engine accessory gearbox) are the primary
source of aircraft electrical power and supply power
to all DC buses. Each generator is air cooled, rated
at 29 VDC, and regulated to 28.5 volts.
The generators are engine-starting motors that
revert to generators at the completion of the start
cycle. Each generator system operates indepen-
dently, but power distributes evenly through bus
systems that are in parallel except during fault
conditions.
DC power from the engine-driven generators dis-
tributes to two feed buses (see Figure 2-1). Each
feed bus connects through a 200-amp current lim-
iter to the crossfeed bus, allowing each feed bus to
parallel the other.
During normal operation, the generators share
loads equally (within ±10% of the total load) via
the crossfeed bus. Each starter-generator is regu-
lated by its own generator control unit (GCU).
Generator power routes from the crossfeed bus
through the battery relay (when it is closed) to
the battery bus. This provides power to charge the
battery, and during generator operation powers the
items on the battery bus.
Normally (with the battery switch set to BATT),
generator power routes from the crossfeed bus
through the emergency relay to power the cockpit
emergency buses and through the battery relay to
power the emergency bus in the J-box. The bat-
tery and emergency relays are operated with the
battery switch.
Revision 1.0
 CITATION MUSTANG PILOT TRAINING MANUAL
GROUND POWER UNIT
A GPU can be connected to the aircraft DC sys-
tem through a receptacle in the fuselage below the
right engine nacelle (Figure 2-4). External power
is routed through the external power relay to the
battery bus. The battery charges from the GPU,
regardless of the battery switch position.
A GPU providing a maximum voltage of 29 VDC
may be used. The left and right start controllers
monitor GPU voltage and open the external power
relay to disconnect the GPU from the aircraft if
voltage exceeds approximately 32.5 VDC.
Before connecting a GPU, ensure that the voltage
of the GPU is regulated to 28–29 volts the amper-
age output between 800 and 1,100 amps. When
using external power for prolonged ground opera-
tion (over 30 minutes), disconnect the battery to
preclude overheating the battery. Do not use the
battery disconnect switch.
CAUTION
Some GPUs do not have reverse-current
protection. If the GPU is powered off
while connected to the aircraft, the bat-
tery may be rapidly discharged and/or
damaged. Always disconnect the GPU
from the aircraft when not in use.
Connecting the external power source energizes the
external power relay, which connects the external
power source to the battery bus.
Figure 2-3.   GPU Receptacle
FOR TRAINING PURPOSES ONLY
Setting the battery switch to the BATT position
energizes the battery relay, which allows the con-
nection of external (or battery) power from the
battery bus to the emergency buses, and through
the crossfeed bus to the left and right feed buses.
When either the left or right generator power relay
closes, the external power relay deenergizes to
remove external power from the battery bus. This
2 ELECTRICAL POWER
prevents the aircraft generators and the GPU from
simultaneously applying power to the aircraft buses.
SYSTEMS
CAUTION
If the battery is charged using the GPU,
it must be monitored. Current from most
GPUs is not regulated and a battery
overheat may occur.
DISTRIBUTION
DC power is distributed throughout the aircraft
though several buses (see Figure 2-1) via the main
junction box (aft J-box) and cockpit buses (behind
CB panels).
Main Junction Box (Aft J-Box)
The main junction box (aft J-box) (Figure 2-5) in
the tail cone compartment contains:
• Two feed buses:
°° Left feed bus No. 1
°° Right feed bus No. 1
• Two start buses:
°° Left start bus No. 1
°° Right start bus No. 1
• Two shunt buses:
°° Left shunt bus
°° Right shunt bus
• Crossfeed bus
°° Battery bus
2-5
 CITATION MUSTANG PILOT TRAINING MANUAL
2 ELECTRICAL POWER
SYSTEMS
Figure 2-4.   Aft J-Box
Main Feed Buses
Each generator (left and right) normally supplies
power through its respective generator relay to its
respective main feed bus (left feed bus No. 1 and
right feed bus No. 1). These buses are tied together
through the crossfeed bus.
Start Buses
The left and right start buses provide power to the
left and right start No. 2 buses and those provide
power to the controllers and related systems. In
order for the start relay to close, the battery switch
must be in the BATT position.
When the respective start relay closes, the start
bus is connected to the battery bus, which supplies
power from the battery or a GPU.
Shunt Buses
The left and right shunt buses connect the starter-
generators to the electrical system.
The GCUs and starter-generators manage the con-
nection of the start buses through the left and right
start relay and the left and right generator relay.
With the exception of a cross-generator start, nor-
mally only one relay at a time (either start relay or
generator relay) is closed on each side to connect
the corresponding start bus to the electrical system.
2-6 FOR TRAINING PURPOSES ONLY
Crossfeed Bus
The crossfeed bus functions solely as a bus tie con-
necting the battery bus, the emergency buses, and
the two main feed buses into one integral system.
If the battery switch is selected to BATT, the bat-
tery power relay closes, which connects the battery
bus to the crossfeed bus. Power extends from the
crossfeed bus through 200-amp current limiters to
each main feed bus. Power also extends from the
crossfeed bus to the cockpit emergency power cir-
cuit-breaker buses and (through the avionics power
switch) to the avionics buses.
Battery Bus
The battery bus is connected directly to the bat-
tery. It may receive power from a GPU and during
normal operation, receives its power from either
or both generators.
Cockpit Distribution
and CB Panels
Various feed-extension buses, avionics buses,
emergency buses, and the interior buses are in the
cockpit.
Feed Extension Buses
From each main feed bus (left feed No. 1 and right
feed No. 1) in the tail cone, various extension feed
buses distribute power to components through con-
trols and circuit breakers in the cockpit. The main
left and right feed-extension buses are behind the
pilot and copilot CB panels respectively (Figure
2-6). Other feed-extension buses are also behind
the corresponding CB panels and are powered
through 25-amp circuit breakers.
Avionics Buses
Avionics buses (left and right) are powered from
the respective main feed buses through solid-state
relays (SSRs) when the AVN MASTER switch is
selected ON. These buses provide power to the air-
craft avionics, except the avionics that are on the
emergency buses.
 CITATION MUSTANG PILOT TRAINING MANUAL

Emergency Buses With the battery switch in the EMER position, the
following aural warnings are available:
Emergency bus items are listed in
• Terrain awareness and warning system
Table 2-1. The aircraft has five emergency buses: (TAWS) alert
• Emergency power circuit-breaker bus • Autopilot disconnect
• Left electrical emergency bus • Check altitude
• Right electrical emergency bus • Barometric minimum descent altitude/deci-
sion height

2 ELECTRICAL POWER
• Left avionics emergency bus
• Vertical track
• Right avionics emergency bus (with standby

SYSTEMS
battery) • Marker beacon
The emergency power circuit-breaker bus is direct- CAUTION
ly connected to the battery bus at all times.
With the battery switch in the EMER
Other buses are powered from either the crossfeed position, some aural warnings are NOT
bus, the battery bus, or the standby battery. available, including:
• Stall warning
With the battery switch in the BATT position,
power to the emergency buses is from the cross- • Landing gear
feed bus. • Overspeed
• Traffic alerts TIS, TAS, TCAS
Because the crossfeed bus normally feeds the emer-
gency buses, the pilot must use the battery switch to SYSTEM PROTECTION
energize the emergency power relay to the EMER
position, which switches all emergency buses from
the disabled crossfeed bus to the battery bus. Generator Control Units
Two GCUs regulate, parallel, and protect the gen-
erators. The GCUs are in the tail cone, with one
Table 2-1.   EMERGENCY BUS ITEMS unit dedicated to each starter-generator. Each GCU
• PFD 1 - Reversion mode • Battery voltage indication controls a field and generator relay. Each genera-
• COM 1 • Autopilot control panel tor relay connects the generator to its feed bus. The
(HDG, CRS, ALT, knobs only) GCU permits the generator relay to close when the
• NAV 1 (including marker
beacon) • Cabin altitude and differential cockpit generator switch is in GEN and the gen-
pressure indications
• GPS 1 erator output is within 0.5 volts of normal system
• Cabin dump system
• ADC 1 voltage (28.5 VDC).
• Cockpit flood light
• AHRS 1
• Pilot pitot-static heat
• Pilot and copilto audio panel When the GCU senses an internal feeder fault
• L and R N1, N2, and ITT • Landing gear indicator lights
indications • Avionics audio warnings
(short circuit) or an overvoltage, the respective
• L Oil Temperature • Standby instruments
side generator and field relays open. These relays
• L Fuel flow (airspeed, altitude, attitude) also open when the ENGINE FIRE switchlight is
• Fuel Temperature • ELT GPS position interface selected.
• Magnetic compass light

Revision 1.0 FOR TRAINING PURPOSES ONLY 2-7

 CITATION MUSTANG PILOT TRAINING MANUAL
2 ELECTRICAL POWER
SYSTEMS

Figure 2-5.   CB Panels

A reverse current (10% of total load) or under- • everse current protection

R
voltage opens only the generator relay, removing • Overload protection
the generator from the system but leaving the field
relay closed. • Overspeed protection
• Open ground protection
The GCU utilizes software and solid-state circuitry • Open shunt protection
to perform the following operations:
• Open point of regulation (POR) protection
• Control voltage regulation
• Starter cutoff
• Load sharing
• Field weakening
• Overvoltage/overexcitation protection
• Ground fault protection
• Automatic generator line contactor control

2-8 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL
Circuit Breakers and
Current Limiters
Parallel feeder cables (between each DC feed bus in
the tail cone and the corresponding feed-extension
buses in the cockpit) receive protection from cir-
cuit breakers. Various other circuit breakers on the
feed buses in the tail cone protect against overload.
Current limiters, also known as fuse limiters, are
provided to protect against major electrical over-
load. A list of the protected buses and components
is provided below:
• Left feed bus No. 1—200 amps
• Right feed bus No. 1—200 amps
• Air-conditioner compressor—100 amps
• Windshield heat (left)—100 amps
• Windshield heat (right)—100 amps
• Flaps—50 amps
• Hydraulic powerpack—50 amps
• HF radio (optional)—50 amps
Solid-State Relays
Solid-state relays (SSRs) serve as a combination
circuit breaker and relay for numerous compo-
nents. SSRs are individually controlled by cockpit
system switches or, in some instances, by remotely
mounted printed circuit boards (PCBs).
SSRs are installed in either a 25- or 10-amp size;
however, they are resistor-adjustable for lower
amperage trip points. The following buses and
components are SSR-protected and controlled:
• Left avionics bus
• Right avionics bus (No. 1)
• Right avionics bus (No. 2)
• Left avionics emergency bus
• Master interior bus
• Cockpit fan
• Cabin fan
• Condenser fan
• Left fuel boost pump
• Right fuel boost pump
FOR TRAINING PURPOSES ONLY
• eft ignitor No. 1
L
• Right ignitor No. 1
• Left ignitor No. 2
• Right ignitor No. 2
Relays and Engine Starting
For generator-assisted second engine starts, the
2 ELECTRICAL POWER
battery power relay opens to prevent high-current
flow from the crossfeed bus to the battery bus and
SYSTEMS
protects the 200-amp current limiters. This causes
starting current from the online generator and bat-
tery to flow through the two starter relays and bat-
tery bus to the starter. A blown 200-amp current
limiter splits the feed buses, preventing generator
paralleling.
Pressing the starter button for GPU starts, first
opens the battery disconnect relay to prevent the
battery cycles, then closes the start relay.
If GPU voltage is excessive, an overvoltage sen-
sor opens the external power relay and breaks the
circuit to the battery bus. External power disable
relays also disconnect the GPU from the battery
bus whenever a generator relay closes, bringing a
generator online.
CONTROLS AND
INDICATIONS
Control of DC power is maintained with a battery
switch and two generator switches (Figure 2-7).
BATTERY SWITCH
The battery switch is on the pilot DC POWER
subpanel and has three positions: BATT, OFF, and
EMER.
If the battery switch is in the OFF position, the bat-
tery bus isolates from all other buses in the system
with the exception of the emergency power circuit-
breaker bus.
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 CITATION MUSTANG PILOT TRAINING MANUAL
2 ELECTRICAL POWER
SYSTEMS
Figure 2-7.   BATT Switch
When the battery switch is in the BATT position,
the battery power relay closes, completing a circuit
to the crossfeed bus. The emergency relay deener-
gizes while the battery relay is in the BATT posi-
tion and completes a circuit to the emergency buses
from the crossfeed bus.
In the EMER position, only the emergency power
relay energizes, which connects the emergency
buses to the battery bus. These buses receive power
from the battery or external power. When external
power is not applied to the aircraft and the gen-
erators are online, placing the battery switch in
EMER or OFF isolates the battery from any charg-
ing source.
BATTERY DISCONNECT
SWITCH
A guarded battery disconnect switch (see Figure
2-6) is above the pilot armrest on the left side con-
sole panel. The switch has two positions: BAT-
TERY (disconnect) and NORM. It disconnects the
battery and is used only for abnormal operations
involving stuck start relay or battery overtempera-
ture. Activating this switch uses battery power to
open the battery disconnect relay on the ground
side of the battery.
Figure 2-6.   BATTERY DISCONNECT
Switch
2-10 FOR TRAINING PURPOSES ONLY
NOTE
The battery switch on the DC POWER
subpanel must be in the BATT posi-
tion for the battery disconnect switch
to operate.
If the battery ground is open, the battery cannot
supply electrical power to the aircraft or receive a
charge from the generators.
CAUTION
Do not use the battery disconnect switch
for an extended time. The battery dis-
connect relay will continue to draw a
small current from the battery until the
battery is discharged. The battery dis-
connect relay will then close, resulting
in a very high charge rate and probable
overheat.
INTERIOR DISCONNECT
SWITCH
The interior disconnect switch is above the pilots
armrest on the left console panel by the battery dis-
connect switch. The interior disconnect switch dis-
connects the cabin lights (except for the emergency
exit lights operated by the pax safety switch), the
cabin DC-DC converters, and the cabin XM radio.
Figure 2-8.   INTERIOR DISCONNECT
Switch
AVIONICS STANDBY
INSTRUMENT SWITCH
The avionics standby instrument switch is on the
AVIONICS pilot switch panel in the cockpit. The
switch can be set to the STBY INST, OFF, or BATT
TEST position. The switch supplies power to the
right avionics emergency bus.
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 CITATION MUSTANG PILOT TRAINING MANUAL

Placing the switch in the spring-loaded RESET

position rebuilds field voltage to provide a means
of resetting a generator that has tripped as a result
of a fault condition.

ENGINE START BUTTONS

Two engine start buttons (L and R) (see Figure 2-7)
on the pilot ENGINE START subpanel activate a

2 ELECTRICAL POWER
circuit to close the associated start relay and allow
starting current to flow from the battery bus to

SYSTEMS
Figure 2-9.   AVIONICS Standby Instrument the starter. A starter disengage (DISENG) button
Switch between the starter buttons opens the start circuit if
manual termination of the start sequence is desired
When the standby battery is powering the standby (see Figure 2-11).
instruments, the amber light adjacent to the switch
illuminates. Selecting BATT TEST performs a
capacity check on the standby battery. A success-
ful test is indicated by a green light adjacent to the
switch.

GENERATOR SWITCHES
Two generator switches (L GEN and R GEN) are
on the pilot DC POWER subpanel (see Figure
2-10). The generator switches have three positions:
L (or R) GEN, OFF, and RESET.
Figure 2-11.   ENGINE START Buttons
Setting the switch to L GEN or R GEN allows the
GCU to close the generator relay and connects the Pushing the engine start button illuminates a white
generator to its feed bus. The ammeter indicates light in the starter button as a direct indication that
the generator output to the feed buses. the start relay is closed.
With the switch in the OFF position, the generator
relay opens and the ammeter shows no generator INDICATIONS
load to the feed buses. The DC electrical system is monitored by:
• Crew alerting system (CAS) messages
• Engine indicating and crew alerting system
(EICAS) display window
°° DC AMPS display
°° DC VOLTS display
°° BATTERY AMPS display
°° BATTERY VOLTS display
• ENGINE START button lights

Figure 2-10.   Generator Switches

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 CITATION MUSTANG PILOT TRAINING MANUAL
EICAS Display Window
The DC window of the EICAS display provides
dual generator indications (left and right) for both
voltage (VOLTS) and current (AMPS), and also
BATTERY voltage and current.
2 ELECTRICAL POWER
SYSTEMS
Figure 2-12.   Electric Display (Normal)
VOLTS Display
The left and right generator VOLTS displays are
on the upper-left area of the DC window (Figure
2-12). Each VOLTS display indicates voltage at its
respective generator. In reversionary mode, only
the digits are displayed.
AMPS Display
The left and right generator AMPS displays are
on the upper-right area of the DC window (Figure
2-12). Each display indicates current flow from its
respective generator to its respective DC feed bus.
During normal operation, the indication should
be parallel within ±10% of total load. Amperage
between the starter-generator and the battery bus is
not reflected on the AMPS displays. In reversion-
ary mode, only the digits are displayed.
BATTERY–VOLTS Display
The BATTERY–VOLTS display is a digital display
on the bottom-center area of the DC window. The
display indicates voltage on the battery bus.
2-12 FOR TRAINING PURPOSES ONLY
BATTERY–AMPS Display
The BATTERY–AMPS display is a digital display
on the bottom of the DC window (Figure 2-12).
The display indicates current into or from the bat-
tery. Positive amperage indicates battery charging.
Negative amperage indicates battery discharge.
OPERATION
PREFLIGHT
During the exterior preflight, visually check the
battery for signs of deterioration or corrosion. Do
not connect external power until completing these
checks. During the interior preflight, place the
generator switches to GEN if the intention is a bat-
tery start or to the OFF position if external power
is desired. Place the battery switch to BATT and
verify the voltage display is at or above 24 volts
minimum (22 volts minimum for a NiCad). After
checking lights and pitot heat, turn the battery
switch to the OFF position.
STARTING (FIRST ENGINE)
Before starting the engines, recheck the genera-
tor switches for proper position and verify battery
voltage. Ensure that the battery switch is in the
BATT position.
Depressing the L or R ENGINE START button:
• Closes the respective start relay
• Activates the electric fuel boost pump
Closure of the start relay (indicated by illumination
of the start button white light) connects battery bus
power to the starter for engine rotation.
At approximately 8% turbine rpm (N2):
• FADEC commands fuel flow to the start
nozzles
• Ignition is activated by the full-authority
digital engine control (FADEC)
• A green IGN appears on the multifunction
display (MFD) at the upper interturbine tem-
perature (ITT) scale and indicates current to
one or both exciter boxes
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 CITATION MUSTANG PILOT TRAINING MANUAL
Within 10 seconds, combustion should occur as
evidenced by rising ITT.
As the engine accelerates through 48.6% N2:
• The GCU starter overspeed sensor automati-
cally terminates the start sequence.
• The start relay opens.
• The electric boost pump is deenergized.
• The GEN OFF message disappears from the
CAS window(GEN switch ON).
• The green IGN indication extinguishes.
• N2 digits change from white to green.
STARTING (SECOND ENGINE)
Before starting the second engine, the operating
engine must be INCREASED to 10% above ground
idle N2.
CAUTION
If the operating generator drops off-line
during a cross-generator start (GEN
OFF L-R), an ENG CTRL SYS L or
R CAS message posts, of ITT indica-
tion is lost at any time during the start
sequence, abort the start immediately
by bringing the throttle to CUTOFF to
reduce the possibility of a hot or hung
engine start.
For a second engine start on the ground, the operat-
ing generator assists the battery in providing cur-
rent to the starter.
When the remaining start button activates, both
start relays close and the white light in each starter
button illuminates.
When one generator relay closes and the other ener-
gizes as a starter, the battery disable relay causes
the battery relay to open the circuit between the
crossfeed bus and the battery bus in order to pro-
tect the 200-amp current limiter.
STARTING (IN FLIGHT)
An engine start in flight using the start button is a
battery start only. The squat switch disables gen-
erator-assist capability when airborne. Only the
Revision 1.1 FOR TRAINING PURPOSES ONLY
associated start relay closes and the boost pump
on that side activates.
The only difference between an in-flight start and a
ground start with one generator online, is that the
start relay on the same side as the operating gen-
erator does not close and the battery power relay
opens. This isolation of the start circuit from the
operating generator and buses in flight is through
2 ELECTRICAL POWER
left squat switch logic and is required by certifica-
tion regulations.
SYSTEMS
The protection circuit for the 200-amp current lim-
iter is the same as previously described. Refer to
the “Airstart Envelope” graph in “Limitations” of
the Airplane Flight Manual (AFM).
STARTING (ASSISTED BY
EXTERNAL POWER UNIT)
A GPU can be used for engine starts. Check for
voltage regulation to a maximum of 29 VDC and
800/1,100 amps.
When external power starts are planned, the gen-
erator switches remain in the OFF position until
the removal of external power from the aircraft.
Otherwise, when the first generator comes online,
the external power relay opens and the GPU auto-
matically disconnects from the battery bus. The
second engine start becomes a generator-assist
battery start.
LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
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 CITATION MUSTANG PILOT TRAINING MANUAL

Table 2-2.   CAS MESSAGES

BATTERY O’TEMP BATT TEMP FAIL

DESCRIPTION With the optional NiCad battery installed, DESCRIPTION The battery temperature sensor has
a battery overtemperature warning sys- failed.
tem warns the pilot of abnormally high INHIBITS LOPI, TOPI
battery temperatures. If the tempera-
ture reaches 71°C (160°F) a red BATT
GEN OFF L-R
2 ELECTRICAL POWER

O’TEMP message displays and the

MASTER WARNING lights flash. DESCRIPTION One electrical generator has gone offline.
SYSTEMS

INHIBITS NONE
INHIBITS NONE

GEN OFF L-R

DESCRIPTION Both electrical generators have gone

offline.
INHIBITS NONE

AFT JBOX CB L-R

DESCRIPTION Start control circuit breaker (located in

the aft j-box) is tripped)
INHIBITS EMER

AFT JBOX LMT L-R

DESCRIPTION The right and left current limiter circuit

breakers are located in the aft j-box.
When blown normal power will be avail-
able to both busses, but the cross-feed
bus will not supply power form the bat-
tery or from the opposite generator in the
event of a generator failure.
INHIBITS EMER

BATTERY O’TEMP

DESCRIPTION With the optional NiCad battery installed,

a battery overtemperature warning sys-
tem warns the pilot of abnormally high
battery temperatures. An internal tem-
perature of 63–70°C (145–156°F) dis-
plays an amber BATT O’TEMP message
and steady MASTER CAUTION lights.
INHIBITS NONE

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 CITATION MUSTANG PILOT TRAINING MANUAL

QUESTIONS
1. What action should be taken if the engine
starter fails to disengage?
A. E N G I N E S TA R T D I S E N G
switch—PRESS
B. FADEC RESET switch—Select affected
side and release
6. With the battery switch in the EMER position
and the generators OFF, there is no:
A. Cockpit floodlight
B. Landing gear indication lights
C. Exterior lights
D. EICAS messages

2 ELECTRICAL POWER
C. IGNITION switch—NORM
D. AP/TRIM DISC button—PRESS 7. The wing and tail deice systems are inopera-

SYSTEMS
tive with the battery switch in the:
2. What is indicated by illumination of the light A. EMER position
in the start buttons?
B. NORM position
A. Engine has not reached a stabilized idle C. ON position
B. Start relay is closed D. INTERIOR DISCONNECT position
C. Engine has been started and the generator
is online 8. For engine start with a sealed lead-acid battery,
D. Generator relay is closed minimum battery voltage is:
A. 18 VDC
3. If the AFT JBOX LMT L CAS message is
B. 20 VDC
displayed in the CAS window, what bus or
busses would be lost if the L generator fails? C. 24 VDC
D. 28 VDC
A. L FEED BUS and L SHUNT BUS
B. R START BUS
9. The maximum electrical load per generator on
C. L AVIONICS EMER BUS the ground at idle is limited to:
D. R EXTENSION BUS
A. 50 amps
B. 100 amps
4. With the battery disconnect switch in the bat-
tery disconnect position: C. 150 amps
D. 200 amps
A. Do not use the switch for an extended
period of time
10. Battery starts are limited to:
B. The aircraft battery is connected to the
airframe A. One engine start per hour
C. The standby battery is connected to the B. Two engine starts per hour
airframe C. Three engine starts per hour
D. The keep alive for the avionics is discon- D. Four engine starts per hour
nected from the airframe
11. If a ground power unit is being used to start
5. With the battery switch in EMER and the gen- the engines, the generator switches should be
erators OFF, battery life should be a minimum in which position?
of: A. ON
A. 5 minutes B. OFF
B. 30 minutes C. Reset
C. 60 minutes D. Manual
D. 90 minutes

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 CITATION MUSTANG PILOT TRAINING MANUAL

12. With the STBY INST switch in the BATT

TEST position, the pilot should see the fol-
lowing indication:
A. A green STBY INST message in the CAS
window
B. The green test light illuminated
C. An amber BATT TEST message in the
CAS window
2 ELECTRICAL POWER

D. The red LED test light illuminated

SYSTEMS

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 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 3
LIGHTING
CONTENTS
INTRODUCTION.................................................................................................................. 3-1
GENERAL................................................................................................................................3-1
INTERIOR LIGHTING.......................................................................................................... 3-2
Flight Compartment Lighting......................................................................................... 3-2
Magnetic Compass Light................................................................................................ 3-3
Entry/Exit Lighting and Entry Light Switch................................................................... 3-3
Cabin Lighting................................................................................................................. 3-3
Passenger Safety Light System....................................................................................... 3-4

3 LIGHTING
Baggage Compartment Lighting..................................................................................... 3-5
EXTERIOR LIGHTING......................................................................................................... 3-5
Landing/Recognition/Taxi Lights.................................................................................... 3-5
Beacon............................................................................................................................. 3-6
Anticollision Lights......................................................................................................... 3-6
Navigation Lights............................................................................................................ 3-6
Wing Inspection Light..................................................................................................... 3-6
LIMITATIONS........................................................................................................................ 3-6
EMERGENCY/ABNORMAL................................................................................................ 3-6
QUESTIONS.......................................................................................................................... 3-7

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3 LIGHTING

INTENTIONALLY LEFT BLANK

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ILLUSTRATIONS
Figure Title Page
3-1. Flight Compartment Lighting Controls................................................................... 3-2
3-2. Cockpit Overheat Lights and Controls.................................................................... 3-3
3-3. Compass Light......................................................................................................... 3-3
3-4. Entry Lights Switch................................................................................................. 3-3
3-5. Cabin Lighting......................................................................................................... 3-4
3-6. Cabin Lighting Controls.......................................................................................... 3-4
3-7. Emergency Exit Light.............................................................................................. 3-4
3-8. No Smoking/Fasten Seat Belt Sign.......................................................................... 3-4
3-9. Nose Baggage Light and Switch.............................................................................. 3-5
3-10. Aft Baggage Light Switch....................................................................................... 3-5

3 LIGHTING
3-11. Landing Lights......................................................................................................... 3-6
3-12. Beacon Light............................................................................................................ 3-6
3-13. Position Lights......................................................................................................... 3-6

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3 LIGHTING

INTENTIONALLY LEFT BLANK

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CHAPTER 3
LIGHTING

3 LIGHTING
INTRODUCTION
This chapter provides information on lighting for the Citation Mustang. Interior lighting illumi-
nates the flight compartment area, all flight instruments, and the passenger cabin. Exterior lighting
provides necessary illumination for day or night operation.

GENERAL
Interior lighting is provided for the flight compart-
ment, cabin, windshield ice detection, and passen-
ger safety.
Most instruments are internally lighted. For general
illumination, map lights, and a floodlight are above
the pilot and copilot. There are standard passenger
advisory lights in the cabin area, and emergency
exit lights that consist of a light over the main cabin
entry door and a table light over the emergency exit
door. Reading and table lights are also available in
the cabin area.
The exterior lighting consists of wingtip lights
(navigation/anticollision lights), landing/ recogni-
tion lights, wing inspection light, and beacon light.

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 CITATION MUSTANG PILOT TRAINING MANUAL

INTERIOR LIGHTING The panel dimmer knob controls:

The aircraft interior lights are DC powered. Inte-
rior light circuit breakers are on the right CB panel.
The breakers are grouped within the LIGHTS cat-
egory. Panel back lighting is provided by light emit-
ting diodes (LEDs). Overhead lights are halogen
and the displays are liquid crystal displays (LCDs).
FLIGHT COMPARTMENT
LIGHTING
Flight compartment panel lighting is provided by
LED panels (Table 3-1).
Light intensity is controlled by a PANEL dimmer
knob (Figure 3-1).
3 LIGHTING
• Switchlights
• Oxygen gauge lighting
• Magnetic compass light
• Three standby instruments
• Landing gear position lights
• Audio panels and display bezels
A DISPLAYS dimmer knob controls the dimming
of the Garmin avionics. The dimmer knob is on the
LIGHTING panel (Figure 3-1).
Rotating the DISPLAYS dimmer knob clockwise
increases the intensity of the Garmin displays.
Rotating it counterclockwise dims the displays;
rotating the knob fully counterclockwise (to the
DAY position) causes the intensity to be set auto-
matically in response to photocell sensors.

Figure 3-1.   Flight Compartment Lighting Controls

Table 3-1.   COCKPIT LIGHTING
PANEL DIMMER KNOB POSITION
BATTERY EMER.
LIGHT DAY JUST OUT OF DAY FULL CW VARIABLE? POSITION PANEL
LIGHT DIM CB-HF021
LED PANELS X 19 OFF VERY DIM BRIGHT YES OFF
ICE DETECT LIGHTS ON ON ON NO OFF
OXYGEN GAUGE OFF VERY DIM BRIGHT YES OFF
STANDBY AIRSPEED OFF VERY DIM BRIGHT YES OFF
STANDBY ATTITUDE OFF VERY DIM BRIGHT YES OFF
STANDBY ALTITUDE OFF VERY DIM BRIGHT YES OFF
MAGNETIC COMPASS OFF VERY DIM BRIGHT YES OFF
GEAR LIGHTS BRIGHT VERY DIM VERY DIM NO VERY DIM
DUMP SWITCH BRIGHT VERY DIM DIM YES OFF
MASTER WARNING/ BRIGHT DIM DIM NO DIM
CAUTION
R ENGINE FIRE/ BRIGHT DIM DIM NO DIM
L ENGINE FIRE
BOTTLE ARMED PUSH BRIGHT BRIGHT BRIGHT NO NO EFFECT
STANDBY PLACARD LIGHT ON ON ON NO ON

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 CITATION MUSTANG PILOT TRAINING MANUAL
The DISPLAYS dimmer knob can only control a
Garmin display if AUTO brightness mode is select-
ed. This mode is the default lighting mode but can
be changed. Refer to the Garmin Mustang G-1000
Cockpit Reference Guide.
A cockpit floodlight and two map lights are over-
head near the center of the aircraft (Figure 3-2). A
center rheostat controls the floodlight and separate
rheostats to the left and right of the floodlight rheo-
stat control each of the two map lights.
Figure 3-2.   Cockpit Overheat Lights and
Controls
MAGNETIC COMPASS LIGHT
The magnetic compass is on the windshield center
post (Figure 3-3). LED backlighting is provided for
night operation when the PANEL dimmer knob is
in any position other than DAY.
Figure 3-3.   Compass Light
Revision 1.0 FOR TRAINING PURPOSES ONLY
ENTRY/EXIT LIGHTING AND
ENTRY LIGHT SWITCH
To activate the entry/exit lighting, use the entry
light pushbutton switch on the aft side of the left
divider cabinet (Figure 3-4).
When the entry door is opened, a green backlight
illuminates a symbol on the entry light switch.
After a 10-minute delay, the entry lights (if turned
on) and the switch backlighting extinguish.
The entry light switch turns on the fixed light above
the entry door and the fixed light above the toilet.
3 LIGHTING
Figure 3-4.   Entry Lights Switch
CABIN LIGHTING
Cabin lighting consists of (Figure 3-5):
• Two table lights
• Four reading lights
• Two entry lights
• Passenger safety light
There are oval-shaped light assemblies above the
passenger seats on the cabin headliner. Each assem-
bly consists of (Figure 3-6):
• Controllable air duct outlet
• Inboard button that controls the respective
table light
• Outboard button that controls the respective
cabin light
• Light assembly
3-3
 CITATION MUSTANG PILOT TRAINING MANUAL

Figure 3-5.   Cabin Lighting Figure 3-7.   Emergency Exit Light

NOTE
If activated by the G-switch, these lights
remain on until deactivated by mainte-
nance, regardless of battery switch or
cabin door status.
The interior disconnect switch (above
the pilot armrest on the left side con-
3 LIGHTING

sole panel) does not disable the passen-

Figure 3-6.   Cabin Lighting Controls ger safety lights controlled by the PAX
SAFETY switch.
PASSENGER SAFETY The cabin lights are powered through the CABIN
LIGHT SYSTEM LIGHTS circuit breaker on the aft J-box.
The Mustang is equipped with a passenger safety
light system. The pilot can activate the light above No Smoking/Fasten Seat
the entry door and the right table light over the Belt Sign and Switches
emergency exit (Figure 3-7) with the PAX SAFE-
TY light switch on the light switch grouping below A no smoking/fasten seat belt sign is above the
the multifunction display (MFD) (see Figure 3-1). table on the left side of the cabin (Figure 3-8). The
These same two lights can also be activated by a no smoking placard is always visible.
5-G switch. Anytime 5-G is exceeded (such as in
an emergency landing), the exit lights illuminate. The PAX SAFETY–SEAT BELT switch (on the
These two safety lights are powered from the emer- LIGHTING panel under the MFD) controls the
gency power CB bus. fasten-seat-belt light. The light illuminates when
the switch is set to SEAT BELT or PAX SAFETY.
NOTE
The passenger safety lights illuminate
for emergency lighting when the G-
switch is tripped or when the passenger
safety switch on the cockpit LIGHTS
switch panel is in the PAX SAFETY
position.

Figure 3-8.   No Smoking/Fasten Seat Belt

Sign

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BAGGAGE COMPARTMENT
LIGHTING
Baggage compartment lighting includes the nose
baggage compartment light and the tail cone com-
LIGHT
partment light. They are wired directly to the emer-
gency power bus and do not require the battery
switch to be in the BATT or EMER position for
operation.

Nose Baggage Compartment

The manual switch assembly of the baggage light
system is an illuminated two-position rocker BAGGAGE
switch. The switch is in the baggage compartment LIGHT SWITCH
overhead and adjacent to the light assembly (Fig-
ure 3-9). The manual switch applies DC power to
the light. During daylight hours or when the light
is not desired, turn the manual switch OFF, which
disconnects power from the light. When the switch
is OFF, it illuminates so it is easy to locate at night.
Figure 3-10.   Aft Baggage Light Switch

3 LIGHTING
When both nose baggage doors are closed, a micro-
switch on each nose baggage door hinge turns the EXTERIOR LIGHTING
light off regardless of rocker switch position.
LANDING/RECOGNITION/
TAXI LIGHTS
The aircraft is equipped with two lamps that illu-
minate for landing and taxi purposes.

The landing lights consist of two 50-watt sealed

Figure 3-9.   Nose Baggage Light and Switch
Aft Baggage Compartment
The toggle switch for the aft baggage light system
is on the right side door opening. The baggage light
is aft of the baggage door on the upper right side.
When the switch is in the ON position, DC power
is applied to the light.
When the aft baggage door is closed, a micro-
switch on the door turns the light off regardless of
the manual toggle switch position (Figure 3-10).
high intensity discharge (HID) lamps in the belly
fairing, forward of the forward wing spar. These
lamps are protected behind tempered glass cov-
ers. They are situated so the flight compartment is
shielded from glare (Figure 3-11).
A LANDING–RECOG TAXI switch on the
LIGHTING panel controls the landing lights. The
LANDING position provides the brightest illumi-
nation for landing. The RECOG TAXI position
dims the lights to a lower intensity.
The landing lights receive power through the
respective LAND/REC LIGHTS circuit breakers
on the aft J-box.

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 CITATION MUSTANG PILOT TRAINING MANUAL
Figure 3-11.   Landing Lights
BEACON
The aircraft is equipped with a beacon. The bea-
con assembly is on the top of the vertical stabilizer
for optimum line of sight visibility (Figure 3-12).
The beacon consists of a red LED assembly with a
strobe rate of 50 flashes per minute. The beacon is
controlled by the BEACON switch on the LIGHT-
3 LIGHTING
ING panel.
Figure 3-12.   Beacon Light
ANTICOLLISION LIGHTS
In addition to the navigation lights, each wingtip
assembly contains an anticollision strobe light.
The anticollision lights flash at a rate of 50 flashes
per minute. The lights are controlled by the ANTI
COLL switch on the LIGHTING panel. The anti-
collision lights are powered through the L and R
ANTI-COLLISION LT circuit breakers on the aft
J-box.
3-6 FOR TRAINING PURPOSES ONLY
NAVIGATION LIGHTS
Navigation lights are in assemblies behind clear
tempered glass covers. The lights are located as
follows (Figure 3-13):
• Red forward light—Left wingtip
• Green forward light—Right wingtip
• White rear light—Both wingtips
The navigation lights are controlled by a NAV
switch on the LIGHTING panel. The lights are
powered by the circuit breakers in the aft J-box.
WING INSPECTION LIGHT
A wing inspection light is on the left side of the
fuselage, above and forward of the wing leading
edge. The inspection light assembly includes a
halogen bulb that illuminates the outboard leading
edge of the left wing. Aircraft crew utilize the light
to detect wing ice accumulation during nighttime
flight in icing conditions. A WING INSP switch
on the LIGHTING panel supplies power to the
lamp. The WING INSP light circuit breaker is on
the left CB panel.
LEFT (RED) ANTICOLLISION AFT (WHITE)
NAVIGATION LIGHT NAVIGATION
LIGHT LIGHT
Figure 3-13.   Position Lights
LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
 CITATION MUSTANG PILOT TRAINING MANUAL

QUESTIONS
1. When the LANDING–RECOG TAXI switch
is in the LANDING position, it provides:
A. The dimmest lighting available for taxiing
B. Significantly more lamp life
C. The brightest lighting available for landing
D. The best lighting available for deplaning

2. When the nose baggage compartment doors

are closed, the:
A. Compartment light extinguishes regard-
less of the rocker switch position
B. Compartment light remains illuminated
C. White CAS message remains in the steady
ON state
D. White CAS message flashes in reverse
video

3. In the event of activation, the 5-G switch sends

3 LIGHTING
power to:
A. The light above the cabin door
B. The right table light above the emergency
exit door
C. The cockpit floodlight
D. Both A and B

4. If left illuminated, the cabin entry light:

A. Remains illuminated
B. Should extinguish after 10 minutes
C. Begins to flash
D. Changes its shading to red

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CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 4-1
GENERAL................................................................................................................................4-1
DESCRIPTION....................................................................................................................... 4-2
CONTROLS AND INDICATIONS........................................................................................ 4-2
CAS Messages................................................................................................................. 4-2
Master Indicator Lights................................................................................................... 4-5
Rotary TEST Knob.......................................................................................................... 4-6
LIMITATIONS........................................................................................................................ 4-7
EMERGENCY/ABNORMAL................................................................................................ 4-7
QUESTIONS.......................................................................................................................... 4-9

ILLUSTRATIONS
Figure Title Page
4-1. CAS Window on MFD in Normal Display Mode................................................... 4-3

WARNING SYSTEM
4-2. CAS Window on PFD in Reversionary Display Mode............................................ 4-3

4 MASTER
4-3. CAS Scroll Buttons................................................................................................. 4-4
4-4. Master Indicator Lights........................................................................................... 4-6
4-5. Rotary TEST Knob.................................................................................................. 4-6

TABLES
Table Title Page
4-1. ROTARY TEST INDICATIONS (AIRCRAFT CONFIGURATION AG).............. 4-8

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WARNING SYSTEM
4 MASTER

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CHAPTER 4
MASTER WARNING SYSTEM

INTRODUCTION

WARNING SYSTEM
This chapter describes the master warning systems on the Citation Mustang aircraft. The master
warning systems provide a warning of aircraft system malfunctions, indications of unsafe operat-

4 MASTER
ing conditions requiring immediate attention, and indications that some specific systems are in
operation. Audio warnings provide further indications.

GENERAL
The master warning system includes a pair of MAS-
TER WARNING and MASTER CAUTION lights,
and the crew alerting system (CAS) messages.
CAS messages are displayed by the G1000 engine
indicating and crew alerting system (EICAS).
These lights and messages provide a visual indica-
tion to the pilots of certain faults, functions, and/or
conditions of selected systems. Each CAS message
indicates an individual system situation, or simulta-
neous situations on both sides (left and right) of a
dual system. Additionally, an audio warning system
provides indication of some situations.
CAS messages appear on the EICAS, which is on
the left side of the multifunction display (MFD).
In the event of a PFD or MFD failure, the pilot
can press the red DISPLAY BACKUP button on

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 CITATION MUSTANG PILOT TRAINING MANUAL
each audio panel. This selects reversionary mode
which combines displays from the PFD and MFD
(including CAS messages).
The combined displays appear on both the select-
ed PFD and the MFD. When the MFD and a PFD
are in reversionary mode, the EICAS displays the
CAS messages on the upper-right section of both
display panels.
NOTE
Crew alerts associated with the autopi-
lot, avionics, and engine fire warning/
suppression are displayed elsewhere in
the displays or cockpit. The crew alerts
are described in the corresponding chap-
ters in this manual.
The abnormal and emergency procedures in this
section are keyed, where applicable, to the appro-
priate CAS messages. The rotary TEST knob pro-
vides testing for the master warning system.
DESCRIPTION
The Mustang master warning system uses cockpit
indications (visual and aural) to advise the crew of
important warnings, cautions, and advisory infor-
mation about the aircraft and its systems.
Pressure sensors, temperature sensors, switches,
WARNING SYSTEM
and other devices detect conditions in the aircraft
4 MASTER
and its systems. This information is provided as
analog signals or discrete digital signals to the
G1000 system. These signals are received at the left
and right Garmin integrated avionics unit (GIAs),
and at the left and right Garmin engine/airframe
interface units (GEAs). A detailed description of
G1000 system architecture is provided in Chapter
16—“Avionics.”
With the battery switch selected to EMER, only the
left GIA and left GEA are powered; CAS messages
requiring input from the right GIA or right GEA are
inhibited and do not appear, regardless of aircraft
or system condition.
4-2 FOR TRAINING PURPOSES ONLY
CONTROLS AND
INDICATIONS
The Mustang master warning system includes:
• CAS messages
• Master indicators:
• MASTER WARNING lights
• MASTER CAUTION lights
• A ural warnings—Various audio warn-
ings are incorporated into aircraft sys-
tems that warn of specific conditions and
malfunctions.
Control of the system is provided by:
• CAS scroll softkeys (up and/or down)
• Rotary TEST knob
CAS MESSAGES
The Mustang master warning system is primar-
ily a function of the G1000 avionics system. The
CAS displays warning, caution, and advisory mes-
sages in response to data from aircraft sensors and
FADECs.
CAS Message Window
All CAS messages are displayed in the CAS mes-
sage window. The window is on either the MFD,
or on one or both of the PFDs:
• N
ormal display mode—CAS message
window is in the bottom left corner of the
EICAS display, which appears on the left
side of the MFD (Figure 4-1).
• R
eversionary display mode—CAS mes-
sage window is on the right side of the PFD
display (Figure 4-2).
CAS Message Types
CAS messages are in one of three colors: red,
amber, or white.
Red (Warning) Message
Red indicates a warning (hazardous situation
that requires immediate pilot corrective action).
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 CITATION MUSTANG PILOT TRAINING MANUAL
Figure 4-1.   CAS Window on MFD in
Normal Display Mode
Figure 4-2.   CAS Window on PFD in
Reversionary Display Mode
When a red CAS message displays, it flashes in
reverse video and the MASTER WARNING light
flashes. Pressing the MASTER WARNING light
acknowledges the message, extinguishes the MAS-
TER WARNING light, and changes the CAS mes-
sage to a steady ON state. Red CAS messages are
displayed until the situation is corrected. All red
CAS messages are grouped together at the top of
the CAS display window. Any new red CAS mes-
sage displays at the top of the red CAS group.
Revision 1.0 FOR TRAINING PURPOSES ONLY
NOTE
If a red CAS message is displayed and is
not acknowledged by the crew, the mes-
sage DOES NOT extinguish even if the
problem is corrected by the system itself
or by the crew. Red CAS messages must
be acknowledged.
Amber (Caution) Message
Amber indicates a caution (abnormal or special
situation that includes a possible need for future
pilot corrective action). When an amber CAS mes-
sage displays, it flashes in reverse video and the
MASTER CAUTION light illuminates steady.
Pressing the MASTER CAUTION light acknowl-
edges the message, extinguishes the MASTER
CAUTION light, and changes the CAS message
to a steady ON state. Amber CAS messages are
displayed until the situation is corrected. All amber
CAS messages are grouped together below any red
CAS messages in the CAS display window. Any
new amber CAS message displays at the top of the
amber CAS group.
NOTE
If an amber CAS message is displayed,
the CAS message extinguishes once
the problem is corrected by the system
or by the crew (regardless if the crew
acknowledges the CAS by pressing the
MASTER CAUTION light).
WARNING SYSTEM
4 MASTER
White (Advisory) Message
White indicates an advisory (advisory in nature
and denote items which are considered normal
during operation of the aircraft or do not normally
require any pilot action). When a white CAS mes-
sage displays, it appears in a steady ON state. All
white CAS messages are grouped together below
any red or amber CAS messages in the CAS display
window. Any new white CAS messages display at
the top of the white CAS group.
CAS Message Type Priority
Some CAS messages may appear in different colors
at different times, indicating different conditions or
levels of severity (warning, caution, or advisory).
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 CITATION MUSTANG PILOT TRAINING MANUAL

For instance, the CABIN ALT message may appear

in red, amber, or white, depending upon various
causes and conditions.

However, the same CAS message does not appear

in two colors at the same time for the same side.
Each CAS message appears in its highest-priority
color appropriate at the time.

CAS Message Display Sequence

CAS messages are sorted by color, and then by the
order in which they have been caused:
• Red (warning) CAS messages display at the
top of the CAS message window, with the
most recent red message at the top of the red
message group.
• Amber (caution) CAS messages display after
any red CAS messages in the CAS message
window, with the most recent amber mes-
sage at the top of the amber message group.
• White (advisory) CAS messages display
after any red and/or amber CAS messages
in the CAS message window, with the most
recent white message at the top of the white
message group.
If a message changes color (due to changing severi-
ty of the condition/indication), the appropriate mas-
ter indicators will appear and the message moves
to the top of the list of the appropriate color group.
CAS Message Scrolling
WARNING SYSTEM
Figure 4-3.   CAS Scroll Buttons
At the same time, CAS-scroll buttons (one with an
up-arrow and one with a down-arrow) appear on
the soft keys at the bottom of the display, allowing
the pilot to scroll up or down through the current
list of CAS messages. When the top of the list is
visible, only the CAS down-arrow scroll button
appears among the soft keys. When the bottom of
the list is displayed, only the CAS up-arrow scroll
button appears.
CAS Message Inhibits
Many CAS messages are inhibited (prevented)
from displaying during certain phases of aircraft
operation, regardless of whether the CAS message

The CAS message window can only display 14 would otherwise be valid or not. These inhibits
4 MASTER

messages. To ensure all valid CAS messages can be
seen when appropriate, the CAS message window
uses a “scrolling list” of all the current valid CAS
messages. If more than 14 messages are valid, a
scroll bar appears on the right side of the CAS mes-
sage window (Figure 4-3). A slider in the scroll bar
indicates which portion of the list is currently vis-
ible.Red warning messages always stay at the top of
the CAS messages and are unaffected by scrolling.
Amber caution messages can run off of the display.
If an amber message scrolls off, or if there are too
many messages to display all active amber mes-
sages, the scrollbar track changes color to amber
to indicate to the pilot that an amber CAS mes-
sage is currently off the viewable portion of the
CAS window.
reduce pilot workload or prevent invalid indica-
tions during certain phases of aircraft operation.
Different CAS messages are inhibited by different
phases of aircraft operation.
There are six phases of aircraft operations that
inhibit various CAS messages:
• Engine start inhibit (ESI)
• Takeoff operational phase inhibit (TOPI)
• On ground/in flight (GROUND/ AIR)
• Landing operational phase inhibit (LOPI)
• Engine shutdown inhibit (ESDI)
• Emergency power mode (EMER)

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 CITATION MUSTANG PILOT TRAINING MANUAL
Engine Start Inhibit
When an engine is starting, the ESI for that engine
inhibits some CAS messages for that engine and
related systems. This inhibit is triggered by the full-
authority digital engine control (FADEC). Each
FADEC only inhibits messages from its side.
Takeoff Operational Phase Inhibit
The TOPI prevents messages from distracting the
flightcrew during takeoff.
TOPI becomes active when any of the following
is true:
• The aircraft transitions from on ground to in
air.
• Either indicated airspeed transitions from
less than 50 knots to more than 50 knots.
The TOPI becomes inactive when any of the fol-
lowing is true:
• The aircraft has been in the air for more than
25 seconds.
• Pressure altitude is more than 400 feet above
the field elevation. The field elevation is the
pressure altitude captured when the aircraft
transitions from on ground to in air.
• Either airspeed indication is less than 40
knots.
• Both airspeed indications are invalid.
• The TOPI has been active for more than 90
seconds.
On Ground/In Flight
Messages with the GROUND inhibit do not appear
when the aircraft is on the ground, and messages
with the AIR inhibit do not appear when the aircraft
is in flight. The inhibits are normally controlled
by squat switch indications, but if that fails then
GPS ground speed and air data computer (ADC)
are alternate sources used by the CAS for setting
these inhibits.
Landing Operational Phase Inhibit
LOPI activates when any of the following occurs:
• The aircraft transitions from in air to on
ground.
FOR TRAINING PURPOSES ONLY
• G
lobal positioning system (GPS) altitude
transitions below 400 feet above field eleva-
tion stored in the terrain database.
LOPI becomes inactive when any of the follow-
ing is true:
• The aircraft has been on the ground for more
than 25 seconds.
• Either indicated airspeed is less than 40
knots.
• Both indicated airspeeds are invalid.
• The LOPI has been active for more than 90
seconds.
• Global positioning system (GPS) altitude is
greater than 600 feet above the field eleva-
tion stored in the terrain database.
Engine Shutdown Inhibit
When either engine is shut down, or its FADEC
determines that the engine has failed, the ESDI for
that engine inhibits some CAS messages for that
engine and related systems. This inhibit is triggered
by FADEC (shutdown indication). Each FADEC
only inhibits messages from its side.
Emergency Power Mode
To prevent nuisance messages in emergency power
mode, selected messages are inhibited when the
emergency bus is powering the aircraft. Emergency
bus status occurs when:
• The battery switch is in the EMER position,
WARNING SYSTEM
and
4 MASTER
• Both generator bus input discretes have been
lost.
The left GIA and the left GEA receive power in
emergency bus mode. However, most of the sen-
sors required to indicate CAS messages are not
powered, so most messages have the EMER inhibit.
MASTER INDICATOR LIGHTS
The master indicator lights (red MASTER WARN-
ING and amber MASTER CAUTION lights)
illuminate to direct pilot attention to new CAS
messages. A MASTER WARNING and MASTER
CAUTION light is on the instrument panel above
each PFD (directly in front of the pilot and copi-
lot) (Figure 4-4). Each master indicator light has
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 CITATION MUSTANG PILOT TRAINING MANUAL

Amber MASTER CAUTION

Lights
When a new amber message appears in the CAS
window, the amber MASTER CAUTION lights
both illuminate steady.

Each MASTER CAUTION light is an integral

Figure 4-4.   Master Indicator Lights
an integral momentary-contact pushbutton switch.
Pressing the light resets the light and acknowledges
the CAS message.
NOTE
When the aircraft is first powered on, any
CAS messages that immediately appear
do not cause the master indicator lights
to illuminate. The CAS considers these
messages to be already acknowledged.
Red MASTER WARNING Lights
When a new red CAS message appears on the
MFD or PFD(s), both red MASTER WARNING
lights illuminate flashing. Illumination of the L–R
ENGINE FIRE light(s) also triggers the MASTER
WARNING lights.
Pressing either red MASTER WARNING light
closes the switch momentarily, resetting the light.
This extinguishes the MASTER WARNING light
and stops the CAS message flashing (the CAS mes-
WARNING SYSTEM
momentary-contact pushbutton switch. Pressing
either MASTER CAUTION light closes the switch
momentarily, resetting the light, which extinguish-
es. If a new amber CAS message appears in the
window, the MASTER CAUTION light illuminates
again, and continues illuminated until reset.
When a MASTER CAUTION light is reset, both
MASTER CAUTION lights extinguish, and the
flashing amber CAS message illuminates steady
until its indicated condition stops or is corrected.
If multiple amber CAS messages are flashing at the
same time, pressing a MASTER CAUTION light
once acknowledges them all; all stop flashing and
illuminate steady. If all amber CAS message prob-
lems are solved before the MASTER CAUTION
lights are reset, the MASTER CAUTION lights
automatically extinguish.
ROTARY TEST KNOB
The rotary TEST knob (Figure 4-6) is above the
copilot PFD. Positioning the knob to ANNU
causes the MASTER CAUTION lights, MAS-
TER WARNING lights, and other lights to illumi-

nate (Table 4-1). Illumination verifies only light

sage remains on until the condition that caused it emitting diodes (LEDs) lamp integrity.
4 MASTER

is corrected).

If a new red message appears in the CAS window,

the MASTER WARNING light flashes again, and
continues flashing until reset. If two or more red
CAS messages are flashing at the same time, press-
ing the MASTER WARNING light once acknowl-
edges them all at the same time.

If the condition that caused the CAS message is

corrected or stops before resetting the MASTER
WARNING lights, the CAS message and the red
MASTER WARNING lights continue to flash until
acknowledged by resetting the MASTER WARN-
ING lights. This is to ensure the important CAS
message is seen by the pilot, even if it is only indi-
Figure 4-5.   Rotary TEST Knob
cating an intermittent condition.

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 CITATION MUSTANG PILOT TRAINING MANUAL

During rotary test, audio warnings are also test-

ed and some other associated system indications
appear.

LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.

WARNING SYSTEM
4 MASTER

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Table 4-1.   ROTARY TEST INDICATIONS (AIRCRAFT CONFIGURATION AG)

POSITION INDICATIONS ILLUSTRATIONS

FIRE WARN • Red L ENGINE FIRE and R ENGINE FIRE
lights illuminate.
• MASTER WARNING lights illuminate.

LANDING • Three green gear downlock lights illuminate.

GEAR • Red gear UNLOCK light illuminates.
• Gear warning horn sounds. Alternates
between pilot and copilot speakers.

CABIN ALT • Red CABIN ALT message appears.

• Amber CABIN ALT message appears.
• MASTER WARNING/CAUTION lights illuminate.

STALL • Amber STALL WARN FAIL message appears.

• Stall warning tone sounds and alternates
between pilot and copilot speakers.
• Amber STALL WARN HTR message appears.
• White STALL WARN HI message appears.
• MASTER CAUTION lights illuminate.

FLAPS • The flap indicator on the MFD is replaced

with a red X for 3 seconds.
• Amber FLAPS FAIL message appears.
• Amber STALL WARN FAIL message appears
for 3 seconds.
• MASTER CAUTION lights illuminate.

OVERSPEED • The overspeed warning tone sounds and

alternates between pilot and copilot speakers.

ANTI SKID • Amber ANTISKID FAIL message appears for

6 seconds.
• White NO TIRE SPINDOWN message appears
WARNING SYSTEM

for 6 seconds.
• MASTER CAUTION lights illuminate.
4 MASTER

ANNU • MASTER CAUTION illuminates and cannot

be cancelled.
• MASTER WARNING illuminates and cannot
be cancelled.
• Autopilot mode control panel indicators illuminate.
• Audio panel indicators illuminate.
• Red DUMP illuminates on Cabin Dump switch.
• Test audio tone sounds.
• Amber STANDBY BATTERY DISCHARGE light
illuminates (near STBY INST switch) (aircraft
configuration AF).

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 CITATION MUSTANG PILOT TRAINING MANUAL

QUESTIONS
1. When a new red CAS message appears: 6. Red CAS messages cannot be:
A. The MASTER WARNING horn sounds A. Scrolled
B. The CAS message flashes in reverse video B. Extinguished
C. MASTER WARNING lights flash C. Reset
D. B and C D. Cancelled

2. After pressing the MASTER WARNING reset
button:
A. The MASTER WARNING lights
extinguish
B. The CAS message reverts to steady on
state
C. The MASTER WARNING horn silences
D. A and B
3. If all amber CAS messages are resolved before
the MASTER CAUTION lights are reset:
A. The MASTER CAUTION lights remain
illuminated
B. The amber CAS message remains in
reverse video
C. The MASTER CAUTION lights automati-
cally extinguish
D. The MASTER WARNING lights continue
to flash
4. If the condition that caused a red CAS mes-
sage is corrected before resetting the MAS-
7. If two or more red CAS messages post at the
same time, depressing the MASTER WARN-
ING light will:
A. Cause the MASTER WARNING light to
continue to flash for each red CAS message
posted until all have been acknowledged
B. Acknowledge them all at the same time
C. Cause the MASTER WARNING horn to
sound
D. B and C
8. If more than 14 CAS messages are posted in
the MFD display:
A. The Garmin system automatically deletes
the less critical messages
B. The MASTER WARNING lights continue
to flash
C. A scroll bar appears on the right side of
the display window
D. The MASTER CAUTION lights continue
to flash

WARNING SYSTEM
TER WARNING light:

4 MASTER
A. The MASTER WARNING horn silences
B. The CAS message reverts to steady on
state
C. The MASTER CAUTION lights continue
to flash
D. The CAS message and MASTER WARN-
ING lights continue to flash

5. When in reversionary mode, the CAS mes-

sages are displayed:
A. On the right section of the PFD or MFD
in reversionary mode
B. On the MFD only
C. On the copilot PFD only
D. On the pilot PFD only

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WARNING SYSTEM
4 MASTER

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CHAPTER 5
FUEL SYSTEM
CONTENTS
INTRODUCTION.................................................................................................................. 5-1
GENERAL................................................................................................................................5-1
FUEL STORAGE................................................................................................................... 5-2
Components..................................................................................................................... 5-2
FUEL DISTRIBUTION.......................................................................................................... 5-4
Components..................................................................................................................... 5-4
Controls and Indications.................................................................................................. 5-6
Operation......................................................................................................................... 5-7
LIMITATIONS........................................................................................................................ 5-9
EMERGENCY/ABNORMAL................................................................................................ 5-9
QUESTIONS........................................................................................................................ 5-10

5 FUEL SYSTEM

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ILLUSTRATIONS
Figure Title Page
5-1. Fuel Tank System..................................................................................................... 5-3
5-2. NACA Scoop Fuel Vent........................................................................................... 5-4
5-3. Fuel Tank Filler........................................................................................................ 5-4
5-4. Sump Drain Valves.................................................................................................. 5-4
5-5. Primary Ejector Pump............................................................................................. 5-5
5-6. Fuel Display on MFD (EICAS Normal Mode)....................................................... 5-6
5-7. Alternate Fuel Display (EICAS Reversionary Mode.............................................. 5-6
5-8. Fuel Controls........................................................................................................... 5-7
5-9. ENGINE FIRE and BOTTLE ARMED Lights....................................................... 5-7
5-10. Fuel Tank Servicing................................................................................................. 5-7
5-11. Grounding Point....................................................................................................... 5-7

TABLES
Table Title Page
5-1. FUEL SYSTEM CAPACITY.................................................................................. 5-2
5-2. CAS MESSAGES.................................................................................................... 5-9

5 FUEL SYSTEM

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CHAPTER 5
FUEL SYSTEM

INTRODUCTION
This chapter presents information on the fuel system of the Citation Mustang. Integral fuel tanks
in the left and right wing provide fuel storage. The fuel distribution system provides fuel to each
engine from the corresponding wing tank. The fuel transfer system allows fuel to be transferred
from one tank to the other. Crew alerting system (CAS) messages alert the pilot to fuel system
emergency and abnormal situations.
Information in this chapter is provided for the airframe fuel system upstream of the high-pressure
engine driven fuel pump. For description and operation of the engine fuel system, refer to Chapter
7—“Powerplant.”

GENERAL
The Citation Mustang fuel system includes two The system consists of:
5 FUEL SYSTEM

integral wing fuel tanks. Each wing tank has a pas- • Independent dual channel digital signal con-
sive capacitance type fuel quantity system. ditioner (in the left aft wing fairing)
• Five fuel probes in each wing tank
• EICAS displays

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 CITATION MUSTANG PILOT TRAINING MANUAL
At the wing tip, outboard of each main wing tank is
a smaller surge tank. This surge tank allows for fuel
expansion and venting. Located at each wing tank
root is an integral engine feed bay. Each engine
feed bay houses a primary ejector pump and an
electrically powered boost pump that provides fuel
under pressure to the respective engine. The right
side wing fuel system is identical to the left side,
except for a transfer valve in the right engine feed
bay and a fuel temperature probe in the left engine
feed bay. Switches on the lower pilot tilt panel and
CAS messages on the multifunction display (MFD)
control and indicate fuel operation and transfer.
FUEL STORAGE
COMPONENTS
Main Tank Cavity
Each main tank cavity (one in each wing, between
the forward and rear wing spars) is integral to the
wing. Holes in the main spar and ribs allow fuel
flow through the wing (Figure 5-1). Flapper valves,
attached to spar and rib holes, allow fuel flow
inboard while inhibiting flow outboard.
The left and right tanks each have a fuel capacity
of 192.5 gallons (728.7 liters) for a total combined
fuel capacity per aircraft of 385 gallons (1,457
liters). Refer to Table 5-1 for approximate volume
and weights, or refer to the Airplane flight Manual
(AFM) for current data. Due to the fuel oil heater
(Refer to Chapter 7—“Powerplant”) the Citation
Mustang fuel system does not require the use of
anti-icing additive.
Each wing tank system (left wing and right wing)
includes:
• Main tank cavity
• Engine feed bay
• Venting system
• Tank filler
5 FUEL SYSTEM
• Sump drain valve
• Scavenge pumps
• Fuel probes
• Flapper valves
5-2 FOR TRAINING PURPOSES ONLY
Table 5-1.   FUEL SYSTEM CAPACITY
STANDARD (U.S.) METRIC
Total
Capacity Weight Volume Weight Volume
Each 1,290 192.5 585 728.7
Tank pounds gallons kg liters
Both 2,580 385 1,170 1,457
Tanks pounds gallons kg liters
Fuel Gauging
The fuel system has a capacitance probe quantity
indication system that compensates for changes
in density caused by temperature variations. Each
fuel tank has five fuel quantity probes and a signal
conditioner. One of the fuel quantity probes is in
the engine feed bay and the other four extend out-
ward from the engine feed bay to the outer tip of
the fuel cell. These probes supply quantity informa-
tion (in pounds) to the signal conditioner. The fuel
quantity signal conditioners are in the wing fair-
ing. They receive the quantity measurement from
all five probes on the respective side and total the
values. The total fuel quantity is then displayed to
the pilot on the EICAS display.
Venting System
A NACA scoop under each wing is the only ven-
tilation source and allows air to enter or exit its
respective vent surge tank (Figure 5-2). A float-
controlled vent valve is connected to the vent surge
tank. When the fuel level is full enough to raise the
float, the valve closes preventing fuel from over-
flowing into the surge tank. When the fuel level is
low, the valve opens to provide venting. The surge
tank allows for fuel expansion and holds some fuel.
As the fuel level decreases a flapper valve permits
fuel to drain from the surge tank back into the main
tank. If the vent surge tank fills, another vent allows
spillage overboard through the NACA scoop. The
NACA scoop does not require anti-icing.
Tank Filler
The aircraft has one fuel tank filler assembly on the
upper surface of each wing, between the main spar
and the aileron (Figure 5-3). The filler assembly
consists of a flush type cap and a standpipe.
Revision 1.0
 SCAVENGE EJECTOR
SURGE PUMPS
VENT LINE

PAR
ARD S
FORW

FUEL
LEFT MAIN DRAIN
FUEL TANK FLAPPER
VALVE

SURGE
VENT LINE
FUEL
LEFT PROBE AR
MAIN SP
SURGE
TANK
PAR PRIMARY
ARD S ELECTRIC EJECTOR
FORW
BOOST PUMP
PUMP

AR
MAIN SP
FUEL
FILLER
CAP

OVERBOARD
VENT VALVE VENT LINE TS
REAR SPAR
REAR SPAR
CITATION MUSTANG PILOT TRAINING MANUAL

FLOW-RESTRICTOR

FOR TRAINING PURPOSES ONLY

LEGEND ORIFICE
VENT SCOOP
FUEL INSIDE TANK
FIREWALL TRANSFER FIREWALL
SHUTOFF SHUTOFF SHUTOFF
FROM ENGINE FUEL VALVE
VALVE VALVE
SYSTEM
TO ENGINE FUEL
SYSTEM TEMPERATURE
SENSOR
LOW-PRESSURE,
HIGH-VOLUME FLOW LP LP

TRANSFER PRESSURE LOW-

PRESSURE
SWITCH
VENT LINES
(TO) (FROM) (FROM) (TO)
GRAVITY SUCTION
L ENGINE FUEL SYSTEM R ENGINE FUEL SYSTEM

Figure 5-1.   Fuel Tank System

5-3
5 FUEL SYSTEM
 CITATION MUSTANG PILOT TRAINING MANUAL

Figure 5-2.   NACA Scoop Fuel Vent

Figure 5-4.   Sump Drain Valves

Engine Feed Bay

An engine feed bay is an integral part of each wing
tank. It is the lowest point in the fuel system, which
is the location for fuel pick up (in each tank) for
the fuel distribution system. Each feed bay holds
approximately 8 gallons and has four vent openings
(to ensure the bay maintains full capacity under all
flight conditions). These openings are restricted by
flapper valves that allow the fuel to freely flow into
the engine feed bay but restrict the fuel flow out of
the engine feed bay. The purpose of the engine feed
bay is to keep the boost pump and primary ejector
pump submerged even under low fuel conditions.
Figure 5-3.   Fuel Tank Filler

The standpipe is an extension from the filler cap

opening into the tank and is used as the full indica-
FUEL DISTRIBUTION
tor when refueling.
COMPONENTS
Sump Drain Valves Electric Boost Pumps
Sump drain valves are at the low point in each wing One 28 VDC boost pump is in each engine feed
where water can collect (Figure 5-4). In each wing, bay. Either boost pump can be controlled automati-
there is a sump drain in the following locations: cally or manually. Circuit protection for the boost
• Outboard of the landing gear (behind the pumps is in the aft J-box.
main spar)
• In the engine feed bay Electric boost pumps are used for:
• Between the feed bay and the main spar • Engine starting
5 FUEL SYSTEM

• Between the forward and main spars (for- • Low fuel supply pressure
ward of the feed bay) • Fuel transfer
When draining sumps, do not turn any tool in the
drain. The drain may lock open resulting in fuel
loss.

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 CITATION MUSTANG PILOT TRAINING MANUAL
Primary Ejector Pumps
The primary ejector pump is submerged in fuel in
each engine feed bay (Figure 5-5). The primary
ejector pump has no moving parts. The pump uti-
lizes a small jet of high-pressure “motive flow” fuel
(from the respective high-pressure engine driven
fuel pumps). The motive flow fuel passes through
a venturi which creates low-pressure in the ejector
pump. This low-pressure allows the ejector pump
to pull a large low-pressure flow of fuel from the
feed bay and pumps it back to the engine. Some of
the resulting flow also provides motive flow to the
scavenge ejector pumps.
Scavenge Ejector Pumps
Two scavenge ejector pumps constantly transfer
fuel from the forward and outboard areas of each
tank to its engine feed bay. This ensures the engine
feed bay is full and the primary ejector and electric
boost pump are submerged in fuel until the wing
tank is nearly empty. Each scavenge ejector pump
receives low-pressure motive flow from the same
side primary ejector pump or (when operating) the
same side electric boost pump.
Fuel Transfer Valve
The fuel transfer valve is in the right engine feed
bay. The valve is a direct-acting solenoid that
requires normal DC power, to open and with a loss
of DC power the valve fails in the closed position.
The fuel transfer valve is not powered with a loss of
both generators and the BATT switch placed in the
EMER position. Circuit protection for the transfer
valve is provided by the L and R FUEL CONTROL
circuit breaker in the aft J-box.
HIGH VOLUME
EJECTOR PUMP
FUEL
TO ENGINE
DRIVEN
FUEL PUMPS
FUEL INLET
Figure 5-5.   Primary Ejector Pump
Revision 1.0 FOR TRAINING PURPOSES ONLY
Firewall Shutoff Valves
Firewall shutoff valves for each engine are in the
respective aft wing fairing (between the wing and
fuselage). In the event of a fire, the valve shuts off
fuel flow to the respective engine on pilot com-
mand. The valve can be commanded closed by the
FADEC in the event the normal shutdown valve
fails. Circuit protection for the shutoff valves are
provided by the L FEED BUS #2 and R FEED BUS
#2 through the respective L and R FIREWALL
CUTOFF circuit breakers on the aft J-box.
Refer to Chapter 8—“Fire Protection” for more
information on the firewall shutoff valves and their
operation.
Low Fuel Pressure Switches
Pressure switches are in the engine fuel supply
lines adjacent to each engine. The switch moni-
tors fuel pressure between the engine feed bay
and the high-pressure engine-driven fuel pump.
The switches can automatically activate the elec-
tric boost pumps if the boost pump switches are in
the NORM position. The switches deactivate the
electric boost pump at 6.4 psig (maximum) and
reactivate it when the engine fuel supply pressure
drops below 4.65 psig. When fuel pressure drops
below this limit, the FUEL PRES LO L-R CAS
message appears.
Fuel Flow Transmitter
A fuel flow transmitter is on each engine fuel sup-
ply line. The transmitter sends a 0–5 volt analog
signal to the G1000 system, which translates the
signal to pounds/kilograms per hour.
HIGH PRESSURE
FUEL
MOTIVE FLOW
(FROM ENGINE
DRIVEN FUEL
PUMPS)
5 FUEL SYSTEM
FUEL IN TANK
5-5
 CITATION MUSTANG PILOT TRAINING MANUAL
CONTROLS AND INDICATIONS
Fuel Quantity Indication
Fuel quantity is displayed on the MFD “AUX”
page and in the left EICAS column on the MFD
(Figure 5-6).
Quantity can be displayed in either pounds or kilo-
grams. Fuel tank levels are displayed with a white
pointer on a white scale on the fuel display and by
green digits just below the scale. In reversionary
mode, only the digits are displayed (Figure 5-7).
Total aircraft fuel is the sum of the fuel quantities
displayed for each tank. This value is displayed
below the individual tank quantities in green digits.
Total fuel quantity is displayed in the same units
as the fuel tank levels. Invalid data is displayed by
a red X or white dashes.
Figure 5-6.   Fuel Display on MFD
(EICAS Normal Mode)
Figure 5-7.   Alternate Fuel Display
5 FUEL SYSTEM
(EICAS Reversionary Mode
5-6 FOR TRAINING PURPOSES ONLY
Fuel Flow Indication
Fuel flow is displayed digitally below the total
fuel display. The digits are green and are displayed
in pounds per hour (PPH) or kilograms per hour
(KGH). Invalid data displays as a red X.
Fuel Temperature Indication
The fuel temperature probe is inside the left engine
feed bay. The fuel temperature appears at the bot-
tom of the fuel display window as green digits in
Celsius (see Figure 5-6). If invalid data is received,
a red X is displayed. The temperature displayed
is invalid if below –70°C (–94°F) or above 99°C
(210°F).
FUEL BOOST Switches
The FUEL BOOST switches are on the lower
instrument tilt panel (Figure 5-8). Each switch (L
and R) has three positions; ON, OFF, and NORM.
The switches manually control the respective boost
pumps in the ON and OFF positions. In the NORM
position, boost pump operation is automatically
controlled. The FUEL BOOST L-R or FUEL
BOOST L-R CAS message indicates the boost
pump is on and operating.
FUEL TRANSFER Selector Knob
A FUEL TRANSFER selector knob on the lower
left instrument tilt panel controls the fuel transfer
valve (Figure 5-8). With the FUEL BOOST switch-
es in the NORM position, the FUEL TRANSFER
selector knob also commands the boost pumps
ON or OFF.
The FUEL TRANSFER selector knob has three
positions; L TANK, OFF, and R TANK. When the
selector is placed in the L TANK or R TANK posi-
tion, it energizes the fuel transfer valve open and
(with the boost pump switches in NORM) ener-
gizes the fuel boost pump on the supply side. This
allows fuel to be picked up by the boost pump on
the supply side engine feed bay and transfer it to
the opposite engine feed bay. The transferred fuel
comes out through the inoperative boost pump in
the receiving engine feed bay. Fuel is transferred
at approximately 10 ppm (4.5 kg per minute). Rate
varies with engine(s) fuel flow.
Revision 1.0
 CITATION MUSTANG PILOT TRAINING MANUAL

OPERATION
Fuel Servicing
Fuel servicing includes procedures necessary for
fueling and procedures used to check the fuel for
contamination or condensation. The fuel is serviced
through the flush type cap on the outboard section
of either wing (Figure 5-10).

Figure 5-8.   Fuel Controls

ENGINE FIRE Light

In the event of an engine fire, the fire detector in
the engine compartment illuminates the red L or
R ENGINE FIRE lights (Figure 5-9). Pushing the Figure 5-10.   Fuel Tank Servicing
light (which has an integral pushbutton switch)
closes the corresponding firewall shutoff valve,
which shuts off the fuel flow to the engine and illu- Refueling
minates the F/W SHUTOFF L–R CAS message.
Refer to Chapter 8—“Fire Protection” for more Refuel in areas that permit the free movement of
information. fire equipment. Follow approved ground proce-
dures for the aircraft and the fueling equipment.
There is one approved grounding point under the
outboard end of each wing (Figure 5-11).

5 FUEL SYSTEM

Figure 5-11.   Grounding Point

Figure 5-9.   ENGINE FIRE and BOTTLE
ARMED Lights

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 CITATION MUSTANG PILOT TRAINING MANUAL
Refuel to the bottom of the standpipe to achieve
maximum use for flight planning. If the fuel tank
is filled above the bottom of the standpipe, there
may not be room for expansion which can result
in fuel spillage through the fuel vent.
Approved fuels and additives for operation of the
aircraft are listed in the “Limitations” section of the
AFM. Use of avgas is not approved.
Defueling
Defueling must be performed as a maintenance
function.
Fuel Distribution
During normal operation of the fuel system, the
L and R FUEL BOOST pump switches are in the
NORM position. In this position, each boost pump
operates automatically:
uring engine start— FUEL BOOST L–R
• D
CAS message appears.
•
D uring fuel transfer operation—
FUEL TRANSFER and FUEL BOOST
L–R CAS messages appear.
• W
hen low fuel pressure is sensed in the
engine fuel supply line—The FUEL PRES
LO L–R CAS message appears for a
moment, followed quickly by the FUEL
BOOST L–R CAS message. As the boost
pump increases the fuel pressure, the FUEL
PRES LO L–R CAS message extinguishes.
If the throttle is in the CUT OFF position the boost
pumps do not energize automatically in a low fuel
pressure condition, even though the FUEL BOOST
switch is in the NORM position. When the switch
is OFF, the boost pump does not operate. In the ON
position, the pump operates continuously.
With the L and R FUEL BOOST pump switch-
es in the NORM position, pressing an ENGINE
5 FUEL SYSTEM
START button energizes the corresponding fuel
boost pump. This moves fuel from the wing tank
engine feed bay on that side through the firewall
shutoff valve to the engine driven fuel pump on the
respective engine.
5-8 FOR TRAINING PURPOSES ONLY
When the engine start terminates, the boost pump
is deenergized and the FUEL BOOST L–R CAS
message disappears from the CAS window.
During normal operation, each engine is supplied
with fuel from the primary ejector pump in the
engine feed bay of each tank. The electric boost
pump (when energized automatically or by pilot
command) may augment the operation of the ejec-
tor pump.
Fuel Transfer Operation
Using the fuel transfer system, fuel is transferred
from one engine feed bay to the opposite engine
feed bay. The arrow on the FUEL TRANSFER
selector knob points to the wing tank where trans-
fer fuel is directed.
Rotating the FUEL TRANSFER selector knob
from the OFF position to the R TANK position:
• E
nergizes the left tank electric boost pump
if the FUEL BOOST switch is in the NORM
position and displays the FUEL BOOST L
CAS message.
• Energizes the fuel transfer valve open. The
FUEL TRANSFER CAS message is dis-
played. The left tank boost pump pressure
supplies fuel from the left wing tank engine
feed bay through the transfer valve and into
the right wing tank engine feed bay.
Check that the FUEL BOOST L–R CAS mes-
sage displays indicate the correct boost pump is
energized. If both boost pumps are energized, fuel
transfer does not occur. To de-energize the pump
in the non-selected tank, cycle its L or R FUEL
BOOST switch to OFF, then ON, then NORM, and
leave in NORM position.
To verify fuel transfer, monitor the fuel quantity
white tape pointer or the digital indicators (see Fig-
ure 5-12). Fuel normally transfers to the selected
tank at approximately 10 ppm (600 pph). Maxi-
mum normal fuel imbalance is 200 pounds. Maxi-
mum emergency fuel imbalance is 600 pounds.
Revision 1.0
 CITATION MUSTANG PILOT TRAINING MANUAL

To terminate fuel transfer and return the system to Table 5-2.   CAS MESSAGES
normal operation, rotate the FUEL TRANSFER
selector knob to OFF. The electric boost pump FUEL BOOST L-R
deenergizes (if the FUEL BOOST switch is in the
DESCRIPTION Indicates left and/or right low fuel pres-
NORM position), the FUEL TRANSFER CAS
sure is detected and the boost pumps
message disappears, and the fuel transfer valve
automatically turn on.
spring-loads closed.If electrical power fails during
fuel transfer operation, the fuel transfer solenoid INHIBITS EMER
valve returns to the closed position, preventing
fuel transfer. FUEL FLTR BP L-R

DESCRIPTION Engine fuel filter impending bypass

switch is closed.
LIMITATIONS INHIBITS EMER

For specific limitations, refer to the FAA-approved

FUEL LVL LO L-R
AFM.
DESCRIPTION This message indicates the fuel level is
too low.
EMERGENCY/ INHIBITS EMER

ABNORMAL FUEL PRES LO L-R

For specific information on emergency/abnormal DESCRIPTION Fuel pressure is under 4.65 psig
procedures, refer to the appropriate checklist or (decreasing) or 6.4 psig (increasing)
FAA-approved AFM. INHIBITS EMER, ESDI

FUEL BOOST L-R

DESCRIPTION Appears when the pilot commands the

fuel boost pump on (by selected the
FUEL TRANSFER knob to L TANK or R
TANK, or by sleected a FUEL BOOST
L-R switch to ON, or during engine start.
INHIBITS EMER

FUEL LO INOP L-R

DESCRIPTION Indicates the amber FUEL LVL LO L-R

CAS message is not operational and
cannot provide reliable indication of fuel
level.
INHIBITS LOPI, TOPI

FUEL TRANSFER
5 FUEL SYSTEM

DESCRIPTION Indicates the fuel transfer valve is open.

INHIBITS EMER

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 CITATION MUSTANG PILOT TRAINING MANUAL
QUESTIONS
1. With the FUEL FLTR BP L message in the
CAS window displayed, the best answer would
be to:
A. Land as soon as practical
B. Transfer fuel to the effected engine
C. Primary Ejector pump—AUX
D. Auxiliary Ejector pump—STANDBY
2. The FUEL BOOST L CAS message indicates
that:
A. The left fuel boost pump is operating
because the fuel boost switch was placed
to the ON position
B. The primary ejector pump is operating
C. The engine-driven high-pressure pump is
not operating or has failed
D. The left fuel boost pump is automatically
operating because of low fuel pressure
3. If the F/W SHUTOFF R message in the CAS
window posts when the throttle is moved to
CUTOFF, this indicates that:
A. The primary ejector pump is inoperative
B. A malfunction of the normal shutdown
system has occurred
C. The electric boost pump is inoperative
D. The transfer valve is closed
4. The FUEL TRANSFER message in the CAS
window posts:
A. During fuel transfer operations
B. When the primary flapper valves are open
C. When the primary ejector flow control
valve is open
D. When the FUEL LVL LO message is dis-
played in the CAS window
5. With the FUEL LO INOP L message in the
CAS window posted:
5 FUEL SYSTEM
A. The left boost pump has failed
B. The fuel quantity signal conditioner is
unable to determine the fuel low level
C. The fuel quantity is 170 pounds or less
D. The primary check valve has failed
5-10 FOR TRAINING PURPOSES ONLY
6. The correct statement is:
A. The FUEL BOOST pump switches must
be ON for engine start
B. With both FUEL BOOST pump switches
on, fuel can be transferred
C. The fuel boost pump automatically ener-
gizes anytime the FUEL BOOST switches
are in NORM and the START button is
depressed, FUEL TRANSFER is selected,
or low-pressure is sensed in the engine
supply line
D. All of the above are correct
7. After engine start, the fuel boost pump is deen-
ergized by:
A. The FUEL BOOST pump switch
B. Start circuit termination
C. Discontinuing fuel transfer
D. A time-delay relay
8. To verify that fuel transfer occurs, it is neces-
sary to:
A. Monitor the fuel quantity indicators for
appropriate quantity changes
B. Observe that only the white FUEL
TRANSFER annunciator illuminates
C. Ensure that both white FUEL BOOST ON
annunciators illuminate
D. Ensure that the FUEL BOOST pump
switch for the tank being fed illuminates
9. With the FUEL BOOST switches in the
NORM position and fuel transfer is com-
manded by placing the FUEL TRANSFER
selector knob to the LEFT position, what are
the indications:
A. Only a FUEL TRANSFER CAS message
B. FUEL TRANSFER and FUEL BOOST
R CAS messages
C. FUEL TRANSFER and FUEL BOOST
L CAS messages
D. FUEL TRANSFER and FUEL BOOST
L CAS messages
Revision 1.0
 CITATION MUSTANG PILOT TRAINING MANUAL

10. Operation of the primary ejector pump directly

depends upon:
A. DC electrical power
B. High-pressure fuel from the engine-driven
fuel pump (motive flow)
C. AC electrical power supplied by the No. 1
or No. 2 inverter
D. Flow from the transfer ejector pump

11. If the engine-driven fuel pump fails:

A. The primary ejector pump also fails, but
the boost pump energizes by low-pressure
and sustains the engine
B. The engine flames out
C. The transfer ejector pump also is
inoperative
D. Right or left FUEL TRANSFER must be
selected to obtain high-pressure motive
flow from the opposite engine

12. The emergency asymmetric fuel differential

is:
A. 600 pounds
B. 400 pounds
C. 1,000 pounds
D. 200 pounds

13. Fuel is transferred at a rate of approximately:

A. 50 pounds/minute
B. 40 pounds/hour
C. 10 pounds/minute
D. 10 gallons/hour

5 FUEL SYSTEM

FOR TRAINING PURPOSES ONLY 5-11

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5 FUEL SYSTEM

5-12 FOR TRAINING PURPOSES ONLY

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POWER SYSTEM
6   AUXILIARY
The information normally contained in this chapter
is not applicable to this aircraft.

FOR TRAINING PURPOSES ONLY 6-i

 CITATION MUSTANG PILOT TRAINING MANUAL
POWER SYSTEM
6   AUXILIARY

LEFT INTENTIONALLY BLANK

6-ii FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 7
POWERPLANT
CONTENTS
INTRODUCTION.................................................................................................................. 7-1
GENERAL................................................................................................................................7-1

7 POWERPLANT
DESCRIPTION....................................................................................................................... 7-2
Turbofan Engine Basics................................................................................................... 7-3
COMPONENTS..................................................................................................................... 7-4
Engine Systems and Accessories..................................................................................... 7-4
Nacelles And Covers....................................................................................................... 7-5
Engine Systems............................................................................................................... 7-5
Oil System....................................................................................................................... 7-7
CONTROLS AND INDICATIONS...................................................................................... 7-11
FADEC.......................................................................................................................... 7-11
FADEC Reset Switch.................................................................................................... 7-11
THROTTLES................................................................................................................ 7-12
L AND R IGNITION Switches..................................................................................... 7-12
ENGINE START Switches........................................................................................... 7-13
ENGINE SYNC Switch................................................................................................ 7-13
Engine Indicating and Crew Alerting System............................................................... 7-13
N1% Window................................................................................................................. 7-15
N1% RPM...................................................................................................................... 7-15
ITT and Ignition Window.............................................................................................. 7-16
Oil Pressure (PSI) and Temperature (°C) Indications................................................... 7-16

FOR TRAINING PURPOSES ONLY 7-i

 CITATION MUSTANG PILOT TRAINING MANUAL

OPERATION........................................................................................................................ 7-17
Preflight......................................................................................................................... 7-17
START........................................................................................................................... 7-18
Ground Operation.......................................................................................................... 7-18
Flight Operations........................................................................................................... 7-18
7 POWERPLANT

LIMITATIONS...................................................................................................................... 7-19
EMERGENCY/ABNORMAL.............................................................................................. 7-19
QUESTIONS........................................................................................................................ 7-20

7-ii FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
7-1. Mustang Engine Mounting...................................................................................... 7-2
7-2. Engine Stations........................................................................................................ 7-2
7-3. Engine Schematic/Cutaway..................................................................................... 7-3
7-4. Turbofan Engine Basics........................................................................................... 7-4

7 POWERPLANT
7-5. Turbofan Engine Basics........................................................................................... 7-5
7-6. Oil Servicing Panel.................................................................................................. 7-5
7-7. Ignition System (Left Engine Battery Start............................................................. 7-6
7-8. Engine Fuel System................................................................................................. 7-8
7-9. Oil System Schematic.............................................................................................. 7-9
7-10. Oil System............................................................................................................. 7-10
7-11. Oil Filler Port and Sight Glass Gauge................................................................... 7-10
7-12. Oil Filter Bypass Indicator..................................................................................... 7-10
7-13. FADEC/Avionics Interface.................................................................................... 7-11
7-14. FADEC Switch...................................................................................................... 7-12
7-15. Throttle Quadrant.................................................................................................. 7-12
7-16. ENGINE START and IGNITION Switches.......................................................... 7-13
7-17. ENGINE SYNC Switch......................................................................................... 7-13
7-18. EICAS Display on MFD........................................................................................ 7-13
7-19. EICAS Reversionary Display on PFD................................................................... 7-14
7-20. EICAS Analog Markings....................................................................................... 7-14
7-21. EICAS Display - Invalid Data............................................................................... 7-14
7-22. N1% Window......................................................................................................... 7-15
7-23. ITT and Ignition Window...................................................................................... 7-16
7-24. N2% Window......................................................................................................... 7-16
7-25. Oil Pressure and Temperature Window (Normal).................................................. 7-17
7-26. Oil Pressure and Temperature Window (Reversionary)......................................... 7-17

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7 POWERPLANT

INTENTIONALLY LEFT BLANK

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TABLES
Table Title Page
7-1. TARGET N1 BUG................................................................................................. 7-15
7-2. CAS MESSAGES.................................................................................................. 7-19

7 POWERPLANT

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INTENTIONALLY LEFT BLANK

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 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 7
POWERPLANT

7 POWERPLANT
INTRODUCTION
This chapter describes the Citation Mustang powerplants, including the engines and their subsys-
tems. The Mustang is powered by two turbofan engines. Each powerplant includes ignition, oil,
and fuel systems. This chapter also describes powerplant controls and indicating systems.

GENERAL
The Mustang is powered by two Pratt & Whitney
PW615F turbofan engines (Figure 7-1). Each Mus-
tang powerplant installation includes a fuel meter-
ing unit (FMU), an accessory gear box (to drive
accessories with engine power), and ports to pro-
vide bleed air for the environmental control system
(ECS) and ice-protection systems.
A remotely located dual-channel full-authority
digital engine control (FADEC) monitors and con-
trols each engine. The two FADECS are in the tail
cone on the aft pressure bulkhead. FADECs adjust
engine settings in response to pilot throttle settings,
ambient air conditions, and engine conditions to
provide optimum engine performance. A dual-
coil, permanent-magnet alternator (integral to the
FMU) powers each engine FADEC when normal
DC power is not available.
Each powerplant includes ignition, fuel, and oil
systems. Engine indications are integrated into the
G1000 electronic cockpit displays. This chapter
includes information on normal engine operations
(including starting, ground operation, and flight),
powerplant limitations, and emergency/abnormal
procedures.

FOR TRAINING PURPOSES ONLY 7-1

 CITATION MUSTANG PILOT TRAINING MANUAL

Fire detection and extinguishing systems for the

powerplant are described in Chapter 8—“Fire
Protection.”

DESCRIPTION
Two Pratt & Whitney PW615F turbofan engines are
in nacelles mounted on pylons on each side of the
tail cone. Each engine is flat-rated at 1,460 pounds
7 POWERPLANT

of maximum continuous thrust (sea level static,

standard day). Engine station numbers are assigned
at particular points to locate various components
and functions, usually relating to air temperature
and pressure (Figure 7-2).

The PW615F is a twin-spool, counter-rotating tur-

bofan engine (the N1 spool and N2 spool rotate in
opposite directions). It has a single-stage, low-pres-
sure axial turbine that directly drives a single-stage,
high-efficiency fan. A single-stage, high-pressure
axial turbine drives a single-stage, mixed-flow
compressor and a single-stage centrifugal compres-
sor (Figure 7-3).
Figure 7-1.   Mustang Engine Mounting

1 2 3 4 5 6
STATIC DYNAMIC COMPRESSED TURBINE INLET TURBINE OUTLET EXHAUST

LEGEND
INDUCTION AIR

AXIAL COMPRESSOR

CENTRIFUGAL COMPRESSION AIR

COMBUSTION CHAMBER

TURBINE AIR

EXHAUST AIR

Figure 7-2.   Engine Stations

7-2 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL
Figure 7-3.   Engine Schematic/Cutaway
TURBOFAN ENGINE BASICS
Turbofan engines provide thrust from two sources:
the fan and the high-speed engine exhaust. The fan
provides thrust like a propeller, pulling air into the
fan and pushing it aft. The mass of exhaust exit-
ing aft from the engine at high speed and pressure
creates an equal reaction, pushing the engine (and
the airplane) in the opposite direction (forward).
The core of the engine operates a continuous
sequence of air intake, air compression, fuel/air
mixture combustion, and exhaust. The exhaust
turns turbines that provide torque to the fan and
continuous air compression for the engine core.
The compressed air is mixed with fuel and ignited,
resulting in rapid expansion. The exhaust then exits
the engine at high speed to provide the additional
thrust (Figure 7-4).
Intake and Compression
The spinning fan pulls ambient air into the engine
inlet and sends some of it through the fan bypass
duct for direct thrust. The fan also pushes air into
the compressor section, where the axial-flow and
centrifugal-flow compressors compress the incom-
ing air to a very high pressure and temperature.
Revision 1.0 FOR TRAINING PURPOSES ONLY
7 POWERPLANT
Combustion
The compressed air enters the combustion chamber
where it is mixed with fuel and ignited. At engine
start, electric ignitors create sparks that ignite the
mixture. After each engine start, the flame in the
combustion chamber continues burning as long
as fuel and air are supplied. The burning fuel/air
mixture creates hot, high-pressure exhaust, which
expands rapidly and moves aft through the engine.
Exhaust
As the hot, high-pressure exhaust moves aft through
the engine, it turns the high-pressure turbine. The
high-pressure turbine is connected to the compres-
sors through a short, hollow shaft. The high-pres-
sure rotors (turbine, shaft, and compressors) are
referred to as the “high-pressure (HP) spool.” Its
rate of rotation is referred to as “N2 rpm” or sim-
ply “N2.” N2 rotation keeps the airflow entering
the engine and maintains the intake/compression/
combustion/exhaust cycle.
A thermocouple harness at engine Station 6 mea-
sures exhaust stream temperature. This informa-
tion is processed by the FADEC and converted to
an equivalent interstage turbine temperature (ITT)
for use by the pilot.
7-3
 CITATION MUSTANG PILOT TRAINING MANUAL

HIGH-PRESSURE COMPRESSOR
LOW-PRESSURE COMPRESSOR
FAN BYPASS DUCT (CENTRIFUGAL-FLOW, SINGLE-STAGE)
MIXED-FLOW ROTOR HIGH-PRESSURE
TURBINE
7 POWERPLANT

FAN LOW-PRESSURE
COMBUSTION CHAMBER TURBINE

LEGEND
AMBIENT-AIR AND FAN-BYPASS AIR BURNING FUEL
LOW-PRESSURE COMPRESSED AIR HOT, SLOW, HIGH-PRESSURE EXHAUST
HIGH-PRESSURE COMPRESSED AIR HOT, FAST, LOW-PRESSURE EXHAUST

Figure 7-4.   Turbofan Engine Basics

After exiting the HP turbine, the exhaust (now

at lower pressure and temperature, but at higher
speed) continues through the low pressure (LP)
turbine, turning it. The LP turbine turns a long, nar-
row, inner shaft (which passes through the hollow
HP spool) to directly drive the fan. The LP rotors
(LP turbine, inner shaft, and fan) are referred to as
the “LP spool.” Its rate of rotation is referred to as
“N1 rpm” or simply “N1.”
The exhaust loses some heat as it turns the turbines,
and then mixes with the fan bypass air before exit-
ing aft through the engine exhaust nozzle. As the
engine moves the exhaust aft and out, it produces
jet propulsion thrust. Jet propulsion thrust and
fan bypass thrust combine to produce total engine
thrust.
COMPONENTS
ENGINE SYSTEMS AND
ACCESSORIES
On the bottom of the engine is an accessory gear-
box (AGB) with an integral oil reservoir, pump,
and mechanical power connections for engine-
driven accessories. The AGB is driven by the HP
spool (N2) through a gear-driven shaft. The AGB
drives the engine fuel pump and its associated alter-
nator. The AGB also connects the starter-generator
to the engine.
Two ports on the outside of the front bypass duct
allow for “bleed off” of HP P3 air. This air is used
in conjunction with the environmental and ice-
protection systems.

To prevent engine surge, a bleed valve actuator

(BVA) controls pressure in the compressor section
of the engine. Compressor surge is managed by
bleeding off pressure as required during the differ-

7-4 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

ent phases of operation to the fan bypass duct. This

process is controlled by the FADEC throughout the
engine operating envelope.

NACELLES AND COVERS

The engine nacelles (cowlings) are aluminum and
consist of the inlet, upper, and lower nacelle doors, VISUAL
and the aft nacelle assembly. The leading edge of INSPECTION
the inlet is heated with engine bleed air for anti- HOLE

7 POWERPLANT
icing purposes (see Figure 7-1).

CAUTION
When engine anti-ice is operated, and
for some time after, the nacelle leading
edge and starter-generator cooling inlet
may be extremely hot and cause burns Figure 7-6.   Oil Servicing Panel
to skin. Avoid direct contact.
Engine contamination is possible from many sourc-
The upper and lower nacelle doors are attached es and may cause engine damage. These sources
using quarter-turn fasteners, which allow for quick include:
access to the engines for maintenance or inspec- • Hail
tion (Figure 7-5).
• Condensation and freezing
• Salt water spray
• Blowing sand
• Dirt, dust, or volcanic ash
• Birds
• Insects
• Leaves
• Other debris
To prevent contamination of the engine on the
ground when the engines are off, engine covers
are provided for the inlet and exhaust ports of each
Figure 7-5.   Turbofan Engine Basics engine.

On the lower outboard side of each of the lower

nacelles is an oil door, which provides the crew
with easy access to the oil level sight glass (Fig-
ure 7-6).
A spring-loaded closed door is provided on each
lower nacelle (outboard on the right nacelle and
inboard on the left nacelle), allowing for a visual
inspection of the oil filter bypass indicator.
ENGINE SYSTEMS
Ignition System
Each engine has dual ignitors, which produce
sparks to ignite fuel in the engine combustion
chambers. They are powered by exciter boxes and
controlled by the FADEC. Ignitors are normally
only operated during starting (Figure 7-7).

FOR TRAINING PURPOSES ONLY 7-5

 CITATION MUSTANG PILOT TRAINING MANUAL
7 POWERPLANT

EXCITER BOX EXCITER BOX

L IGNITION NO. 1 L IGNITION NO. 2 R IGNITION NO. 1 R IGNITION NO. 2

SSR SSR SSR SSR
7.5 7.5 7.5 7.5

LH IGN LH IGN RH IGN RH IGN

SSR NO. 1 L ENG L ENG SSR NO. 2 SSR NO. 1 R ENG R ENG SSR NO. 2
(AFT J-BOX) FADEC FADEC (AFT J-BOX) (AFT J-BOX) FADEC FADEC (AFT J-BOX)
A B A B

LEGEND
NORMAL DC POWER
HIGH-ENERGY IGNITION

Figure 7-7.   Ignition System (Left Engine Battery Start

7-6 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL
Engine start is initiated when the pilot presses and
releases the respective engine start button, then
immediately thereafter advances the same side
throttle into idle. Once the correct N2 is reached,
the FADEC commands the light-off fuel flow and
both ignitors on. When an adequate rise in ITT is
detected, the ignitors are automatically powered off
by the FADEC.
The FADECs also command the ignitors on and off
during an autorelight situation. Pilot control of the
ignitors consists of two options: normal and on. In
normal mode, the FADECs command the ignitors
on and off as required.
For the autorelight feature, the FADEC monitors
fuel flow and N2 speed. If an uncommanded drop
in N2 rpm lasts for more than 0.25 seconds, the
FADEC activates the ignitors. Once a positive
engine acceleration and adequate rise in ITT are
detected, the ignitors are turned off by the FADEC.
Along with fuel flow, the ignitors are commanded
off by the FADEC when the throttles are put into
the CUT OFF position.
Engine Fuel System
The engine fuel system consists of the fuel system
components between the firewall shutoff valves
and the engine. An FMU, under the direction of
the FADEC, regulates the fuel flow to the engines
(Figure 7-8). The FMU also provides high pressure
motive fuel flow to the fuel tank ejector pump sys-
tem (refer to Chapter 5—“Fuel System”) and the
fuel pressure is relayed to the FADEC which con-
trols the bleed valve actuator (BVA).
Bleed Valve Actuator (BVA)
The BVA allows for surge free operation of the
engine. The BVA is pneumatically operated and is
controlled electrically by the FADEC. The valve
relieves excess compressed air that the centrifugal
compressor cannot use at various power settings.
Fuel/Oil Heat Exchanger
A fuel/oil heat exchanger (FOHE) is also part of
the FMU assembly. The heat exchanger transfers
heat from the hot engine oil to the cooler incoming
fuel. This cools engine oil to improve lubrication
and warms the fuel to prevent ice formation from
water in the fuel system.
Revision 1.0 FOR TRAINING PURPOSES ONLY
Fuel Filter and Bypass
The engine fuel system includes a fuel filter and
a bypass valve, which allows fuel to continue to
the engine in the event of a clogged filter. Before
the bypass valve opens, a pressure sensor sends
a signal to the cockpit, alerting the pilot to an
impending bypass situation. This may indicate fuel
contamination.
7 POWERPLANT
Emergency Fuel Shutoff Valve
The FMU incorporates an emergency fuel shutoff
valve that is automatically actuated closed in the
event of aft N1 shaft movement. This feature pre-
vents N1 overspeed in the event of shaft separa-
tion by mechanically closing the emergency fuel
shutoff valve.
Permanent Magnet Alternator
The FMU also has a dual-coil permanent magnet
alternator (PMA) that is integral to the FMU and
is driven by the fuel pump drive shaft. It has a sin-
gle rotor, with dual coils for dual output of elec-
trical power. Under normal operating conditions,
power is provided either from DC power by the
aircraft electrical system or the PMA (whichever
source is providing the greatest voltage). If normal
DC power is not available, the PMA provides AC
electrical power to the FADEC during all phases
of operation.
OIL SYSTEM
The oil system provides cooling and lubrication
of the engine bearings and the accessory section
(Figure 7-9).
Approved Oils
Check the current list of engine oils in the “Limi-
tations” section of the Airplane Flight Manual
(AFM). Mixing approved oils is permissible if they
are from the same brand but is not recommended
except in emergency situations. Refer to the AFM
for specific procedures.
7-7
 7 POWERPLANT

THROTTLE

7-8
L FUEL TANK R FUEL TANK
(FROM) (TO) (TO) (FROM)

FIREWALL
SHUTOFF
VALVE

LOW-PRESSURE
TWO-STAGE SWITCH
FUEL PUMP

FUEL/OIL HEAT
OIL OUT LP
EXCHANGER

LOW-PRESSURE
FUEL ENGINE PUMP
FILTER
OIL IN HIGH-PRESSURE
FUEL ENGINE PUMP
BYPASS INTEGRATED FUEL
METERING AND FUEL
PUMP UNIT
CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

A
FMU
B
FADEC
EMERGENCY TORQUE
SHUTOFF MOTOR
VALVE
(ESOV) FUEL FLOW
TRANSMITTER
LEGEND
FROM FUEL TANK

TO FUEL TANK TO PRIMARY TO SECONDARY

MANIFOLD AND MANIFOLD AND
NOZZLES NOZZLES

Figure 7-8.   Engine Fuel System

 STRAINER

STRAINER
STRAINER

NO. 1 BRG NO. 2 BRG NO. 3 BRG NO. 4 BRG #5 BRG

NO. 5 SCAVENGE
PUMP

TO ENGINE
EXHAUST

ACCESSORY GEAR AIR/OIL

BOX SCAVENGE SEPARATOR
PUMP
ACCESSORY
GEAR
BOX

STRAINER CHIP OIL TANK

CITATION MUSTANG PILOT TRAINING MANUAL

COLLECTOR

FOR TRAINING PURPOSES ONLY

MAIN OIL STRAINER
TEMPERATURE MAIN OIL
MAIN OIL
RESTRICTOR PUMP
FILTER

LEGEND
ENGINE-DRIVEN PUMP FUEL/OIL
PRESSURE HEAT
MAIN OIL PAV/CSV
EXCHANGER
SCAVENGE OIL PRESSURE
IMPENDING BYPASS BYPASS
EXHAUST AIR POP-UP INDICATOR

FUEL

Figure 7-9.   Oil System Schematic

7-9
7 POWERPLANT
 CITATION MUSTANG PILOT TRAINING MANUAL

NOTE
Maximum oil consumption is 1 U.S.
quart per 13.5-hour period.

Components
Oil Tank
The oil reservoir is an integral part of the AGB.
7 POWERPLANT

Total capacity is 5.12 quarts (4.85 liters) (Figure

7-10).

Figure 7-11.   Oil Filler Port and

Sight Glass Gauge

Oil Cooling
The oil cooler is an oil-to-fuel heat exchanger. It
uses output fuel from the low-pressure side of the
engine-driven fuel pump to cool engine oil. Fuel
is heated in the process so that ice does not form
in the fuel (see Figure 7-9).

Oil Filter
AGB WITH OIL TANK OIL FILTER
BYPASS INDICATOR The oil filter is a disposable cartridge that removes
solid contaminants. It has bypass capability; how-
Figure 7-10.   Oil System ever, there is no cockpit indication that the oil filter
is bypassed. If the filter is approaching bypass, a
The engines include a sight glass with MAX and poppet valve opens, pushing a mechanical indica-
MIN marks, and a sight-glass access door to make tor out from the valve to indicate that the filter is
it more convenient to check the sight gauge oil level approaching bypass (Figure 7-12). This oil filter
(see Figure 7-6). It has a filler port for servicing bypass indicator is checked during preflight and
(Figure 7-11). The oil volume between MAX and postflight inspection.
MIN is approximately 0.4 quarts. Do not fill above
the MAX mark. After servicing the engine, ensure
the engine oil cap is correctly installed and the
doors secured. The engine is equipped with a check
valve feature to ensure that oil loss is prevented if
the cap is not installed or is improperly installed.

Oil Pump
An engine-driven oil pump on the forward side of
the AGB pressures oil throughout the engine to pro-
vide for lubrication and cooling. Strategically locat-
ed engine-driven scavenge pumps collect oil from
the extremities and serves to return oil to the tank.
Figure 7-12.   Oil Filter Bypass Indicator

7-10 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL
Starter-Generators
On each engine, a 28-VDC starter-generator is
attached to the AGB. To start the engines, the starter
uses power from a ground power unit, the aircraft
battery, or the opposite side generator.
After the ENGINE START switches are pressed
and as the engine exceeds approximately 40% N2,
the starter-generator transitions to operate as a
generator. For details on starter-generators, refer
to Chapter 2—“Electrical System.”
CONTROLS AND
INDICATIONS
FADEC
Each engine is controlled and monitored by its own
dual-channel FADEC (Figure 7-13). The FADECs
are in the tail cone on the aft pressure bulkhead,
outside the engine-rotor noncontainment zone.
The FADECs are the interface between the engines
and pilot throttle control. Additionally, the FADECs
are the main source of engine data for cockpit
indications. Each FADEC receives signals directly
from the engine and communicates through two
channels. The Garmin interface adapter (GIA) 1
receives the output from FADEC channel A and
GIA 2 from FADEC channel B.
The FADEC controls the engine power settings
using inputs from the engine sensors, aircraft
sensors, and pilot-selected throttle position. The
FADECs analyze pilot demands, environmental
conditions, and engine operating limits.
GIA 1 GIA 2
429
429
429
A LH FADEC B A RH FADEC
ENGINE 1 ENGINE 2
Figure 7-13.   FADEC/Avionics Interface
Revision 1.0 FOR TRAINING PURPOSES ONLY
It then uses these parameters to schedule fuel flow
to the engines (through the FMU) as necessary to
provide the thrust level selected by the pilot with
the throttles (see Figure 7-8).The FADECs moni-
tor rotor speed and ITT, and can schedule fuel to
prevent engine damage. During any engine ground
start or air restart, the pilot is responsible for moni-
toring ITT.
Depending on pilot settings of ignition switches
7 POWERPLANT
and engine synchronization, FADEC may also con-
trol ignition and engine synchronization.
The FADEC channel in control is alternated during
each successive engine start. As the engine reaches
idle speed on every ground start, the channel in
control is switched in order to ensure both FADEC
channels are capable of engine control. This also
allows the FADEC to check for faults that can only
be detected when the FADEC channel is in control.
The FADEC does not switch the channel in control
during in-flight start attempts.
Normal DC power is provided to each FADEC
and is available for engine starting and all engine
operation. After engine start, if normal DC power
becomes unavailable, the engine-driven PMA pro-
vides AC electrical power to the FADEC. The air-
craft electrical system does not supply electrical
power to the FADEC when using the emergency
bus.
Air data computer (ADC) data is provided to the
FADEC in order to allow the FADEC to determine
when a stabilized flight condition is established so
a signal can be set telling the avionics package to
record engine trend monitoring data.
The only direct communication between the left
and right FADEC is for engine synchronization
and fault detection.
FADEC RESET SWITCH
429
The FADEC RESET switch is on the bottom of
the pilot tilt panel below the control yoke. It allows
B FADEC faults to be reset. After FADEC reset, if
the fault is still present, the ENG CTRL SYS
CAS message remains displayed. To reset the left
engine FADEC, push the switch momentarily to the
RESET L position. Push the opposite direction to
reset the right engine FADEC (Figure 7-14).
7-11
 CITATION MUSTANG PILOT TRAINING MANUAL
7 POWERPLANT
Figure 7-14.   FADEC Switch
THROTTLES
One throttle for each engine is in the cockpit. The
two throttles are on the throttle quadrant, and are
labeled “L THROTTLE” and “R THROTTLE” out-
board of their respective tracks (Figure 7-15). Each
throttle controls a dual-coil position sensor, which
sends pilot commands to the FADEC.
Each throttle has detents at five thrust-level
positions:
• TO (takeoff power)—Commands maximum
takeoff power and is intended for brief use
at takeoff only.
• CLB (climb power)—Commands maximum
climb power and is mainly intended for use
during climb to cruising altitude.
• CRU (maximum cruise power)—Com-
mands maximum cruise power and is mainly
intended for use during normal cruise.
• IDLE (normal engine idle)—Commands
minimum safe continuous power and is
mostly used for descent, landing, and sta-
tionary ground operations. Varies depending
on aircraft on the ground,in flight, or with
engine anti-ice turned on.
• CUT OFF (engine cutoff)—Commands
engine shutdown (fuel cut-off and ignitors
off).
Refer to the AFM for specific, current guidance on
the use of these settings.
The pilot can position the throttles at any detent, or
at any position between the IDLE and CRU detents.
When the throttle is not in a detent, FADEC esti-
mates the intended thrust level based on throttle
position and adjusts the engine accordingly.
7-12 FOR TRAINING PURPOSES ONLY
Figure 7-15.   Throttle Quadrant
A barrier (gate) between the IDLE and CUT OFF
detents prevents accidental engine cutoff and pro-
tects against accidental throttle advance out of
CUT OFF. To move a throttle above or below the
gate, use one finger to pull up the spring-loaded
slide latch (triggers) under the throttle handle and
hold the slide latch up while using the rest of the
hand to move the throttle over the gate. When the
throttle is over the gate, release the slide latch, and
verify the throttle is full aft (on the IDLE detent).
On the outboard side of each throttle handle, a
large slide switch controls the speedbrakes, and
a small GO AROUND pushbutton switch dis-
connects the autopilot and sets the flight director
for a go-around. Refer to Chapter 15—“Flight
Controls” for details on speedbrakes, and refer
to Chapter 16—“Avionics” for details on the GO
AROUND switch.
L AND R IGNITION SWITCHES
The L and R IGNITION switches are on the lower
instrument panel, left of the pilot control wheel.
Each switch has two positions: ON and NORM
(Figure 7-16). In the NORM position, ignition
is controlled by the respective engine FADEC,
which automatically energizes ignitors as neces-
sary. FADECs energize ignitors during engine start,
or if the FADEC detects flameout and activates
autorelight. In the ON position, the ignitors oper-
ate continuously.
 CITATION MUSTANG PILOT TRAINING MANUAL
Figure 7-16.   ENGINE START and
IGNITION Switches
ENGINE START SWITCHES
ENGINE START switches are grouped on the
tilt panel, left of the pilot control wheel. Each is
a lighted pushbutton switch. These include the L
and R ENGINE START switches and the DISENG
switch. Each pushbutton switch is a momentary-
contact switch (Figure 7-16):
• L
and R ENGINE START switches—When
the engines are not running, the L and R
ENGINE START switches control the cor-
responding engine starters. Pressing either
switch energizes the corresponding engine
starter. Refer to Chapter 2—“Electrical
Systems” for details on these switches and
engine-start operations.
• D
ISENG switch—The DISENG switch
(starter-disengage switch) opens the start
relay. This may be required if a starter con-
tinues to operate too long, or when the
engine has reached too high a speed with-
out the starter automatically disengaging.
ENGINE SYNC SWITCH
The ENGINE SYNC switch is on the throttle quad-
rant, to the right of the CUT OFF position of the
right engine throttle (Figure 7-17).
Figure 7-17.   ENGINE SYNC Switch
FOR TRAINING PURPOSES ONLY
The switch enables or disables the engine syn-
chronization capability of the FADECs. It has two
positions: NORM and OFF. In the OFF position,
engine synchronization is disabled. In the NORM
position, FADECs automatically control engine
synchronization in flight when all of the following
conditions are true:
• ENGINE SYNC switch is in the NORM
position
7 POWERPLANT
• Landing gear are retracted
• Each throttle is out of the TO detent and
above the IDLE detent
• Throttle levers are within 5° of each other
• N1 references are within 5% of each other
ENGINE INDICATING AND
CREW ALERTING SYSTEM
The engine indication and crew alerting system
(EICAS) contains all indications for the powerplant
and its systems. These include continuous engine
indications and crew alerts as necessary. In normal
EICAS display mode, these indications are in two
columns on the left side of the G1000 multifunc-
tion display (MFD) (Figure 7-18).
Figure 7-18.   EICAS Display on MFD
Reversionary mode is selected by pressing the
red DISPLAY BACKUP button at the bottom of
either audio control panel. In this mode, most of
these indications are presented in a single-column
EICAS display. The reversionary mode EICAS
display normally is on the left side of the pilot
and/or copilot PFD. In reversionary mode, some
7-13
 CITATION MUSTANG PILOT TRAINING MANUAL

EICAS displays are simplified or eliminated, and EXCEEDANCE EXCEEDANCE

crew alerts appear in a box on the right side of the LEVEL REGION
affected display (Figure 7-19). EXCEEDANCE
REGION POINTER
(SAFE REGION)
NAV1 113.80 109.10 ITWI vtf 013° CHITO faf DIS7.1NM BRG 034° 126.700 118.200 COM1
NAV2 116.80
N1%
113.80 ICT LOC HDG AP YD VS 900FPM ASEL 121.900 125.150 COM2 MAJOR
CRU CRU HDG MISCOMP
89.5
3000 2900 IAS NO COMP
ALT NO COMP GRADUATION
100
3400 -900
90
20 20 4
80

50
140 E
V
3300
BOTH ON GPS2 SLIDER
100.1
20
46.2
130 10 10 2 (SAFE REGION) POINTER
3200
ITT°C CAS
(IN EXCEEDANCE)
11 8
120 OIL PRESS LO L
1 20
900

33
CABIN ALT
800
7 100 00 T2 HTR FAIL R
700 -900 W/S O’HEAT L
110 W/S A/I FAIL L
3000 FUEL PRES LO R
NORMAL
600
7 POWERPLANT

500
100
AP
10 10 2 ENG A/I COLD L
CABIN DOOR SLIDER
2 AFT DOOR
835
200
R
054° 2900
4
P/S HTR L
F/W SHUTOFF R (IN EXCEEDANCE) REGION
68.3 N2% 70.1 90 RF
1 HDG 043° CRS 013° SURFACE DE-ICE
SPD BRK EXTEND
OIL
40
102
PSI 134
66
M .399
RAT +6°C
5 3 6
E
BARO MIN
2900FT
29.92IN FUEL TRANSFER

FLIGHT PLAN
EXCEEDANCE
°C 3
FUEL ISA+15°C CHITO / KICT REGION
N

300 LBS 400

12

GPS TERM DTK DIS

1040 PPH 950 ILS 01L
Approach –
MINOR
33

13 °C
CHITO faf 013° 6.6NM
15

25 DC VOLTS 20 DME
105 DC AMPS 205 NAV1 RW01L map 013° 4.8NM GRADUATION
30

BATT VOLTS 27 109.10 3000FT 013° 3.3NM

S

CABIN PRESS –.–– NM

ALT FT 1400 6.8NM
W
24
21
16.5NM ICT mahp
DIFF PSI 0.8 CHITO ICT

Figure 7-20.   EICAS Analog Markings

FLAPS UP GPS NAV2 XPDR1 1200 ALT R LCL 18:11:37
METRIC DFLTS WIND DME BRG1 CDI ADF/DME BRG2 IDENT STD BARO BACK MSG

If the EICAS does not receive valid data for an

Figure 7-19.   EICAS Reversionary indication, it replaces the indication with a red “X”
Display on PFD (Figure 7-21).

The FADECs pass information to and from the

GIAs. The GIAs then send updated engine perfor-
mance and fault information to the EICAS display.
The FADEC provides engine data to the EICAS
for:
• N1 % rpm
• N2 % rpm
• ITT
Colors of scales, pointers, and digits indicate the
current condition of the affected system (Figure
7-20):
• Red indicates a warning that a limitation has
been exceeded.
• Amber indicates a caution that a system is Figure 7-21.   EICAS Display - Invalid Data
near its limitation, and operating in a time-
limited region. NOTE
• Green indicates normal operation. A red “X” on an EICAS indication does
not mean that the indicated value is zero
• White indicates vertical analog “tapes” or is exceeding normal levels. It only
when in normal operating range, and also indicates that the EICAS cannot deter-
for labels on indications. mine the correct value to display, and
• Cyan indicates pilot-defined settings, or rec- that the EICAS indication is inopera-
ommended target values as determined by tive. Red lines on some scales, indicat-
FADEC. ing maximum allowable limits, may not
On some EICAS indications (ITT, oil pressure, appear. This does not mean there is no
oil temperature), digits only appear when relevant limit for that item. It means the EICAS
or when abnormal or emergency conditions exist. cannot determine what the appropriate
red line value is.

7-14 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

In addition to powerplant status indications, the N1% RPM

EICAS provides information on most other aircraft
systems. For details on those indications, refer to
Chapter 4—“Master Warning System.”
EICAS powerplant indications include:
• N1 % rpm and thrust mode*
• SYNC indications
• ITT and ignition indications*
The N1% scale indicates the rotation speed of the
N1 spool and is calibrated in percent of maximum
N1 rpm (as determined by FADEC). It is the pri-
mary indication of engine thrust. When in accept-
able range, the analog tapes are white and the digits
are green. When outside acceptable range, both
tapes and digits are red. When N1 is below 20%
of maximum, the digits are displayed and the tape

7 POWERPLANT
• N2 % rpm* display does not indicate below 20% N1. A red line
indicating maximum rpm limit (as determined by
• Oil pressure (psi) and temperature (°C) FADEC) is at 100% rpm on each scale.
• Crew alerting system (CAS) messages
* If normal DC power fails, these items are pow- N1% Target Bug
ered from the permanent magnet alternator (PMA)
and remain visible on the EICAS. N1% target rpm, as calculated by FADEC for the
selected thrust mode, is indicated by cyan digits in
a box centered at the top of the N1 scales, and by a
N1% WINDOW cyan marker (“bug”) on the outboard side of each
N1 scale (Table 7-1).
For each engine, the N1% window of the EICAS
(Figure 7-22) indicates: Table 7-1.   TARGET N1 BUG
• N1% rpm GEAR THROTTLE
BUG
• N1% target bug STATUS POSITION
DOWN ANY TO PWR
• Thrust mode
UP CRU DETENT CRU PWR
• Engine SYNC
UP CLB DETENT CLB PWR
UP TO DETENT TO PWR
UP BETWEEN NEXT HIGHER
THRUST MODE
INDICATOR
DETENTS DETENT PWR

N1% TARGET (DIGITAL)

Thrust Mode
N1% RED LINE
Thrust-mode indications appear in cyan at the top
N1% TARGET (ANALOG) of each N1 scale. These indications correspond to
the throttle settings currently selected by the pilot.
N1% (ANALOG) If the pilot selects a setting between detents, the
N1% SYNC INDICATOR
thrust mode indications do not appear.

N1% (DIGITAL) In normal display mode, these indications are in

Figure 7-22.   N1% Window
The N1% window is powered by normal or emer-
gency DC power. It is always visible and operating
when any DC power is active in the aircraft. All
N1% window indications remain valid when the
aircraft is on emergency DC power.
the upper-left corner of the MFD. In reversionary
mode, they are presented at the top of the reversion-
ary EICAS display on the pilot and/or copilot PFD.
Engine SYNC
At the bottom-center of the N1% display, the label
“SYNC” appears in green letters when the engines
are synchronized in flight by the FADEC, when
ENGINE SYNC NORM is selected by the pilot.

FOR TRAINING PURPOSES ONLY 7-15

 CITATION MUSTANG PILOT TRAINING MANUAL
ITT AND IGNITION WINDOW
The ITT and ignition window provides current
status of ITT and engine ignition systems (Figure
7-23). It is powered by normal or emergency DC
power, and is always visible and operating when
any DC power is active in the aircraft. All ITT and
ignition window indications remain valid when the
aircraft is on emergency DC power.
7 POWERPLANT
ITT RED LINE
ITT AMBER BAND
ITT (ANALOG)
ITT (DIGITAL)
Figure 7-23.   ITT and Ignition Window
ITT Display
The ITT°C window appears on the top of the right
column of the normal EICAS display, or below
the N1% window on the EICAS reversionary dis-
play. For each engine, it indicates current ITT,
which provides an indication of interstage turbine
temperature. Maximum allowable (red line) ITT
and abnormal high ITT ranges are calculated by
FADEC and displayed as a red line and a short
amber band, respectively, on each scale.
The ITT scale is calibrated in degrees Celsius (°C).
A white tape and pointer moves along the outboard
side of each scale. Digits appear at the bottom of
the scale to indicate current ITT during engine
start or if ITT values are under 200.
Ignition (IGN) Display
The green IGN indications appear at the top left or
right of the ITT scale and correspond to the respec-
tive engine. The green IGN only indicates that the
exciter box is powered.
7-16 FOR TRAINING PURPOSES ONLY
N2% Window
The N2% window indicates the rotation speed of
the N2 spool in percent of maximum N2 rpm (as
determined by the FADEC) (Figure 7-24). It is a
key indication of engine condition. The window
appears immediately below the ITT and ignition
window, whether in the EICAS normal display or
reversionary display. The digit colors are:
• White during engine start
• Green in acceptable range
• Red when outside acceptable range
The N2% window is powered by normal or emer-
gency DC power. It is always visible and operating
when any DC power is active in the aircraft. All
N2% window indications remain valid when the
aircraft is using emergency DC power.
Figure 7-24.   N2% Window
OIL PRESSURE (PSI) AND
TEMPERATURE (°C)
INDICATIONS
The OIL window appears immediately below the
N1% window on the normal EICAS display (Fig-
ure 7-25), or immediately below the N2% window
on the reversionary display (Figure 7-26). The OIL
window is powered by normal DC power. However,
when the aircraft is using emergency DC power,
only the oil temperature (°C) indication for the left
engine remains valid.
Oil Pressure (PSI)
In the normal EICAS display, oil pressure (in psi)
for each engine is displayed by pointers on the
corresponding sides of twin vertical analog scales
(and by pointers and digits when at the end of the
scale). The scales have color bands indicating nor-
mal (green), abnormal (amber), and unsafe (red)
ranges. The analog scale bands for the left and
Revision 1.0
 CITATION MUSTANG PILOT TRAINING MANUAL
Figure 7-25.   Oil Pressure and Temperature
Window (Normal)
Figure 7-26.   Oil Pressure and Temperature
Window (Reversionary)
right engine are separate because the low oil pres-
sure caution region and the red line limit change
as a function of N2 speed. The pointers are the
same color as the band to which they are pointing.
The digits display at the bottom of the oil pressure
scales in the same color as the pointer, but only
when the pointer is outside the green range. In
EICAS reversionary mode, only the color-coded
digits appear, but they appear at all pressures.
Oil Temperature (°C)
In normal EICAS display, oil temperature (degrees
Celsius) for each engine is displayed by pointers on
the corresponding sides of a single vertical analog
scale. The scale has color bands indicating normal
(green), abnormal (amber), and unsafe (red) rang-
es. The pointers are the same color as the band to
which they are pointing. Digits display at the bot-
tom of the oil temperature scale in the same color
as the pointer, but only when the pointer is outside
the green range. In EICAS reversionary mode, only
the color-coded digits appear, but they appear at all
temperatures.
Revision 1.0 FOR TRAINING PURPOSES ONLY
OPERATION
For specific, current instructions on normal oper-
ating procedures, refer to the AFM. Where the fol-
lowing information differs from the AFM, use the
AFM information and follow the AFM instructions.
The following information is only for training and
background information, and may change without
notice. These procedures focus only on powerplant
items in these stages of aircraft operations. Other
7 POWERPLANT
systems are also involved, and steps are required
for them, but are not noted here. Refer to the AFM
or checklist for details.
PREFLIGHT
In addition to the other systems that must be
checked during preflight, the powerplants require
particular attention. Before preflight, ensure that
all four engine covers are removed and stowed, and
that both throttles are selected to CUT OFF.
Inspect the engine intakes and exhaust (including
the fan bypass duct) for any indication of ice or
foreign object contamination. Ensure the follow-
ing are all clear:
• Engine air inlet
• Generator cooling air inlet
• Engine anti-ice exhaust
• Pylon precooler inlet
• Generator cooling air exhaust
• Engine fluid drains
• Pylon precooler exhaust
Check the engine rotors (and the engine T2 probe in
the engine inlet) for bent blades, nicks, and block-
age of fan stators (stationary blades).
Check the oil filter bypass indicator by viewing the
indicator button through the access panel on the
lower right side of each engine nacelle (see Figure
7-7). If the button is extended (popped), mainte-
nance is required before flight.
Open the oil door to check the oil level in the oil
level sight glass (see Figure 7-11). It should be
between MIN and MAX. The normal time to check
engine oil is 10 minutes after engine shutdown.
7-17
 CITATION MUSTANG PILOT TRAINING MANUAL
When finished checking the oil system, ensure that
the access doors are secure.
START
Before starting the engines, complete preflight
inspection and ensure that no inappropriate CAS
messages appear. Ensure that no blowing debris is
likely to be ingested by the engine. Verify that no
aircraft are closer than 50 feet immediately behind
7 POWERPLANT
the engine and that no people are within the hazard
area in front or behind the engine (see Figure 1-4
in Chapter 1—“Aircraft General”).
NOTE
Consider wind velocity prior to attempt-
ing engine start in order to preclude
exceeding wind-related limitations. Re-
position the aircraft if required (see sec-
tion II of the FAA-approved AFM).
Prior to starting the first engine, review the START-
ING ENGINES checklist to prepare for steps that
will take place during the sequence. Verify that
adequate voltage is available for the start and then
press the START button, verifying that the appro-
priate START group lights illuminate. Lift the
throttle trigger, then place the lever to the idle
position. FADEC introduces fuel and energizes the
ignition, which should result in combustion. Scan
to check that all components of the start occur and
monitor ITT as it begins to rise. Ensure that the
starting limitations are not exceeded as the engine
accelerates, and always stand ready to terminate the
start, if required, by guarding the throttle.
Check that the ITT rises immediately. If ITT rap-
idly approaches 830°C or shows no rise within 10
seconds, abort the start. Do not exceed 830°C for
more than 5 seconds; and never exceed the maxi-
mum limit of 862°C.
If engine maintenance has been performed, air in
fuel lines may cause a hot start. Accomplish proper
purging procedures prior to attempting a start. Be
prepared to abort the start.
With the throttle at idle, on the ground, FADEC
automatically varies fuel flow as required to main-
tain N2 at 48.6%. Note that the N2 display digits
7-18 FOR TRAINING PURPOSES ONLY
change from white to green, indicating that the
FADEC start sequence is complete. Also, verify
that all EICAS indications are normal and proceed
to start the second engine.
GROUND OPERATION
When operating on the ground, maintain throttles
at IDLE, except as necessary for engine and system
checks or for taxiing.
CAUTION
When operating on the ground, be aware
of the hazardous effect of jet exhaust
blast on people and other aircraft in the
area. Avoid ground maneuvers and/or
power settings that may result in damage
or injury to others in the area (see Figure
1-4 in Chapter 1—“Aircraft General”).
When beginning to taxi, verify both brakes are
operating and nosewheel steering is effective.
FLIGHT OPERATIONS
Takeoff
At takeoff, while holding brakes, select throttles
to the TO detent. Verify the FADEC thrust mode
EICAS indicator (top of the N1% window) dis-
plays a cyan TO for each engine. Verify all EICAS
indications are normal and N1% rpm is at the cyan
command bug for each engine. Release the brakes
and maintain full takeoff power until reaching safe
altitude.
NOTE
Takeoff thrust is limited to 5 minutes ex-
cept during emergency situations (i.e.,
one engine inoperative). Refer to the
AFM.
After Takeoff—Climb
During climb, select throttles to the CLB detent.
Verify that the FADEC thrust mode indicator dis-
plays a cyan CLB for each engine, which indicates
the FADECs are automatically setting maximum
climb thrust on each engine.
 CITATION MUSTANG PILOT TRAINING MANUAL

Cruise EMERGENCY/
During cruise, select throttles to CRU detent, or
as desired. If using the CRU detent, FADEC auto-
ABNORMAL
matically sets maximum cruise thrust; verify that For specific information on emergency/abnormal
the FADEC thrust mode indicator displays a cyan procedures, refer to the appropriate checklist or
CRU for each engine. FAA-approved AFM.
NOTE
The throttles should be reduced to the Table 7-2.   CAS MESSAGES

7 POWERPLANT
CRU detent or below within 10 minutes
after reaching an intermediate or final ENGINE FAIL L-R
cruise altitude. The use of CLB during DESCRIPTION An engine has failed
normal operations beyond 10 minutes
after reaching cruise altitude will signifi- INHIBITS NONE
cantly decrease engine life and increase
operator costs. OIL PRESS LO L-R

DESCRIPTION This message occurs whenever oil pres-

sure digits turn red based on a low-level
Descent, Approach, exceedance.
And Landing INHIBITS EMER, ESDI, ESI
During descent, approach, and landing, reduce the
throttles as necessary to manage descent/approach ENG CTRL SYS L-R
profile and navigate as required. DESCRIPTION FADEC has a fault that requires mainte-
nance prior to the next dispatch of the
Shutdown aircraft.
INHIBITS NONE
Prior to shutdown, allow the ITT to stabilize at a
minimum value for 2 minutes. When ready to shut F/W SHUTOFF L-R
down, lift the side latch (triggers) and pull each
throttle into CUT OFF, individually. Monitor the DESCRIPTION Fuel firewall shutoff valve is fully closed.
EICAS panel during shutdown to verify that opera- INHIBITS EMER
tion of each engine has terminated and that the ITT
has decreased accordingly. FUEL FLTR BP L-R

Check the oil level 10 minutes after shutdown. DESCRIPTION Engine fuel filter impending bypass
Ensure that the cowl door is secured. When the switch is closed.
engine, inlet, and exhaust nozzle are cool, install INHIBITS EMER
the four engine covers.
FUEL PRES LO L-R

Fuel pressure is under 4.65 psig

LIMITATIONS DESCRIPTION
(decreasing) or 6.4 psig (increasing)
INHIBITS EMER
For specific limitations, refer to the FAA-approved
AFM.

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 CITATION MUSTANG PILOT TRAINING MANUAL

QUESTIONS
1. The primary thrust indicator for the Pratt & 6. The OIL PRESS LO L–R CAS message on
Whitney PW615F-A is: the MFD illuminates when:
A. Fuel flow A. Oil pressure is below minimum acceptable
B. N1 limits and engine failure may occur
C. ITT B. Oil pressure is less than 25 psi
D. N2 C. Oil filter clogs and bypasses oil
D. The fuel-oil cooler becomes clogged
7 POWERPLANT

2. If one ignitor fails during engine start:

A. The engine starts normally on remaining
ignitor
B. It results in a “hot” start
C. Combustion does not occur
D. The exciter box acts as a backup and the
engine starts
7. If the N1 fan shaft shifts aft:
A. The engine automatically shuts down
B. The vibration detector causes illumination
of the MASTER WARNING lights
C. The synchronizer shuts the engine down
D. Nothing occurs

3. Ignition during normal engine start is activated 8. The following engine instruments are avail-
by FADEC when: able in the event of a total loss of DC electri-
A. Turning the IGNITION switches on at cal power:
8%–12% N1 A. N1 rpm and ITT
B. Moving the throttle to IDLE and the cor- B. N1 rpm, N2 rpm, and ITT
rect N2 is reached C. N1 rpm (standby digital LCD)
C. Depressing the start button D. None of the above
D. Nothing; ignition is not needed during
normal engine start 9. The minimum oil temperature for engine start
is?
4. Ignition and boost pump operation during A. 0°C
engine start are normally terminated:
B. –40°C
A. By turning the IGNITION switches off C. –20°C
B. Automatically at the termination of the D. –30°C
start sequence
C. By turning the boost pump switch off 10. If the ITT is rapidly approaching 830°C, ter-
D. By opening the ignition circuit breakers minate the engine start by moving the:
on the right CB panel
A. ENGINE SYNC switch to OFF
B. IGNITION switch to ON
5. The maximum tailwind component for engine
start is: C. Throttle to CUT OFF
D. FADEC to RESET L–R
A. 10 knots
B. 30 knots
11. For any flight that exceeds 5 hours, the oil level
C. 40 knots must be at least:
D. 45 knots
A. MAX
B. MIN
C. One quart low
D. To the top of the oil cap

7-20 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION MUSTANG PILOT TRAINING MANUAL

12. The maximum crosswind component for 17. If the F/W SHUTOFF R CAS message posts
engine start is: when positioning the throttle to CUTOFF, this
A. 10 knots indicates:
B. 15 knots A. A malfunction of the normal shutdown
C. 20 knots system
D. 25 knots B. The fuel firewall shutoff valve is perform-
ing the auto self-test
13. If normal DC power is not available, the C. The FADEC does this on every shutdown
FADEC receives power from the: D. The system bypass valve is performing the

7 POWERPLANT
auto self-test
A. Aircraft battery
B. Standby battery
C. Generators
D. Permanent magnet alternator

14. ITTs should be allowed to stabilize for how

long before engine shutdown?
A. 1 minute
B. 2 minutes
C. 3 minutes
D. 4 minutes

15. It is recommended that the throttles should

normally be reduced to the CRU or below
position within how many minutes after reach-
ing cruise altitude?
A. 5
B. 10
C. 15
D. 20

16. When the FADEC start sequence is completed,

the N2:
A. Display digits change from WHITE to
GREEN
B. Slider scale changes from WHITE to
CYAN
C. Low rpm alarm silences
D. Start light extinguishes

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7 POWERPLANT

INTENTIONALLY LEFT BLANK

7-22 FOR TRAINING PURPOSES ONLY

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CHAPTER 8
FIRE PROTECTION
CONTENTS
INTRODUCTION.................................................................................................................. 8-1
GENERAL................................................................................................................................8-1
DESCRIPTION....................................................................................................................... 8-2
Engine Fire Detection System......................................................................................... 8-2
Engine Fire-Extinguishing System.................................................................................. 8-2
Portable Fire Extinguisher............................................................................................... 8-2
COMPONENTS..................................................................................................................... 8-2

8 FIRE PROTECTION
Fire Detection Loop......................................................................................................... 8-2
Pressure Sensor............................................................................................................... 8-2
Engine Fire Bottle Assembly........................................................................................... 8-2
Fuel Shutoff Valve and Generator Disconnect................................................................. 8-4
Portable Fire Extinguisher............................................................................................... 8-4
CONTROLS AND INDICATIONS........................................................................................ 8-4
Engine Fire Lights........................................................................................................... 8-4
MASTER WARNING Lights.......................................................................................... 8-4
White BOTTLE ARMED Lights.................................................................................... 8-4
OPERATION.......................................................................................................................... 8-5
Preflight........................................................................................................................... 8-5
In Flight........................................................................................................................... 8-5
LIMITATIONS........................................................................................................................ 8-6
EMERGENCY/ABNORMAL................................................................................................ 8-6
QUESTIONS.......................................................................................................................... 8-7

FOR TRAINING PURPOSES ONLY 8-i

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8 FIRE PROTECTION

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ILLUSTRATIONS
Figure Title Page
8-1. Engine Fire Detection and Extinguishing System................................................... 8-3
8-2. Engine Fire Bottle.................................................................................................... 8-4
8-3. Portable Fire Extinguisher....................................................................................... 8-4
8-4. ENGINE FIRE and BOTTLE ARMED Lights....................................................... 8-5
8-5. Rotary TEST Knob.................................................................................................. 8-5

TABLES
Table Title Page
8-1. CAS MESSAGES.................................................................................................... 8-6

8 FIRE PROTECTION

FOR TRAINING PURPOSES ONLY 8-iii

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8 FIRE PROTECTION

INTENTIONALLY LEFT BLANK

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CHAPTER 8
FIRE PROTECTION

8 FIRE PROTECTION
INTRODUCTION
This chapter describes the fire protection system on the Citation Mustang aircraft. The engine fire-
detection system consists of two separate detection circuits (one for each engine), which provide
visual warnings. The engine fire-extinguishing system includes one fire bottle, which is activated
from the cockpit. A portable fire extinguisher is in the cabin.

GENERAL
The fire-protection system consists of engine fire
detection, engine fire extinguishing, a portable fire
extinguisher, and aircraft construction that reduces
a fire risk. The engine fire-detection system detects
fires and overheat conditions in the engine nacelles
and alerts the crew. The engine fire-extinguishing
system suppresses those fires upon pilot command
by supplying fire-extinguishing agent.
Fire suppression in the cabin area is accomplished
using a portable fire extinguisher.
For additional protection, the engine nacelle fire
zone is separated from the pylon and the rest of the
aircraft by a stainless steel firewall. At the firewall
penetrations and in the nacelle, fuel is contained
in stainless steel fittings, stainless steel tubes, and
fire-resistant hoses.
The rotary TEST knob on the instrument panel is
used to test the fire warning system.

FOR TRAINING PURPOSES ONLY 8-1

 CITATION MUSTANG PILOT TRAINING MANUAL
DESCRIPTION
ENGINE FIRE
DETECTION SYSTEM
The engine fire-detection system consists of:
• Fire-detection loop
• Pressure sensor
• Red L and R ENGINE FIRE lights
Excessive heat by fire or other heat sources expands
an inert gas inside the fire-detection loop. The
expansion of gas closes a pressure switch that sends
a signal to illuminate the left or right ENGINE
FIRE light.
The fire-detection system requires DC power.
FIRE DETECT circuit breakers for the indepen-
dent sides are on the left and right CB panels within
the ENGINE SYSTEMS grouping.
8 FIRE PROTECTION
ENGINE FIRE-EXTINGUISHING
SYSTEM
The single bottle engine fire-extinguishing system
enables the flightcrew to suppress a fire in the left
or right engine compartment. This action is limited
to one use.
The engine fire-extinguishing system consists of:
• Engine fire bottle assembly
• Distribution tubes
• Nozzles in each engine nacelle
• BOTTLE ARMED lights
• Fuel shutoff valve and generator disconnect
These components shut off the generator and fuel
supply as well as discharge extinguishing agent,
which is pressurized with nitrogen and discharged
by electrically activated cartridges to the engine
nacelles.
PORTABLE FIRE
EXTINGUISHER
A portable fire extinguisher provides fire protection
inside the aircraft.
8-2 FOR TRAINING PURPOSES ONLY
COMPONENTS
FIRE DETECTION LOOP
Each fire detection loop detects a fire or overheat
condition in the respective engine compartment
(Figure 8-1). The tube routes along both sides of
the engine.
An increase in temperature on any part of the tube
increases the pressure of the gas (helium) inside
the tube.
If the helium filled tube develops a leak, the gas
escapes decreasing the normal pressure in the tube.
This closes a test pressure switch indicated by the
failure of the affected side ENGINE FIRE light
when checked by the rotary test.
PRESSURE SENSOR
A pressure sensor is at the end of the fire-detection
loop. When the loop is heated by fire or a bleed-
air leak, the gas in the tube expands, activating the
pressure sensor. This produces an electrical signal
that provides a warning to the flightcrew. The sig-
nal is in the form of:
• L or R ENGINE FIRE lights
• MASTER WARNING lights
ENGINE FIRE BOTTLE
ASSEMBLY
The engine fire bottle (with two squibs) is in the
tail compartment. It can be used to extinguish a
fire in either engine nacelle (Figure 8-2). The fire
bottle contains enough extinguishing agent to pro-
tect against one engine fire (0.85 pound of Halon
1301 extinguishing agent).
The fire-extinguisher bottle contains two individual
firing cartridges (squibs). The cartridges are con-
nected to distribution tubes that are routed to the
left and right engine compartments. The bottle has
a safety relief valve that thermally relieves (dis-
charges) its contents into the tail cone if the internal
bottle temperature rises above 210°F.
Revision 1.0
 CITATION MUSTANG PILOT TRAINING MANUAL

LEGEND
HELIUM
DISCHARGE AGENT

CONTROL
BOXES

8 FIRE PROTECTION
P P
SQUIB
BOTTLE

FUSIBLE
PLUG
SQUIB
GAUGE

FIRE DETECTION LOOP

(HELIUM-FILLED TUBE)

Figure 8-1.   Engine Fire Detection and Extinguishing System

FOR TRAINING PURPOSES ONLY 8-3

 CITATION MUSTANG PILOT TRAINING MANUAL
Figure 8-2.   Engine Fire Bottle
FUEL SHUTOFF VALVE AND
GENERATOR DISCONNECT
The firewall shutoff valve closes and electrical flow
from the generator is stopped when an illuminated
ENGINE FIRE light is pushed. The F/W SHUT-
8 FIRE PROTECTION
OFF L-R CAS message in the crew alerting sys-
tem (CAS) window indicates that the fuel shutoff
valve is fully closed. When the generator is discon-
nected, the respective GEN OFF message appears
in the CAS window.
PORTABLE FIRE
EXTINGUISHER
One portable handheld fire extinguisher is in a
drawer in the cabinet behind the pilot (Figure 8-3).
It is accessible from either the pilot, copilot, or pas-
senger positions. The Halon 1301 type extinguish-
ing agent discharges as a vapor with no residue or
decrease in vision to personnel. The discharge dis-
tance is approximately 9–15 feet with a discharge
time of 10 seconds.
Figure 8-3.   Portable Fire Extinguisher
8-4 FOR TRAINING PURPOSES ONLY
CONTROLS AND
INDICATIONS
ENGINE FIRE LIGHTS
Red L and R ENGINE FIRE lights are on the upper
part of the center instrument panel (Figure 8-4).
They respond to signals from the respective engine
fire sensors. Each light is covered by a spring-load-
ed, transparent plastic guard and has an integral
pushbutton switch.
If the red L and/or R ENGINE FIRE light illumi-
nates steady, it indicates a fire or overheat condition
in the corresponding engine.
MASTER WARNING LIGHTS
The MASTER WARNING lights are on the instru-
ment panel above each primary flight display
(PFD). The MASTER WARNING lights illumi-
nate flashing when the L or R ENGINE FIRE lights
illuminate. The pilot acknowledges by pressing one
of the MASTER WARNING lights. Pressing will
extinguish both lights.
WHITE BOTTLE
ARMED LIGHTS
A white BOTTLE ARMED light is below each
red ENGINE FIRE light on the upper-center panel
(Figure 8-4). Each BOTTLE ARMED light has an
integral pushbutton switch.
These lights indicate when the bottle is armed
for the respective engine and prepared to release
extinguishing agent. After the extinguishing agent
is released, the light extinguishes, indicating to the
crew the extinguisher bottle is empty and is no lon-
ger available for use.
 CITATION MUSTANG PILOT TRAINING MANUAL
Figure 8-4.   ENGINE FIRE and BOTTLE ARMED Lights
OPERATION
PREFLIGHT
Rotary TEST Knob
Test the engine fire-detection system before each
flight by using the rotary TEST knob (Figure 8-5)
during the preflight inspection. This test verifies
connections to the fire bottles and warning system.
Illumination of both ENGINE FIRE lights is an
indication the warning system is working properly.
NOTE
A successful test of the fire-detection
system using the rotary TEST knob,
or illumination of either BOTTLE
ARMED light, does not confirm that
the fire bottle is serviced and full. This
can only be confirmed by a visual check
of the bottle gauge and comparing the
reading to a placard that correlates the
acceptable pressure/temperature ranges.
Figure 8-5.   Rotary TEST Knob
Revision 1.1 FOR TRAINING PURPOSES ONLY
Portable Fire Extinguisher
During preflight, check that the portable fire extin-
guisher is serviced and secure. Verify that the pres-
sure gauge on the extinguisher indicates in the
green arc and that the extinguisher is secure in its
drawer behind the pilot seat.
8 FIRE PROTECTION
Engine Fire Bottle Inspection
An inspection door is in the aft compartment to
view the fire bottle gauge. A placard is on the back
of the door. Check that the gauge pressure matches
the acceptable ranges based on outside air tem-
perature (OAT). Refer to the Normal Procedures
Checklist.
IN FLIGHT
Refer to approved Airplane Flight Manual (AFM)
checklist. Pushing the L ENGINE FIRE or R
ENGINE FIRE light:
• P
rovides power to the fuel shutoff valve,
which cuts off the fuel supply to the affect-
ed engine. The F/W SHUTOFF L-R CAS
message appears in the CAS window.
• D
isconnects the starter-generator on the
affected engine. The GEN OFF L-R CAS
message appears in the CAS window.
• A
rms the engine fire bottle squib (explosive
cartridge) that routes extinguishing agent
to the selected engine. However, the bot-
tle contents do not yet discharge into the
engine. (The corresponding white BOTTLE
ARMED light illuminates.)
8-5
 CITATION MUSTANG PILOT TRAINING MANUAL

Once the ENGINE FIRE light is pressed the cor-

responding BOTTLE ARMED light illuminates
LIMITATIONS
indicating that the fire bottle is armed and ready.
For specific limitations, refer to the FAA-approved
When the BOTTLE ARMED light is pressed the
AFM.
BOTTLE ARMED light extinguishes and it fires
the squib releasing the extinguishing agent into the
engine cowling.
EMERGENCY/
CAUTION ABNORMAL
The white BOTTLE ARMED light does For specific information on emergency/abnormal
not illuminate (and cannot operate) until procedures, refer to the appropriate checklist or
after the corresponding red L or R EN- FAA-approved AFM.
GINE FIRE light has been pressed.

NOTE Table 8-1.   CAS MESSAGES

If a crewmember presses the other BOT-
TLE ARMED light, which is not illumi- GEN OFF L-R
nated, the fire bottle does not discharge, DESCRIPTION When either of the ENGINE FIRE lights
and no extinguishing occurs. are pushed, the respective amber GEN
8 FIRE PROTECTION

OFF message appears in the CAS

When the pilot pushes the illuminated white BOT- window.
TLE ARMED light, the light extinguishes. INHIBITS LOPI, TOPI

Portable Fire Extinguisher F/W SHUTOFF L-R

DESCRIPTION When either of the ENGINE FIRE lights

CAUTION
If smoke or fire is present, immediately
don oxygen masks and smoke goggles,
and set oxygen to EMERGENCY. En-
sure that passengers have supplemental
oxygen.
are pushed, the respective amber F/W
SHUTOFF message displays in the CAS
window. This indicates that the corre-
sponding fuel shutoff valve is closed.
INHIBITS LOPI, TOPI

To operate the portable fire extinguisher, open the

top cabinet drawer and remove extinguisher, hold
the extinguisher upright, and aim the extinguisher
at the base of fire. Using the attached ring, pull the
pin from the extinguisher.

Squeeze the handles of the extinguisher together

to release the extinguishing agent. Spray the extin-
guishing agent using a side-to-side motion while
aiming at the base of the fire.

Anytime the extinguisher is used, even partially,

maintenance is required before further dispatch.

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 CITATION MUSTANG PILOT TRAINING MANUAL

QUESTIONS
1. If the L ENGINE FIRE light extinguishes after 6. If the right side squib fails, fire protection is:
moving the left throttle to idle, this indicates a A. Still available for both engines from the
possible: left side
A. Bleed-air leak B. Not available to the right engine
B. Hydraulic leak C. Available through the rotary TEST knob
C. Fuel leak D. Not available to either engine
D. Nitrogen leak

2. What indications are visible when the rotary

TEST knob is placed in the FIRE WARN
position?
A. Red L ENGINE FIRE, R ENGINE
FIRE, and MASTER WARNING lights
illuminate
B. BOTTLE ARMED PUSH lights illuminate
C. Fire bottle pressure is displayed on the
multifunction display

8 FIRE PROTECTION
D. Confirms the fire bottle is serviced and full

3. During the preflight inspection, sufficient

engine fire bottle pressure can be determined
by:
A. Successful completion of the engine fire
position on the rotary test.
B. Visual inspection of the bottle pressure
gauge against the bottle pressure placard.
C. The absence of the ENG FIR BOTTL
SERV CAS message.
D. Checking to insure that the engine fire
bottle gauge is within the green arc.

4. The fire bottle provides how many chances to

extinguish a fire?
A. 1
B. 2
C. 3
D. 4

5. Pressing the R ENGINE FIRE light:

A. Arms the fire bottle
B. Disables the right generator
C. Stops right fuel flow past the firewall
D. All of the above

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8 FIRE PROTECTION

INTENTIONALLY LEFT BLANK

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CHAPTER 9
PNEUMATICS
CONTENTS
INTRODUCTION.................................................................................................................. 9-1
GENERAL................................................................................................................................9-2
DESCRIPTION....................................................................................................................... 9-2
Bleed-Air Distribution..................................................................................................... 9-2
Compressed Nitrogen Bottles.......................................................................................... 9-4
LIMITATIONS........................................................................................................................ 9-4
EMERGENCY/ABNORMAL................................................................................................ 9-4
QUESTIONS.......................................................................................................................... 9-5

ILLUSTRATIONS
Figure Title Page
9-1. Mustang Pneumatic Systems................................................................................... 9-3

9 PNEUMATICS

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9 PNEUMATICS

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CHAPTER 9
PNEUMATICS

INTRODUCTION

9 PNEUMATICS
This chapter describes the pneumatic systems on the Citation Mustang aircraft. The pneumatic
systems route air or nitrogen from various sources to aircraft systems that use pneumatics for heat-
ing, cooling, pressurization, landing gear, and brakes. Because each of the Mustang pneumatic
systems is dedicated to a specific purpose, this chapter provides a brief overview of each system,
then refers the reader to the appropriate chapter elsewhere in this manual.

FOR TRAINING PURPOSES ONLY 9-1

 CITATION MUSTANG PILOT TRAINING MANUAL
GENERAL
The Mustang pneumatic systems are each discrete
systems, dedicated to a specific task, and isolated
from all other pneumatic systems. The Mustang
pneumatic systems (Figure 9-1) include:
• Bleed air from engine compressors (out-
board bleed-air port on each engine) for
pneumatic ice-protection systems
• Bleed air from engine compressors (inboard
bleed-air port on each engine) for tempera-
ture-controlled pressure vessel air supply
• Compressed nitrogen from a storage bottle
for emergency landing gear extension (blow-
down bottle)
• Compressed nitrogen from a storage bottle
for emergency brakes (emergency braking
bottle)
Each of these systems is independent of the others
and can function when any other pneumatic sys-
tem fails. Single-engine operation can normally
maintain all required pneumatic system functions.
However, loss of DC power can cause complete or
partial failure of multiple systems. Compressed
nitrogen pneumatic systems are not dependent
upon engine operation or DC power.
Safety devices in each pneumatic system pre-
vent excessive pressure. Each system has its own
controls. All systems are controlled directly or
indirectly by pilot command. Indications for the
compressed nitrogen systems are in the nose bag-
9 PNEUMATICS
gage compartment. Indications for all other pneu-
matic systems are displayed in the engine indicating
and crew alerting system (EICAS) in the cockpit
displays.
DESCRIPTION
BLEED-AIR DISTRIBUTION
High-temperature engine bleed air is extracted
from the high-pressure compressor section of each
engine and routed through two separate ports. The
outboard port on each engine supplies bleed air
for ice protection. The inboard port supplies bleed
air for the temperature-controlled pressure vessel
air supply.
9-2 FOR TRAINING PURPOSES ONLY
From separate engine bleed-air ports, the bleed air
enters ducts to the ice protection system and pres-
sure vessel air supply. Check valves prevent flow
(in any of the ducts) from reversing and entering
an engine, including any crossover flow from the
opposite engine.
Ice Protection
An outboard bleed air port from each engine sup-
plies bleed air for ice protection. It supplies hot
engine bleed air:
• D
irectly to the respective engine anti-ice
system
• T
hrough a service air regulator to the aircraft
pneumatic deice boot system
Engine Anti-Ice System
Bleed air for each engine anti-ice system is routed
to the leading edge of the engine inlet through a
valve. The hot bleed air warms the leading edge as
it passes through, then exits overboard through an
opening in the bottom of the engine nacelle. The
engine anti-ice system is explained in Chapter
10—“Ice and Rain Protection.”
Surface Deice (And Service Air)
System
Bleed air for the surface deice system is routed to
the service air regulator for operation of pneumatic
deice boots. Refer to Chapter 10—“Ice and Rain
Protection.”
Pressure Vessel Air Supply
An inboard bleed air port from each engine sup-
plies air for temperature control and pressurization.
The bleed air is routed through a heat exchanger
in the respective engine pylon. The heat exchang-
er dissipates heat from the bleed air to the metal
ducts of the heat exchanger. Cooler outside ram
air from the pylon ram-air inlets passes over the
heat exchanger ducts and carries the heat away.
The temperature of the pressure vessel air supply
is regulated by a temperature control valve, which
varies the amount of pylon ram air flowing over the
heat exchangers.
Revision 1.0
 CITATION MUSTANG PILOT TRAINING MANUAL

LEGEND
HOT BLEED AIR

SERVICE AIR TO SURFACE DEICE

COCKPIT/CABIN AIR SUPPLY

EMERGENCY GEAR BLOWDOWN

EMERGENCY BRAKES

9 PNEUMATICS

Figure 9-1.   Mustang Pneumatic Systems

FOR TRAINING PURPOSES ONLY 9-3

 CITATION MUSTANG PILOT TRAINING MANUAL

The cooled, pressurized bleed air enters the pres- This system is explained in Chapter 14—“Landing
sure vessel through a set of valves. Pressure reg- Gear and Brakes.”
ulating shutoff valves (PRSOVs) ensure that a
constant bleed-air pressure is maintained regard-
less of engine power settings. Flow control valves
adjust flow to compensate for single-engine oper-
LIMITATIONS
ation. The inboard bleed air from both engines
For specific limitations, refer to the FAA-approved
supply temperature-controlled bleed air directly
AFM.
to the pressure vessel. Pressure vessel air supply
is discussed in more detail in Chapter 11—“Air
Conditioning.”
EMERGENCY/
The pressure vessel air supply exhausts overboard
through nominal leakage in the cabin and through ABNORMAL
controlled venting by outflow valves in the aft
cabin pressure bulkhead. The outflow valves are For specific information on emergency/abnormal
controlled by the pressurization system to maintain procedures, refer to the appropriate checklist or
adequate cabin pressure at all altitudes. The pres- FAA-approved AFM.
surization system is explained in detail in Chapter
12—“Pressurization.”

COMPRESSED
NITROGEN BOTTLES
Separate bottles of pressurized nitrogen supply
emergency pneumatic power for emergency land-
ing gear extension and emergency braking.

Landing Gear Emergency

Extension (Blow-Down)
An independent emergency pneumatic system uses
pressurized nitrogen in a bottle for emergency land-
9 PNEUMATICS

ing gear extension (blow-down). The high-pressure

nitrogen bottle is attached to the right forward
bulkhead inside the nose baggage compartment.
Emergency gear extension is pilot-activated with
the AUXILIARY GEAR CONTROL handle. This
system is explained in Chapter 14—“Landing
Gear and Brakes.”

Emergency Brakes
An independent emergency pneumatic system uses
pressurized nitrogen in a bottle for emergency brak-
ing. The high-pressure nitrogen bottle is attached
to the right forward bulkhead inside the nose bag-
gage compartment. Emergency braking is pilot-
activated with the EMERGENCY BRAKE handle.

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 CITATION MUSTANG PILOT TRAINING MANUAL

QUESTIONS
1. The systems that use pneumatics for operation
are:
A. Instrument air, emergency brakes, and the
entrance door
B. Surface deice, engine anti-ice, pressuriza-
tion, emergency gear extension, emergen-
cy brake operation
C. Entrance door seal, air-cycle machine, and
thrust reversers
D. Windshield anti-ice, entrance door seal,
and air-cycle machine

2. The left and right PRSOVs:

A. Switch settings of flow control valves if
one powerplant fails
B. Provide 23-psi service air to the main
cabin door seal
C. Regulate bleed-air inflow regardless of
power settings
D. Duct bleed air to windshield heat

3. Nitrogen bottles for emergency brake and

emergency gear extension are on the:
A. Inside of the aft storage compartment
B. Right forward bulkhead
C. Left engine nacelle
D. Center spar inside the gear compartment

9 PNEUMATICS

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9 PNEUMATICS

9-6 FOR TRAINING PURPOSES ONLY

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CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
INTRODUCTION................................................................................................................ 10-1
GENERAL..............................................................................................................................10-1
ENGINE INLETS................................................................................................................. 10-3
Description.................................................................................................................... 10-3
Components................................................................................................................... 10-3
Controls and Indications................................................................................................ 10-3
Operation....................................................................................................................... 10-5
SURFACE DEICE (WING AND STABILIZERS)............................................................... 10-5
Description.................................................................................................................... 10-5
Components................................................................................................................... 10-6
Controls and Indications................................................................................................ 10-6
Operation....................................................................................................................... 10-7
WINDSHIELD ICE AND RAIN PROTECTION................................................................ 10-7
Description and Components........................................................................................ 10-8
Controls and Indications............................................................................................. 10-10
Operation.................................................................................................................... 10-10
SENSOR ANTI-ICE SYSTEMS....................................................................................... 10-10
Description and Components..................................................................................... 10-10
Controls and Indications............................................................................................. 10-10
Operation.................................................................................................................... 10-11
10 ICE AND RAIN

LIMITATIONS................................................................................................................... 10-11
PROTECTION

EMERGENCY/ABNORMAL........................................................................................... 10-11
QUESTIONS..................................................................................................................... 10-13

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10 ICE AND RAIN
PROTECTION

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ILLUSTRATIONS
Figure Title Page
10-1. Citation Mustang Ice-Protection Systems............................................................. 10-2
10-2. Ice-Protection Switches......................................................................................... 10-3
10-3. Bleed Air/Pneumatic Ice-Protection Systems........................................................ 10-4
10-4. Wing Stabilizer Automatic Deice Cycle................................................................ 10-7
10-5. Windshield Anti-ice and Defog Zones................................................................... 10-8
10-6. Windshield Anti-ice Power Distribution................................................................ 10-9
10-7. Windshield Anti-Ice Switches............................................................................ 10-10

TABLES
Table Title Page
10-1. CAS MESSAGES............................................................................................... 10-12

10 ICE AND RAIN

PROTECTION

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10 ICE AND RAIN
PROTECTION

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CHAPTER 10
ICE AND RAIN PROTECTION

INTRODUCTION
This chapter describes the ice and rain protection systems for the Citation Mustang. Anti-icing is
provided for the engine inlets, instrument external sensors, and windshields. Deicing is provided
for the wings as well as the horizontal and vertical stabilizers. Rain protection is also provided
for the windshield.

GENERAL
Flight into known icing is the intentional flight into
icing conditions that are known to exist by either
visual observation or pilot weather report informa-
tion. Icing conditions exist any time the indicated
ram air temperature (RAT) is +10°C or below, and
STAB DEICE should be selected as soon as ice
is observed to accrue anywhere on the airplane. If
ice remains on the airplane during approach and
landing, maximum flap extension is limited to the
TO/APR position.
10 ICE AND RAIN

visible moisture in any form is present.

PROTECTION

Ice accumulations significantly alter the shape of

Engine anti-ice should be selected ON anytime airfoils and increase the weight of the airplane.
the indicated ram RAT is +10°C or below, and Flight with ice accumulated on the airplane will
visible moisture in any form is present. WING/ increase stall speeds and alter the speeds for opti-

FOR TRAINING PURPOSES ONLY 10-1

 CITATION MUSTANG PILOT TRAINING MANUAL

mum performance. Flight at high angle-of-attack
(low airspeed) can result in ice building on the
underside of the wings and the horizontal stabilizer
aft of areas protected by deice boots. Minimum sus-
tained airspeed for flight in icing conditions (except
approach and landing) is 160 KIAS. Prolonged
flight with the flaps and/or landing gear extended is
not permitted except as required for approach and
landing. Use of Flaps LAND (30°) is prohibited
when any ice is observed adhering to the outside
of the airplane. Trace or light amounts of icing on
the horizontal stabilizer can significantly alter air-
foil characteristics which will affect stability and
control of the airplane.
it of ice that usually forms on the leading edges
of wings, tail surfaces, pylons, engine inlets, and
antennas, etc. Flight crews are to make sure that the
airplane is free from ice prior to dispatch.
The Mustang uses conventional methods of ice
protection. The engine inlets are anti-iced using
engine bleed air. The wing as well as the horizontal
and vertical stabilizer leading edges are protected
using pneumatic deice boots. Electrical power pro-
tects the windshield, pitot probes, static ports, stall
warning vane, and engine T2 probes. A passive rain
repellent coating on the windshield provides clear
vision in precipitation conditions (Figure 10-1).

NOTE Each engine has two bleed-air ports: one inboard

With residual ice on the airplane, stall
characteristics are degraded and stall
speeds are increased.
Freezing rain and clear ice will be deposited in lay-
ers over the entire surface of the airplane and can
“run back” over control surfaces before freezing.
Rime ice is an opaque, granular, and rough depos-
and one outboard. The inboard port provides bleed
air for interior air conditioning and pressurization.
The outboard port provides bleed air for engine
inlet anti-ice and for inflating the deice boots.
During single-engine operation, check valves in
the supply lines from each engine prevent bleed
air from one engine back-flowing to the opposite
engine.

HORIZONTAL AND VERTICAL STABILIZER

DEICE SYSTEM (PNEUMATIC BOOTS)

ENGINE ANTI-ICE SYSTEM (BLEED AIR)

T2 PROBES (ELECTRIC HEAT)

WING DEICE SYSTEM

(PNEUMATIC BOOTS)
WINDSHIELD ANTI-ICE
SYSTEM (ELECTRIC HEAT)

PITOT-STATIC
SENSORS (ELECTRIC HEAT)

STALL WARNING TRANSDUCER

(ELECTRIC HEAT)
10 ICE AND RAIN
PROTECTION

PITOT-STATIC WING DEICE SYSTEM

SENSORS (ELECTRIC HEAT) (PNEUMATIC BOOTS)

Figure 10-1.   Citation Mustang Ice-Protection Systems

10-2 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION MUSTANG PILOT TRAINING MANUAL
The ice protection system is controlled by green-
capped switches on the pilot tilt panel, which is to
the left of the LANDING GEAR handle (Figure
10-2). The status of ice protection systems is dis-
played by messages on the crew alerting system
(CAS).
Figure 10-2.   Ice-Protection Switches
ENGINE INLETS
DESCRIPTION
Each engine inlet and the inlet of the generator-
cooling scoop is heated by regulated engine bleed
air. Temperature of the bleed air is directly related
to throttle position. Spent bleed air exits via a vent
in the bottom of the inlet. This vent is inspected
during preflight.
NOTE
There is no crossfeed between engines
for inlet heating. If an engine fails, its
inlet is no longer heated.
DC power is provided through an L or R A/I cir-
cuit breaker on its respective side ELE #2 bus. If
DC power fails, the engine anti-ice valves auto-
matically open, allowing hot air into the nacelle
leading edges.
FOR TRAINING PURPOSES ONLY
COMPONENTS
Engine Anti-Ice Shutoff Valves
The hot bleed air flows into each engine inlet
through the engine anti-ice pressure-regulating
shutoff valve (PRSOV) (Figure 10-3). When the
valve energizes closed, the inlet is not anti-iced.
The engine inlet PRSOVs are operated by the
ENGINE ANTI-ICE switches and are electrically
actuated.
In the absence of electrical power, the valves are
pushed open by bleed-air pressure. When electri-
cal power is applied, a solenoid powers the PRSOV
closed. The PRSOVs control the air pressure down-
stream of the valve. These valves regulate the air-
flow of the engine anti-ice system.
Engine Inlet Anti-Ice
Undertemperature Switches
The engine inlet undertemperature switches are
inside the nacelle leading edge. These switches pro-
vide information through the monitoring circuits
in the left and right ice protection system printed
circuit boards (PCBs) to drive the ENG A/I COLD
L-R and ENG A/I COLD L-R CAS messages.
Engine Inlet Anti-Ice Assembly
The engine inlet leading edge is hollow. Inside the
leading edge, a circular piccolo tube is immedi-
ately behind the forward surface of the inlet. The
hot bleed air enters the piccolo tube, sprays out of
holes in the tube to circulate through the inlet lead-
ing edge, then exhausts overboard through a vent
in the bottom of each inlet assembly.
CONTROLS AND INDICATIONS
Controls for the engine anti-ice system are on the
pilot tilt panel with the other ICE PROTECTION
controls (see Figure 10-2).
10 ICE AND RAIN
PROTECTION
10-3
 PROTECTION
10 ICE AND RAIN

10-4
ENGINE ANTI-ICE
PRSOV

BER
BER

HAM
HAM

C
OOT

RC
HP

WER
ICE B

PPE
FAN COMPRESSOR

T LO
OT U
AB DE

BOO
HP

E
E BO
T
AL ST

ENGINE INLET TO ECS

EIC
UNDERTEMP

DEIC
SYSTEM

G
GD
SWITCH
IZONT

EFCV

WIN
WIN
HOR

VENTED
OVERBOARD
P SERVICE
P VENTED SERVICE AIR AIR CHECK
OVERBOARD REGULATOR VALVES P
EFCV VERTICAL STAB DEICE BOOT
P
P DEICE BOOT
P
PRESSURE SWITCHES
VENTED
VENTED OVERBOARD
T

OVERBOARD

R
EFCV

MBE

MBE
EFCV
E BOO
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TO ECS

FOR TRAINING PURPOSES ONLY

SYSTEM

CHA

CHA
ENGINE INLET T HP
B DEIC

PER
UNDERTEMP

WER
SWITCH
L STA

FAN COMPRESSOR LEGEND

T UP

T LO
HOT HP ENGINE BLEED AIR

BOO
ONTA

HP

BOO
REGULATED SERVICE AIR

EICE

EICE
HORIZ

1ST CYCLE VACUUM

GD

GD
WIN
ENGINE ANTI-ICE 2ND CYCLE VACUUM

WIN
PRSOV
VENTED AIR

Figure 10-3.   Bleed Air/Pneumatic Ice-Protection Systems

 CITATION MUSTANG PILOT TRAINING MANUAL
L and R ENGINE ANTI-ICE
Switches
The L and R ENGINE ANTI-ICE switches control
the flow of hot bleed air to the engine inlet leading
edges. Each ENGINE ANTI-ICE switch has two
positions: L (or R) and OFF.
With the switches in the L or R (up) position, bleed
air is directed to the engine inlet for the respective
engine. This position also energizes the T2 probe
and with the landing gear retracted sets the flight
idle N2 speed up to 70%. With the switch in the
OFF position bleed air is blocked at the engine anti-
ice PRSOV, the T2 probe is deenergized and the
flight idle speed is set back to a minimum of 56.8%.
Placing either ENGINE ANTI-ICE switch in the
ON position activates the undertemperature warn-
ing system for both engines.
Throttles
The temperature of the air supplied to the engine
inlets is varied only by engine power settings.
OPERATION
When in icing conditions or when anticipating
icing conditions, set the ENGINE ANTI-ICE
switches to the L and R (up) positions. This deen-
ergizes the shutoff valves, allowing hot bleed air to
flow through and heat the engine.
When not in (or anticipating) icing conditions,
set the ENGINE ANTI-ICE switches to the OFF
positions. This energizes the shutoff valves closed,
stopping the flow of bleed air to the engine inlets.
This also increases engine efficiency and avail-
able power.
SURFACE DEICE (WING
AND STABILIZERS)
DESCRIPTION
The Mustang uses pressure-regulated engine bleed
air (via the service air system) to operate conven-
tional pneumatic deicing boots. The full-span boots
protect the wing, vertical, and horizontal stabilizer
leading edges.
Revision 1.0 FOR TRAINING PURPOSES ONLY
Service Air System
The pressurized air for inflating the pneumatic
boots is supplied by the service air system. The
service air is regulated to 20 psig by a service air
regulator (see Figure 10-3). The service air system
is always active during operation of the aircraft.
Bleed air from both engines is routed to the service
air regulator through a check valve on each engine
outboard bleed-air supply duct. The check valves
keep bleed air from backflowing into either engine.
The service air system provides regulated bleed air
to the deice boot system. If one engine fails, the
operating engine can supply enough bleed air to
operate the wing, vertical, and horizontal stabilizer
deice system.
Surface De-Ice System
The Mustang has a surface deice system on the
wing, vertical, and horizontal stabilizers. This sys-
tem uses regulated bleed air to inflate pneumatic
boots to remove the ice. The boots, when inflated,
normally crack and separate the ice from the lead-
ing edge of the protected surface, allowing aero-
dynamic forces to remove the ice. During normal
operation, adequate pressure supplied to the boots
is annunciated by the SURFACE DE-ICE mes-
sage. The WING DE-ICE FAIL or TAIL DE-ICE
FAIL message appears in the CAS window if boot
pressure is inadequate or boot inflation cycle is not
normal.
The de-ice boot pressure switches are immediate-
ly downstream of each ejector flow control valve
(EFCV).
The regulated service air is supplied to the wing
and tail EFCVs, which supply either pressure or
vacuum to the deice boots. There is one EFCV for
each of the following four boot sets (see Figure
10-1):
• Wing upper de-ice boots (left and right)
• Wing lower de-ice boots (left and right)
• Left horizontal stabilizer deice boot
10 ICE AND RAIN
PROTECTION
• Right horizontal de-ice boot and vertical
stabilizer deice boots
The EFCVs are electrically powered closed to
inflate the boots and spring-loaded open.
10-5
 CITATION MUSTANG PILOT TRAINING MANUAL
The surface de-ice system operates in one of three
modes:
• Manual
• Automatic
• Inactive
COMPONENTS
Service Air Regulator
The service air regulator reduces the pressure of
the engine bleed air to 20 psig from a variable of
25–200 psi. The pressure relief setting of the valve
is 27 psig. If the service air regulator regulates too
low, the failure is detected by the deice system
monitors. If the service air regulator regulates too
high, the pressure supplied to the boots is limited
to 27 psig by the relief port of the valve.
Surface De-Ice Boots
The wing, horizontal stabilizer, and vertical tail
are de-iced by pneumatic boots controlled by the
WING/STAB switch. The wing boots are separated
into two independent pneumatic chambers: one for
the upper surface and one for the lower surface.
Each stabilizer boot has one pneumatic chamber.
All boots have spanwise tube configurations.
Surface De-Ice Control Valves
The wing and stabilizer EFCVs are electrically
controlled switching valves. When the deice system
is turned off or not being inflated, vacuum is applied
to the boots by the EFCVs. This is done by passing
the supplied service air over a venturi in the valve
and is then vented overboard. The other end of the
venturi is connected to the boot and the flow cre-
ated in the venturi creates the vacuum at the boot.
When an inflation is triggered, a solenoid closes the
EFCV vent and the service air then routes through
the venturi to inflate the boot.
Surface De-Ice Pressure
10 ICE AND RAIN
Switches
PROTECTION
The boot pressure switches are immediately
between the EFCV and their boots. There are
four switches for the wing (two per side) and two
switches for the vertical and horizontal stabilizers.
10-6 FOR TRAINING PURPOSES ONLY
The switches are set to close at 16 psig and open
when the pressure decreases to below 10 psig. They
provide information controlling the CAS messages
for this system.
CONTROLS AND INDICATIONS
WING/STAB Switch
The control switch for the surface deice system
is on the pilot side of the instrument panel with
the other ICE PROTECTION controls (see Figure
10-2). The WING/STAB switch has three positions:
OFF, AUTO and MANUAL.
In the OFF position, no power is supplied to the
EFCVs and service air flows through the valves
to create a vacuum that holds the boots deflated.
The AUTO position activates the deice control and
monitor boards which run the 2-minute boot cycle.
The MANUAL position is spring-loaded and is
active only while held in that position. When the
switch is in the MANUAL position, power is sup-
plied to the EFCVs to apply pressure to the boots. It
also supplies a signal to the deice monitor board to
check for adequate pressure supplied to the boots.
System Monitoring
And Indications
De-ice boot inflation is monitored by a series of
pressure switches. One switch is provided for each
de-ice boot chamber. The right ice protection sys-
tem PCB monitors the pressure switches to verify
the deice boots inflate when commanded by the left
ice protection system PCB. If the deice boots fail
to inflate, a discrete output is provided to the CAS
to announce the failure.
OPERATION
The wing and stabilizer de-ice system operates
under electrical control when set with the WING/
STAB switch in MANUAL or AUTO.
 CITATION MUSTANG PILOT TRAINING MANUAL

Manual Mode As in the manual mode, if all of the appropriate

During operation in manual mode, the pilot holds
the WING/STAB switch in the MANUAL posi-
tion to inflate all of the deice boots. As long as
the pilot holds the switch, the de-ice boots remain
inflated. If all of the boot pressure switches receive
adequate pressure, the SURFACE DE-ICE CAS
message appears.
boot pressure switches receive adequate pressure,
the SURFACE DE-ICE CAS message appears. If
one or more of the pressure switches do not receive
adequate pressure or if the boots do not inflate in
the proper timed sequence, the appropriate amber
WING DE-ICE FAIL and/or TAIL DE-ICE FAIL
CAS message appears.

If one or more of the pressure switches does not Inactive

receive adequate pressure, the appropriate amber Whenever the boots are not being inflated, vacuum
WING DE-ICE FAIL and/or TAIL DE-ICE FAIL is applied to the boots to hold them down. This is
CAS message appears. true in automatic mode when not in the inflation
period of the deice cycle. This is also true whenever
Following release of the MANUAL switch, the the system is set to OFF.
spring-loaded switch immediately returns to
the AUTO position, but the automatic cycle is
delayed for 2 minutes before restarting the infla-
tion sequence. This prevents the lower wing/left WINDSHIELD ICE AND
horizontal stabilizer deice boots from immediately
inflating after the pilot releases the switch from the
RAIN PROTECTION
MANUAL position.
The Mustang glass windshields include electric
anti-icing/defogging and have a rain repellent
Automatic Mode applied. Individual sections of each windshield
have different levels and sources of protection.
During automatic mode, the crew selects the
WING/STAB switch to AUTO. This activates a
timer, which causes the boots to inflate and deflate DESCRIPTION AND
in a sequence that repeats every 2 minutes (Figure COMPONENTS
10-4). The sequence repeats continuously until the
OFF or MANUAL switch positions are selected. The Mustang uses 28-VDC electric power to pro-
When selected OFF, the deice system completes vide windshield anti-ice and defog capability (Fig-
the 2-minute inflation cycle to prevent any asym- ure 10-5).
metric ice accumulation. Figure 10-4 illustrates the
automatic boot inflation cycle.

LEGEND
PRESSURE APPLIED TO DEICE BOOTS

VACUUM APPLIED TO DEICE BOOTS

TIME (SEC) 0 6 12 120

LOWER WING BOOTS

10 ICE AND RAIN

LEFT HORIZONTAL STABILIZER

PROTECTION

UPPER WING BOOTS

RIGHT HORIZONTAL STABILIZER
VERTICAL STABILIZER

Figure 10-4.   Wing Stabilizer Automatic Deice Cycle

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 CITATION MUSTANG PILOT TRAINING MANUAL
Each windshield incorporates wire filament heaters
in three separate zones:
• Inner zone—Provides both anti-ice and
defog capability.
• Middle zone—Provides both anti-ice and
defog capability.
• Defog zone—Provides defog capability
only.
NOTE
The upper region of each zone provides
reduced heat. However, it is powered
as part of the corresponding anti-ice or
defog zones.
DEFOG ZONE
DEFOG ZONE
ANTI-ICE ZONE
TRANSITION
REGION
ANTI-ICE ZONES
UNPROTECTED
REGION
Figure 10-5.   Windshield Anti-ice and
Defog Zones
Each anti-ice zone has two temperature sensors
(Figure 10-6). The primary sensor controls the tem-
perature and monitors for overheats. If the primary
sensor fails, the corresponding secondary sensor
provides those functions.
Electrical power is distributed to each windshield
by an anti-ice controller. Each controller receives
DC power from two sources:
10 ICE AND RAIN
• Heating power comes to each controller
PROTECTION
directly from its respective feed bus through
a 100 amp current limiter.
• Control and monitoring functions of each
controller are powered from the respective
10-8 FOR TRAINING PURPOSES ONLY
feed bus through an extension bus, then
through the corresponding L or R WSHLD
TEMP circuit breaker (on the same side CB
panel).
The left and right controller powers the outer and
middle portions of the windshield on its respective
side and also powers the inner panel on the oppo-
site side windshield.
The aircraft has two separate windshield anti-ice
controllers. The left generator operates the left
windshield controller and the right generator oper-
ates the right windshield controller. Each control-
ler can recognize a loss of generator DC power to
the other.
Loss of L or R Generator Power
Configuration AG aircraft 510-0001 through
0040—With the loss of L or R generator power,
the operating windshield controller only provides
power to one panel on the pilots side windshield.
If the right generator fails then the right windshield
controller is load shed and the left windshield con-
trollers is still operating and provides power to
the outboard anti-ice panel on the pilot side only.
Conversely if the left generator fails then the left
windshield controller is load shed and the right
windshield controller is still operating and pro-
vides power to the inboard anti-ice panel on the
pilot side only.
Configuration AF aircraft 510-0041 and subse-
quent—With the loss of L or R generator power,
the operating windshield controller will provide
power to one panel on the pilots side and one panel
on the copilots side windshield. If the right gen-
erator fails then the right windshield controller is
load shed and the left windshield controller is still
operating. In this case the operating left controller
provides power to the outboard anti-ice panel on
the pilot side and to the inboard panel on the copi-
lot side. Conversely if the left generator fails then
the left windshield controller is load shed and the
right windshield controller is still operating. In this
case the operating right controller provides power
to the inboard anti-ice panel on the pilot side and
to the outboard panel on the copilot side.
Revision 1.0
 CITATION MUSTANG PILOT TRAINING MANUAL

UNPROTECTED
AREA

DEFOG DEFOG DEFOG DEFOG

MID INNER INNER MID

DEFOG DEFOG
A/I A/I A/I A/I

2 2 3 3
1
1

RTD (TEMP
SENSOR)

UNPROTECTED UNPROTECTED
AREA AREA

1 2 3 2 3 1
LH CONTROLLER RH CONTROLLER

100 A MP 100 A MP
200 200
A MP A MP

LH FEED BUS CROSSFEED BUS RH FEED BUS

LEGEND
LH CONTROLLER

RH CONTROLLER

Figure 10-6.   Windshield Anti-ice Power Distribution

If both generators are operating and only one of the tion. The coating requires periodic inspection and
windshield anti-ice controllers fail, then only the refurbishment. The windshield should only be
portions of the windshield powered by the failed cleaned with a soft cloth and water to preclude
10 ICE AND RAIN

controller are lost. damaging the coating.

PROTECTION

Rain Repellent
A passive rain repellent coating on the windshield
external surface provides windshield rain protec-

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 CITATION MUSTANG PILOT TRAINING MANUAL
CONTROLS AND INDICATIONS
WINDSHIELD ANTI-ICE
Switches
The windshield heat is controlled by two toggle
switches in the cockpit (one for each windshield
panel) (Figure 10-7).
The L and R WINDSHIELD ANTI-ICE switches
have two positions:
• A
NTI-ICE (up) applies power to both the
defog and anti-ice zones.
• OFF removes power from the system.
Figure 10-7.   Windshield Anti-Ice Switches
Windshield Ice Detection Lights
Two red LED ice detection lights are located at
the base of the windshield on the pilot and copilot
glareshield. These two lights are powered any time
the BATT switch is placed in the ON position. If
the windshield is clean, the lights shine through and
are undetected. If ice forms on the windshield, the
lights reflect back giving the pilot a visible indica-
tion at night.
OPERATION
When WINDSHIELD ANTI-ICE is selected, the
windshield controllers provide a slow increase in
temperature to avoid thermal shock to the wind-
shield panels.
10 ICE AND RAIN
Each windshield controller monitors the wind-
PROTECTION
shield temperature sensors in the zones it controls.
Using this information, it provides discrete outputs
to the CAS for annunciation of controller failures
or windshield overheats.
10-10 FOR TRAINING PURPOSES ONLY
SENSOR ANTI-ICE
SYSTEMS
DESCRIPTION AND
COMPONENTS
Electric heat is provided to anti-ice the following
sensors:
• Pitot probes
• Static ports
• Stall warning vane
• T2 probes
The heating element for each sensor is monitored
by a current sensor to detect failures. Failure of any
heating element is indicated on the CAS display.
CONTROLS AND INDICATIONS
Sensor Anti-Ice Switch
The pitot probes, static ports, and stall warning
vane heaters are all controlled by a single switch
on the ICE PROTECTION panel immediately left
of the landing gear handle (see Figure 10-2). This
switch has three positions:
• RESET STALL WARN—A momentary-
contact position. Resets the stall warning
to the normal stall airspeed. (Use RESET
STALL WARN only when wings are veri-
fied free of ice).
• PITOT STATIC—Applies power to the sen-
sors (both pitot probes, all four static ports,
and the stall warning vane).
• O FF—Removes all power from those
sensors.
ENGINE ANTI-ICE Switches
The T2 probes are electrically heated when their
respective ENGINE ANTI-ICE switches are in the
L or R position and the engine is running.
Revision 1.0
 CITATION MUSTANG PILOT TRAINING MANUAL

OPERATION LIMITATIONS
The pitot probe, static port, and stall warning vane
heaters are powered by selection of the PITOT For specific limitations, refer to the FAA-approved
STATIC position on the sensor anti-ice switch. AFM.

In flight, the sensor anti-ice switch should be in the

PITOT STATIC position, which heats the external EMERGENCY/
sensors.
ABNORMAL
On ground, except when ready for takeoff, the
switch should normally be OFF to prevent over- For specific information on emergency/abnormal
heating of the sensors and their heating elements. procedures, refer to the appropriate checklist or
FAA-approved AFM.
During preflight, the switch may be set to PITOT
STATIC for 30 seconds to verify the sensors are
heating properly.

CAUTION
Limit ground operation of pitot-static
heat to 2 minutes to preclude damage to
the pitot-static and stall warning heaters.

Stall-Warning System Mode

When surface deice is enabled at any time (the
WING/STAB switch is selected to MANUAL or
AUTO), the stall-warning system changes its mode
to a higher airspeed, and does not reset when sur-
face deice is switched OFF. The system remains
at this ice-contamination airspeed mode setting
until the end of the flight or until RESET STALL
WARN is selected.

Selecting RESET STALL WARN on the PITOT

STATIC switch overrides the automatic ice-con-
tamination setting, and returns stall-warning mode
to the normal stalling airspeed, if surface deice is
selected OFF.

The STALL WARN HI CAS message indicates

that the stall-warning system is operating on the
ice-contamination airspeed mode. Refer to the
“Landing Performance” ANTI-ICE-ON landing
10 ICE AND RAIN

performance charts in the Airplane Flight Manual

PROTECTION

(AFM).

FOR TRAINING PURPOSES ONLY 10-11

 CITATION MUSTANG PILOT TRAINING MANUAL

Table 10-1.   CAS MESSAGES

ENG A/I COLD L-R WING DE-ICE FAIL

DESCRIPTION Indicates the engine inlet temperature DESCRIPTION This message indicates the wing de-ice
is below safe level for satisfactory ice system is not operating normally.
protection. INHIBITS EMER
INHIBITS EMER, ESDI
ENG A/I COLD L-R
P/S HTR L-R
DESCRIPTION Indicates the engine inlet temperature is
DESCRIPTION This message indicates there is no cur- below safe level for satisfactory ice pro-
rent detected to the pitot static heater tection. This message will post white for
and the airplane is in the air or throttles up to two minutes after engine anti-ice
are at or above the cruise detent. is turned one while the inlet warms up to
the normal operating temperature.
INHIBITS EMER, LOPI
INHIBITS EMER, ESDI
STALL WARN HTR
P/S HTR L-R
DESCRIPTION This message indicates no power is
being delivered to the stall warning vane DESCRIPTION This message indicates there is no cur-
heater. rent detected to the pitot static heater
and the airplane is on the ground.
INHIBITS EMER, ESDI
INHIBITS EMER, LOPI
T2 HTR FAIL L-R
SURFACE DE-ICE
DESCRIPTION This message indicates a T2 probe heat-
er fail. DESCRIPTION The De-ice boots are inflating/deflat-
ing as designed. In MANUAL mode, this
INHIBITS EMER, LOPI, TOPI
message displays only if all pressure
switches indicate deice boot inflation.
TAIL DE-ICE FAIL
INHIBITS EMER
DESCRIPTION This message indicates the tail de-ice
system is not operating normally. STALL WARN HI
INHIBITS EMER
DESCRIPTION The stall warning system is operating on
the ice-contaminated schedule.
W/S A/I FAIL L-R
INHIBITS EMER, ESI
DESCRIPTION This message indicates a loss of power
to the windshield heater and the WIND- W/S A/I FAIL L-R
SHIELD A/I ON has been ON for 5
seconds. DESCRIPTION This message indicates a loss of power
to the windshield heater and the WIND-
INHIBITS EMER SHIELD A/I ON has been ON for less than
5 seconds.
W/S O’HEAT L-R
INHIBITS EMER
DESCRIPTION This message indicates the windshield
10 ICE AND RAIN

anti-ice power is ON for more than 5 W/S O’HEAT L-R

PROTECTION

seconds and the windshield temperature

DESCRIPTION This message indicates the windshield
is too high.
anti-ice power is ON for less than 5 sec-
INHIBITS EMER onds and the windshield temperature is
too high.
INHIBITS EMER

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 CITATION MUSTANG PILOT TRAINING MANUAL
QUESTIONS
1. The ENG A/I COLD L CAS message
indicates:
A. The system is operating normally after
initial switch actuation
B. The system has failed
C. The ejector flow control valve has failed
D. The ejector transfer pump has failed
2. The ENG A/I COLD R CAS message may
indicate:
A. The system is operating normally after
initial switch actuation
B. The system has failed
C. The ejector flow control valve has failed
D. The ejector transfer pump has failed
3. With the WING DE-ICE FAIL CAS message
displayed:
A. The wing boots have failed to inflate
adequately
B. The ejector transfer pump has failed
C. The motive flow pump has failed
D. The left weight-on-wheels switch has
failed
4. With the W/S A/I FAIL L CAS message dis-
played, the checklist states to:
A. L WSHLD TEMP circuit breaker—Check
B. Rotate the rotary TEST knob to ANNU
C. Push the TMR/REF soft key on the PFD
D. PRESS CTRL switch—STANDBY
5. If the W/S O’HEAT L CAS message remains
displayed continuously:
A. The temperature decreased using the
CABIN TEMP selector
B. The temperature decreased using the
COCKPIT TEMP
C. Power must be removed from the wind-
shield using the L WINDSHIELD ANTI-
ICE switch.
D. Power removed using the rotary TEST
knob
Revision 1.1 FOR TRAINING PURPOSES ONLY
6. With a P/S HTR R message displayed, an
erroneous indication may also appear on the:
A. Airspeed indicator
B. Magnetic compass
C. EICAS
D. Standby gyro
7. Do not operate the surface deice boots with an
indicated RAT below:
A. –40°C
B. –30°C
C. –20°C
D. –10°C
8. Failure of the DC electrical system results in:
A. Complete failure of the windshield anti-
icing system
B. Continuous flow of hot bleed air, with
windshield temperature control possible
only through regulation of the volume of
bleed air permitted to the windshield
C. Continued windshield anti-icing with com-
plete control of the bleed-air temperature
D. Continuous isopropyl alcohol flow to the
windshield to replace the normal bleed-air
anti-icing
9. When using the WING/STAB switch in the
MANUAL position:
A. They may be cycled at any temperature
B. All of the deice boots inflate simultane-
ously for as long as the switch is held
C. Illumination of the SURFACE DE-ICE
CAS message always indicates a system
malfunction
D. MANUAL mode serves as a backup way
to inflate the door seal
10. The pitot tubes and stall warning vane have a
10 ICE AND RAIN
ground limitation of:
PROTECTION
A. 1 minute
B. 2 minutes
C. 3 minutes
D. 4 minutes
10-13
 CITATION MUSTANG PILOT TRAINING MANUAL

11. The ENGINE ANTI-ICE switches must be

selected ON when in visible moisture and a
RAT of _______ or colder.
A. 30°C
B. 20°C
C. 10°C
D. 0°C

12. If the left generator fails:

A. The inner zone on the pilot’s windshield
and the middle zone on the co-pilot’s
windshield are heated
B. The engine A/I system becomes
inoperative
C. The right side of the pitot-static system
becomes inoperative
D. The stall warning vane heat becomes
inoperative

13. If the right generator fails:

A. The left side of the pitot-static system
becomes inoperative
B. The engine anti-ice system becomes
inoperative
C. The center panel on the pilot’s and the
inner panel on the co-pilot’s windshields
are heated
D. The stall warning vane heat becomes
inoperative

14. With the STALL WARN HI CAS message

displayed, this indicates:
A. The stall warning vane has an overtem-
perature situation
B. The low airspeed awareness tap is operat-
ing on a contamination schedule
C. The pitot-static switch has failed
D. The stall warning system has failed

15. Except for the ground preflight check, the

maximum RAT for operation of engine anti-
ice with the throttles above idle is:
10 ICE AND RAIN
PROTECTION

A. 40°C
B. 30°C
C. 20°C
D. 10°C

10-14 FOR TRAINING PURPOSES ONLY Revision 1.0

 11 AIR CONDITIONING
CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 11
AIR CONDITIONING
CONTENTS

INTRODUCTION................................................................................................................ 11-1
GENERAL..............................................................................................................................11-1
TEMPERATURE-CONTROLLED BLEED-AIR INFLOW................................................ 11-2
Description.................................................................................................................... 11-2
Components................................................................................................................... 11-4
Controls and Indications................................................................................................ 11-5
Operation....................................................................................................................... 11-7
VAPOR-CYCLE AIR CONDITIONING............................................................................. 11-8
Description.................................................................................................................... 11-8
Components................................................................................................................... 11-8
Controls and Indications............................................................................................. 11-10
Operation.................................................................................................................... 11-10
FRESH AIR AND FANS................................................................................................... 11-10
Description................................................................................................................. 11-10
Controls and Indications............................................................................................. 11-11
Operation.................................................................................................................... 11-11
LIMITATIONS................................................................................................................... 11-11
EMERGENCY/ABNORMAL........................................................................................... 11-11
QUESTIONS..................................................................................................................... 11-12

FOR TRAINING PURPOSES ONLY 11-i

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INTENTIONALLY LEFT BLANK

11-ii FOR TRAINING PURPOSES ONLY

 11 AIR CONDITIONING
CITATION MUSTANG PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
11-1. Cabin Bleed-Air Schematic................................................................................... 11-3
11-2. Pylon Ram-Air Inlet.............................................................................................. 11-4
11-3. Exhaust Ports......................................................................................................... 11-4
11-4. Environmental Control Panel................................................................................. 11-6
11-5. AIR SOURCE SELECT Knob.............................................................................. 11-6
11-6. COCKPIT TEMP and CABIN TEMP Knobs........................................................ 11-7
11-7. Vapor-Cycle Schematic......................................................................................... 11-9
11-8. Evaporator Drains (Aft)...................................................................................... 11-10
11-9. AIR COND Switch............................................................................................. 11-10
11-10. COCKPIT FAN and CABIN FAN Knobs.......................................................... 11-10

TABLES
Table Title Page
11-1. CAS MESSAGES............................................................................................... 11-11

FOR TRAINING PURPOSES ONLY 11-iii

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INTENTIONALLY LEFT BLANK

11-iv FOR TRAINING PURPOSES ONLY

 11 AIR CONDITIONING
CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 11
AIR CONDITIONING

INTRODUCTION
This chapter describes the Citation Mustang air-conditioning systems. Information is provided
on temperature-controlled pressurized air, vapor-cycle air conditioning, and fresh air supply.
Additionally, air distribution and temperature controls are discussed.

GENERAL
The Mustang uses modified engine bleed air to
heat, cool, and pressurize the cockpit and cabin
(pressure vessel). Bleed-air inflow also defogs
cabin and cockpit windows. The hot engine bleed
air is cooled by heat exchangers, regulated by
valves, and enters the pressure vessel through sepa-
rate ducts on the left and right sides.
Outflow valves regulate the outflow of this condi-
tioned air supply to control the air pressure (and
resulting pressure altitude) of the pressure vessel
(refer to Chapter 12—“Pressurization”).
The pressure vessel supply is normally provided by
bleed air from both engines; however, either engine
can supply an adequate bleed air supply to the pres-
sure vessel. The system can operate with complete
or partial loss of DC power; however, temperatures
will be within 30°C above ambient.
A conventional vapor-cycle air-conditioning sys-
tem provides further cooling and defogging, espe-
cially on the ground or at low altitudes on hot days.
It moves refrigerant fluid through heat exchang-
ers to extract heat from the pressure vessel, then

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11 AIR CONDITIONING
CITATION MUSTANG PILOT TRAINING MANUAL
routes the fluid to another heat exchanger to vent
the heat overboard. If either generator fails in flight,
the vapor-cycle system is loadshed (powered off to
conserve DC power).
A separate fresh-air vent system allows direct cock-
pit and cabin ventilation when unpressurized (at
low altitudes or on the ground). It requires DC
power.
These three air-conditioning subsystems (bleed
air, vapor cycle, and fresh-air supply) are regu-
lated by air-distribution and temperature-control
systems. Engine indicating and crew alerting sys-
tem (EICAS) indications advise the crew of sys-
tem status.
TEMPERATURE-
CONTROLLED
BLEED-AIR INFLOW
In flight, pressure vessel temperature is provided
by very hot bleed air from the engines. This hot
bleed air is cooled (conditioned) by heat exchang-
ers before entering the pressure vessel. This con-
ditioned air can heat the pressure vessel as well as
cool it.
DESCRIPTION
Bleed-Air Supply
The left engine supplies air to the cockpit (Figure
11-1). The right engine supplies air for the cabin
area. Each system is separate and independent, so
that a failure of either system does not prevent the
other from operating.
All bleed-air inflow to both zones flows aft through
the pressure vessel and exits through the outflow
valves in the aft pressure bulkhead (refer to Chap-
ter 12—“Pressurization”).
Bleed-Air Temperature Control
Before entering the pressure vessel, hot, high-
pressure bleed air from each engine passes through
an air-to-air heat exchanger in the engine pylon.
Outside (ambient) ram-air enters the pylon ram air
11-2 FOR TRAINING PURPOSES ONLY
inlet, passes through the heat exchanger, flows over
the bleed-air ducts, and exits overboard through a
temperature control valve, carrying away most of
the heat from the engine bleed air. (The bleed air
and ambient ram air do not mix.)
A temperature control valve limits the ambi-
ent ram-air flow through each ram-air duct (and
through the heat exchanger) to limit how much the
heat exchanger can cool the engine bleed air. This
indirectly controls the temperature of the bleed air
entering the pressure vessel.
For each system (cockpit/left engine and cabin/
right engine) the temperature control valve is posi-
tioned by a thermal actuator, controlled by a corre-
sponding (cockpit or cabin) environmental printed
circuit board (PCB) (Figure 11-1). The environ-
mental PCB responds to crew commands and tem-
perature sensors in the aircraft.
Bleed-Air Flow to
Cabin Air Supply
On each side, the cooled high-pressure bleed air
continues into the cockpit or cabin air supply duct
through a series of valves.
Mechanical check valves prevent reverse flow of
the bleed air into the engines.
Pressure regulating shutoff valves (PRSOV) on
the left and right engines, allows the bleed air sup-
ply to the pressure vessel from either one or both
engines to be shut off. Under normal conditions the
PRSOVs are both open. With the loss of DC power
the PRSOVs fail open, electrical power is required
to power them shut.
Flow control valves (FCV) on the left and right
engines regulate the bleed air supply to the pres-
sure vessel from that engine to either 4 or 8 ppm
(pounds per minute). Under normal conditions with
both the left and right PRSOVs open, the left and
right FCVs are set at 4 ppm. With 4 ppm supplied
from both engines this gives a combined supply of
8 ppm to the pressure vessel. If either the left or
right PRSOV is commanded shut by the pilot or if
an engine fails, the opposite FCV is set to 8 ppm
keeping the total bleed supply to the pressure ves-
sel constant.
Revision 1.0
 HOT BLEED AIR
FROM ENGINE
TEMPERATURE
CONTROL VALVE

EXHAUST
HEAT OVERBOARD
PYLON EXCHANGER
FWD PRESSURE RAM AIR
FRESH AIR THERMAL
BULKHEAD
INLET ACTUATOR
DUCT OVERHEAT
SENSOR
COCKPIT SHOULDER TAIL CONE
WARMER TEMP SENSOR
4 8 CABIN
T ENVIRONMENTAL
CABIN FOOT PCB
WARMER VENTS T
CABIN DUCT TEMP
T T T SENSOR
CABIN SHOULDER TEMPERATURE
COCKPIT SENSOR T COCKPIT
WARMERS
TEMPERATURE T ENVIRONMENTAL
SENSOR 4 8 PRESSURE- PCB
REGULATING
SHUTOFF VALVE

AFT PRESSURE
COCKPIT BULKHEAD
FOOTWARMER
VENTS FLOW CONTROL
VALVE
CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

LEGEND
REGULATED AIR

RAM AIR

HOT BLEED AIR

EXHAUST OVERBOARD

Figure 11-1.   Cabin Bleed-Air Schematic

11-3
11 AIR CONDITIONING
11 AIR CONDITIONING

CITATION MUSTANG PILOT TRAINING MANUAL

Bleed-Air Distribution
Separate ducts route warm bleed air into the cock-
pit (from the left engine) and into the cabin (from
the right engine).

The cockpit (left engine) bleed-air system routes

warm bleed air to the foot warmer outlets above
the pilot and copilot rudder pedals. It also provides
warm bleed air to defog the side windows. The
cabin (right engine) bleed-air system routes warm
bleed air to the cabin shoulder and foot warmer
outlets. Air from both bleed-air systems moves aft Figure 11-2.   Pylon Ram-Air Inlet
through the cabin and exits through the outflow
valves (refer to Chapter 12—“Pressurization”).

A check valve permits flow from the right engine

(cabin) bleed-air system into the cockpit bleed-air
system if the left engine fails. This keeps air flow-
ing through the entire length of the aircraft interior.

COMPONENTS
Heat Exchangers and
Ram-Air Ducts
Engine bleed air is cooled by a heat exchanger in
each engine pylon. Engine bleed air enters and
exits the precooler through bleed-air ducts. Outside
(ambient) ram air enters through the pylon ram-air
inlet on the leading edge of the pylon and flows into
the ram-air duct. It then passes through the heat
exchanger and flows over the bleed-air ducts (the
bleed air and ambient ram air do not mix). Heat
passes from the bleed air to the ram air through
the metal walls of the separate ducts, cooling the
bleed-air inside the bleed air ducts.
The heated ram air exits overboard through a tem-
perature control valve in the ram-air duct, carrying
away most of the heat from the engine bleed air.
The ram air exits through the aft pylon, into the
engine exhaust stream. Forward of the pylon ram
air exhaust port, an eductor projects into the engine
exhaust stream, creating a vacuum behind it to pull
the ram air from the pylon exhaust port.
During preflight, check that the pylon ram air duct
inlet and exhaust ports are clear (Figures 11-2 and
11-3).
Figure 11-3.   Exhaust Ports
Temperature Control Valves
Aft of the heat exchanger in each ram air duct, a
thermally actuated temperature control valve limits
the ambient ram-air flow through the duct to limit
how much cooling ram air flows through the heat
exchanger. This determines how much the heat
exchanger cools the engine bleed air and directly
controls the temperature of the bleed air before it
enters the pressure vessel.
Thermal Actuator
A thermal actuator adjusts the position of the tem-
perature control valve. The actuator responds to the
temperature of a gas inside the actuator, which is
heated by an electrical heating element. The elec-
trical heating element is powered and controlled by
an environmental temperature controller.
If DC power is removed from the thermal actuator,
it cools and retracts, opening its temperature con-

11-4 FOR TRAINING PURPOSES ONLY


CITATION MUSTANG PILOT TRAINING MANUAL
trol valve to maximum cooling. If the actuator fails
by leaking, a spring retracts it to set the temperature
control valve to maximum cooling.
Cockpit and Cabin
Environmental PCBs
Each environmental PCB compares the tempera-
ture in its respective zone (cockpit or cabin) to the
temperature setting selected by the crew for that
zone. It then compares this to the temperature of
the bleed-air supply in the ducts and powers the
thermal actuator that adjusts the temperature con-
trol valve to allow more or less cooling air through
the heat exchanger. The resulting heat exchanger
temperature provides cooler or warmer bleed air
to that zone.
Each environmental PCB (cockpit/left and cabin/
right) is powered from the respective electrical
feed bus. If DC power for either cockpit or cabin
environmental PCB fails, the temperature control
system for that zone fails to the full-cooling mode
(30°F above ambient temperature).
Pressure Regulating
Shutoff Valves
Each pressure regulating shutoff valve (PRSOV)
is a normally open electrically actuated sole-
noid valve. Selecting either L or R with the AIR
SOURCE SELECT knob (Figure 11- 5) energizes
the opposite (left or right) PRSOV closed, limiting
bleed-air inflow to the cabin from only the selected
side. The left PRSOV is powered from the right
feed bus No. 2. If either PRSOV loses power, the
valve is spring-loaded to the open position.
Flow Control Valves
Each FCV has two openings: one allowing 4 ppm
of bleed air to pass through the system from the cor-
responding engine, and the other allowing 8-ppm
flow. Normally, both valves are deenergized to 4
ppm, for a total flow to the cabin of 8 ppm.
If either engine fails, or the crew manually selects
bleed air supply from one engine only, the FCV of
the supplying engine opens to the 8-ppm setting.
Revision 1.0 FOR TRAINING PURPOSES ONLY
11 AIR CONDITIONING
If power to either FCV is lost, the valve is spring-
loaded to the 4-ppm position.
Duct Overheat Temperature
Sensors
The duct overheat temperature sensors are down-
stream of the duct temperature sensors. The sensor
opens or closes in response to the temperature of
the bleed air in the duct. When closed, it sends a sig-
nal to the crew alerting system (CAS), which dis-
plays the AIR DUCT O’HEAT L (or R) message.
Duct Temperature Sensors
The duct temperature sensors are immediately
downstream of the FCV and upstream of the over-
heat sensors. These duct temperature sensors signal
the temperature of the bleed air to the zone PCB
for that side.
Zone Temperature Sensors
The cockpit and cabin compartments each have a
zone temperature sensor that detects the air tem-
perature in that zone. The cockpit zone temperature
sensor is behind the pilot instrument panel, below
the cooling fan. The cabin zone temperature sensor
is in the aft evaporator inlet (behind the aft cabin
seats near the floor of the cabin).
The environmental PCB compares this zone tem-
perature with bleed-air temperature reported by the
duct temperature sensors and crew settings of the
temperature control knobs to determine necessary
automatic changes to bleed-air temperature.
Do not block the airflow at either of the zone tem-
perature sensors. Obstructions to airflow causes
errors in a sensor signal to its environmental tem-
perature controller, resulting in incorrect tempera-
ture control for that zone.
CONTROLS AND INDICATIONS
Controls specifically for the pressure vessel bleed-
air systems are on the ENVIRONMENTAL con-
trol panel below the copilot primary flight display
(PFD) (Figure 11-4).
11-5
11 AIR CONDITIONING
CITATION MUSTANG PILOT TRAINING MANUAL
Figure 11-4.   Environmental Control Panel
AIR SOURCE SELECT Knob
The AIR SOURCE SELECT knob is a rotary elec-
trical switch that selects the source(s) of air enter-
ing the pressure vessel. To do this, it controls the
PRSOVs and FCVs for the bleed-air ducts. It also
controls the fresh-air fan.
Figure 11-5.   AIR SOURCE SELECT Knob
OFF
The OFF position energizes both PRSOVs closed.
This stops all bleed-air inflow and fresh-air inflow
to the cockpit and cabin.
BOTH (Both Engines)
The BOTH position deenergizes both bleed-air
PRSOVs open, allowing temperature-controlled,
pressurized bleed air to both cockpit and cabin
zones from their respective engines (left for cock-
pit, right for cabin). This also deenergizes both
FCVs to 4 ppm, for a total flow of 8 ppm to the
pressure vessel.
11-6 FOR TRAINING PURPOSES ONLY
NOTE
On the ground, when the AIR SOURCE
SELECT knob is set to BOTH, if the
temperature in the pressure vessel is
greater than 18°C (65°F) and throttle
position is at or below 85% throttle lever
angle (TLA), the environmental PCBs
automatically energize the PRSOVs
closed. This prevents hot bleed air from
entering the pressure vessel.
L (Left Engine)
The L position energizes the right PRSOV closed
and energizes the left FCV to 8 ppm. Bleed air sup-
ply to the pressure vessel is from the left engine
only. The left engine supplies bleed air to the cock-
pit and this bleed air flows aft through the pressure
vessel to the outflow valves on the aft pressure
bulkhead.
R (Right Engine)
The R position energizes the left PRSOV closed
and energizes the right FCV to 8 ppm. Bleed air
supply to the pressure vessel is from the right
engine only. Normally the right engine supplies
bleed air to the cabin only. However, with the left
engine bleed air supply stopped at the PRSOV the
right bleed air is supplied to the cabin as well as
the cockpit through a one-way check valve. This
allows conditioned bleed air to still be supplied to
the cockpit.

CITATION MUSTANG PILOT TRAINING MANUAL
FRESH AIR
The FRESH AIR position energizes both PRSOVs
closed, stopping all bleed air from entering the
pressure vessel and starts a fan in the nose of the
aircraft. With no bleed air supply, the pressure ves-
sel depressurizes. Once the aircraft is unpressur-
ized, outside fresh air can enter through a fresh air
check valve on the forward pressure bulkhead. This
fresh air enters between the copilot rudder pedals.
COCKPIT TEMP And
CABIN TEMP Knobs
The crew uses the COCKPIT TEMP and CABIN
TEMP knobs to set the desired temperature in the
cockpit and cabin zones. Rotating the knob coun-
terclockwise to COLD selects the coldest possible
temperature and rotating the knob clockwise to
HOT selects the hottest possible temperature. The
normal range of both knobs is 65–85°F.
Figure 11-6.   COCKPIT TEMP and
CABIN TEMP Knobs
COCKPIT TEMP Knob
The COCKPIT TEMP knob sets the desired bleed
air temperature entering the pressure vessel from
the left engine. The cockpit PCB compares the
COCKPIT TEMP knob setting with the cockpit
zone temperature sensor and with the cockpit bleed
air duct temperature sensor. With this information,
the cockpit PCB makes the necessary adjustment
to the left engine temperature control valve.
CABIN TEMP Knob
The CABIN TEMP knob sets the desired bleed air
temperature entering the pressure vessel from the
right engine. The cabin PCB compares the CABIN
Revision 1.1 FOR TRAINING PURPOSES ONLY
11 AIR CONDITIONING
TEMP knob setting with the cockpit zone tempera-
ture sensor and with the cabin bleed air duct tem-
perature sensor. With this information, the cabin
PCB makes the necessary adjustment to the right
engine temperature control valve.
Throttles
Throttles regulate engine power (and hence bleed-
air temperature and pressure). Bleed-air tempera-
ture and pressure can be increased by increasing
throttles. Throttles also determine availability of
bleed air to the pressure vessel.
On the ground with the pressure vessel tempera-
ture above 18°C (65°F) and the AIR SOURCE
SELECT knob set to BOTH, each throttle closes its
respective PRSOV when retarded below 85% TLA.
In flight, if a throttle is brought to cutoff, its corre-
sponding PRSOV is shut off and the opposite FCV
is switched to 8 ppm if the AIR SOURCE SELECT
knob is in the BOTH position.
OPERATION
Normally, set the AIR SOURCE SELECT knob to
BOTH to ensure proper pressurization inflow and
adequate warm air, especially when in flight. Set
the COCKPIT TEMP and CABIN TEMP knobs to
the desired temperatures.
On the ground as determined by either the left
or right squat switch, with the AIR SOURCE
SELECT knob set to BOTH, bleed-air heat is avail-
able only if cabin temperature is below 18°C (65°F)
or throttles are above approximately 85% TLA.
If the AIR SOURCE SELECT knob is set to L or
R, bleed-air inflow is supplied regardless of tem-
perature, TLA, or squat switch position.
In flight, bleed-air inflow is always available.
11-7
11 AIR CONDITIONING
CITATION MUSTANG PILOT TRAINING MANUAL
VAPOR-CYCLE AIR
CONDITIONING
DESCRIPTION
The conventional vapor-cycle system provides
cool, dry air for the cockpit and passenger cabin.
When the system is selected by the crew, the vapor-
cycle evaporators in the pressure vessel extract
moisture and cool the air that is already in the
cockpit and passenger cabin. The vapor-cycle sys-
tem functions in conjunction with the temperature
controlled bleed air.
A pressurized refrigerant gas circulates through
the system to absorb heat from the pressure vessel
and dissipate it into the atmosphere. A DC-powered
compressor compresses the refrigerant gas, heating
it, then pumps it into a condenser, which transfers
heat from the refrigerant to cooler ambient air pass-
ing over the condenser coils. The cooled refrigerant
condenses into a pressurized liquid.
Evaporator units depressurize the liquid refrigerant
into a spray, cooling the liquid during the process.
The cold spray circulates inside the evaporator
coils. A fan in each evaporator unit blows interior
air (cockpit or cabin air) across the cold coils, cool-
ing and dehumidifying the air (Figure 11-7).
As the interior air transfers its heat through the heat
exchanger, the refrigerant in the coils absorbs the
heat, warms and vaporizes, then returns it to the
compressor, carrying heat away from the aircraft
interior. The refrigerant circulates continuously
throughout the system, transferring heat from the
interior air to the ambient air.
The forward evaporator is adjacent to the copilot
seat. It provides conditioned air to the crew through
two vents outboard of the instrument panel. The
aft evaporator is on the aft bulkhead and provides
cooling air to the passengers through individual
overheat vents.
11-8 FOR TRAINING PURPOSES ONLY
COMPONENTS
Refrigerant
The Citation Mustang uses R-134a type refrigerant.
Compressor
The DC-powered compressor in the tail cone area
compresses warm, low-pressure refrigerant vapor
from the evaporators into a hot, high-pressure gas,
then pumps it through the condenser.
On the ground as determined by either the left or
right squat switch, the compressor can operate
from either the left or right generator or an external
power unit (EPU). When airborne, it only operates
when BOTH generators are operating. If a genera-
tor fails while airborne, the compressor is automati-
cally load-shed (disconnected from DC power to
reduce electrical loads).
The compressor operation hours are not the same
as aircraft hours. A separate hour-meter for the
compressor is on the compressor assembly, above
the battery in the tail cone. To read the hour-meter,
access it through a panel directly opposite the bag-
gage door on the right forward side of the baggage
compartment.
Condenser
The condenser is in the tail cone and cools the
hot, high-pressure refrigerant gas flowing from
the compressor prior to entry into the pressure
vessel. It utilizes finned coils through which the
refrigerant gases flow to derive a cooling benefit
from transient, ambient air, thereby acting as a heat
exchanger.
This ambient, atmospheric air is ducted through
the condenser by an inlet on the right side of the
aft tail cone. The cooling air is then routed over the
condenser coils, allowing for the transfer of heat,
and then is ducted overboard through a duct on the
upper right side of the tail cone.
Revision 1.0
 FWD EVAPORATOR EVAPORATOR BLOWER

LIQUID LINE FROM FWD CABIN

(HIGH PRESSURE)
TEMPERATURE
SENSOR 100 AMP
PT T
HEAT CURRENT
EXCHANGER LIMITER
EXPANSION
VALVE
DRAIN

WINDSHIELD
OUTLETS
PILOT COPILOT
OUTLET OUTLET

AFT CABIN
OUTLET

CABIN
VENTS
TEMPERATURE
SENSOR

SUCTION LINE
(LOW PRESSURE)
PT T
HEAT
EXCHANGER
EXPANSION EVAPORATOR
VALVE BLOWER
FROM AFT CABIN
DRAIN

AFT EVAPORATOR SERVICE

CONNECTION
CITATION MUSTANG PILOT TRAINING MANUAL

HOUR LEGEND
SERVICE METER

FOR TRAINING PURPOSES ONLY

CONNECTION FROM FWD CABIN
H
COMPRESSOR
SUCTION
PRESSURE
RELIEF TO OUTLETS
CONDENSER COMPRESSOR VALVE
ASSEMBLY LOAD
BLOWER HIGH-PRESSURE LIQUID
SHEDDING
P FUNCTION
AIR-CONDITIONING AIR-CONDITIONING EXHAUST
EXHAUST
COMPRESSOR DISCHARGE

RECEIVER/ AIR-CONDITIONING INLET

DRYER DISCHARGE LINE
(HIGH PRESSURE)
HEAT CONDENSER
EXCHANGER ASSEMBLY
AIR-CONDITIONING
INLET

Figure 11-7.   Vapor-Cycle Schematic

11-9
11 AIR CONDITIONING
11 AIR CONDITIONING
CITATION MUSTANG PILOT TRAINING MANUAL
Evaporators
There are two evaporators in the vapor-cycle sys-
tem. Cold refrigerant chills the evaporator coils.
Electrically powered blowers push cockpit or cabin
air over the cold evaporator coils and then force
the cold air into the cockpit or cabin air distribu-
tion system.
Water vapor from the cockpit or cabin air condens-
es on the evaporator coils and the liquid water is
routed overboard through two heated vents under
the fuselage (one near each evaporator) (Figure
11-8). This dehumidifies cabin air.
Figure 11-8.   Evaporator Drains (Aft)
CONTROLS AND INDICATIONS
Controls specifically for the vapor-cycle air con-
ditioning are on the ENVIRONMENTAL control
panel.
AIR COND Switch
The AIR COND switch activates the vapor cycle
system when selected on, provided either or both
fan switches are also selected to an operationally
energized position (i.e., LOW, HI, or FLOOD).
Figure 11-9.   AIR COND Switch
11-10 FOR TRAINING PURPOSES ONLY
COCKPIT FAN and
CABIN FAN Knobs
Switches electrically energize the fans at the for-
ward (cockpit) and aft (cabin) evaporators, to push
interior air over the cold evaporator coils and into
the interior through ducts:
• The LOW, HIGH, and FLOOD positions
direct air through individually adjustable
cockpit and cabin outlets.
• The OFF position deenergizes the fan.
Figure 11-10.   COCKPIT FAN and
CABIN FAN Knobs
OPERATION
To operate the vapor-cycle air conditioning system,
select the AIR COND switch to AIR COND and
select either (or both) fan switches to any position
other than OFF.
FRESH AIR AND FANS
DESCRIPTION
A separate fresh-air system is in the cockpit
between the copilot rudder pedals. If FRESH AIR
is selected with the AIR SOURCE select knob, the
duct (Figure 11-8) routes fresh air to the cockpit
and an electric fan blows the air through the duct
into the cockpit, between the copilot rudder pedals.
When the aircraft is pressurized, a check valve in
the fresh-air duct closes and fresh air does not enter
the cockpit. This prevents pressurized bleed air
inside the pressure vessel from leaking out through
the fresh-air duct.
Revision 1.0
 11 AIR CONDITIONING
CITATION MUSTANG PILOT TRAINING MANUAL

Additional circulation of air in the pressure ves- Table 11-1.   CAS MESSAGES

sel is provided by the evaporator fans. They route
cockpit and cabin air through the evaporators and DUCT O’HEAT L-R

then through ducts to cockpit and cabin outlets. The DESCRIPTION This message is displayed when either
fans can be directly commanded by the crew when the cabin or cockpit air supply duct tem-
the vapor-cycle system is not operating. perature exceeds approximately 300°F
(149°C). Crew action is required. This
CAUTION message disappears if the temperature
falls below approximately 285°F (141°C).
The FRESH AIR position on the AIR INHIBITS EMER, LOPI
SOURCE SELECT knob shuts off pres-
surized bleed-air inflow. The pressure PRESS OFF
vessel will depressurize at nominal leak
rate. DESCRIPTION This message is displayed when the air
selector knob is in the OFF or FRESH
CONTROLS AND INDICATIONS AIR position.
INHIBITS EMER, LOPI
AIR SOURCE SELECT Knob
The AIR SOURCE SELECT knob, when set to
FRESH AIR, energizes the fresh-air fan. If the AIR
SOURCE SELECT knob is at any other position,
the fresh-air fan is deenergized (refer to Temper-
ature-Controlled Bleed-Air Inflow earlier in this
chapter).

OPERATION
When on the ground or in unpressurized flight,
if fresh-air ventilation is desired, set the AIR
SOURCE SELECT knob to FRESH AIR.

At any time that increased circulation of air in the

cabin is desired, set either the COCKPIT FAN or
CABIN FAN fan switch (or both switches) to any
setting other than OFF.

LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.

Revision 1.1 FOR TRAINING PURPOSES ONLY 11-11

11 AIR CONDITIONING
CITATION MUSTANG PILOT TRAINING MANUAL
QUESTIONS
1. If both generators fail and the BATT switch is
positioned in the EMER position, what is the
failed position for the PRSOVs and FCVs?
A. Both PRSOVs fail open with a loss of nor-
mal DC power and the FCVs fail to 4 ppm
B. Both PRSOVs fail closed with a loss of
normal DC power and the FCVs fail to 4
ppm
C. Both PRSOVs fail open with a loss of nor-
mal DC power and the FCVs fail to 8 ppm
D. Both PRSOVs fail closed with a loss of
normal DC power and the FCVs fail to 8
ppm
2. Which of the following is required for the
vapor cycle air conditioner to operate while
in fight?
A. Both generators operating, the AIR COND
switch placed in the up (AIR COND) posi-
tion, and either the COCKPIT or CABIN
FAN knobs out of the OFF position.
B. Both generators operating, the AIR COND
switch placed in the up (AIR COND)
position, and the COCKPIT and CABIN
TEMP knobs set to the COLD position.
C. Either the left or right generator operat-
ing, the AIR COND switch placed in the
up (AIR COND) position, and either the
COCKPIT or CABIN FAN knobs out of
the OFF position.
D. Both generators operating, the AIR COND
switch placed in the up (AIR COND) posi-
tion. There is no need to move the COCK-
PIT or CABIN FAN knobs out of the OFF
position.
11-12 FOR TRAINING PURPOSES ONLY
3. Which of the following conditions allows
bleed air inflow to the pressure vessel to be
stopped?
A. Positioning the AIR SOURCE
SELECT knob to either the L or R position
B. Positioning the AIR SOURCE SELECT
knob to FRESH AIR
C. On the ground with the AIR SOURCE
SELECT knob positioned to L or R and a
pressure vessel temperature above 18°C
(65°F)
D. In flight with the AIR SOURCE SELECT
knob positioned in the BOTH position and
a pressure vessel temperature above 18°C
(65°F)
4. Selecting the FRESH AIR position:
A. Activates the vapor cycle air conditioner in
flight to cool the bleed air from the engine
B. Causes the cabin to depressurize in flight
at a nominal rate
C. Must not be used during ground operations
D. Does not affect normal pressurized flight
5. The right engine supplies bleed air to what part
of the pressure vessel?
A. Under normal operating conditions the
right engine supplies bleed air to the cock-
pit. However, if the left engine bleed air
supply is stopped the right engine can
also supply bleed air to the cabin through
a one-way check valve.
B. Under normal operating conditions the
right engine supplies bleed air to the cabin.
However, if the left engine bleed air supply
is stopped the right engine can also supply
bleed air to the cockpit through a one way
check valve.
C. The right engine only supplies bleed air to
the cockpit.
D. The right engine only supplies bleed air to
the cabin.
Revision 1.1
 11 AIR CONDITIONING
CITATION MUSTANG PILOT TRAINING MANUAL

6. On the ground, the vapor cycle air condition-

ing system can be operated by:
A. Either the left or right generator as well as
a ground power unit.
B. The left generator or a ground power unit
C. The right generator or a ground power unit
D. Ground power unit only

7. In the event of a total DC power failure, the

flow control valves fail to:
A. 8 ppm
B. 4 ppm
C. 10 ppm
D. 20 ppm

8. In the event of a total DC power failure, the

temperature control valves fail to:
A. 8 ppm
B. 4 ppm
C. Max hot position
D. Max cold position

9. If either engine fails, the opposite flow control

valve automatically goes to:
A. 4 ppm
B. 8 ppm
C. 10 ppm
D. 12 ppm

10. On the ground with the throttles below 85%

TLA and a pressureabove 18°C (65°F), bleed
air inflow is:
A. Stopped by the PRSOVs
B. Selected to 8 ppm
C. Selected to 4 ppm
D. Stopped by the flow control valves

11. The hot bleed air from the engines is cooled

by:
A. Either the Left Generator or the Right
Generator needs to be operating
B. Heat exchangers utilizing gas refrigerants
C. Centrifugal diffusers that drop the air pres-
sure and thereby cools the bleed air
D. Heat exchangers utilizing liquid
refrigerants

Revision 1.0 FOR TRAINING PURPOSES ONLY 11-13

11 AIR CONDITIONING

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INTENTIONALLY LEFT BLANK

11-14 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 12
PRESSURIZATION
CONTENTS
INTRODUCTION................................................................................................................ 12-1

12 PRESSURIZATION
GENERAL..............................................................................................................................12-1
DESCRIPTION..................................................................................................................... 12-3
COMPONENTS................................................................................................................... 12-3
Outflow Valves............................................................................................................... 12-3
CONTROLS AND INDICATIONS...................................................................................... 12-5
Pressurization Controller............................................................................................... 12-5
Destination Elevation Setting........................................................................................ 12-6
PRESS CONT (STANDBY—NORM) Switch............................................................. 12-6
Manual CABIN DUMP Switch..................................................................................... 12-6
Pressurization Display................................................................................................... 12-6
OPERATION........................................................................................................................ 12-8
Ground/Flight Modes.................................................................................................... 12-8
Setting Destination Elevation..................................................................................... 12-10
High-Altitude Airport Operation (Autoschedule)...................................................... 12-10
Manual CABIN PRESSURE DUMP......................................................................... 12-11
LIMITATIONS................................................................................................................... 12-11
EMERGENCY/ABNORMAL........................................................................................... 12-11
QUESTIONS..................................................................................................................... 12-13

FOR TRAINING PURPOSES ONLY 12-i

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12 PRESSURIZATION

INTENTIONALLY LEFT BLANK

12-ii FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
12-1. Pressurization System Schematic.......................................................................... 12-2
12-2. Outflow Valve Positions......................................................................................... 12-4
12-3. Pressurization Controls.......................................................................................... 12-5

12 PRESSURIZATION
12-4. Standard (MFD) Pressurization Display................................................................ 12-7
12-5. Pressurization Display (Reversionary Mode)........................................................ 12-7
12-6. Cabin Pressure Display....................................................................................... 12-10

TABLES
Table Title Page
12-1. CAS MESSAGES............................................................................................... 12-12

FOR TRAINING PURPOSES ONLY 12-iii

 CITATION MUSTANG PILOT TRAINING MANUAL
12 PRESSURIZATION

INTENTIONALLY LEFT BLANK

12-iv FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 12
PRESSURIZATION

12 PRESSURIZATION
INTRODUCTION
The pressurization system on the Citation Mustang maintains cabin altitude lower than actual
aircraft altitude to provide a suitable environment for the crew and passengers. The cabin altitude
is maintained by regulating the bleed air escaping overboard from the pressure vessel. The system
consists of a pressurization controller, two outflow valves, safety valves, pilot controls, and system
monitoring.

GENERAL
Two elements provide cabin pressurization. One is
a constant source of temperature controlled bleed
air to the cabin (refer to Chapter 11—“Air Condi-
tioning”) (Figure 12-1). The other is a method of
controlling the outflow of the bleed air from the
cabin. This control of bleed air inflow and outflow
results in a cabin differential pressure (difference
between cabin pressure and outside air pressure).
This difference in pressure equates to the cabin
pressure altitude being lower than the aircraft cruis-
ing pressure altitude.
The maximum cabin pressure differential is 8.5 +
0.1 psid. Normal cabin pressure differential is 8.3
psid. This permits a normal cruise cabin altitude
at the aircraft top altitude (FL 410) of 7,800 ± 200
feet.

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STATIC SOURCE

CABIN
PRESS
MAX P GRILLE
12 PRESSURIZATION

LIMITER

CABIN
EXHAUST
CABIN
PRESS

THROTTLE MAX ALT

SWITCH LIMITER CABIN
<85% TLA PRESS
TRANSDUCERS

DIVE
SOLENOID
OUTFLOW
PUMP VALVES
FLEXIBLE
DIAPHRAGM
PRESSURIZATION
CONTROLLER
BLEED-AIR
SOURCE PUMP ISOLATOR
WEIGHT-ON- RESTRICTOR
WHEEL SWITCH CLIMB
SOLENOID

CABIN
G-1000 SIGNAL MAX P EXHAUST
INPUT LIMITER

CABIN
PRESS
MAX ALT
LIMITER

STATIC PRESSURE (FLOW)

PRESSURE VESSEL BOUNDARY

LEGEND
CABIN PRESSURE
STATIC SOURCE
STATIC PRESSURE FLOW
BLEED AIR
REGULATED AIR

Figure 12-1.   Pressurization System Schematic

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 CITATION MUSTANG PILOT TRAINING MANUAL
The bleed air inflow from both powerplants is sup-
plied to the cabin at a fairly constant rate through
a wide range of power settings.
The pressurized cabin air then escapes through two
outflow valves in the aft pressure bulkhead.
The outflow valves are pneumatically operated.
Automatic control requires normal DC power and
is not available during emergency electrical power
operations. Additionally, safety valves operate
regardless of the availability of electrical power.
DESCRIPTION
The two outflow valves on the aft pressure bulk-
head meter open or close to regulate the volume
of bleed air outflow into the aircraft tail cone. The
balance between inflow and outflow establishes
cabin pressure.
When the outflow valves are metered open, inflow
air escapes the cabin rapidly, reducing cabin pres-
sure. This increases cabin altitude (the cabin
climbs).
When the outflow valves are metered closed, inflow
air pressure builds and increases cabin pressure.
This decreases cabin altitude (the cabin dives).
The two outflow valves are connected to each other
with a pneumatic line from the pressurization con-
troller. This insures that the action of one outflow
valve is duplicated by the other. With normal DC
power available and with the PRESS CONT switch
in the NORM position, the pressurization control-
ler generates an automatic cabin altitude schedule
based on:
• Departure field elevation
• Maximum altitude reached
• Pilot input of destination elevation (DEST
ELV)
Manual pilot control of the outflow valves is with
the use of the CABIN DUMP switch. The CABIN
DUMP switch requires DC power. However, it
works with the BATT switch in the EMER position.
Revision 1.0 FOR TRAINING PURPOSES ONLY
To provide system protection and redundancy, each
outflow valve contains pneumatic safety valves.
These safety valves are referred to as maximum
differential pressure limiter valves and maximum
cabin altitude limiter valves. These valves ensure
the cabin pressure remains within safe limits. The
system authority in descending order of control is
as follows:
• • Maximum cabin altitude limiter
12 PRESSURIZATION
• • Maximum differential pressure limiter
• • CABIN DUMP switch
• • Pressurization controller
On the ground with the throttles below 85% throt-
tle lever angle(TLA), the outflow valves are fully
opened allowing all bleed air from the engines to
escape overboard into the tail cone. This ensures
that cabin doors open easily and when opened pre-
vents sudden pressure changes.
The pressurization controller has two modes of
operation, normal and high altitude. High-altitude
mode is discussed later in this chapter.
COMPONENTS
OUTFLOW VALVES
The outflow valves release air from the cabin at a
regulated rate. This establishes the pressure balance
between inflow and outflow, and resulting cabin
pressure (“cabin altitude”). The outflow valves are
controlled by various regulating valves that con-
nect to (or are built into) the outflow valves (see
Figure 12-1).
Outflow Valve Basics
Two outflow valves regulate the outflow of pressur-
ized cabin air through two openings in the aft cabin
pressure bulkhead. This regulated outflow controls
cabin pressure differential (Delta-P) and resulting
“cabin altitude.” Each outflow valve opens or closes
its respective cabin opening with a flexible dia-
phragm. The diaphragm is on the back of a hollow
control chamber (Figure 12-2). When the outflow
valve control chamber inflates, the diaphragm on
the back side of the valve expands, reducing the
cabin opening. This restricts airflow between the
cabin and outside air.
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 CITATION MUSTANG PILOT TRAINING MANUAL

AFT PRESSURE
CABIN AIR FREELY CABIN AIRFLOW TO
BULKHEAD
FLOWS TO TAIL CONE TAIL CONE RESTRICTED

CABIN

TAIL CONE
12 PRESSURIZATION

DIAPHRAGM DIAPHRAGM DIAPHRAGM INFLATED;

VACUUMED OPEN; RELAXED OPEN; SOME DIFFERENTIAL
NO PRESSURIZATION NO PRESSURIZATION PRESSURE DEVELOPING

Figure 12-2.   Outflow Valve Positions

When the outflow valve control chamber deflates, • M

the diaphragm pulls back from the cabin opening
and exposes more of it, allowing more air to move
through the opening between the cabin and the
outside (tail cone). Outflow valves normally are
partially open, providing a limited outflow of cabin
air, and a controlled cabin pressure differential,
resulting in a controlled cabin altitude.
The outflow valves synchronize with each other
through a pneumatic link. The control chambers of
the two outflow valves always have the same pres-
sure because they are pneumatically connected.
Consequently, each outflow valve duplicates the
action of the other. This feature balances the cabin
air outflow of the two valves (see Figure 12-1).
Outflow Valve Regulation
Multiple regulating valves are built into each out-
flow valve. These valves regulate the air pressure in
the outflow valve control chamber and thereby con-
trol the diaphragm position. This regulates cabin
pressure outflow (see Figure 12-1). The regulating
valves include:
• Dive solenoid valve (with electrically oper-
ated dive pump)
• Climb solenoid valve (with electrically oper-
ated climb pump)
• Maximum differential pressure limiter (max-
imum Delta-P) valve on each outflow valve
(does not require electrical power—operates
pneumatically)
aximum cabin altitude safety limiter valve
on each outflow valve (does not require elec-
trical power—operates pneumatically)
Climb and Dive Solenoid Valves
The two solenoid valves (dive solenoid valve and
climb solenoid valve) open or close on command
of the pressurization controller. This regulates the
control-chamber pressure and diaphragm posi-
tion on the outflow valves, which control cabin air
outflow.
Dive Solenoid Valve
When the pressurization controller energizes the
dive solenoid valve open, it allows cabin air to
enter the outflow valve control chamber, inflating
the chamber and causing the diaphragm to expand,
which restricts the cabin opening (see Figure 12-2).
If bleed air entering the cabin cannot escape as fast
as it enters, then the cabin pressurizes (cabin alti-
tude dives).
Climb Solenoid Valve
When the pressurization controller opens the climb
solenoid, air escapes from the outflow valve control
chamber to an ambient static pressure line. As air
is drawn out of the control chamber, the outflow
valve diaphragm contracts. This exposes the cabin
opening, allowing increased airflow between the
cabin and the outside, which reduces cabin pres-
sure (cabin altitude climbs).

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Maximum Cabin Altitude Limit

Valves
The maximum cabin altitude limit valves (one in
each outflow valve) automatically prevent cabin
pressure altitude from exceeding 14,300 ± 300 feet.
Inside the valve, a sealed bellows, similar to the
aneroid chamber in an altimeter, maintains a con-
stant reference pressure, related to the cabin alti-
CONTROLS AND
INDICATIONS
All pressurization system controls are on the
ENVIRONMENTAL panel immediately to the
right of the throttle quadrant (Figure 12-3), except
for DEST ELV settings (which are selected through
the PFD softkeys). Indications on the EICAS in the

tude ceiling of approximately 14,300 feet. The
bellows puts pressure on the valve to open it. A
spring pushes in the opposite direction to hold the
valve shut with help from cabin air pressure.
12 PRESSURIZATION
CABIN PRESS display (Figure 12-4) and CAS
messages indicate the conditions and performance
of the pressurization system. CAS messages warn
the pilot of abnormal and emergency situations.

However, if cabin altitude rises above 14,300 feet,

cabin pressure drops, and is not enough to hold
the valve closed. The sealed bellows expands and
pushes the maximum cabin limit valve open. This
allows cabin pressure into the outflow valve control
chamber, increasing pressure in the control cham-
ber, which causes its diaphragm to expand and
restrict the outflow valve cabin opening. Restricting
the cabin opening limits outflow. If adequate pres-
surization source air is still available (as selected
by AIR SOURCE SELECT knob set to BOTH, L
or R), cabin inflow is greater than cabin outflow,
and cabin pressure altitude drops to 14,300 ± 300
feet or lower, and stays below that limit.

This valve is not dependent upon electrical power,

and overrides all other pressurization system
controls.

Maximum Differential Pressure Figure 12-3.   Pressurization Controls

(Maximum Delta-P) Limiter Valves
If cabin pressure exceeds 8.5 + 0.1 psid, the maxi-
mum differential pressure valves (one on each
outflow valve) open automatically, which releases
pressure from each outflow valve control chamber.
The diaphragm contracts, which releases pressure
from the cabin. As a result, cabin altitude climbs,
reducing cabin pressure differential until reaching
a differential pressure of 8.5 + 0.1 psid.
The maximum differential pressure limiter valves
override all other pressurization system controls,
except the maximum cabin altitude limit valves,
and are not dependent upon any other system, nor
any control.
PRESSURIZATION
CONTROLLER
The pressurization controller has two modes of
operation, normal and high altitude. Depending on
aircraft altitude and various factors, the controller
commands appropriate auto schedules as needed.
In response to ambient air data from the aircraft
avionics system, and settings by the pilot, the con-
troller regulates cabin pressure by electrical signals
to the climb and dive solenoid valves (see Figure
12-1). The pressurization controller maintains an
8,000-foot cabin altitude up to 41,000 feet with a
cabin pressure differential of 8.3 psid (+ 0.1).

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The pressurization controller has a built-in sched-
ule that automatically:
• Controls cabin altitude based on aircraft
altitude
• Adjusts cabin rate of climb/descent versus
aircraft rate of climb/descent
• Adjusts for destination elevation as selected
by the pilot
12 PRESSURIZATION
The controller receives air data information from
air data computers through the G1000 Garmin
Interface Adapter (GIA) No. 1.
DESTINATION ELEVATION
SETTING
The pilot sets the destination elevation through
controls on either G1000 PFD, using the TMR/
REF softkey, FMS knobs, and ENT button. The
procedure is described in the Operation section.
PRESS CONT (STANDBY—
NORM) SWITCH
The PRESS CONT switch to the right of the center
pedestal on the ENVIRONMENTAL control panel
(see Figure 12-3) selects the mode of operation in
flight. When NORM is selected, the pressuriza-
tion controller automatically functions to control
cabin altitude in flight mode. When the pilot selects
STANDBY, pressurization operates in a pneumatic
backup mode in flight. With the PRESS CONT
switch in either position, the CABIN DUMP switch
remains functional.
MANUAL CABIN DUMP
SWITCH
The CABIN DUMP switch on the PRESSURIZA-
TION subpanel (see Figure 12-3) can be manually
actuated at any time DC or EMER power is avail-
able to reduce cabin pressure. The switch relieves
cabin pressure by energizing the climb solenoid
valve open, which releases regulated air from the
outflow valve control chambers. This retracts the
outflow valve diaphragms, opening the outflow
valves, and releases pressure from the pressure
vessel.
12-6 FOR TRAINING PURPOSES ONLY
The maximum cabin altitude limit valves override
the climb solenoid valves to prevent cabin depres-
surization above 14,300 ± 300 feet altitude. The
cabin dump system requires DC power. The switch
and associated climb solenoid are powered by the
emergency bus. Circuit protection for the CABIN
DUMP is on the right CB panel in the ENVIRO
grouping labeled “CABIN DUMP” (see Figure
12-1).
The CABIN DUMP switch is protected from acci-
dental operation by a red guard. To operate the
switch, lift the red guard and press and release.
The switch is a latching switch. When pressed, the
lighted switch indication changes from NORM to
DUMP. Pressing again restores the switch back to
NORM.
PRESSURIZATION DISPLAY
The pressurization display is labeled CABIN
PRESS, and normally appears on the lower sec-
ond column of the EICAS on the MFD (see Figure
12-4). It indicates:
• The label “CABIN PRESS”
• Cabin altitude (ALT FT)
• Cabin altitude rate-of-change (RATE FPM)
• Destination elevation (DEST ELV)
• Cabin differential pressure (DIFF PSI)
If any indication is disabled by invalid data, a red
“X” replaces that specific indication. If the data
is out of range of a digital readout, the digits are
dashed out.
In reversionary mode or emergency power mode,
the pressurization display (Figure 12-5) is limited
to three lines showing:
• The label CABIN PRESS,
• Cabin altitude (ALT FT with digital read-
out), and
• Cabin differential pressure (DIFF PSI with
a digital readout).
Cabin Altitude: ALT FT
Cabin pressure altitude (in feet) is indicated under
the label “ALT FT,” on a vertical analog display
and a digital readout. In reversionary mode or
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CABIN emergency power mode, only the digital readout

ALTITUDE
appears. When the aircraft is on the ground, the
ALTITUDE digital readout does not appear and the analog dis-
RATE play bar is all green.
CABIN
ALTITUDE The analog display scale pointer when the control-
(DIGITAL) ler is in normal mode is:
ALTITUDE
• Red above 10,000-foot cabin altitude
RATE • Amber between 8,500- and 10,000-foot

12 PRESSURIZATION
(DIGITAL)
cabin altitude
DESTINATION • Green below 8,500-foot cabin altitude
ELEVATION
DIGITAL DIFF PSI
The analog scale labels are white and the pointer
changes color depending on the color range to
DIFFERENTIAL which it is pointing.
PRESSURE

If the system detects cabin altitude beyond the lim-

its of the display (0–15,000 feet cabin altitude),
the pointer goes to the appropriate end of the scale
and points away from the center. If the system has
invalid data, a red “X” replaces the digital readout.
If both squat switches indicate the aircraft is on the
ground, the digits disappear.

Cabin Altitude Rate-of-Change:

Figure 12-4.   Standard (MFD)
Pressurization Display
RATE FPM
Cabin pressure altitude rate-of-change (in feet
per minute) is normally indicated under the label
“RATE FPM” on a vertical analog display and a
green pointer and digital readout. This indication
reports the rate of change of cabin altitude, not
actual aircraft vertical speed. In reversionary mode
or emergency power mode, this indication does not
appear on the pressurization display,

The analog scale and its markings are white, and

the pointer is green. The scale is marked at:

• +1 (1,000 fpm cabin climb rate)

• 0 (cabin altitude not changing)
• –1 (1,000 fpm cabin descent rate)
If cabin rate exceeds the range of the analog
scale, the pointer goes to the appropriate end of
the scale and points away from center. If the sys-
tem has invalid data, a red “X” is displayed. The
cabin rate on the ground is zero (0), except during
prepressurization.
Figure 12-5.   Pressurization Display
(Reversionary Mode)

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 CITATION MUSTANG PILOT TRAINING MANUAL
Destination Elevation:
DEST ELV
In normal display mode, the altitude of the desti-
nation airport (in feet), as selected by the pilot, is
indicated by a digital readout in front of the white
label “DEST ELV.” In reversionary mode or emer-
gency power mode, this data is not displayed on the
pressurization display, but can always be accessed
12 PRESSURIZATION
through the TMR/REF menu on the PFD.
The DEST ELV digits are cyan and may be set to
any altitude between (–1,000 and 14,000 feet).
This setting is retained by the G1000 system when
the aircraft is powered off. When the aircraft is pow-
ered on again, the value from the previous flight
remains set in the system until changed by the pilot.
Cabin Differential Pressure:
DIFF PSI
The cabin differential pressure indication is at the
bottom of the pressurization display, labeled “DIFF
PSI.” It indicates the difference (in psid) between
cabin pressure and outside air pressure. Normally,
it is displayed as a horizontal analog display and
digital readout. In reversionary mode, only the
digital readout appears with the DIFF PSI label.
(If all air data is lost, a red “X” replaces the digital
readout.)
The scale and pointer are green below 8.6 psid and
red at 8.6 psid or higher. If pressure reaches 8.6
psid or higher, the digital readout and pointer turn
red. Maximum cabin pressure differential (maxi-
mum Delta-P) valves automatically prevent this
from happening. If cabin differential pressure is
less than 0.2 psid, 0.0 psid is displayed.
OPERATION
The AIR SOURCE SELECT knob provides lim-
ited control of incoming air pressure from the
engine bleed-air system. For pressurization, the
control must be set to receive bleed air from an
operating engine (L, R, or BOTH). All functions
of this control are detailed in Chapter 11—“Air
Conditioning.”
12-8 FOR TRAINING PURPOSES ONLY
Pressurization also may be controlled manually
with the CABIN DUMP switch if DC or EMER
power is available.
GROUND/FLIGHT MODES
Cabin pressure is maintained by controlling the
outflow of air from the pressure vessel. A maxi-
mum cabin differential pressure of 8.5 + 0.1 psid
is permitted for the pressure vessel. The maximum
cabin pressure differential allowed by limiters on
the outflow valves is 8.5 + 0.1 psid. Squat switches
and engine throttle lever settings are used to define
four operating modes:
• Ground/taxi mode
• Prepressurization mode
• Flight mode (including high altitude mode)
• Pneumatic mode
Ground/Taxi Mode
On the ground (as detected by a squat switch) with
both engines operating below CRU throttle settings
(approximately 85% TLA), both outflow valves
are kept fully open. This equalizes the pressure
between cabin air pressure and outside ambient air.
This makes opening doors easier and avoids pres-
sure bumps when doors are opened.
Prepressurization Mode
When either engine is set to the CRU throttle set-
ting or higher (greater than approximately 85%
TLA) on the ground, both outflow valves slow-
ly restrict to bring cabin pressure difference to a
maximum of 200 feet below departure field alti-
tude. This is normal operation during takeoff roll.
(At liftoff, the squat switches put the system into
flight mode.)
Flight Mode
During flight (as detected by the squat switches),
the pressurization controller operates the climb
and dive solenoids to maintain cabin altitude and
to provide a gradual cabin climb to cruising cabin
altitude. During aircraft descent, the controller
manages a gradual cabin descent toward aircraft
destination airport elevation.
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 CITATION MUSTANG PILOT TRAINING MANUAL
When the PRESS CONT switch (see Figure 12-3)
is in the NORM position, the pilot normally selects
destination field elevation using the Setting Desti-
nation Elevation procedure, noted below (accom-
plish during the “Before Taxi” checklist).
In flight, the pressurization controller continuously
generates an autoschedule based on:
• Departure field elevation
• Maximum altitude reached in the current
flight (per the air data computer (ADC)
• Pilot-input destination elevation
The pressurization controller determines pressure
rate of change and cabin pressure altitude based
on autoschedule and the ADC pressure altitude.
The pressurization controller sends DC pulses to
the climb and dive solenoids to adjust the outflow
valves (to obtain a specific cabin pressure). Before
touchdown, the autoschedule completely depres-
surizes the cabin.
During climb, the automatic mode limits the cabin
pressurization rate from exceeding approximately
600 fpm regardless of the aircraft climb rate.
NOTE
It is possible under extreme performance
and climb conditions for the aircraft to
out climb the automatic cabin pressure
controller. If this occurs, the aircraft can
reach a differential pressure of 8.5 + 0.1
before reaching cruising altitude. In this
case, the maximum Delta-P safety valve
opens the outflow valves preventing the
cabin differential pressure from exceed-
ing 8.5 + 0.1. This releases cabin pres-
sure and causes the cabin to climb at the
same rate as the aircraft until reaching
cruising altitude.
Likewise, during normal descents, the automatic
mode limits cabin depressurization rates to less
than 500 fpm regardless of the aircraft descent
rate. The system corrects rapidly to small cabin
pressure variations to prevent pilot and passenger
discomfort.
Revision 1.0 FOR TRAINING PURPOSES ONLY
NOTE
Because the aircraft can descend faster
than 500 fpm, it is possible to “catch the
cabin” on the way down during a rapid
descent, thus forcing a cabin descent
rate greater than 500 fpm. In this event,
when the aircraft descends to the current
cabin altitude (somewhere below 8,000
feet) momentarily resulting in zero pres-
12 PRESSURIZATION
sure differential, it reverts to function-
ing as an unpressurized aircraft. For the
rest of the descent, the cabin altitude
decreases at the same rate as the actual
aircraft altitude.
During descent, as the aircraft descends 500 feet
below cruise altitude, the cabin begins to rate down
toward DEST ELV. The cabin should reach DEST
ELV when the aircraft is 1,500 feet above land-
ing field elevation and maintain this altitude until
landing.
Prior to landing, the cabin is completely depressur-
ized if the proper landing field elevation has been
set by the pilot and is indicated in the DEST ELV
display (see Figure 12-4). If the cabin is still pres-
surized at landing (indicated by squat switch input)
and the throttles are reduced to below approximate-
ly 85% TLA, the cabin begins to depressurize at a
rate of 1,000 fpm for 30 seconds. After 30 seconds,
any residual cabin pressure is dumped by the con-
troller, which drives the outflow valves fully open.
The pressurization controller uses aircraft altitude
and the altimeter barometric correction from the
Garmin G1000 to determine the cabin altitude. If
the communication between the G1000 and the
controller is interrupted, changes to DEST ELV
may not be received by the pressurization control-
ler. The controller uses the last entered destination
elevation, and the pressurization static pressure
source to control cabin altitude. The autosched-
ule is not interrupted, but a PRESS CTRL CAS
smessage appears, indicating the data may not be
available to the pressurization controller. If landing
at a different airfield altitude is desired, the cabin
must be dumped using the CABIN DUMP switch
before landing. If the data link is restored, the CAS
message disappears, and the controller recognizes
the currently entered DEST ELV as indicated on
the EICAS display.
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 CITATION MUSTANG PILOT TRAINING MANUAL
SETTING DESTINATION
ELEVATION
The pilot sets the destination elevation through the
TMR/REF softkey on the pilot PFD by using the
following procedure:
1. Push TMR/REF softkey on the PFD.
2. The reference window appears on the PFD
12 PRESSURIZATION
screen.
3. Use the large FMS knob to select DEST ELV.
4. Use small FMS knob to change number.
5. Press ENT button to accept the entered desti-
nation elevation.
HIGH-ALTITUDE AIRPORT
OPERATION (AUTOSCHEDULE)
High-Altitude Ranges for
Pressurization Display
When in high altitude mode, the color bands on
the pressurization analog display change form their
normal ranges (green 0 to 8,500, amber 8,500 to
10,000, red 10,000 to 15,000) to a higher value
for landing at a high altitude airport (Figure 12-6).
The analog display scale when the controller is in
high altitude mode are:
• Green ................................. 0 to 14,000 feet
• Amber ...................... 14,000 to 14,800 feet
• Red ........................... 14,800 to 15,000 feet
High-Altitude Landings
In normal pressurization operations, the aircraft
can cruise at 41,000 feet and can have a cabin alti-
tude of 7,800 ± 200 feet. Normally, the cabin has
no reason to climb above 7,800 ± 200 feet unless
it is landing at a destination field with an altitude
of 8,000 feet up to 14,000 feet. These high field
elevations call for a different pressurization mode
(high altitude mode) to allow the cabin to climb
above 8,000 feet.
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Figure 12-6.   Cabin Pressure Display
The parameters for the pressurization system enter-
ing high altitude mode are:
• D
estination field grater than 8,000 feet set
into the destination window
• G
1000 data indicates the aircraft altitude is
between 8,000 and 24,500 feet
High altitude landing example: If the aircraft is
cruising at 41,000 feet it can have a cabin altitude
of 7,800 ± 200 feet and it is operating in normal
pressurization mode even with an 8,000 feet or
higher destination field is set in the destination field
window. As the aircraft descends below 24,500 feet
the pressurization system switches to the high alti-
tude mode and starts to raise the cabin up to and
above 8,000 feet as the aircraft descends in prepa-
ration for landing at the high altitude destination.
High-Altitude Departures
When the aircraft departs from an airfield between
8,000 and 14,000 feet, it is in high altitude mode.
While on the ground with the throttles below 85%
TLA, the aircraft is unpressurized. After takeoff
as indicated by the weight on wheels switches the
pressure vessel starts to descend at a rate of 500
fpm until reaching 7,800 feet cabin altitude. After
the cabin has descends to 7,800 feet it continues to
descend at a reduced rate of 100 fpm until it reaches
its normal auto schedule cabin altitude which is
dependent on aircraft actual altitude.
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STANDBY Operation Pressing the CABIN DUMP electrically commands

The pressurization system operates in STANDBY
mode if the pressurization controller detects an
internal fault or if the PRESS CONT switch is
placed in the STANDBY position. The system also
operates in STANDBY if both generators fail and
the BATT switch is placed in the EMER position.
When the system is in the STANDBY mode, the
the climb valve open and dumps cabin pressure
overboard into the tail cone.
MANUAL CABIN PRESSURE
DUMP
Manually actuate the CABIN DUMP switch (see
Figure 12-3) at any time DC or EMER power is

12 PRESSURIZATION
pressurization controller climb and dive solenoid
valves fail in the closed position. This stops all air available to reduce cabin pressure and rapidly ven-
from entering or exiting the outflow valves. Both tilate the cabin. The maximum altitude limit valves
outflow valves freeze in position keeping the bleed override the climb solenoid valves to prevent com-
air outflow at a constant rate. In this case, if bleed plete cabin depressurization above 14,300 ± 300
air inflow from the engines remains at a constant feet altitude.
value and the aircraft remains at a constant cruis-
ing pressure altitude, the cabin altitude should also
remain at a constant value. LIMITATIONS
• E
xample—If the cabin altitude is 6,000 feet For specific limitations, refer to the FAA-approved
at a cruising altitude of FL250 when the AFM.
system enters STANDBY mode, the cabin
remains at 6,000 feet as long as the aircraft
remains at FL250.
If the aircraft climbs or descends the cabin responds
EMERGENCY/
in the opposite direction (If the aircraft climbs, the ABNORMAL
cabin descends and if the aircraft descends the
cabin climbs). Pressurization is then limited auto- For specific information on emergency/abnormal
matically by the maximum Delta-P valve that does procedures, refer to the appropriate checklist or
not let the differential pressure exceed 8.5 + 0.1 and FAA-approved AFM.
the maximum cabin altitude limit valve that does
not let the cabin exceed 14,300 ± 300 feet pressure
altitude. The maximum Delta-P and maximum
cabin altitude limiter are pneumatically operated
valves and do not require any electrical power.

Under these conditions, once the aircraft descends

to a pressure altitude equal to or below cabin alti-
tude (if the aircraft has a cabin altitude of 6,000 feet
and the aircraft descends to and below 6,000 feet)
the outside atmospheric pressure is greater and
pushes the outflow valves open. For the remainder
of the descent and landing the aircraft behaves as
an unpressurized aircraft, the cabin descends at the
same rate the aircraft descends. This requires the
pilot to manually control the aircraft rate of descent
for passenger comfort. With the loss of DC power
and the BATT switch placed in EMER, the pilot
can use the CABIN DUMP switch to electrically
control the climb valve.

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 CITATION MUSTANG PILOT TRAINING MANUAL

Table 12-1.   CAS MESSAGES

CABIN ALT PRESS CTRL

DESCRIPTION This message is displayed when the air-
craft is >10,00 feet and is not in high
altitude mode. This message will also be
displayed if the aircraft is >15,000 feet
regardless of what mode the aircraft is in.
12 PRESSURIZATION
DESCRIPTION This message indicates failure of the
ARINC 429 data link from the G1000 sys-
tem, indicating that the controller may
no longer have valid data on outside
air pressure, actual aircraft altitude, or
selected destination elevation.

INHIBITS LOPI, TOPI, ON GROUND

INHIBITS EMER, LOPI, TOPI
CABIN ALT
PRESS OFF
DESCRIPTION In high altitude mode, The amber CABIN
ALT message displays if the cabin alti- DESCRIPTION This message is displayed when the air
tude exceeds 10,000–15,000 feet for selector knob is in the OFF or FRESH
more than 30 minutes. AIR position.
INHIBITS LOPI, TOPI, ON GROUND INHIBITS EMER, LOPI

PRESS CTRL

DESCRIPTION This message indicates failure of the

pressurization controller or that the pilot
has selected the PRESS CONT switch
to STANDBY, disabling the pressuriza-
tion controller.
INHIBITS EMER, LOPI, TOPI

PRESS OFF

DESCRIPTION In high altitude mode, The amber CABIN

ALT message displays if the cabin alti-
tude exceeds 10,000–15,000 feet for
more than 30 minutes.
INHIBITS LOPI, TOPI, ON GROUND

CABIN ALT

DESCRIPTION In high altitude mode, The amber CABIN

ALT message displays if the cabin alti-
tude exceeds 10,000–15,000 feet for
less than 30 minutes.
INHIBITS LOPI, TOPI, ON GROUND

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 CITATION MUSTANG PILOT TRAINING MANUAL

QUESTIONS
1. With a destination field elevation below 8,000 6. The maximum altitude limit valves are only
feet, the CABIN ALT CAS message displays effective as long as:
when the cabin altitude exceeds: A. The digital auto controller is functioning
A. 10,000 feet B. There is bleed inflow into the pressure
B. 8,500 feet vessel
C. 14,000 feet C. AC power is available

12 PRESSURIZATION
D. 12,000 feet D. DC power is available

2. With the PRESS CONT switch in the STAND-
BY position, the CAS displays a(n):
A. PRESS CTRL CAS message
B. WOW MISCOMPARE CAS message
C. FDR FAIL CAS message
D. ENG CTRL R CAS message
3. Placing the PRESS CONT switch in the
STANDBY position causes the pressuriza-
tion controller to:
A. Switch to high altitude mode when the
destination field is above 8,000 feet
B. Deenergizes and unpressurizes the pres-
sure vessel
C. Deenergizes, failing the climb and dive
solenoid closed
D. Deenergizes, failing the climb and dive
solenoid open
4. The max deferential pressure is:
A. 7.5 + 0.1
B. 8.0 + 0.1
C. 8.7 + 0.1
D. 8.5 + 0.1
5. To pressurize the aircraft and operate normal-
ly, the AIR SOURCE SELECT knob must be
positioned to:
A. L, R, or BOTH
B. STANDBY
C. DUMP
D. FRESH AIR
7. If the CABIN DUMP switch is pressed while
the aircraft is at 30,000 feet, and there is bleed
air being supplied to the pressure vessel, the
cabin altitude will climb or descend to what
altitude?
A. 30,000 feet because the outflow valves are
fully opened
B. Sea level if the dump switch is held in
position
C. Remains at 8,000-foot cabin altitude
because full cabin pressure dumping does
not occur at that altitude
D. Stays below 15,000 feet because the pneu-
matic maximum cabin altitude limit valve
overrides the CABIN DUMP
8. If total DC power is lost, automatic pressuriza-
tion without pilot input is controlled by:
A. The CABIN DUMP switch
B. The pressurization controller
C. Maximum delta-P and maximum cabin
altitude limit valves
D. The COCKPIT TEMP knob
9. If both generators fail and the BATT switch is
placed in the EMER position, the pilot control
of the pressurization system is with the use of
the:
A. AIR SOURCE SELECT knob
B. CABIN DUMP switch
C. Flow control valves
D. Pressure regulating shutoff valves
(PRSOVs)

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10. The pressurization system operates in high

altitude mode if:
A. There is a destination field above 10,000
feet set and the aircraft has descended
below 24,500 feet
B. There is a destination field above 12,000
feet set and the aircraft has descended
below 25,000 feet
C. There is a destination field above 8,000
12 PRESSURIZATION

feet set and the aircraft has descended

below 24,500 feet
D. There is a destination field above 5,000
feet set and the aircraft has descended
below 24,500 feet

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 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 13
HYDRAULIC POWER SYSTEM
CONTENTS
INTRODUCTION................................................................................................................ 13-1
GENERAL..............................................................................................................................13-1
DESCRIPTION..................................................................................................................... 13-3
COMPONENTS................................................................................................................... 13-3
Reservoir....................................................................................................................... 13-3
Pump.............................................................................................................................. 13-3
Hydraulic Accumulator................................................................................................. 13-3

13 HYDRAULIC POWER
Pressure Switches.......................................................................................................... 13-3

SYSTEM
System Relief Valve...................................................................................................... 13-5
Filters............................................................................................................................. 13-5
CONTROLS AND INDICATIONS...................................................................................... 13-5
Hydraulic Reservoir Sight Gauge................................................................................. 13-5
Hydraulic Accumulator Pressure Gauge....................................................................... 13-5
Manual Accumulator Bleed Valve................................................................................. 13-5
OPERATION........................................................................................................................ 13-6
Preflight......................................................................................................................... 13-6
In Flight......................................................................................................................... 13-6
LIMITATIONS...................................................................................................................... 13-6
EMERGENCY/ABNORMAL.............................................................................................. 13-6
QUESTIONS........................................................................................................................ 13-7

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SYSTEM

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ILLUSTRATIONS
Figure Title Page
13-1. Hydraulic System Schematic................................................................................. 13-2
13-2. Hydraulic Reservoir............................................................................................... 13-4
13-3. Hydraulic Reservoir Sight..................................................................................... 13-4
13-4. Hydraulic Accumulator Sight Gauge..................................................................... 13-5
13-5. Manual Accumulator Bleed Valve......................................................................... 13-5

TABLES
Table Title Page
13-1. CAS MESSAGES.................................................................................................. 13-6

13 HYDRAULIC POWER
SYSTEM

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SYSTEM

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CHAPTER 13
HYDRAULIC POWER SYSTEM

13 HYDRAULIC POWER
SYSTEM
INTRODUCTION
This chapter provides information on the hydraulic system in the Citation Mustang aircraft.
Hydraulic fluid driven by a pump and regulated by valves provides pressure for landing gear and
brakes. Operation of these devices is presented in Chapter 14—“Landing Gear and Brakes.” This
chapter describes the portions of the hydraulic system used by both subsystems.

GENERAL
The hydraulic system permits the application of
substantial force by converting a volume of fluid
flow into pressure on a hydraulic piston. Hydraulic
fluid lines provide the capability to transmit that
force wherever it is required in the aircraft without
heavy or complex mechanical linkages.
In the Mustang, a reservoir stores hydraulic fluid
for the pump and receives return flow from the sys-
tem (Figure 13-1). One electrically driven pump
supplies hydraulic power. Hydraulic fluid is rout-
ed through lines, regulated by system valves, and
cleaned by filters. The hydraulic system responds
automatically to the activation of controls for the
landing gear and brakes. The engine indicating and
crew alerting system (EICAS) indicates system
status. Also, landing gear and brakes each have a
pneumatic backup system to provide pressure to
their respective systems in the event of hydraulic
system failure (refer to Chapter 14—“Landing
Gear and Brakes”).

FOR TRAINING PURPOSES ONLY 13-1

 SYSTEM
13 HYDRAULIC POWER

CABIN AIR ACCUMULATOR

13-2
RESERVOIR

RESERVOIR
SIGHT GAUGES

RESTRICTOR
VALVE
LEGEND
MANUAL
ACCUMULATOR NITROGEN
BLEED VALVE
OVERBOARD SYSTEM PRESSURE
VENT LINE
RETURN
CABIN AIR

FILTER BYPASS
VALVE (100 PSID) EMERGENCY
PUMP BLOWDOWN
BOTTLE

TO LANDING GEAR
BLOWDOWN SYSTEM
RESERVOIR
DRAIN VALVE FILTER

NORMAL
RESERVOIR TO GEAR
P PRESSURE SWITCH
DRAIN EXTEND (1,100–1,475 PSIG)
CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

BRAKE CONTROL GEAR RETRACT
SYSTEM MANIFOLD P PRESSURE SWITCH
(1,275–1,475 PSIG)
LH BUS
TO GEAR
RETRACT LOW PRESSURE SWITCH
P (750–950 PSIG) (ACTIVATES
CAS MESSAGE)

FILTER BYPASS PRESSURE

VALVE (100 PSID) RELIEF VALVE
FILTER (OPENS AT APPROX 1,750 PSIG)

Figure 13-1.   Hydraulic System Schematic

 CITATION MUSTANG PILOT TRAINING MANUAL
DESCRIPTION
The hydraulic system is classified as a “closed cen-
ter” system. When no subsystems are in use (land-
ing gear or brakes), there is normally no flow in the
system, except to maintain accumulator charge.
The Mustang uses hydraulic power for retraction
and extension of the landing gear, and operation
of the brakes. The system includes a single elec-
trically driven hydraulic pump, which functions to
maintain and supplement accumulator pressure.
The LANDING GEAR selector and gear-position
sensor switches determine which pressure switch
regulates pump operation and resultant system
pressure. When the combination of LANDING
GEAR selector, weight on wheels, and gear posi-
tion sensor switches indicate the gear is ready for
retraction or is in transit, a gear-retraction pres-
sure switch is automatically selected to regulate
the pump to maintain approximately 1,300 psig
minimum system pressure. At all other times when
the hydraulic system is energized, a normal pres-
sure switch is automatically selected to regulate
pressure, maintaining 1,050 psig minimum. (For
details about the LANDING GEAR selector and
gear-position sensor switches, refer to Chapter
14—“Landing Gear and Brakes”). Both pressure
switches limit maximum pressure to approximately
1,550 psig. The system relief valve provides addi-
tional protection if system pressure exceeds 1,750
psig.
A hydraulic reservoir stores hydraulic fluid for the
pump and receives return flow from the system.
During system operation, an accumulator stores
hydraulic fluid under nitrogen pressure to main-
tain system pressure. Two filters clean the system:
one in the pressure flow upstream of the manifold
and downstream of the pump, and one in the return
flow, upstream of the reservoir.
The system uses red MIL-PRF-87257 hydraulic
fluid and is designed for operation in ambient tem-
peratures ranging from –65°F to 160°F (–54°C to
71°C).
FOR TRAINING PURPOSES ONLY
COMPONENTS
The majority of the hydraulic system components
are in the lower left nose compartment outside the
pressure vessel.
RESERVOIR
The hydraulic reservoir is attached to the left for-
ward pressure bulkhead (Figures 13-2 and 13-3)
and stores hydraulic fluid for the pump and receives
return flow from the system. When fluid flows,
the excess hydraulic fluid returns to the reservoir.
Cabin air pressurizes the reservoir to reduce foam-
ing and assure positive flow to the pump. A relief
valve opens at approximately 10 psi to prevent
overpressurization.
There are two sight gauges on the hydraulic res-
ervoir that are visible through the forward bag-
13 HYDRAULIC POWER
gage compartment liner. The reservoir capacity is
approximately 2.2 quarts (2 liters) as indicated by
SYSTEM
the full mark.
PUMP
The hydraulic pump is powered by normal DC
power through the HYD PUMP circuit breaker.
The pump operates whenever the pressure drops
below the lower set point of the normal gear retract
pressure switch. Pump operation discontinues once
pressure is restored to the upper set point of the
regulating pressure switch.
HYDRAULIC ACCUMULATOR
The hydraulic accumulator receives fluid from the
pump and stores a supply of hydraulic fluid under
pressure. During pump inactivity this pressurized
fluid maintains pressure against normal internal
leakage within the system. It is also used to sup-
plement pump flow during landing gear extension
and retraction.
PRESSURE SWITCHES
There are a total of three pressure switches in the
control manifold. Two of these switches control
pressure to the overall system and gear retraction
cycle; the third pressure switch provides a warning
13-3
 CITATION MUSTANG PILOT TRAINING MANUAL

for low system pressure. The switches are identified

as NORMAL, GEAR RETRACTION and LOW
PRESSURE. The NORMAL pressure switch main-
tains a constant pressure on the system under no
load. The GEAR RETRACTION pressure switch
provides increased system pressure for the gear
retraction cycle. The LOW PRESSURE switch
alerts the crew to an overall low system pressure
through the HYD PRESS LO message in the
CAS window.

NORMAL Pressure Switch

Whenever the GEAR RETRACTION pressure
switch is not active, the NORMAL pressure switch
regulates pump operation. It closes to energize
the pump whenever system pressure falls below
approximately 1,050 psig and opens to deener-
gize the pump when system pressure rises above
approximately 1,550 psig.
13 HYDRAULIC POWER

GEAR RETRACTION
Pressure Switch
SYSTEM

When the LANDING GEAR selector is selected

Figure 13-2.   Hydraulic Reservoir
UP and the landing gear is not fully retracted
(as indicated by uplock sensor switches) or when
the LANDING GEAR selector is selected GEAR
DOWN and the aircraft is airborne (as indicated
by the squat switches), the GEAR RETRACTION
pressure switch regulates pump operation. It closes
to energize the pump whenever system pressure
falls below approximately 1,300 psig and opens to
deenergize the pump when system pressure rises
above approximately 1,550 psig.

LOW PRESSURE Switch

The LOW PRESSURE switch (750 psig–1,000
psig) signals the HYD PRESS LO message in
the CAS window to display. This message advises
the crew that the hydraulic pressure is low and that
the hydraulic pump failed to operate automati-
cally when signaled by the NORMAL or GEAR
RETRACTION pressure switches.

Figure 13-3.   Hydraulic Reservoir Sight

Gauge

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 CITATION MUSTANG PILOT TRAINING MANUAL

SYSTEM RELIEF VALVE

A mechanical relief valve in parallel with the land-
ing gear and brakes maintains the system pressure
at a maximum of 1,750 psig.

FILTERS
The system incorporates two filters: one for fil-
tering fluid leaving the pump and one for filter-
ing return fluid prior to entering the reservoir.
Each filter incorporates a bypass valve that opens
at 100 ± 10 psid if the filter element clogs. As a Figure 13-4.   Hydraulic Accumulator
bypassed filter is a standard maintenance interval Sight Gauge
item, there is no cockpit indication or filter indica-
tion of bypassing.

CONTROLS AND
INDICATIONS

13 HYDRAULIC POWER
The hydraulic system functions automatically dur-

SYSTEM
ing normal DC power (supplied by generator, bat-
tery, or ground power unit).

All inflight indications for the hydraulic system

appear as crew alerting system (CAS) messages
on the EICAS as displayed on the multifunction
display (MFD) or (in reversionary mode) on the
primary flight displays (PFDs).
HYDRAULIC RESERVOIR
SIGHT GAUGE
The hydraulic reservoir sight gauge indicates cur-
rent hydraulic fluid quantity. The gauge is integral
to the hydraulic reservoir, and is visible through
the aft wall of the nose baggage compartment (see
Figure 13-3).
HYDRAULIC ACCUMULATOR
PRESSURE GAUGE
A pressure gauge on the accumulator (Figure 13-4)
indicates current pressure in the accumulator. The
gauge is on the aft wall of the nose baggage com-
partment, and indicates 0–2,000 psig.
Figure 13-5.   Manual Accumulator
Bleed Valve
MANUAL ACCUMULATOR
BLEED VALVE
The manually actuated accumulator bleed valve
is in the left forward baggage compartment next
to the accumulator pressure gauge. It is accessed
through a hinged access panel (Figure 13-5). On the
ground, it enables the crew to release pressurized
fluid from the accumulator to the reservoir. This is
done during preflight inspection if the hydraulic
system was previously energized to ensure accu-
rate reservoir fluid level and accumulator precharge
readings.

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OPERATION Table 13-1.   CAS MESSAGES

PREFLIGHT
Bleed the accumulator prior to checking the accu-
mulator precharge and fluid level in the reservoir.
Verify that the accumulator is precharged per the
placard and that the hydraulic fluid level is ade-
quate (no air visible in lower sight gauge).
IN FLIGHT
Hydraulic System
The hydraulic system operates automatically to
maintain pressure and sends cautionary CAS mes-
sages to the crew if there is a fault.
Hydraulic Subsystems
13 HYDRAULIC POWER
HYD PRESS LO
DESCRIPTION The low pressure switch in the hydraulic
control manifold controls the amber HYD
PRESS LO message. As hydraulic sys-
tem pressure decreases below 750 psig,
the HYD PRESS LO message appears,
accompanied by MASTER CAUTION
lights. As the pump increases system
pressure to greater than 1,000 psig, a
circuit opens to extinguish the message
and the MASTER CAUTION lights.
INHIBITS EMER TOPI
HYD PUMP ON
The amber HYD PUMP ON message
DESCRIPTION
indicates that the hydraulic pump has
been operating continuously for over 60

seconds. Refer to the checklist.

Hydraulically powered subsystems include landing
gear and brakes. Application of hydraulic power INHIBITS EMER, LOPI
SYSTEM

to the two subsystems is presented in Chapter 14,

“Landing Gear and Brakes.”

LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.

13-6 FOR TRAINING PURPOSES ONLY Revision 1.1

 CITATION MUSTANG PILOT TRAINING MANUAL

QUESTIONS
1. The hydraulic system:
A. Uses only red MIL-PRF-87257 fluid
B. Has a reservoir pressurized by pylon scoop
ram air
C. Uses two electrically powered pumps
D. Only functions when both pumps are
operating
6. The HYD PUMP ON message in the CAS
window appears when:
A. The pump has been operating for longer
than 60 seconds
B. The system is operating normally
C. The speedbrakes are extended
D. The flaps are extending

2. If normal DC power is lost: 7. On preflight inspection, to check accumulator

A. The hydraulic system is powered by the
standby battery pack
B. The hydraulic system is inoperative
C. The hydraulic system is powered by the
emergency bus
D. Both B and C
precharge pressure and hydraulic fluid levels:
A. Aircraft power must be on
B. System must be discharged with the man-
ual accumulator bleed valve
C. Aircraft power must be off
D. Both B and C

3. The hydraulic system provides pressure to 8. The hydraulic accumulator is used:

13 HYDRAULIC POWER
operate the: A. For hydraulic fluid storage tank
A. Landing gear, speedbrakes, and flaps B. As a means to lower the gear in an abnor-

SYSTEM
B. Landing gear and wheel brakes only mal situation
C. Antiskid brakes, landing gear, and flaps C. For storing hydraulic fluid under pressure
D. Speedbrakes, landing gear, and wheel D. As a backup to normal brakes
brakes

4. Access to the hydraulic reservoir sight glass

is:
A. Through the left forward baggage com-
partment door
B. On the copilot instrument panel
C. Ahead of the tail cone baggage
compartment
D. Inside a door behind the right flap

5. On the ground with the HYD PRESS LO

message in the CAS window, the MASTER
CAUTION:
A. Can be reset regardless of the validity of
the CAS message
B. Can be reset by powering down the aircraft
C. Does not reset as long as this indication
remains valid
D. Can be reset with the hydraulic pump cir-
cuit breaker

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SYSTEM

INTENTIONALLY LEFT BLANK

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CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
INTRODUCTION................................................................................................................ 14-1
GENERAL..............................................................................................................................14-1
LANDING GEAR................................................................................................................ 14-2
Description.................................................................................................................... 14-2
Main Gear System......................................................................................................... 14-3
Nose Gear System......................................................................................................... 14-7
Components................................................................................................................... 14-7
Controls and Indications............................................................................................. 14-10
Operation.................................................................................................................... 14-11
NOSEWHEEL STEERING............................................................................................... 14-13
Description and Operation......................................................................................... 14-13
BRAKES............................................................................................................................ 14-14
Description................................................................................................................. 14-14

14 LANDING GEAR
Antiskid System......................................................................................................... 14-14

AND BRAKES
Parking Brakes........................................................................................................... 14-14
Emergency Brakes...................................................................................................... 14-16
Components................................................................................................................ 14-16
Controls and Indications............................................................................................. 14-17
Operation.................................................................................................................... 14-17
LIMITATIONS................................................................................................................... 14-19
EMERGENCY/ABNORMAL........................................................................................... 14-19
QUESTIONS..................................................................................................................... 14-21

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14 LANDING GEAR
AND BRAKES

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ILLUSTRATIONS
Figure Title Page
14-1. Left Main Landing Gear and Door........................................................................ 14-2
14-2. Nose Landing Gear and Doors.............................................................................. 14-2
14-3. Emergency Gear Release Handle (Cover Removed)............................................. 14-3
14-4. Landing Gear Schematic - Extension.................................................................... 14-4
14-5. Landing Gear Schematic - Emergency Extension................................................. 14-5
14-6. Landing Gear Schematic - Retraction................................................................... 14-6
14-7. Landing Gear Control Panel............................................................................... 14-10
14-8. Landing Gear Handle Locking Solenoid and Switches...................................... 14-10
14-9. Landing Gear Position Indications..................................................................... 14-12
14-10. Nosewheel Steering............................................................................................ 14-13
14-11. Stop Bolt Location.............................................................................................. 14-14
14-12. Power Brake and Digital Antiskid System.......................................................... 14-15
14-13. PARKING BRAKE Knob................................................................................... 14-16
14-14. Emergency Brake System................................................................................... 14-16
14-15. EMERGENCY BRAKE Handle........................................................................ 14-19

14 LANDING GEAR
AND BRAKES
TABLES
Table Title Page
14-1. CAS MESSAGES............................................................................................... 14-20

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INTENTIONALLY LEFT BLANK

14 LANDING GEAR
AND BRAKES

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CHAPTER 14
LANDING GEAR AND BRAKES

INTRODUCTION
This chapter describes the landing gear, nosewheel steering, and brake system of the Citation
Mustang.

GENERAL

The Citation Mustang has retractable tricycle land-
ing gear that is electrically controlled and hydrau-
lically actuated. Each gear is retracted by its own
hydraulic actuator. When retracted, the nose gear
and the struts of the main gear are enclosed by
mechanically actuated doors connected to the gear
struts. The trailing-link main gear wheels remain
uncovered in the wheel wells. Gear position and
warning are provided by colored indicator lights
and an aural warning.
In the event of hydraulic gear extension system
failure, an independent mechanical uplock release
and pneumatic system provide for emergency gear
extension.
14 LANDING GEAR
AND BRAKES
Nosewheel steering is mechanically actuated
through linkage from the rudder pedals. A friction
shimmy damper is contained within the nose gear
strut. A bungee allows tighter turns with differential
power and braking. The aircraft is towed by con-
nections on the nosewheel strut.
Power braking (hydraulically actuated) is provid-
ed with or without antiskid protection. A “touch-
down protection” feature is provided to prevent
landing with brakes locked. A spindown feature
stops tires from spinning before retracting into
the wheel wells. In the event of a hydraulic brake
system failure, an independent pneumatic system
provides for emergency braking. A parking brake
system is available to temporarily lock the brakes
on the ground.

FOR TRAINING PURPOSES ONLY 14-1

 CITATION MUSTANG PILOT TRAINING MANUAL

Crew alerting system (CAS) messages report the

status of the braking and hydraulic systems and
related systems. The rotary test switch tests all
indications of the landing gear and brakes.

LANDING GEAR
DESCRIPTION
The main landing gear struts are trailing-link struts,
supporting the wheels with a trunnion and air-oil
(oleo) strut, connected by a trailing link (Figure
14-1). The nose landing gear strut is a convention-
al air-oil (oleo) strut extending from the trunnion
(Figure 14-2).

Normally, the landing gear is hydraulically actu-

ated, but if the normal gear actuation system fails, Figure 14-1.   Left Main Landing Gear
the gear can be mechanically and pneumatically and Door
released and extended. At airspeeds up to 250
KIAS, the gear can be extended (VLO). The air-
craft can be flown with the gear extended at air-
speeds up to 250 KIAS (VLE). However, the gear
cannot be retracted when the airspeed is above
185 KIAS.

It takes 6 seconds to extend the landing gear. At

airspeeds between 100 and 160 KIAS, it takes
11–14 seconds to retract the landing gear. At air-
speeds between 160 and185 KIAS, retraction takes
18–20 seconds.

Each inboard-retracting main gear uses two hydrau-

14 LANDING GEAR

lic actuators (one for uplock release and one for

AND BRAKES

gear actuation). Three more hydraulic actuators

perform these duties for the forward-retracting
nose gear. An electrically positioned gear-control
valve directs hydraulic pressure for gear exten-
sion or retraction. If hydraulic extension fails, the
emergency gear T-handle allows the landing gear to
mechanically release and free fall. A bottle of com-
pressed nitrogen, activated by the knob behind the
T-handle, provides pressure to ensure gear exten-
sion and downlock (Figure 14-3).

Figure 14-2.   Nose Landing Gear

and Doors

14-2 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL
Figure 14-3.   Emergency Gear Release
Handle (Cover Removed)
MAIN GEAR SYSTEM
Main Gear Extension System
Figure 14-4 displays the landing gear actuation
during gear extension.
Uplocks
The main landing gear struts are mechanically
locked in the retracted position by a spring-loaded,
hydraulically released uplock hook.
In normal operation, to release a strut from its
uplock, the gear-control solenoid valve routes
fluid to the uplock hook actuator, retracting the
piston into the actuator. When the piston retracts
completely, it pulls the uplock hook free of the
uplock roller, and the gear strut is unlocked to start
extension.
Extension
When the uplock actuator is fully retracted, fluid
passes through the uplock actuator to the gear-
extend side of the gear actuator. Hydraulic pressure
is then applied to the actuators, which extend until
the gear is down- and-locked. To speed gear exten-
sion and improve free-fall capability of the gear, a
regenerative shuttle valve allows fluid to flow from
the retract side of the actuators to the extend side.
Revision 1.0 FOR TRAINING PURPOSES ONLY
Abnormal Main Gear
Extension System
Two backup gear-extension systems are provided
in addition to normal gear extension:
• T
he T-handle operates a cable system to
mechanically release the uplock hooks from
the struts. The gear should free-fall into posi-
tion, aided by the pilot yawing the aircraft.
NOTE
It may require an acceleration above
150 KIAS to lock the nose landing gear
into place.
• T
he round knob behind the T-handle releases
pneumatic pressure (high-pressure nitrogen)
from a bottle in the nose compartment to
pneumatically operate the uplock actuators
and release the uplock hooks, then extend
the gear actuators, which extend the gear.
Figure 14-5 displays the landing gear actuation
during abnormal/emergency extension. Once the
uplock hooks are released, the pneumatic pressure
is applied to ensure that the gear actuators properly
extend and lock the gear. Without using the pneu-
matic gear-extension system, it is still possible to
lock the gear down by yawing the aircraft to force
the gear into position. However, mechanical release
and downlock should always be followed by the
pneumatic extension procedure to ensure complete
and proper extension of the gear.
14 LANDING GEAR
AND BRAKES
Main Gear Downlock
Mechanism
Each main gear has a mechanical downlock mecha-
nism (integral to the gear actuator), which locks the
main landing gear in the down position.
Applying hydraulic pressure is the only way to
release the downlocks; therefore, no blocks or
external downlock pins are required.
Main Gear Retraction System
Figure 14-6 shows landing gear actuation during
retraction.
14-3
 AND BRAKES
14 LANDING GEAR

EMERGENCY GEAR
EXTENSION HANDLE
NOSE DOWNLOCK

14-4
NOSE GEAR
RELEASE ACTUATOR UPLOCK
ACTUATOR

UPLOCK
HOOK
NOSEGEAR ACTUATOR
ACTUATOR

EMERGENCY
BLOWDOWN
BOTTLE MAIN LANDING
REGENERATIVE
GEAR
SHUTTLE
ACTUATOR
VALVE

MAIN LANDING
GEAR
ACTUATOR

TO BRAKE
METERING
VALVE

UPLOCK RETRACT EXTEND UPLOCK

ACTUATOR LINE LINE ACTUATOR
ASSEMBLY ASSEMBLY

SHUTTLE
VALVE

CABIN AIR
CITATION MUSTANG PILOT TRAINING MANUAL

NORMAL-PRESSURE SWITCH P

FOR TRAINING PURPOSES ONLY

GEAR RETRACT PRESSURE SWITCH P
CONTROL HYDRAULIC
LOW-PRESSURE SWITCH P MANIFOLD RESERVOIR
PNEUMATIC
DUMP VALVE GEAR CONTROL
SOLENOID VALVE

LEGEND
SYSTEM PRESSURE FROM BRAKES
ACCUMULATOR
RETURN BLEED
VALVE
STATIC ACCUMULATOR

NITROGEN
CABIN AIR TO BRAKES

Figure 14-4.   Landing Gear Schematic - Extension

 EMERGENCY GEAR
EXTENSION HANDLE
NOSE DOWNLOCK NOSE GEAR
RELEASE ACTUATOR UPLOCK
ACTUATOR

UPLOCK
HOOK
NOSEGEAR ACTUATOR
ACTUATOR

EMERGENCY
BLOWDOWN
BOTTLE MAIN LANDING
REGENERATIVE
GEAR
SHUTTLE
ACTUATOR
VALVE

MAIN LANDING
GEAR
ACTUATOR

TO BRAKE
METERING
VALVE

UPLOCK RETRACT EXTEND UPLOCK

ACTUATOR LINE LINE ACTUATOR
ASSEMBLY ASSEMBLY

SHUTTLE
VALVE

CABIN AIR
CITATION MUSTANG PILOT TRAINING MANUAL

NORMAL-PRESSURE SWITCH P

FOR TRAINING PURPOSES ONLY

GEAR RETRACT PRESSURE SWITCH P
CONTROL HYDRAULIC
LOW-PRESSURE SWITCH P MANIFOLD RESERVOIR
PNEUMATIC
DUMP VALVE GEAR CONTROL
SOLENOID VALVE

LEGEND
SYSTEM PRESSURE FROM BRAKES
ACCUMULATOR
RETURN BLEED
VALVE
STATIC ACCUMULATOR

NITROGEN
CABIN AIR TO BRAKES

Figure 14-5.   Landing Gear Schematic - Emergency Extension

14-5
14 LANDING GEAR
AND BRAKES
 AND BRAKES
14 LANDING GEAR

EMERGENCY GEAR
EXTENSION HANDLE
NOSE DOWNLOCK

14-6
NOSE GEAR
RELEASE ACTUATOR UPLOCK
ACTUATOR

UPLOCK
HOOK
NOSEGEAR ACTUATOR
ACTUATOR

EMERGENCY
BLOWDOWN
BOTTLE MAIN LANDING
REGENERATIVE
GEAR
SHUTTLE
ACTUATOR
VALVE

MAIN LANDING
GEAR
ACTUATOR

TO BRAKE
METERING
VALVE

UPLOCK RETRACT EXTEND UPLOCK

ACTUATOR LINE LINE ACTUATOR
ASSEMBLY ASSEMBLY

SHUTTLE
VALVE

CABIN AIR
CITATION MUSTANG PILOT TRAINING MANUAL

NORMAL-PRESSURE SWITCH P

FOR TRAINING PURPOSES ONLY

GEAR RETRACT PRESSURE SWITCH P
CONTROL HYDRAULIC
LOW-PRESSURE SWITCH P MANIFOLD RESERVOIR
PNEUMATIC
DUMP VALVE GEAR CONTROL
SOLENOID VALVE

LEGEND
SYSTEM PRESSURE FROM BRAKES
ACCUMULATOR
RETURN BLEED
VALVE
STATIC ACCUMULATOR

NITROGEN
CABIN AIR TO BRAKES

Figure 14-6.   Landing Gear Schematic - Retraction

 CITATION MUSTANG PILOT TRAINING MANUAL
The main gear retracts when hydraulic pressure is
applied to the retract side of the actuators. This first
releases the downlocks, then forces the actuators
to retract, pulling the gear into the wheel wells.
Before the wheels enter the wheel wells, an auto-
matic braking feature (spindown) stops the wheels
from spinning to prevent loose wheel tread or
debris from striking the interior of the wheel well.
When the gear is fully retracted into the uplocks,
a switch in each uplock detects that the main gear
is up-and-locked.
NOSE GEAR SYSTEM
Nose Gear Extension System
Nose gear extension is similar to the main landing
gear. In the wheel well, the uplock hook is hydrau-
lically retracted, releasing the uplock roller on the
gear. The nosewheel rotates down and aft from the
nose wheel well. The nose gear is mechanically
locked in the extended position by a spring-actuat-
ed downlock. A position switch on the drag brace
indicates down-and-locked.
Whenever the nosewheel is extended, nosewheel
steering is engaged, regardless of whether the air-
craft is in flight or on the ground.
Nose Gear Retraction System
During nose gear retraction, a hydraulic actuator
releases the nose gear downlock. The nose gear
actuator extends, causing the nose gear to retract
forward into the nosewheel well.
On takeoff, with weight off wheels, the nosewheel
steering remains engaged until retraction. Dur-
ing retraction, nosegear steering is disengaged
and the nose gear is mechanically centered. In the
wheel well, a spring-loaded mechanical uplock
hook catches the uplock roller on the gear when
it retracts. A position-sensor switch in the uplock
indicates up-and-locked.
Nose Gear Door System
Nose gear movement actuates two doors to com-
pletely enclose the nose gear and wheel at retrac-
tion. The doors open during gear extension and
remain open after the gear is extended.
FOR TRAINING PURPOSES ONLY
COMPONENTS
Main Gear
Each main gear assembly includes:
• Trunnion
• Trailing link
• Oleo strut
• Main gear actuators with integral downlocks
• Uplock assembly
• Main wheel tire and brake assembly
• Squat switch
Trunnion
A trunnion is the main support (leg) for each main
gear. It connects to the wheel through the oleo strut
and the trailing link and is extended or retracted
by the main gear actuator. During extension, the
trunnion (with the main gear components attached)
rotates down-and-outboard on pivots attached to
the forward and aft wing spars.
Trailing Link
The trailing link connects the trunnion to the wheel
through a pivot and an oleo strut. It allows the
wheel to simultaneously move up and aft when
landing or during ground operations.
Oleo Strut
The oleo (air-oil) strut is a sealed hydraulic pis-
14 LANDING GEAR
ton and cylinder that uses compressed nitrogen
AND BRAKES
to absorb landing and taxiing shocks. It absorbs
shocks between the trailing link (attached to the
wheel) and the trunnion (attached to the aircraft).
On the ground, the oleo struts support the weight
of the aircraft.
Main Gear Actuators
Inboard of (and attached to) each main gear trun-
nion is a fluid-driven actuator, which extends or
retracts the main landing gear. The main gear actu-
ators are normally driven hydraulically but can
be extended pneumatically for emergency gear
extension.
14-7
 CITATION MUSTANG PILOT TRAINING MANUAL
Each main landing gear actuator includes its own
integral mechanical locking system to lock the
actuator in place when it is fully extended, thereby
locking the gear down. Hydraulic retraction pres-
sure retracts the locking system and permits gear
retraction.
Uplock Assembly
In each wheel well, a spring-loaded mechanical
uplock hook catches the uplock roller on the gear
when it retracts. (During preflight, check that the
rollers rotate.) This locks the gear in the up posi-
tion. A switch in the uplock assembly detects when
the trunnion uplock roller is in the lock (gear is
up-and-locked). At the start of gear extension, a
hydraulic uplock-sequencing valve/actuator unit
retracts the uplock hook, releasing the main land-
ing gear, then passes hydraulic fluid to the gear
actuator. In case of an emergency gear extension,
pressurized nitrogen gas retracts the uplock hook.
Main Wheel, Tire, and
Wheel Assembly
Each main gear assembly includes a single wheel
with tire and a fluid-actuated multiple-disc brake
assembly. Each main wheel has three fusible plugs
that melt to deflate the tire if excessive tempera-
ture is generated by an overheated brake. Inflate
with dry nitrogen to 85 ± 5 psi (586 KPa ± 34
KPa) unloaded. Maximum tire ground speed is
160 knots.
14 LANDING GEAR
Squat Switch
AND BRAKES
There is one squat switch on each left and right
main landing gear. The switch indicates when
weight is on that wheel. The squat switches are
positioned in the landing gear assembly, and detect
when wheel position changes up or down, as caused
by weight-on-wheels or weight-off-wheels.
Each squat switch is connected to several aircraft
systems. Some systems are connected to both
squat switches. Some systems function differently
depending on whether the weight is on one wheel
or on both wheels. Some systems are sensitive to
whether only a specific wheel (left or right) has
weight on it.
14-8 FOR TRAINING PURPOSES ONLY
If the squat switches are not in the same position
(weight-on-wheels or weight-off-wheels) for more
than 2 seconds, the amber CAS message WOW
MISCOMPARE warns of the difference.
Malfunctions of the squat switches and their asso-
ciated circuits may cause abnormal functioning
of any or all of the aircraft systems that use squat
switch information.
Dependent Systems
The following systems require squat switch infor-
mation for normal functioning:
• External doors
• Engine/FADEC
• Pneumatics
• Windshield anti-ice
• Air conditioning
• Pressurization
• Landing gear
• Brakes (antiskid)
• Avionics
• Stall warning
L and R SQUAT SWITCH
Circuit Breakers
Each squat switch (left and right) is powered through
the corresponding L or R SQUAT SWITCH circuit
breaker in the ENGINE SYSTEMS section of the
corresponding CB panel (left or right).
Main Gear Door and Fairing
Each main landing gear strut has a gear door
mechanically attached to the trunnion assembly of
the gear. When the gear is operated, the door moves
up and down with the gear itself and is not separate
from the gear in its operation. The door will cover
the gear strut but the tire is partially exposed.
Nose Gear
The nose gear assembly supports the nose section
of the aircraft while on the ground and provides
steering and a linkage for towing.
Revision 1.1
 CITATION MUSTANG PILOT TRAINING MANUAL
The nose gear assembly (see Figure 14-2) includes:
• Strut
• Shimmy damper
• Drag brace and downlock
• Uplock assembly
• Gear actuator
• Single wheel and tire assembly
Strut
The nose gear strut includes the trunnion (attached
to pivots and moved by the gear actuator), the shock
strut, and the nosewheel fork. The integral oleo (air-
oil) shock strut absorbs landing impact and other
shocks. The lower end of the shock strut attaches
to the nosewheel fork, which holds the nosewheel
assembly.
A folding torque link holds the shock strut cylinder
and nosewheel fork piston together and keeps them
aligned with each other.
Shimmy Damper
To reduce nose gear shimmy during takeoff, land-
ing, and taxiing, the nose gear has a shimmy damp-
er. It is a friction band around the center of the
shock strut cylinder. It rubs against the inside of
the trunnion using friction to reduce nosewheel
shimmy.
Drag Brace and Downlock
In the down (gear-extended) position, the gear is
mechanically locked down by an integral locking
mechanism in the drag brace. A position switch
on the drag brace signals when the nose gear is
down-and-locked. During extension, the downlock
is spring-actuated to lock mechanically. During
retraction, the downlock is released by a hydraulic
actuator on the drag brace.
Uplock Assembly
A mechanical latching system (uplock hook) simi-
lar to the main gear system is attached to the air-
frame in the nose wheel well. It locks the nose gear
in the up (gear-retracted) position. During gear
extension, a fluid actuator/valve unit releases the
hook and then passes hydraulic fluid (or pressur-
ized nitrogen in an emergency) to the gear actuator.
Revision 1.0 FOR TRAINING PURPOSES ONLY
On gear retraction, the uplock latch catches a roller
on the rising nosewheel fork to lock the gear in the
up position. (During preflight, check that the roller
rotates.) A switch in the uplock hook mechanism
detects whether or not the gear is up-and-locked.
Gear Actuator
The fluid-driven nose gear actuator retracts to
extend the nose gear. It also triggers nose gear
door operation through linkages.
Single Wheel and Tire Assembly
The nosewheel assembly includes a wheel and tire.
The nose gear tire has chines to deflect water and
slush. The tire must be inflated to 120 ± 5 psi or
827 KPa (± 34 KPa). Maximum tire limit speed is
160 knots.
Gear Control Solenoid Valve
The gear control solenoid valve regulates the flow
of hydraulic fluid to the gear actuators, uplock-
release actuators, and nose gear downlock-release
actuator. It is an electrically driven solenoid valve,
actuated by two opposing solenoids that respond to
electrical commands from the LANDING GEAR
handle.
When the LANDING GEAR handle is command-
ed DOWN, the gear-extend solenoid on the valve
moves the valve to the gear-extend position, routing
fluid pressure to the uplock-release actuators and
then to the gear-extend side of the gear actuators
14 LANDING GEAR
AND BRAKES
(see Figure 14-4).
When the LANDING GEAR handle is commanded
UP, the gear-retract solenoid on the valve moves
the valve to the gear-retract position, which routes
fluid to the nose gear downlock release actuator
and the gear-retract side of all three gear actuators
(see Figure 14-6).
Without DC power, the valve centers, releasing
pressure from the gear-extend side of the system.
This permits emergency extension of the gear using
mechanical and pneumatic actuation (see Figure
14-5). DC power can be disconnected from the gear
control solenoid valve by pulling the LDG GEAR
CONTROL circuit breaker on the SYSTEMS panel
of the left CB panel.
14-9
 CITATION MUSTANG PILOT TRAINING MANUAL

CONTROLS AND INDICATIONS PLUNGER

LANDING GEAR Control Handle

The LANDING GEAR control handle is on the
left side of the center tilt panel (Figure 14-7) and
controls the normal landing gear retraction and
extension procedure. The handle actuates switches
to complete circuits to the extend or retract side of
the gear control solenoid valve. The gear handle
must be pulled out of a detent prior to movement
to either the GEAR UP or GEAR DOWN position.
On the ground, to keep the gear handle in the
GEAR DOWN position, the left and right main
gear squat switch deenergizes a locking-solenoid
in the instrument panel to extend a spring-loaded
plunger into the gear handle path. This prevents
inadvertent movement of the handle to the GEAR
UP position (Figure 14-8).
Airborne, with the left and right main gear squat
switches in the in-flight position, the landing gear
handle locking solenoid energizes to retract the
plunger. This frees the handle for movement to
the GEAR UP position. This safety feature cannot
be overridden. If the solenoid fails or electrical
power is lost, the gear handle cannot be moved to
the GEAR UP position.
14 LANDING GEAR
AND BRAKES
RETRACT
SWITCH
EXTEND
SWITCH
LOCKING
SOLENOID
FW
D
Figure 14-8.   Landing Gear Handle Locking
Solenoid and Switches
When the gear handle is up, if the locking-solenoid
plunger deenergizes and extends (due to DC power
failure or another cause), the plunger does not pre-
vent moving the gear handle to the down position.
Never attempt to pull the gear handle up during
taxi.
Before energizing the aircraft electrical system,
ensure that the gear handle is in the down position
to prevent inadvertent gear retraction.
In particular, if the squat switches do not agree (as
indicated on the EICAS by the WOW MISCOM-
PARE CAS message), it is possible to raise the
gear handle, possibly resulting in gear retraction
on the ground.

Circuit Breakers
Circuit breakers provide protection for the compo-
nents and wiring of the landing gear system. Spe-
cific components are:
• • LH ELE #1
°° HYD PUMP 2
°° LDG GEAR CTL 2
• • LH ELE EMERG
°° LDG GEAR MONITOR 2

Figure 14-7.   Landing Gear Control Panel

14-10 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION MUSTANG PILOT TRAINING MANUAL
Gear Position Indicators
One red and three green position indicators on the
landing gear control panel provide gear position
indication. In addition, an aural warning sounds if
gear is up when the combination of throttle posi-
tion, flap position, and airspeed indicate landing
configuration.
The green NOSE–LH–RH lights on the LDG
GEAR control panel indicate gear down and
locked. As each gear locks down, its respective
green light illuminates.
The red landing gear UNLOCK light indicates
an unsafe gear condition. It illuminates when the
gear handle is moved out of GEAR UP detent
and remains on until all three gear are down and
locked. At retraction, the light illuminates when
the gear handle is moved out of the down position
and remains visible until all three gear are up and
locked.
Normal indication with the gear down is three
green lights visible. With the gear retracted, all
lights extinguish and the red UNLOCK light
extinguishes.
Figure 14-9 shows indicator displays for various
gear positions. Test the landing gear indicator lights
and warning horn by positioning the rotary TEST
knob to LANDING GEAR.
Aural Warning
The warning/caution advisory system provides a
landing gear aural warning if one or more gear are
not locked down and either of the following situ-
ations occurs:
• Both throttles are retarded below approxi-
mately 85% N2 and airspeed is below 130
KIAS. Pressing the HORN SILENCE–
PUSH button on the gear control panel (see
Figure 14-7) silences this warning.
• Flaps are extended beyond the TAKE OFF
AND APPROACH setting. In this situation,
the aural warning cannot be silenced with
the HORN SILENCE– PUSH button.
Revision 1.0 FOR TRAINING PURPOSES ONLY
Aural warning is DC-powered. Circuit protection
for the aural warning system and position lights
is on the right CB panel labeled WARN LIGHT
within the lights grouping.
Rotary TEST Knob
The rotary TEST knob is at the top of the copilot
panel. This knob is used to test the landing gear
and antiskid warning systems.
OPERATION
Preflight
During preflight, inspect the pressure gauge for
the emergency landing gear extension pneumatic
bottle. It is in the nose baggage compartment, on
the right side of the aft wall. Determine the current
temperature, and then compare the gauge pressure
indication to the pressures listed on the placard next
to the gauge to determine if the pneumatic pressure
is appropriate.
Retraction And Extension
Moving the LANDING GEAR handle to the GEAR
DOWN position energizes the gear control solenoid
valve. The DC power for the landing gear control
circuit is from the left bus through the LDG GEAR
CONTROL circuit breaker in the SYSTEMS sec-
tion of the pilot CB panel.
14 LANDING GEAR
Retraction
AND BRAKES
Placing the LANDING GEAR handle in the GEAR
UP position energizes the retract solenoid of the
gear control valve. The gear control valve is posi-
tioned to direct pressure to:
• The nose gear downlock-release actuator to
release the nose gear downlock
• The gear-retract side of each gear actuator
(also releases downlocks inside the main
gear actuators)
• The extend side of the uplock actuators,
which position the uplock hooks to catch
the rising gear
All downlocks are released and retraction begins
(see Figure 14-6).
14-11
 CITATION MUSTANG PILOT TRAINING MANUAL

DOWN AND LOCKED UP AND LOCKED

14 LANDING GEAR
AND BRAKES

NOSE GEAR NOT ONE OR MORE GEAR NOT

DOWN AND LOCKED UP AND LOCKED

Figure 14-9.   Landing Gear Position Indications

14-12 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL
As each gear reaches the fully retracted position, a
spring-loaded uplock hook catches it and an uplock
microswitch actuates. When all three uplock micro-
switches actuate, the gear control solenoid valve
circuit is interrupted and the valve returns to the
neutral position. All position indicators on the con-
trol panel extinguish.
Extension
Placing the landing gear handle in the GEAR
DOWN position energizes the gear control sole-
noid valve to the extend position. The gear control
solenoid valve is positioned to route pressure to the
uplock actuators, which releases the gear uplocks.
When the spring-loaded uplocks release, pressure
continues to the gear-extend side of the gear actua-
tors. As each gear reaches the fully extended posi-
tion, a downlock microswitch actuates. When all
three downlock switches actuate, the gear control
solenoid valve circuit is interrupted and the valve
returns to the neutral position. With pressure no
longer applied to the gear actuator, three actions
occur:
1. The internal locking mechanism within each
main gear actuator assumes the downlocked
position.
2. The spring-loaded nose gear mechanical down-
lock latches.
3. Downlock switches illuminate the green
NOSE–LH–RH position indicators on the gear
control panel.
NOSEWHEEL STEERING
DESCRIPTION AND
OPERATION
Mechanical linkage from the rudder pedals
mechanically actuates the nosewheel steering sys-
tem (Figure 14-10).
Whenever the nosewheel is extended, nosewheel
steering is engaged regardless of whether the air-
craft is in flight or on the ground. During retraction,
nosewheel steering is disengaged and the nose gear
is mechanically centered.
FOR TRAINING PURPOSES ONLY
STEERING
OUTPUT
BUNGEE
SPRING LEVER
STEERING
PIN
CENTERING
FITTING
Figure 14-10.   Nosewheel Steering
Rudder pedals mechanically steer the nose gear to
20° either side of center. A spring linkage provides
an additional 55° of nosewheel deflection (±75°
total) via castering accomplished with application
of differential engine power or braking.
For towing, ensure that the rudder (gust) lock is dis-
engaged and do not exceed 75° nosewheel deflec-
tion. If 75° is exceeded, the steering system or
airframe structure will be damaged. If the rudder
(gust) lock is engaged, towing beyond 55° may
cause structural and/or steering system damage.
During preflight, check that the stop bolts are
14 LANDING GEAR
present and intact (Figure 14-11). If they are not,
AND BRAKES
the steering system is damaged. Maintenance is
required before flight.
WARNING
If damage to nosewheel steering is suspected or
crewmembers detect abnormal steering system
action, do not attempt to fly the aircraft. If the sys-
tem is damaged, the crew does not have full steer-
ing control of the aircraft on takeoff or landing. If
the aircraft flies, even if the gear remains extended
after takeoff, the nosewheel may not remain cen-
tered, and may not be controllable.
14-13
 CITATION MUSTANG PILOT TRAINING MANUAL
Figure 14-11.   Stop Bolt Location
CAUTION
Anytime the gear is extended, the nosewheel
deflects with rudder pedal movement. During a
crosswind landing, center the pedals immediately
before nosewheel touchdown.
BRAKES
DESCRIPTION
Disc brakes are on the main gear assemblies. The
14 LANDING GEAR
aircraft hydraulic system provides normal power
AND BRAKES
braking with a pneumatic (pressurized nitrogen)
system for backup (Figure 14-12). The hydraulic
system automatically maintains constant pressure
for brake operation.
The brakes are normally used as antiskid power
brakes but can operate as power brakes without
antiskid protection. In the event that brake system
hydraulic pressure is lost, emergency braking is
available.
The crew initiates braking by pressing on the tops
of the rudder pedals. The pedals connect by cables
to actuate the brake metering valve. If both the
pilot and copilot apply brakes simultaneously, the
one applying the greater force on the rudder ped-
als has control.
14-14 FOR TRAINING PURPOSES ONLY
ANTISKID SYSTEM
With the ANTI SKID switch in the up (on) position,
the antiskid system provides maximum braking
efficiency on all runway surfaces. The antiskid con-
trol system can only reduce pressure; the applied
pressure can never be more than that commanded
by the crew.
A wheel speed transducer on each wheel electroni-
cally transmits wheel-speed signals to the antiskid
control box as a variable frequency. If the con-
trol box detects sudden deceleration of a wheel
(impending skid) it commands the antiskid valve to
reduce pressure to that specific wheel/brake. When
the slow wheel catches up to the fast wheel and the
transducer signal returns to normal, braking pres-
sure is restored to the brakes.
The antiskid system includes “touchdown pro-
tection,” which prevents landing with the brakes
locked. Any time both squat switches indicate that
the aircraft is in the air and the gear is extended,
the antiskid unit dumps brake pressure (except
during gear retraction when braking is applied to
spindown the wheels). Upon landing, this dump
continues for 3 seconds after weight-on-wheels or
until wheel spinup (whichever occurs first), before
brake pressure is enabled.
During high-speed ground movement, “locked-
wheel crossover protection” prevents sudden
yawing due to differential braking. If the anti-
skid controller senses a 70% difference in speed
between left and right brakes, it reduces brake pres-
sure to both wheels. At low speeds (approximately
12 knots), this feature is disabled to permit tight
turns during taxiing.
PARKING BRAKES
Parking brakes are a locked configuration of the
brakes. Brakes are locked when the parking brake
valve traps hydraulic fluid in the brake lines. The
valve (and hence the parking brakes) can only be
set by pulling on the PARKING BRAKE knob on
the right lower side of the pilot instrument panel
(Figure 14-13) while pressing on the brake pedals.
 CABIN AIR
HYDRAULIC
SYSTEM
RESERVOIR

29-VDC
HYDRAULIC PUMP

PILOT/COPILOT RUDDER PEDALS MANUAL

ACCUMULATOR
BLEED VALVE

P P P
CONTROL TO GEAR RETRACT
MANIFOLD TO GEAR EXTEND
ACCUMULATOR

BRAKE FROM GEAR RETRACT

METERING PRESSURE LINE
VALVE (FOR TIRE SPINDOWN)

DIGITAL
ANTISKID ANTISKID
CONTROL VALVE CONTROL UNIT

PARKING BRAKE
VALVE

SHUTTLE VALVES
CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

EMERGENCY
BRAKE VALVE

LEGEND
SYSTEM PRESSURE
RETURN OVERBOARD
VENT LINE
METERED PRESSURE
NITROGEN
CABIN AIR
EMERGENCY
NITROGEN EXHAUST BRAKE HANDLE
EMERGENCY BRAKE
NITROGEN BOTTLE

Figure 14-12.   Power Brake and Digital Antiskid System

14-15
14 LANDING GEAR
AND BRAKES
 CITATION MUSTANG PILOT TRAINING MANUAL

prevent locking the brakes and blowing the tires.

The emergency brakes are effective for six pulls on
the handle. No electrical power is required for the
emergency brakes.

Figure 14-13.   PARKING BRAKE Knob
EMERGENCY BRAKES
If the hydraulic brake system fails, a pneumat-
ic brake system is available to actuate the wheel
brakes (Figure 14-14). The system uses nitrogen
pressure from a pneumatic bottle independent of
emergency landing gear extension system.
COMPONENTS
Brake Pedals
Brakes are normally actuated by the pilot or copi-
lot pressing on the tops of one or more of the rud-
der pedals. Each pedal is mechanically linked to
the brake metering valve and to the corresponding
pedal. Both pilot and copilot foot forces are trans-
mitted to the brake metering valve by cables. For
each wheel, the pilot applying the greater force to
the corresponding pedal determines brake pressure
to that wheel, and the position of the correspond-
ing pedal for the other pilot. The pilot and copilot
pedals move together.

Pulling on the EMERGENCY BRAKE handle Brake Metering Valve

(under the center of the pilot left tilt panel) actu-
ates the emergency brake system. Pull out and The brake metering valve regulates left or right
hold the handle aft to apply and modulate emer- brake pressure according to brake pedal inputs as
gency braking pressure. The lever has a stop to commanded by the crew.
POWER BRAKE SYSTEM
14 LANDING GEAR
AND BRAKES

SHUTTLE VALVE SHUTTLE VALVE

EMERGENCY
BRAKE VALVE

LEGEND
OVERBOARD
NITROGEN PRESSURE VENT LINE
METERED BRAKE FLUID
MECHANICAL

EMERGENCY BRAKE
NITROGEN BOTTLE

Figure 14-14.   Emergency Brake System

14-16 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL
Wheel Speed Transducers
One transducer is in each main gear axle. A drive
clip on the wheel hubcap spins the inner rotor of the
transducer. Wheel speed data is provided directly
to the antiskid control unit.
Antiskid Control Valve
To prevent skids, the antiskid control valve regu-
lates the distribution of brake pressure, as required
to prevent the skid. The antiskid control valve is
electrically controlled by the anti-skid control unit
(ASCU).
Antiskid Control Unit
A digital ASCU monitors wheel speed to provide
wheel skid protection and optimum braking effi-
ciency on all runway surfaces. Based on wheel
speed inputs, the control unit reduces brake pres-
sure as required to prevent the skid.
Parking Brake Valve
The parking brake valve is in the brake lines
between the antiskid control valve and the brake
assemblies. When a crewmember pulls the PARK-
ING BRAKE knob and depresses the brake ped-
als, the valve engages check valves to trap brake
fluid pressure in the brake lines. To relieve pressure
due to fluid expansion when the parking brake is
engaged shortly after heavy braking, 1,200-psi
thermal relief valves are in the parking brake valve.
Emergency Brake Valve
The emergency brake valve is lever operated to
provide metered pneumatic pressure from the
emergency nitrogen bottle directly to the brake
assemblies. The emergency brake valve connects
through a cable to the emergency brake lever,
which is under the instrument panel near the right
knee of the pilot.
Brakes And Shuttle Valves
Disc brakes are in each main gear assembly. The
brakes respond to hydraulic or pneumatic pres-
sure. Normally, fluid from the brake metering valve
hydraulically actuates the left and right brakes
FOR TRAINING PURPOSES ONLY
separately as commanded by the crew and/or the
antiskid control unit. However, a shuttle valve at
each brake allows high-pressure nitrogen from the
emergency brake valve to bypass hydraulic flow
and apply pressure directly to both brakes evenly.
CONTROLS AND INDICATIONS
ANTI SKID Switch
The ANTI SKID switch (see Figure 14-12) is on the
LANDING GEAR control panel and is normally in
the up (on) position. In the OFF (down) position,
the antiskid system deactivates; brake operation
remains the same except that antiskid protection is
not available. Before turning the antiskid system
off, ensure that brake pressure is released. Before
turning the antiskid system on, ensure that the
wheels are not rotating.
Circuit Breakers
The power brake and antiskid systems receive DC
power from the left electrical bus.
The HYD PUMP circuit breaker is in the SYSTEM
section of the left CB panel. Disengaging the HYD
PUMP circuit breaker electrically disables the
hydraulic pump. This action reduces or eliminates
hydraulic system pressure. This results in limited
or improper functioning of the power brake system
or completely eliminates the power brake system.
14 LANDING GEAR
The SKID CONTROL circuit breaker is also in the
AND BRAKES
SYSTEM section of the left CB panel. Disengag-
ing the SKID CONTROL circuit breaker disables
the antiskid system and touchdown protection.
Rotary TEST Knob
The rotary TEST knob is at the top of the copilot
panel. This knob tests the antiskid system.
OPERATION
Antiskid Touchdown Protection
During landing, the antiskid system “touchdown
protection” feature prevents the aircraft from touch-
ing down with locked brakes. Touchdown pro-
14-17
 CITATION MUSTANG PILOT TRAINING MANUAL
tection mode is active anytime all three of the
following conditions exist:
• The ANTI SKID switch is ON.
• Both squat switches indicate that the aircraft
is in flight.
• The gear is extended.
Under these conditions (regardless of pilot or copi-
lot pedal position), the touchdown protection mode
releases all brake pressure from the brakes.
To ensure adequate wheel spinup on contaminated
runways, the touchdown protection mode stays
active for 3 seconds after the first wheel touches
down (either left or right squat switch indicates
weight-on-wheels).
Under normal conditions, the wheels spinup almost
immediately; therefore, a spinup override feature
is incorporated. Anytime wheel speed is above 50
knots (regardless of squat switch position), touch-
down protection is overridden and normal antiskid
braking is available.
Power Braking (Antiskid ON)
For normal operation of the power brake and anti-
skid system, all three of the following conditions
must exist:
• The ANTI SKID switch is up (on).
• B oth wheels are rotating at aircraft
groundspeed.
14 LANDING GEAR
• Either squat switch (left wheel or right
AND BRAKES
wheel) senses weight on wheel.
Maximum braking technique is obtained by:
1. Lowering the nose to the ground
2. Firmly applying and holding the brakes until
the desired speed has been reached
3. Extending the speedbrakes while applying the
wheel brakes
NOTE
Do not pump the brakes.
The antiskid system is not operative
during emergency braking.
14-18 FOR TRAINING PURPOSES ONLY
Depressing the brake pedals moves cables attached
to the power brake metering valve, which meters
hydraulic pressure to the brake assemblies in direct
proportion to pedal force.
With the ANTI SKID switch on and a ground speed
of at least 12 knots, maximum braking with skid
protection is available. Any tendency of a wheel to
rapidly decelerate (skid) is detected by the wheel
speed transducer, and the antiskid control valve
is signaled to momentarily dump pressure from
affected brakes. As wheel speed returns to nor-
mal, dumping ceases and pressure is once again
increased in the brake assemblies. When wheel
speed drops below approximately 12 knots, the
antiskid function disengages.
Braking on each main wheel is controlled by the
corresponding pedal; therefore, differential brak-
ing is available.
Power Braking (Antiskid OFF)
The ANTI SKID switch is normally in the up (on)
position. In the OFF position, the antiskid system
deactivates and the ANTISKID FAIL CAS mes-
sage appears. The power brakes, powered by the
hydraulic system, still function without the assis-
tance of the antiskid system. With the loss of the
antiskid system, touchdown protection and tire
spin-down are inoperable.
Parking Brakes
To set the parking brakes, apply the brakes in
the normal manner, then pull out the PARKING
BRAKE knob (see Figure 14-13). This mechani-
cally actuates the parking brake valve and traps
fluid in the brakes. To release the parking brakes,
depress the brake pedals, then push in the PARK-
ING BRAKE knob. One-way check valves allow
setting increased trapped pressure once the brakes
are set by simply depressing the brake pedals
harder.
Do not use parking brakes after using emergency
brakes. Hold emergency brakes until the aircraft
can be secured.
Parking brakes can hold the aircraft for only a
limited time. They are not intended to secure an
 CITATION MUSTANG PILOT TRAINING MANUAL
unattended aircraft. Parking brakes are a tempo-
rary function, to be used only until the aircraft can
be secured.
NOTE
If brakes are suspected of being hot, do
not set the parking brake.
Antiskid Test
The antiskid system is checked as part of the rotary
test procedure in the Cockpit Preparation check-
list. This same test can be conducted in flight if a
problem is suspected. With the antiskid switch ON
(up), the antiskid control unit is continuously con-
ducting integrity checks of the system. If any faults
are detected, the ANTISKID FAIL CAS message
appears in the CAS window.
To ground test the antiskid system:
• Rotate the rotary TEST knob to the ANTI
SKID test position.
• The ANTISKID FAIL and NO TIRE SPIN-
DOWN CAS messages flash for 6 seconds.
• Test is valid if the ANTISKID FAIL and
NO TIRE SPINDOWN CAS messages are
confirmed extinguished after 6 seconds.
• Test is failed if the ANTISKID FAIL and/
or NO TIRE SPINDOWN CAS messag-
es remain illuminated after more than 6
seconds.
Emergency Brakes
Pulling the red EMERGENCY BRAKE handle
aft actuates the emergency brake valve mechani-
cally (see Figure 14-15). The valve meters nitro-
gen pressure through shuttle valves on the brake
assemblies in direct proportion to the amount of
lever movement.
Since nitrogen pressure is applied to both brakes
simultaneously, differential braking is not possible.
Returning the lever to its original position releases
pressure from the brakes and vents it overboard,
which releases the brakes.
Revision 1.1 FOR TRAINING PURPOSES ONLY
EMERGENCY BRAKE PULL
Figure 14-15.   EMERGENCY BRAKE Handle
Apply the emergency brakes only enough to obtain
the desired rate of deceleration, then hold them
until the aircraft stops.
Best performance can be obtained using a smooth,
steady, continuous pull of the handle to obtain
the desired deceleration rate. Multiple pulls and
releases of the handle deplete the nitrogen charge.
Do not depress the brake pedals while applying
emergency airbrakes. Shuttle valve action may
deplete nitrogen pressure, reducing available brak-
ing power.
Repeated applications deplete nitrogen pressure. If
the emergency nitrogen bottle is full, six applica-
tions are available for emergency braking.
Antiskid protection is not available during emer-
gency braking. Do not attempt to taxi after clear-
ing the runway when using the emergency brakes.
14 LANDING GEAR
Maintenance action is required subsequent to emer-
AND BRAKES
gency braking.
LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
14-19
 CITATION MUSTANG PILOT TRAINING MANUAL
Table 14-1.   CAS MESSAGES
ANTISKID FAIL
DESCRIPTION This message displayes when the ACU
cannot perform antiskid functions. This
message indicates that an internal test
routine has failed or there are electri-
cal problems. Electrical problems may
include DC power that is off or below
operational levels, or shorts or opens in
the antiskid system wiring. This message
also appears when the rotary TEST knob
is selected to ANTI SKID.
INHIBITS EMER
HYD PRESS LO
DESCRIPTION The low pressure switch in the hydraulic
control manifold controls the amber HYD
PRESS LO message. As hydraulic sys-
tem pressure decreases below 750 psig,
the HYD PRESS LO message appears,
accompanied by MASTER CAUTION
lights. As the pump increases system
pressure to greater than 1,000 psig, a
circuit opens to extinguish the message
and the MASTER CAUTION lights.
INHIBITS EMER TOPI
HYD PUMP ON
DESCRIPTION The amber HYD PUMP ON message
indicates that the hydraulic pump has
14 LANDING GEAR
been operating continuously for over 60
AND BRAKES
seconds. Refer to the checklist.
INHIBITS EMER, LOPI
14-20 FOR TRAINING PURPOSES ONLY
WOW MISCOMPARE
DESCRIPTION The amber CAS message WOW MIS-
COMPARE indicates that the squat
switch system is indicating different
status (miscompare) of the two switch-
es. One squat switch appears to indi-
cate weight-on-wheels while the other
appears to indicate weight-off-wheels.
The message does not display until the
miscompare has continued for 2 sec-
onds. This allows for momentary differ-
ences during takeoff and landing.
The miscompare may be caused by:
• Different wheel positions
• Stuck squat switch
• Electrical short or open circuit
• Problems with the multi-function
PCB
• Popped L or R SQUAT SWITCH
circuit breaker
• Loss of power to a squat switch
INHIBITS EMER, LOPI, TOPI
NO TIRE SPINDOWN
DESCRIPTION Ten seconds after gear retraction begins,
if either tire is spinning above 10 knots,
the white NO TIRE SPINDOWN mes-
sage appears, indicating failure of the
tire spindown function of the antiskid
system. This could cause damage to
the wheel wells from loose tire tread and
debris. This message also appears when
the rotary TEST knob is selected to ANTI
SKID.
INHIBITS EMER, LOPI
Revision 1.1
 CITATION MUSTANG PILOT TRAINING MANUAL
QUESTIONS
1. For maximum effective braking, do not switch
off the:
A. Power brake system
B. Antiskid system
C. FADEC
D. G1000
2. With NO TIRE SPINDOWN CAS message
displayed in the CAS window:
A. Damage to the wheel well from loose tread
and debris could result
B. Airspeed should be reduced to 150 KIAS
C. Do not select flaps beyond approach
D. Do not deploy the speedbrakes
3. The ANTISKID FAIL CAS message displays
when:
A. Loss of touchdown protection
B. Loss of the power brakes
C. Loss of the emergency brakes
D. Loss of the speedbrakes
4. What landing gear systems are affected if a
WOW message appears prior to touchdown?
A. The antiskid system may not operate
normally
B. The parking brake may be inoperative
C. The emergency brake system may be
inoperative
D. The power brakes may be inoperative
5. When using the emergency brakes, do not:
A. Pump the emergency brake handle
B. Use the parking brake
C. Use the speedbrakes
D. Both A and B
6. Before movement of the aircraft on the ground:
A. Disengage the rudder (gust) lock
B. Speedbrakes should be extended
C. Flaps should be extended to TO
D. Emergency exit should be removed
Revision 1.1 FOR TRAINING PURPOSES ONLY
7. The landing gear uplocks are:
A. Mechanically held engaged by springs
B. Hydraulically disengaged
C. Pneumatically engaged
D. Both A and B
8. On the ground, the LANDING GEAR handle
is prevented from movement to the GEAR UP
position by:
A. Mechanical detents
B. A spring-loaded locking solenoid
C. Hydraulic pressure
D. A manually applied handle locking device
9. Landing gear downlocks are disengaged:
A. When hydraulic pressure is applied to the
retract side of the main gear actuators and
the nose gear downlock release actuator
B. By action of the gear squat switches
C. By removing the external downlock pins
D. By mechanical linkage as the gear begins
to retract
10. Each main gear wheel incorporates three fus-
ible plugs that:
A. Blow out if the tire is overserviced with
air
B. Melt, deflating the tire if an overheated
14 LANDING GEAR
brake event occurs
AND BRAKES
C. Is thrown out by centrifugal force if maxi-
mum wheel speed is exceeded
D. None of the above
11. At extension, if the nose gear does not lock in
the down position, the gear panel indications
are:
A. Red light illuminated, green LH and RH
lights illuminated
B. Red light extinguished, green LH and RH
lights illuminated
C. Red light illuminated, all three green lights
extinguished
D. All four lights extinguished
14-21
 CITATION MUSTANG PILOT TRAINING MANUAL

12. When using the emergency brake:

A. Differential braking is not available
B. Antiskid protection is provided
C. The handle should be pumped
D. Nosewheel steering is inoperative
14 LANDING GEAR
AND BRAKES

14-22 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
INTRODUCTION................................................................................................................ 15-1
GENERAL............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-2
Description.................................................................................................................... 15-2
Aileron System.............................................................................................................. 15-2
Rudder System.............................................................................................................. 15-3
Elevator System............................................................................................................. 15-3
CONTROL LOCK SYSTEMS............................................................................................. 15-4
Aileron/Elevator Control Lock...................................................................................... 15-5
Rudder Lock.................................................................................................................. 15-5
SECONDARY FLIGHT CONTROLS.................................................................................. 15-6
Trim Systems................................................................................................................. 15-6
Flaps.............................................................................................................................. 15-9
Speedbrakes................................................................................................................ 15-11
LIMITATIONS................................................................................................................... 15-13
EMERGENCY/ABNORMAL........................................................................................... 15-13
QUESTIONS..................................................................................................................... 15-14 15 FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 15-i

 CITATION MUSTANG PILOT TRAINING MANUAL

INTENTIONALLY LEFT BLANK

15 FLIGHT CONTROLS

15-ii FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
15-1. Flight Control Surfaces.......................................................................................... 15-2
15-2. Rudder Control System Installation...................................................................... 15-4
15-3. Aileron/Elevator Control Lock.............................................................................. 15-5
15-4. Rudder Lock System (Left Side of Tailcone)........................................................ 15-5
15-5. Aileron and Rudder Trim....................................................................................... 15-6
15-6. Trim Display.......................................................................................................... 15-7
15-7. Elevator Trim System............................................................................................ 15-8
15-8. Flaps - LAND Posiiton....................................................................................... 15-10
15-9. Flap System Schematic....................................................................................... 15-10
15-10. Flaps Position Display........................................................................................ 15-11
15-11. Flaps Position Display - Reversionary Mode..................................................... 15-11
15-12. Rotary TEST Knob............................................................................................. 15-11
15-13. Speedbrakes (Extended)..................................................................................... 15-12
15-14. Throttle Knob Speedbrake Switch (Left Throttle).............................................. 15-12

TABLES
Table Title Page
15-1. CAS MESSAGES............................................................................................... 15-13
15 FLIGHT CONTROLS

FOR TRAINING PURPOSES ONLY 15-iii

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INTENTIONALLY LEFT BLANK

15 FLIGHT CONTROLS

15-iv FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 15
FLIGHT CONTROLS

INTRODUCTION
This chapter describes the flight controls of the Cessna Model 510 Citation Mustang. The aircraft
has fixed and moveable surfaces that provide stability and control during flight. The primary flight
controls are ailerons, rudder, and elevators. Secondary flight controls include trim devices, flaps,
and speedbrakes. Control locks are also described.

GENERAL
The flight control systems consist of the control
surfaces, trim control surfaces, trim indicating
systems, and the related mechanical and electri-
cal systems that control the airplane during flight.
control locks when on the ground to prevent dam-
age to the control surfaces and systems from wind
gusts striking the aircraft.
The secondary flight controls include trim, flaps,
15 FLIGHT CONTROLS

The primary flight controls (elevators, ailerons, and
rudder) directly control aircraft movement around
the three axes of flight (pitch, roll, and yaw). They
are manually actuated through cables by dual con-
ventional control yokes and dual sets of rudder
pedals in the cockpit. They can be immobilized by
and speedbrakes. Trim tabs, electrically or mechan-
ically adjusted through controls on the cockpit
pedestal or control yoke, assist flight control on
all three axes. Mechanical elevator trim, adjusted
through a cockpit pedestal wheel, is also provided.

FOR TRAINING PURPOSES ONLY 15-1

 CITATION MUSTANG PILOT TRAINING MANUAL
Flaps and speedbrakes directly adjust airplane lift
and drag. Both controls are electrically actuated.
Flaps are operated by a handle on the cockpit ped-
estal. Speedbrakes are operated by a switch on the
throttle.
All flight control surfaces are shown in Figure 15-1.
PRIMARY FLIGHT
CONTROLS
DESCRIPTION
The primary flight controls (ailerons, rudder, and
elevators) are manually operated by either the pilot
or the copilot through a conventional control yoke
and rudder pedal arrangement. Control inputs are
transmitted to the control surfaces through cables,
bellcranks, and pushrods. The rudder pedals also
operate the nosewheel steering and wheel brakes
(see Chapter 14—“Landing Gear and Brakes”). A
flexible mechanical interconnect between the rud-
der and ailerons provides improved lateral stability.
FLAP
15 FLIGHT CONTROLS
Figure 15-1.   Flight Control Surfaces
15-2 FOR TRAINING PURPOSES ONLY
The primary flight controls can also be controlled
by the autopilot and yaw damper (see Chapter
16—“Avionics”).
The rudder, both elevators, and the left aileron are
each equipped with a trim tab that is electrically
actuated from the cockpit. The elevator tabs can
also be mechanically positioned by the pitch trim
wheel on the control pedestal.
AILERON SYSTEM
Two ailerons (one on the outboard trailing edge
of each wing) provide roll control. Neutral aile-
ron position is 2° up. The ailerons are controlled
through cables connected to the cockpit control
yokes and the autopilot aileron electric servo. The
control yoke rotates 70° in each direction to provide
maximum aileron deflection.
Operation
When the pilot rotates the control yokes counter-
clockwise, the right aileron rotates down and the
left aileron rotates up, causing the aircraft to roll
left. By turning the control yokes clockwise, the
opposite is true.
ELEVATOR
TRIM TAB
TRIM TAB
RUDDER
STRAKE
SPEEDBRAKE
TRIM TAB
AILERON
 CITATION MUSTANG PILOT TRAINING MANUAL
When the autopilot is operating, the autopilot roll
servo provides inputs to the aileron control sys-
tem. A single autopilot roll servo is mechanically
connected to the aileron cable system. When the
autopilot is engaged, the autopilot servo provides
autopilot input to the aileron system in response to
the automatic flight control system (AFCS) com-
mands. Disengaging the autopilot can be accom-
plished by three normal means:
• The AP or YD button on the AFCS controller
• The AP TRIM DISC switch on either control
yoke
• By commanding pitch trim
Either pilot can manually override the servo motor
by applying force to the control yoke. For informa-
tion on the AFCS (including autopilot), refer to
Chapter 16—“Avionics.”
Aileron-Rudder Interconnect
A flexible mechanical interconnect between rud-
der and ailerons provides improved lateral stability.
Movement of the ailerons results in a comparable
movement of the rudder (as sensed through the
rudder pedals). If the pilot rolls the aircraft to
the left, the interconnect also causes some rudder
deflection (and resultant airplane yawing) to the
left. Conversely, pressure on the rudder pedals and
movement of the rudder results in a coordinated
movement of the ailerons and control yoke.
In flight, to intentionally slip or skid/yaw the air-
plane, the pilot can override the interconnect by
applying opposite forces to the control yoke and
rudder pedals (“cross-controlling”). On the ground,
the interconnect may cause some aileron and con-
trol yoke movement, as a coordinated response to
rudder movements caused by the crew steering with
the rudder pedals.
RUDDER SYSTEM
The rudder on the trailing edge of the vertical sta-
bilizer provides yaw control. It moves as much as
35° left or right of center. It is controlled through
cables connected to the cockpit control pedals and
the autopilot yaw servo. The rudder is moved by
fore and aft movement of the pedals.
Revision 1.0 FOR TRAINING PURPOSES ONLY
The rudder pedals are floor-mounted and non-
adjustable. The pedals are connected to the rudder
through mechanical linkages and cables. Two sepa-
rate rudder cable loops, routed differently, provide
redundancy to protect against an engine rotor non-
containment (Figure 15-2).
Operation
Pressing either pilot rudder pedal (left or right)
moves the rudder in that direction, which yaws the
airplane. Copilot controls work the same. Pilot and
copilot pedals are mechanically linked so the pilot
applying the greater force controls yawing, and
controls the amount of pedal movement for both
pilots. The rudder pedals also control nosewheel
steering (refer to Chapter 14—“Landing Gear
and Brakes.”).
The single autopilot yaw servo is mechanically
connected to the rudder. When the autopilot is
engaged, the yaw servo provides input to the rud-
der system in response to the AFCS commands.
The yaw damper can be disengaged by:
• P
ressing the YD button on the AFCS
controller
• P
ressing the AP TRIM DISC switch on
either control yoke
Additionally, pilots can manually override the yaw
servo motor by pushing the rudder pedals. For
information on the AFCS (including autopilot),
refer to Chapter 16—“Avionics.”
ELEVATOR SYSTEM
The elevators are on the trailing edge of the hori-
zontal stabilizer and provide longitudinal (pitch)
control of the airplane. The elevators are mechani-
cally controlled through cables by either pilot mov-
ing the control yoke forward, aft, or by the autopilot
pitch servo.
15 FLIGHT CONTROLS
The pitch system is a manual system consisting
of conventional mechanical flight control compo-
nents. A cable run from the pilot and copilot control
yokes to a common elevator pulley provides output
to the elevator surfaces. The aft elevator pulley is
attached to each surface by a pushrod and horn.
15-3
 CITATION MUSTANG PILOT TRAINING MANUAL

Figure 15-2.   Rudder Control System Installation

Motion from the aft elevator pulley is transmitted
to the elevators by their respective pushrod.
In the event of engine rotor non containment, sepa-
rate elevator trim systems provide sufficient pitch
control for elevator control redundancy.
Operation
By moving the control column aft (approximately
4 inches maximum deflection), the elevators rotate
up, causing the nose of the aircraft to pitch up. By
moving the control column forward (approximately
3 inches maximum deflection), the opposite motion
occurs.
A single pitch servo is mechanically connected to
the elevator cables. When the autopilot is engaged,
the pitch servo provides autopilot input to the ele-
vator system in response to the AFCS commands.
15 FLIGHT CONTROLS
Normally, the autopilot can be disengaged by:
• Pressing the AP or YD button on the AFCS
controller
• Pressing the AP TRIM DISC switch on
either control yoke
• Commanding electric pitch trim
The pitch servo can also be manually overridden
by either pilot applying a force to the control yoke.
For information on the AFCS (including autopilot),
refer to Chapter 16—“Avionics.”
CONTROL LOCK
SYSTEMS
Control locks, when engaged, restrain the primary
flight controls. The control lock system prevents

damage to the control surfaces and systems from

wind gusts striking the aircraft while it is on the
ground. There are two parts to the control lock sys-
tem: aileron/elevator control lock and rudder lock.

15-4 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL
AILERON/ELEVATOR
CONTROL LOCK
To lock the aileron and elevator control surfaces, a
removable flag-insert device fits through a hole in
both the control yoke bushing at the control panel
and the back of the pilot control yoke (Figure 15-3).
A special U-shaped lock pin locks the yoke in a
most-forward position, nose down with the wheel
at ailerons-neutral. The U-shape of the pin ensures
that no single pin device can engage the lock. The
device, installed from the top, pins the control yoke
to the instrument panel. The flag on the pin covers
the pilot primary flight display (PFD) airspeed tape
and horizontal situational indicator (HSI). The flag
portion of the pin is keyed to the instrument panel
receptacle so the control lock cannot be installed
without obstructing the view of the pilot.
The yoke position and the visual obstruction from
the flag provide unmistakable warning of control
lock engagement. To insert the lock:
• Rotate the yoke to the center position so the
receptacle in the bushing and the receptacle
on the control yoke are aligned.
• Move the yoke forward until both ends of
the pin can be inserted into their respective
receptacles.
• Insert the U-shaped pin of the flag device
into the receptacles.
• Check the control wheel is locked in both
pitch and roll.
Figure 15-3.   Aileron/Elevator Control Lock
FOR TRAINING PURPOSES ONLY
When removing the lock:
• G rasp the U-shaped pin between the recep-
tacles (with the right hand) and remove,
raising it straight up until clear of both
receptacles.
• Stow the control lock.
• Check the control yoke is free and clear for
both roll and pitch.
RUDDER LOCK
The rudder control lock inserts a pin into the aft
rudder pulley, preventing movement of the rudder.
The rudder lock must be operated from outside the
aircraft (Figure 15-4).To lock the rudder, the pilot
rotates a handle on an external lever on the left side
of the tail cone 60° counterclockwise (up), which
inserts a pin into the aft rudder pulley to lock the
rudder torque tube.
The lock disengages when the external lever is
rotated to point aft (streamlined). The lock can also
be disengaged from the cockpit by pulling the con-
trol yoke aft from the neutral position.
NOTE
With the rudder lock engaged, the nose-
wheel system allows up to 55° of free
castering when the pilot steers with dif-
ferential power and/or differential brak-
ing. However, taxiing or steering with
rudder lock engaged is not recommend-
ed. To release the rudder lock from the
cockpit, pull aft on the control yoke.
15 FLIGHT CONTROLS
Figure 15-4.   Rudder Lock System
(Left Side of Tailcone)
15-5
 CITATION MUSTANG PILOT TRAINING MANUAL
CAUTION
Disengage the rudder lock before tow-
ing. The rudder lock can be released and
re-engaged externally.
SECONDARY FLIGHT
CONTROLS
The secondary flight controls consist of the trim
systems for the primary flight controls, and the lift
and drag controls (flaps and speedbrakes).
TRIM SYSTEMS
Trim is provided by a tab on the inboard trailing
edge of most primary flight controls (both eleva-
tors, the left aileron, and the rudder). Trim systems
are electrical on all three axes, with additional
mechanical trim also available for pitch. Rudder
and aileron trim are electrically actuated by trim
switches on the lower pedestal. The elevator is
operated by a manual trim wheel on the left side
of the pedestal next to throttles. In addition, the
electric trim switches on either pilot control wheel
can control the elevator trim.
15 FLIGHT CONTROLS
LEGEND
ELECTRICAL
CONTROL
Figure 15-5.   Aileron and Rudder Trim
15-6 FOR TRAINING PURPOSES ONLY
Aileron (Roll) Trim
The single aileron trim tab is on the trailing edge
of the left aileron only. The AILERON TRIM con-
trol knob (Figure 15-5) controls the aileron trim
tab through an electrical trim actuator in the lead-
ing edge of the aileron. The electric actuator uses
two independent control rods to move the aileron
trim tab.
The aileron trim control knob is on the aft face of
the center pedestal. To operate the knob, depress
it before rotating it. Rotating the trim knob left
(counterclockwise) causes the aircraft to roll left
and trims the left wing down.
Near the bottom of the engine indication and crew
alerting system (EICAS) display, a white horizon-
tal analog scale and cyan pointer indicate position
of aileron trim (Figure 15-6). If cockpit displays
are set to reversionary mode, the trim display does
not appear.
The aileron trim circuit breaker is on the left CB
panel in the FLIGHT CONTROLS grouping.
AFT END OF
PEDESTAL VERTICAL
Revision 1.0
 CITATION MUSTANG PILOT TRAINING MANUAL
Rudder (Yaw) Trim
The cockpit rudder trim tab is on the center of the
trailing edge of the rudder. It is driven by an elec-
trical trim actuator in the leading edge of the rud-
der, controlled by the RUDDER TRIM switch. The
RUDDER TRIM switches (centering dual sliding
rocker switches) are on the lower pedestal (Figure
15-5).
Pushing the RUDDER TRIM switches to the left,
toward the NOSE–L position, causes the aircraft
to yaw toward the left. Pushing it right, toward
NOSE–R, causes opposite movement.
Near the bottom of the EICAS display, a white
horizontal analog scale and cyan pointer indicate
position of rudder trim (Figure 15-6). If displays
are set to reversionary mode, the trim display does
not appear.
Figure 15-6.   Trim Display
The yaw trim circuit breaker is on the left CB panel
in the FLIGHT CONTROLS grouping.
Elevator (Pitch) Trim
The elevator trim tabs are at the trailing edges of
both elevator surfaces. Both tabs travel synchro-
nously. Each trim tab is connected to a mechani-
cal actuator by two control rods. The trim tabs
are controlled mechanically through cables by a
mechanical trim control wheel on the left side of
the pedestal beside the throttle controls (Figure
15-7), or electrically by split switches on the out-
board grip of the control yokes.
FOR TRAINING PURPOSES ONLY
The mechanical elevator trim system is a single
cable loop system that routes from the command
wheel in the cockpit to the tail cone, then through
the vertical tail to mechanical actuators in each of
the horizontal tail. The mechanical actuators move
linkages, which move the trim tabs.
Additional cables connect the autopilot elevator
trim servo to the system. When the control yoke
switches are used or the autopilot is active, the
autopilot servo electrically commands the entire
mechanical system through its cable linkage.
The elevator pitch trim servo is powered from the
left avionics bus through the AFCS circuit breaker
on the FLIGHT CONTROL pilot CB panel. It oper-
ates only if the AVN PWR switch is set to the up
position. The AVN PWR switch is on the AVION-
ICS switch panel, below the pilot PFD.
Manual Trim
By rotating the trim wheel forward toward the
nose-down position, the trim tabs rotate upward,
causing the elevator system to pitch the nose of
the aircraft down. By rotating the trim wheel aft,
the opposite is true.
Elevator trim position is indicated by a mechanical
pointer, which rides in a slot of the LED-backlit
panel of the throttle quadrant, connected to the
elevator trim cable loop.
Electric Trim
Electric elevator trim is controlled by a split-ele-
ment centering thumb switch on the outboard side
of each control yoke (see Figure 15-7). When the
pilot moves both elements of the rocker switch, the
electric elevator trim actuator moves the cables to
trim the aircraft in the direction selected. Selecting
forward trims nose-down. The electric trim can be
overridden by the mechanical trim. Additionally,
pilot pitch trim inputs override the copilot trim
inputs. As the trim switch is moved to the UP or
15 FLIGHT CONTROLS
DOWN position, the elevator tabs are repositioned
as indicated by the elevator trim indicator.
Prior to flight, the electric pitch trim system can
be checked for proper operation by moving both
elements of the switch in both directions, noting
15-7
 CITATION MUSTANG PILOT TRAINING MANUAL

LEGEND MANUAL TRIM

MECHANICAL
ELECTRICAL

ELECTRIC TRIM

Figure 15-7.   Elevator Trim System

whether trim occurs in the appropriate directions. NOTE

Check for system malfunction by attempting to
15 FLIGHT CONTROLS

trim with one element of the switch. If trimming
occurs, the system is malfunctioning and must be
restored to normal operation prior to flight.
If a pilot holds only one element of the
trim switch in either the UP or DOWN
position for more than 3 seconds, the red
PTRM message appears on the upper
left of the PFD.

15-8 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION MUSTANG PILOT TRAINING MANUAL
Interrupt runaway or malfunctioning trim by
depressing the red AP/TRIM DISC switch on the
control yoke (see Figure 15-5) and pulling the
AFCS circuit breaker in the FLIGHT CONTROLS
section of the left CB panel.
NOTE
The autopilot will not engage if electric
trim is not operating properly.
FLAPS
Flaps on the wings provide control of lift and drag.
On the Citation Mustang, flaps increase both lift
and drag.
Components
The flap system consists of electrical and mechani-
cal components. The flap panels are on the inboard
trailing edge of each wing, one on either side of the
aircraft (Figure 15-8). They are hinged for opera-
tion in three positions: UP (retracted), TO/APR
(takeoff/approach), and LAND (landing).
Each flap panel is directly connected to a mechani-
cal actuator on the rear wing spar (Figure 15-9).
The two actuators are driven through flexible drive
shafts connected to a common electric motor (elec-
trically powered, electronically controlled power
drive unit). The power drive unit (PDU) is behind
the rear wing spar at the aircraft centerline.
A mechanical interconnect system links the two
flap panels together at their inboard ends via push-
rods, pulleys, and cables (Figure 15-9). This system
ensures that even with linkage failure, flap position
remains synchronized, preventing asymmetrical
flap positions.
Controls and Indications
A flap handle is in the cockpit, to the right of the
throttle levers on the control pedestal (see Figure
15-8).
The flap handle can be moved aft from the UP
detent and forward from the LAND detent.
FOR TRAINING PURPOSES ONLY
The flap handle can be set in any of the three detent
positions:
• UP—On retraction, should not be selected
until TO/APR flap position is achieved
• TO/APR
• LAND—On extension, may not be selected
until TO/APR flap position is achieved
Three switches under the flap handle supply
command signals for the control and monitor-
ing circuits. The flap handle has a three-position
mechanical detent, which requires that the handle
be pushed down before it can be moved forward or
aft to a new position.
Flap panel movement is directly controlled by a flap
controller circuit that controls the flap power drive
unit (PDU). The flap controller evaluates command
signals from the flap handle and position signals
from the left interconnect pulley to determine the
appropriate operation of the flap PDU to drive the
flap movement.
When the pilot moves the flap handle from one
position to another, the flap controller senses the
disagreement between the flap handle position and
the flap panel position, and energizes the PDU to
move the flap panels until the signals are brought
back into agreement. If the flap controller detects
a fault, it immediately stops the PDU and goes
into idle mode and the FLAPS FAIL CAS mes-
sage appears.
Flap panel position is monitored by a flap monitor
circuit and is graphically depicted in the cockpit
on the EICAS display, usually on the multifunc-
tion display (MFD) (Figure 15-10). To generate
the analog flap position indication, the flap moni-
tor evaluates:
• Command signals from the flap handle
• Position signals from the right interconnect
pulley
• A monopole signal from the PDU
15 FLIGHT CONTROLS
If the flap monitor loses all flap-position inputs
(i.e., TO/APR and LAND positions), it replaces
the EICAS flap position display with a red “X.”
15-9
 CITATION MUSTANG PILOT TRAINING MANUAL

LEGEND
ELECTRICAL
CONTROL

Figure 15-8.   Flaps - LAND Posiiton

FLAP
DRIVE SHAFT

FLAP FLAP POWER MECHANICAL FLAP

ACTUATOR DRIVE UNIT INTERCONNECT ACTUATOR
(MECHANICAL) (PDU) CABLE (MECHANICAL)
15 FLIGHT CONTROLS

FLAP CONTROL FLAP MONITOR

SWITCHES SWITCHES

Figure 15-9.   Flap System Schematic

15-10 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION MUSTANG PILOT TRAINING MANUAL
Figure 15-10.   Flaps Position Display
In reversionary mode, only text appears on the
EICAS to indicate flap position (Figure 15-11).
Three positions are identified:
• UP (fully retracted)
• TO/APR (takeoff/approach)
• LAND (landing)
Figure 15-11.   Flaps Position Display -
Reversionary Mode
In emergency power mode, flap information is not
shown on the EICAS, because the flap monitor cir-
cuit is not powered.
The flap system is DC-powered three ways:
• The flap drive motor is powered from the left
feed bus No. 2, through a current limiter in
the aft J-box, to the flap system printed cir-
cuit board (PCB).
• The flap control is powered from the left
feed bus No. 2, through the FLAP CON-
TROL circuit breaker in the aft J-box.
• The flap monitoring system is powered from
the left feed bus No. 1, through the FLAPS
circuit breaker in the FLIGHT CONTROL
section of the left (pilot) CB panel.
Revision 1.1 FOR TRAINING PURPOSES ONLY
Operation
Preflight
During preflight, visually check that the flap
position indication and the flap handle agree on
position.
Rotary Test
Select the FLAPS position with the rotary TEST
knob (Figure 15-12). The flap position display on
the MFD is replaced with a red X and the amber
STALL WARN FAIL and FLAPS FAIL CAS
messages appear for 3 seconds, then extinguish.
Figure 15-12.   Rotary TEST Knob
Normal Operation
To reposition the flaps, push in on the flap handle
and select the desired position. Allow the flap pan-
els to stabilize in the new position. Confirm that
flap indication and handle position agree before
selecting the next position. Takeoff/approach flaps
are limited to airspeed at or below 185 KIAS.
Landing flaps are limited to airspeeds at or below
150 KIAS.
SPEEDBRAKES
15 FLIGHT CONTROLS
Speedbrakes on the wings provide control of lift
and drag. On the Citation Mustang, flaps increase
both lift and drag, while speedbrakes increase drag
and slightly reduce lift (acting as wing lift spoilers).
15-11
 CITATION MUSTANG PILOT TRAINING MANUAL

Components SPEEDBRAKE
MOMENTARY GA
The speedbrakes are on the upper and lower sur- SWITCH SP
GA
D
face of the wing forward of the flaps, pivoting on R
BR
hinge lines at (and parallel to) the aft spar (see Fig- T
E K

ure 15-1). The speedbrake system consists of an X

E
RETRACT
upper panel and a lower panel on each wing, driven T

by push rods connected to an electromechanical

actuator (one on each wing) (Figure 15-13). The EXTEND
speedbrakes can be set at two different positions: FW RH THROTTLE
stowed and extended. The panels are commanded D KNOB

to either extend or retract; there are no intermedi- LH THROTTLE

ate positions. KNOB

Figure 15-14.   Throttle Knob Speedbrake

Switch (Left Throttle)

When a direction is commanded, the actuator

moves to that position and remains there until com-
manded (extend or retract) to the opposite direc-
tion. The pilot does not need to hold the speedbrake
switch forward or aft during the entire cycle; only
a momentary push or pull is required to initiate a
sequence.

Figure 15-13.   Speedbrakes (Extended)
Controls And Indications
The speedbrakes are controlled by a three-position,
momentary thumb switch on the outboard side
of each throttle lever knob in the cockpit (Fig-
ure 15-14). The pilot uses the switch to select the
desired speedbrake position (RET or EXT).
Speedbrake position indication is provided by the
SPD BRK EXTEND CAS message when the
speedbrakes are not in the stowed position.
NOTE
A commanded extension can immedi-
ately be reversed by the pilot and the
speedbrakes will stow. However, when
a retraction is commanded, the speed-
brakes cannot be reversed (opened) until
fully stowed (closed).
The speedbrakes control-and-monitoring circuit
monitors speedbrake positions and commands
retraction when either throttle is set for greater than
approximately 85% TLA.

Operation
Move the momentary switch on the throttle control
15 FLIGHT CONTROLS

lever knob aft to EXT (extend) and forward to RET

(retract). The speedbrakes extend when the speed-
brake switch is pushed to EXT and the throttle
levers are set for less than approximately 85% TLA.

15-12 FOR TRAINING PURPOSES ONLY Revision 1.1

 CITATION MUSTANG PILOT TRAINING MANUAL

The speedbrake system is DC-powered three ways: Table 15-1.   CAS MESSAGES

• The left speedbrake actuator and the speed-
brakes control-and-monitoring circuit are FLAPS FAIL
powered from the left electrical bus No. DESCRIPTION Indicates flap system failure has
1, through the L SPEED BRAKE circuit occurred. Message may or may not coin-
breaker in the FLIGHT CONTROL section cide with loss of all flap indication, which
of the left (pilot) CB panel. results in removal of the analog flap sig-
• The right speedbrake actuator is powered nal and a red X on the EICAS flap display
from the right electrical bus No. 1, through INHIBITS EMER
the R SPEED BRAKE circuit breaker in the
FLIGHT CONTROL section of the right STALL WARN FAIL
(copilot) CB panel.
DESCRIPTION Indicates a failure has been detected in
• The speedbrake position sensors (proxim- the stall warning system.
ity switches) are powered from the left feed
INHIBITS LOPI, TOPI, ESI, EMER
bus No. 2, through the SPD BRK SW circuit
breaker in the aft J-box.
SPD BRK EXTEND

In the event of DC power failure, the speedbrakes DESCRIPTION Indicates the speedbrakes are extended
remain in their current position. on either side.
INHIBITS EMER

LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.

15 FLIGHT CONTROLS

Revision 1.1 FOR TRAINING PURPOSES ONLY 15-13

 CITATION MUSTANG PILOT TRAINING MANUAL
QUESTIONS
1. Before towing the aircraft:
A. The rudder gust lock must be unlocked
B. All intake plugs should be removed
C. The pitot covers should be removed
D. Fuel vents should be cleared
2. With a total electrical failure, the only trim
available is the:
A. Manual aileron
B. Manual rudder
C. Manual elevator
D. All of the above
3. In reversionary mode, the flap position indica-
tion is displayed:
A. As normal on the EICAS
B. As text only on the EICAS
C. On the left MFD
D. On the right side of the MFD
4. A white SPD BRK EXTEND message in the
CAS window indicates:
A. A loss of hydraulic power to the
speedbrakes
B. Speedbrakes are not in the stowed position
C. A loss of electrical power to the
speedbrakes
D. A loss of pneumatic power to the
speedbrakes
5. If hydraulic power is lost:
A. The flaps are inoperative
B. The flaps operate with the backup elec-
trical system, but extend and retract at a
reduced rate
C. There is no effect on wing flap operation
D. A split flap condition could result if the
flaps are lowered
15 FLIGHT CONTROLS
6. The ailerons are operated by:
A. Hydraulic pressure
B. Mechanical inputs from the control wheels
C. A fly-by-wire system
D. An active control system that totally elimi-
nates adverse yaw
15-14 FOR TRAINING PURPOSES ONLY
7. The speedbrakes fully retract if:
A. A complete electrical failure occurs
B. A hydraulic failure occurs
C. Either throttle is advanced above approxi-
mately 85% TLA position with the electri-
cal system operating normally
D. Hydraulic quantity drops below 0.2 gallons
8. Speedbrakes must not be extended within:
A. 50 feet AGL on landing
B. 110 feet AGL on landing
C. 40 meters
D. 50 meters
9. The wing flaps:
A. Can be preselected to only three positions
(UP, TAKEOFF, and LANDING)
B. Depend on both actuators to function to
prevent a split-flap condition
C. Can be lowered manually if electrical
power is lost, but only if all hydraulic fluid
has not been lost
D. Can be selected to the GROUND FLAP
position on the ground or in flight; the
ground flap selection is prohibited in flight
10. If the flap position is unknown (red “X” on the
flap indicator), the maximum KIAS is:
A. 250
B. 200
C. 180
D. 150
11. The maximum airspeed with the flaps in the
TO/APR position is:
A. 140 KIAS
B. 150 KCAS
C. 185 KIAS
D. 200 KCAS
 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
INTRODUCTION................................................................................................................ 16-1
GENERAL............................................................................................................................ 16-1
G1000 Integrated Flight Deck Overview...................................................................... 16-3
Standby Flight Instruments Overview........................................................................... 16-3
Air Data Reference Sensors.......................................................................................... 16-3
G1000 ARCHITECTURE.................................................................................................... 16-4
Data Communications................................................................................................... 16-4
Garmin Integrated Avionics Units................................................................................. 16-4
Displays......................................................................................................................... 16-7
Other Units.................................................................................................................... 16-7
AVIONICS POWER SWITCHES........................................................................................ 16-9
Battery Switch............................................................................................................... 16-9
Avionics Power Switch............................................................................................... 16-10
Standby Flight Instruments Switch............................................................................ 16-10
PRIMARY FLIGHT DISPLAY......................................................................................... 16-10
Description................................................................................................................. 16-10
Graphical Flight Instrumentation............................................................................... 16-12
Inset Map.................................................................................................................... 16-19
Auxiliary Information Window.................................................................................. 16-19
Reversionary Mode.................................................................................................... 16-20
NAV/COM Frequencies and Navigation Data Windows............................................ 16-20
PFD Controls.............................................................................................................. 16-20

FOR TRAINING PURPOSES ONLY 16-i

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

Transponder Display and Control............................................................................... 16-25

Supplemental Flight Data........................................................................................... 16-25
MULTIFUNCTION DISPLAY.......................................................................................... 16-27
Description................................................................................................................. 16-27
MFD Controls............................................................................................................ 16-27
Engine Indicating and Crew Alerting System ........................................................... 16-32
Main MFD Display Area............................................................................................ 16-32
Navigation Status Box................................................................................................ 16-35
FLIGHT MANAGEMENT SYSTEM............................................................................... 16-35
Weight Planning......................................................................................................... 16-35
FMS and Flight Plans................................................................................................. 16-35
MFD/FMS Flight Plan Controls and Indications....................................................... 16-36
User-Defined Waypoints............................................................................................. 16-36
IFR Procedures........................................................................................................... 16-36
Vertical Navigation..................................................................................................... 16-36
AUTOMATIC FLIGHT CONTROL SYSTEM................................................................. 16-37
Description................................................................................................................. 16-37
Controls and Indications............................................................................................. 16-40
Operation.................................................................................................................... 16-41
SYNTHETIC VISION SYSTEM (SVS)........................................................................... 16-43
Operation.................................................................................................................... 16-43
AUDIO PANEL................................................................................................................. 16-47
Description................................................................................................................. 16-47
Controls and Indications............................................................................................. 16-47
TRAFFIC INFORMATION SERVICE............................................................................. 16-49
Traffic Advisory System............................................................................................. 16-50

16-ii FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
AIRBORNE WEATHER RADAR.................................................................................... 16-51
Weather Radar Page and Controls.............................................................................. 16-52
Radar Display and Indications................................................................................... 16-52
Antenna Stabilization................................................................................................. 16-53
Antenna Tilt................................................................................................................ 16-53
Ground Mapping........................................................................................................ 16-53
TERRAIN AWARENESS AND WARNING SYSTEM.................................................... 16-53
Hazard Depictions and Alerts..................................................................................... 16-53
XM Weather and GDL 69/69A Data Link................................................................. 16-54
STANDBY FLIGHT INSTRUMENTS............................................................................. 16-55
Standby Attitude Indicator.......................................................................................... 16-57
Standby Airspeed Indicator........................................................................................ 16-57
Standby Altimeter Display......................................................................................... 16-58
Standby Magnetic Compass....................................................................................... 16-58
LIMITATIONS................................................................................................................... 16-59
EMERGENCY/ABNORMAL........................................................................................... 16-59
QUESTIONS..................................................................................................................... 16-60

FOR TRAINING PURPOSES ONLY 16-iii

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

INTENTIONALLY LEFT BLANK

16-iv FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1.  G1000 Integrated Flight Deck............................................................................... 16-2
16-2.  G1000 Integrated Avionics Architecture............................................................... 16-5
16-3.  Battery Switch....................................................................................................... 16-9
16-4.  Avionics Power Switch and Standby Instruments Switch.................................. 16-10
16-5.  PFD Graphical Callouts..................................................................................... 16-11
16-6.  Airpseed Indicator.............................................................................................. 16-12
16-7.  Red Pointer......................................................................................................... 16-12
16-8.  Flap Speed.......................................................................................................... 16-13
16-9.  AFCS Reference................................................................................................. 16-13
16-10.  Attitude Indication.............................................................................................. 16-14
16-11.  Pitch Attitude Warnings..................................................................................... 16-14
16-12.  Slip/Skid Indication............................................................................................ 16-14
16-13.  Flight Director Single-Cue Command Bars....................................................... 16-14
16-14.  Flight Director Cross-Pointer Command Bars................................................... 16-15
16-15.  Altimeter............................................................................................................. 16-15
16-16.  Altitude Alerting Display................................................................................... 16-15
16-17.  Barometric MDA Displays................................................................................. 16-16
16-18.  Barometric MDA Altitude Alert Setting............................................................ 16-16
16-19.  Horizontal Situation Indicator (HSI).................................................................. 16-17
16-20.  Navigation Sources............................................................................................ 16-17
16-21.  Glide-Slope Indicator......................................................................................... 16-19
16-22.  Marker Beacon Indications................................................................................ 16-19
16-23.  Vertical Speed Indicator..................................................................................... 16-19
16-24.  G1000 System Messages.................................................................................... 16-20

FOR TRAINING PURPOSES ONLY 16-v

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

16-25.  Primary Flight Display....................................................................................... 16-21

16-26.  Softkey Chart for Garmin Software (Sheet 1 of 2)............................................ 16-23
16-26. Softkey Chart for Garmin Software (Sheet 2 of 2)............................................. 16-24
16-27.  HSI with Bearing and DME Indication.............................................................. 16-26
16-28.  Wind Data Box................................................................................................... 16-26
16-29.  Ram Air Temperature Box.................................................................................. 16-26
16-30.  System Time Box............................................................................................... 16-27
16-31.  Timer Reference Window................................................................................... 16-27
16-32.  Multifunction Display........................................................................................ 16-28
16-33.  MFD Controller.................................................................................................. 16-29
16-34.  MFD with MAP Displays.................................................................................. 16-33
16-35.  VNAV Indications.............................................................................................. 16-37
16-36.  Automatic Autopilot........................................................................................... 16-37
16-37.  AFCS Controller................................................................................................. 16-38
16-38.  AFCS Status Bar................................................................................................ 16-40
16-39.  AFCS Status Box................................................................................................ 16-41
16-40.  Control Yoke Switches....................................................................................... 16-41
16-41.  CWS Display...................................................................................................... 16-41
16-42.  GA Switch.......................................................................................................... 16-41
16-43.  Go-Around Mode............................................................................................... 16-42
16-44.  Emergency Descent Mode................................................................................. 16-42
16-45.  SVS on the PFD................................................................................................. 16-45
16-46.  Terrain Alerts with SVS on the PFD.................................................................. 16-46
16-47.  Audio Panel........................................................................................................ 16-47
16-48.  Traffic and Terrain Display................................................................................. 16-53
16-49.  Terrain Colors..................................................................................................... 16-54

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16 AVIONICS
16-50.  NEXRAD Legend.............................................................................................. 16-56
16-51.  Standby Attitude Indicator................................................................................. 16-57
16-52.  Standby Airspeed Indicator................................................................................ 16-57
16-53.  Standby Altimeter............................................................................................... 16-58
16-54.  Magnetic Compass............................................................................................. 16-58

TABLES
Table Title Page
16-1. G1000 SYSTEM COMPONENTS....................................................................... 16-6
16-2. V-SPEED TABLE............................................................................................... 16-13
16-3. Flight Phases and CDI Scaling........................................................................... 16-18
16-4. VERTICAL DEVIATION DISPLAY................................................................. 16-19
16-5. PRIMARY FLIGHT DISPLAY CONTROL DESCRIPTIONS......................... 16-22
16-6. MFD SOFTKEYS.............................................................................................. 16-30
16-7. MFD CONTROLLER DESCRIPTIONS........................................................... 16-31
16-8. AFCS CONTROLLER DESCRIPTIONS.......................................................... 16-39
16-9. AUDIO PANEL DESCRIPTIONS..................................................................... 16-48
16-10. PRECIPITATION INTENSITIES...................................................................... 16-52
16-11. GROUND TARGET RETURN INTENSITY LEVELS.................................... 16-53

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INTENTIONALLY LEFT BLANK

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16 AVIONICS
CHAPTER 16
AVIONICS

INTRODUCTION
This chapter is an overview of the avionics systems and does not contain complete details of
every part of each system. Detailed operational information on the G1000 integrated flight deck
system is available in the Garmin Pilot’s Guide as revised for the Cessna Citation Mustang. It is
incumbent upon the pilot to adhere to the procedural policies stated within Garmin and Cessna
FAA-approved documents, which include warnings, cautions, and notes. Refer to Chapter
1—“Aircraft General” for a list of Mustang publications.

GENERAL
The Cessna Citation Mustang utilizes a highly
integrated electronics/ instrumentation package
(Figure 16-1). The Garmin G1000 integrated flight
deck avionics suite is the main element of the
system.
In addition to normal flight operations with the
G1000, standby and manual systems provide back-
up capabilities for essential flight operations and
system control.

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 16 AVIONICS

MAGNETIC
COMPASS STANDBY

16-2
ATTITUDE
AUTOMATIC FLIGHT INDICATOR
CONTROL SYSTEM STANDBY
MODE CONTROLLER ALTIMETER

STANDBY MULTIFUNCTION
AIRSPEED DISPLAY
INDICATOR

PILOT PRIMARY COPILOT PRIMARY

FLIGHT DISPLAY FLIGHT DISPLAY

AUDIO AUDIO
PANEL PANEL
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FOR TRAINING PURPOSES ONLY

MFD/FMS
CONTROLLER

Figure 16-1.   G1000 Integrated Flight Deck

 CITATION MUSTANG PILOT TRAINING MANUAL
G1000 INTEGRATED FLIGHT
DECK OVERVIEW
The G1000 provides the pilot with communication,
navigation, flight guidance, flight instrumentation,
and monitoring of most aircraft systems. Functions
are performed by various individual units. Three
large displays and four control panels give the crew
access to all functions.
Two primary flight displays (PFDs) provide flight
instrument indications.
The larger multifunction display (MFD) provides
a moving map display, incorporating information
from navigation instruments, terrain/obstruction
databases, weather information, and traffic alerts.
The MFD also provides engine and airframe sys-
tems monitoring.
Supporting G1000 units provide data to these three
displays, including air data, attitude and heading
data, communications, navigation, transponders,
weather radar, satellite-broadcast weather informa-
tion, traffic information, and sensors for the engines
and airframe systems.
The G1000 analyzes aircraft systems status and
report crew alerts to the displays for various emer-
gency, abnormal and advisory situations. The
G1000 also provides automatic flight control, flight
direction and an integrated flight management sys-
tem. Finally, the processors automatically detect,
report, and adjust for abnormal conditions in the
G1000.
NOTE
While most monitoring of engine and
airframe systems is through the displays,
control of these systems is mostly per-
formed through conventional electri-
cal and mechanical cockpit controls, or
through cockpit controls that command
the independently powered full author-
ity digital engine controls (FADECs).
FOR TRAINING PURPOSES ONLY
16 AVIONICS
STANDBY FLIGHT
INSTRUMENTS OVERVIEW
The G1000 is supplemented by three 2”-display,
stand-alone backup flight instruments on the top-
center area of the instrument panel. These flight
instruments are powered by the standby instrument
battery pack:
• Airspeed indicator
• Altimeter
• Attitude indicator
AIR DATA REFERENCE
SENSORS
Outside air data is supplied to the Mustang avion-
ics (air data computer and standby instruments)
through dual pitot-static systems, dual outside-air
probes and a stall-warning vane. Two pitot probes,
one on each side of the nose, supply ram-air inputs
to the respective side (pilot/left or copilot/right) air
data computer (ADC). A separate, two-port static
system connects to each ADC. To minimize yaw
effects, both static systems have a static port on
each side of the fuselage.
All four static ports and both pitot tubes are electri-
cally heated whenever the PITOT-STATIC switch
(in the ICE PROTECTION switch panel) is on. To
ensure continued air data reference if normal DC
power fails in icing conditions, the pilot pitot-stat-
ic system is electrically heated through the emer-
gency bus (refer to Chapter 10—“Ice and Rain
Protection”).
Two outside air temperature (OAT) probes are on
the left fairing below the cabin door (one for each
ADC). The ADCs analyze OAT levels and pitot-
static inputs, and convert the information to data for
the other components and displays of the G1000.
However, the standby altimeter and air data dis-
plays bypass the ADCs and receive reference inputs
(static and ram-air pressures) directly from the
pilot-side pitot-static system.
The stall-warning computer processes signals from
the stall-warning vane (on the copilot side of the
fuselage). The stall warning computer sends nor-
malized angle of attack (AOA) to the G1000 to
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16 AVIONICS
display a reference approach cue speed, 1.3 VS1,
represented as an open green circle on the airspeed
tape. A red low-speed awareness range extends
from the bottom of the airspeed tape up to the low
speed velocity, VLSA. The stall warning computer
also sends an impending stall signal to disconnect
the autopilot (AP). An aural stall warning tone is
heard in the speakers and headsets when airspeed
is below VLSA. The stall warning system also pro-
vides three crew alerting system (CAS) messages:
STALL WARN FAIL , STALL WARN HTR , and
STALL WARN HI . The STALL WARN HI CAS
message appears when the stall warning system is
operating on the ice-contaminated schedule (refer
to Chapter 10—“Ice and Rain Protection” for
more details).
G1000 ARCHITECTURE
The G1000 is a system of individual line-replace-
able units (LRUs), which integrate into a modular
avionics system that provides:
• Flight instrumentation
• Navigation and hazard avoidance
• Flight guidance
• Communications
• Monitoring of aircraft systems
The pilot and copilot monitor and operate the
instruments and avionics, and some aircraft sys-
tems, through the displays and control panels (Fig-
ure 16-2 and Table 16-1).
The G1000 provides system redundancy through
the use of dual, parallel systems (one for pilot and
one for copilot), with cross-side connections to
provide maximum capability to both sides, and to
ensure system redundancy if a failure occurs. Any
one of the three displays is capable of displaying
all critical flight information upon pilot command
in the event of a display failure.
DATA COMMUNICATIONS
LRUs communicate with each other through vari-
ous types of data communication lines. Refer to
Figure 16-2 for an interface diagram.
16-4 FOR TRAINING PURPOSES ONLY
GARMIN INTEGRATED
AVIONICS UNITS
The G1000 is regulated and coordinated by central
processing computers in the two Garmin integrat-
ed avionics units (GIAs), which also contain the
essential navigation and communications avionics:
• NAV/COM
• Instrument landing system (ILS)
• Global positioning system (GPS)
• Flight director (FD)
Each GIA receives additional information from
its onside ADC and attitude and heading refer-
ence system (AHRS). Finally, each GIA monitors
engine/airframe sensors directly, or through Gar-
min engine/airframe (GEA) interface units. All
outputs from the GIAs are displayed on the PFDs
and/or MFD. In addition to the main processors,
specific features include:
• Wide-area augmentation system (WAAS)-
enabled, 12-channel parallel GPS receiver
(simultaneously tracks and uses up to 12
satellites).
• Very high frequency communication (VHF
COM) transmitter providing frequencies
from 118.00 to 136.990 MHz, in 25 kHz
(760-channel) or 8.33 kHz (3040-channel)
spacing.
• Very-high frequency omnidirectional
range/ILS localizer (VOR/LOC) receiver
tuning 108.00 to 117.95 MHz, at 50 kHz
increments.
• ILS glide slope receiver tuning 328.6 to
335.4 MHz, as matched with the ILS fre-
quency tuned in the VOR/LOC receiver.
• FD processor, which interfaces with the
GFC 700 automatic flight control system
(AFCS)
• Digital aural warnings
NOTE
Marker beacon reception is in the audio
panel, which connects to the GIAs.
Revision 1.1
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16 AVIONICS
HIGH-SPEED DATA BUS

#1 AIR DATA #2 AIR DATA

COMPUTER COMPUTER
XM WEATHER
(GDC 74B) (GDC 74B)
DATALINK
• OAT
(GDL 69A) • OAT
• AIRSPEED • AIRSPEED
• ALTITUDE • ALTITUDE
• VERTICAL • VERTICAL
SPEED WEATHER SPEED
RADAR
(GWX 68)
#1 INTEGRATED BACKUP GPS #2 INTEGRATED
AVIONICS UNIT #1 ATTITUDE AVIONICS UNIT
(GIA 63W) /HEADING #2 ATTITUDE (GIA 63W)
REFERENCE #1 MAGNETOMETER /HEADING
SYSTEM (GMU 44) REFERENCE
• G1000 PROCESSORS • G1000 PROCESSORS
• VHF COM
(GRS 77) MAGNETIC HEADING
SYSTEM • VHF COM
• VHF NAV/LOC
• ATTITUDE (GRS 77) • VHF NAV/LOC
• GLIDESLOPE
• RATE OF TURN #2 MAGNETOMETER • ATTITUDE • GLIDESLOPE
• SLIP/SKID (GMU 44) • RATE OF TURN
• GPS • HEADING • GPS
• FLIGHT DIRECTOR MAGNETIC HEADING • SLIP/SKID • FLIGHT DIRECTOR
• HEADING
BACKUP GPS
XPDR1 MODE S XPDR2 MODE S
TRANSPONDER w/DIVERSITY TRANSPONDER
(GTX33D) (GTX33)

#1 ENGINE
/AIRFAME ANALOG & ANALOG &
ADAPTER DISCRETE DISCRETE
(GEA 71) ENGINE/ ENGINE/
AIRFRAME AIRFRAME #2 ENGINE
SYSTEMS SYSTEMS /AIRFAME
SENSORS SENSORS ADAPTER
(GEA 71)

DISCRETE DISCRETE
ENGINE/AIRFRAME ENGINE/AIRFRAME
SYSTEMS SENSORS SYSTEMS SENSORS
PITCH SERVO (GSA 81)
PITCH TRIM SERVO (GSA 81)
YAW SERVO (GSA 80)
ROLL SERVO (GSA 80)
LEFT EXTERNAL LEGEND RIGHT EXTERNAL
ARINC 429 LRUs ARINC 429 LRUs
HIGH-SPEED DATA BUS
• L/R FADEC • L/R FADEC
• L FUEL ARINC 429 • R FUEL
• PRESSURIZATION DATA INTERFACE CABLE (RS-485)
• CESSNA DIAGNOSTICS
• ELT
DATA INTERFACE CABLE (RS-232)
REVERSIONARY CONTROL

Figure 16-2.   G1000 Integrated Avionics Architecture

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16 AVIONICS

Table 16-1.   G1000 SYSTEM COMPONENTS

ITEM FUNCTION DESCRIPTION

GIA 63W Interface Adapter Main modules of the G1000 system. Coordinates information input from all sources to
the cockpit displays. Also receives discrete data and ARINC 429 from various engine
systems, and processes for presentation to other G1000 components. Each GIA
includes a WAAS-enabled GPS receiver, VOR/ILS localizer receiver, ILS glide-slope
receiver, FD system, and a VHF communications transceiver.
GDU Primary Flight Left and right color LCD displays. Each PFD displays flight instruments and flight
1040A Display (PFD) guidance and basic avionics indications. MFD information may also appear on the
Unit PFDs and vice versa. TAWS is a built-in feature.
GDU Multifunction Center-panel color LCD display. The MFD displays a multifeature map. Also display
1500 Display (MFD) EICAS.
GMC Automatic Flight Located in top center panel. Part of GFC700 system.
710 Control System (AFCS)
Controller
GSA 80 High Torque Yaw and roll servos for AFCS. Part of GFC700.
Servo
GSA 81 Low Torque Pitch and pitch trim servos for AFCS. Part of GFC700.
Servo
GCU MFD/FMS MFD and flight management system controller on lower cockpit pedestal.
475 Controller
GRS 77 Attitude and Provides aircraft attitude and heading guidance to G1000 displays and AFCS.
Heading Reference
System (AHRS)
GMU 44 Magnetometer Measures local magnetic field information.
GDC Air Data Processes inputs from pitot-static system, temperature sensors to determine airspeed,
74B Computer (ADC) altitude, and vertical speed.
GEA 71 Engine/Airframe Receives and processes signals from various engine and airframe sensors.
Unit (GEA)
GMA Audio Amp and Audio panel for controlling audio sources; integrated marker beacon receiver.
1347D Marker Beacon
KN63 Distance Provides DME distance information to G1000 displays.
Measuring Equipment
(DME) System
GTX 33 Transponder Mode S transponder—Conventional Mode C transponder plus additional capability for
data communications with ground radar and traffic information systems.
GTX 33D Diversity Transponder Mode S transponder—Conventional Mode C transponder plus additional capability for
data communications with ground radar and traffic information systems and Mode S
diversity.
GWX 68 Weather Radar Provides airborne weather and ground map weather radar to MFD.
GDL 69A Datalink Satellite radio receiver that provides real-time weather information to the MFD
as well as digital audio entertainment. Communicates with the MFD via HSDB
connection. A subscription service required to enable.
RA350 2 Automatic Direction Provides ADF bearing to the G1000 displays (optional).
Finder (ADF) System
C406-N Emergency Locator When activated, the ELT sends out a distress signal of 121.5, 243.0, and 406.028
Transmitter (ELT) MHz. The 406.028 MHz signal includes important information about the airplane
System including latitude and longitude, which is detected by the CosPas Sarsat Satellite
System for search and rescue operations.

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DISPLAYS
Two PFDs and one MFD provide a central display
and crew interface for the G1000. Various knobs
and softkeys provide system control.
The PFDs are two identical, 10.4-inch color liquid
crystal displays (LCDs) in the instrument panel
(see Figure 16-1). Each PFD provides flight instru-
ment displays and basic avionics indications (NAV/
COM and transponder settings, course deviation
indicator (CDI) and ILS indications.
The 15-inch MFD provides a moving-map display
and indications for most airframe and engine sys-
tems. The moving map display indicates current
aircraft position relative to topography and surface
features, terrain obstructions, airspace boundaries,
airways, aviation facilities (including airports and
navaids), and weather. The left side of the MFD
provides indications for engine and aircraft systems
and crew alerts.
Reversionary Mode
In the event of a screen failure, the essential infor-
mation from the PFDs and MFD can be combined
onto the remaining screens by crew selection of the
DISPLAY BACKUP button at the bottom of the
audio panels. This ensures availability of adequate
information for continued flight. With some soft-
ware versions, the Garmin G-1000 system auto-
matically switches into reversionary mode with the
loss of the MFD screen.
Display Controls
The crew uses controls on the bezels of each PFD
and MFD to command various instrument, avion-
ics, and aircraft system settings. Along the bottom
of each display, variable-purpose “softkeys” pro-
vide multiple control functions, depending upon
flight conditions or settings selected by the crew.
The function of each softkey appears immediately
above it on the display.
Additional control of avionics and systems is pro-
vided through the AFCS controller on the top cen-
ter panel, and by the MFD/FMS controller on the
lower cockpit pedestal.
Revision 1.0 FOR TRAINING PURPOSES ONLY
16 AVIONICS
OTHER UNITS
Most elements of the Mustang avionics system
are LRUs. Each LRU is a self-contained avionics
module that can be removed from the airplane and
replaced, independent of all other systems. Most
LRUs are panel-mounted or in a rack immediately
behind the MFD in the center panel. See Table 16-1
for a general overview of Mustang avionics mod-
ules, including LRUs.
Attitude And Heading
Reference System
The remote-mounted GRS 77 AHRS and GMU
44 magnetometer combine to replace conventional
gyros and magnetic compass systems with long-
life, solid-state sensors. Each PFD has its own
AHRS (AHRS1 for pilot PFD, AHRS2 for copilot
PFD), which also connects to the same-side GIA.
An AHRS combines the functions of an attitude
gyro, directional gyro and turn-and-slip instrument.
Each AHRS is electrically stabilized by retrieving
information from three other sources besides itself.
The magnetometer, ADC, and GIAs provide this
supplemental data. These three external sources
provide reference information that also enables
the AHRS to function if powered on after power
interruption in flight, and begin providing valid
guidance within seconds.
Magnetometer
Each GMU 44 magnetometer is a magnetic sensor
that provides local magnetic field information to
its corresponding AHRS. The magnetometers are
in the vertical tail to minimize magnetic influence
from aircraft structures and contents.
16-7
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16 AVIONICS
Air Data Computer
Each GDC 74B air data computer (ADC1 for pilot,
ADC2 for copilot) is a remote-mounted device
that provides air data to the GIAs and the PFDs,
including:
• Air temperature
• Pressure altitude
• Density altitude
• Vertical speed
• Indicated airspeed
• True airspeed
• Mach number
Each ADC measures aircraft static and impact
pressure information from pressure transducers
connected to the same-side (pilot or copilot) pitot-
static system and raw air temperature data from
its own outside temperature probe. Using the raw
data, each ADC unit computes the air data values,
then sends them to its corresponding GIA and PFD.
The system is reduced vertical separation minimum
(RVSM) compliant. Each ADC also communicates
with the AHRS to provide stabilization and orien-
tation information.
Engine/Airframe Interface Unit
Each GEA 71 interface unit is a computer that
monitors analog and discrete (digital) sensors on
airframe and engine systems, and translates these
into system indications and alerting outputs to the
GIAs. Each GEA interface unit supplies informa-
tion to both GIAs. The GIAs process this infor-
mation further, and distribute it to other systems,
particularly to the engine indicating and crew alert-
ing system (EICAS) display (normally presented
on the MFD).
FMS and MFD Controller
A flight management system (FMS) is integrated
into the processors for the displays and GIAs. The
system is controlled with the the GCU 475 FMS
and MFD controller, which is on the cockpit ped-
estal below the throttles. The FMS controller also
duplicates many of the functions of comparable
controls on the PFDs when used to control settings
and displays on the MFD.
16-8 FOR TRAINING PURPOSES ONLY
Automatic Flight
Control System
The Mustang has a GFC700 AFCS.
The system functions are distributed across vari-
ous units:
• The AFCS controller is under the center
glareshield and has the mode-select buttons.
• Each GIA performs mode logic and FD
computations.
• The servos compute and monitor for the AP,
yaw damper (YD), auto trim and manual
electric pitch trim functions.
• The PFDs display FD commands and mode
annunciations.
Yoke-mounted and throttle-mounted switches com-
plete the system control inputs:
• CWS switch
• AP DISC switch
• GA switch
GTX33 Mode S Transponder
and GTX33D Mode S Diversity
Transponder
The G1000 includes two transponders: A GTX 33
Mode S transponder for the copilot side, and a GTX
33D Mode S diversity transponder for the pilot
side. Each transponder connects (through its same-
side GIA) to the PFDs for control and display.
Both transponders provide mode A (normal), mode
C (altitude encoding) and mode S (data communi-
cations) functions. The GTX 33D provides diver-
sity capability.
Both transponders are automated transceivers oper-
ating on radar frequencies, receiving ground radar
and traffic alert and collision avoidance system
(TCAS) interrogations at 1030 MHz, then trans-
mitting a coded response to ground-based radar
at 1090 MHz.
 CITATION MUSTANG PILOT TRAINING MANUAL

Ground stations can interrogate mode S transpon-
ders individually using a 24-bit International Civil
Aviation Organization (ICAO) mode S address,
which is unique to the particular aircraft. In addi-
tion, ground stations may interrogate a GTX 33 for
its transponder data capability and the aircraft flight
identification, which is the registration number or
other call sign. The GTX 33 makes the maximum
airspeed capability (set during configuration setup)
available to TCAS systems on board nearby aircraft
to aid in the determination of TCAS advisories.
The unit includes an altitude monitor and traf-
fic information service (TIS). Altitude and traf-
fic alerts are announced by a voice or tone audio
output. The PFD displays the code, reply indica-
tion, and operating mode. The MFD displays TIS
graphical information, which may also appear in
the PFD inset map. A traffic alert causes the PFD
inset maps to automatically appear.
Audio/Marker Beacon System
The GMA 1347D audio amplifier and marker bea-
con receiver is a panel-mounted system. The unit
has a microcontroller for processing front panel key
commands, annunciator control, input/output func-
tions, and communication. It includes an intercom
system (ICS) with public-address (PA) function.
Weather Radar
The GWX 68 weather avoidance radar provides
real-time radar information, including precipita-
tion and ground-mapping returns to the G1000.
Returns are displayed on the MFD. The GWX 68
communicates though the high-speed data bus by
way of the GDL69A.
16 AVIONICS
AVIONICS POWER
SWITCHES
Three switches control power to the Citation Mus-
tang avionics and instruments:
• Battery switch
• Avionics power switch
• Standby instruments switch
BATTERY SWITCH
The battery toggle switch is in the DC POWER
section of the left lower instrument panel and has
three positions: BATT, OFF, and EMER (Figure
16-3). The switch controls DC power to the other
switches, and directly supplies power to compo-
nents required for EICAS operation.
The EICAS display is needed by the pilot during
all aircraft operations, including start-up. For this
reason, some components are powered when the
battery switch is set to BATT or EMER:
• BATT—Both PFDs, MFD, GIAs, GEAs
• EMER—PFD1, GIA1, GEA1
NOTE
Flight instruments, and all navigation,
communications, and flight guidance
functions are not enabled by the battery
switch alone. The AVN PWR switch
must also be powered on (up).

XM Weather Datalink
The GDL69A is a remote-mounted satellite-broad-
cast receiver that receives XM weather for display
on the MFD (and/or PFD inset map). The GDL
69A can receive XM weather and XM radio ser-
vices. It communicates to the G1000 through the
high-speed data bus.
Figure 16-3.   Battery Switch

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16 AVIONICS
AVIONICS POWER SWITCH
The avionics power switch is in the AVIONICS
section of the left lower instrument panel and has
two positions: AVN PWR and OFF (Figure 16-4).
This switch energizes the avionics solid-state relays
(SSRs) closed. Each relay provides DC power from
a powered bus (left or right electrical bus or emer-
gency bus), through a corresponding avionics bus,
to power specific units. All units receive from an
avionics bus, except those powered directly from
the battery switch.
Figure 16-4.   Avionics Power Switch and
Standby Instruments Switch
STANDBY FLIGHT
INSTRUMENTS SWITCH
The standby flight instruments switch is in the
AVIONICS section of the left lower instrument
panel and has three positions: STBY INST, OFF,
and BATT TEST (Figure 16-4). When the switch is
in the STBY INST position, it provides DC power
(from a backup battery) to the standby flight instru-
ments on the upper center instrument panel:
• Airspeed indicator
• Attitude gyro
• Altimeter
A small amber light emitting diode (LED) on
the right side of the switch illuminates when in
the STBY INST position, indicating the standby
flight instruments are discharging power from the
dedicated standby lead-acid battery pack. A fully
charged battery supplies power for approximately
16-10 FOR TRAINING PURPOSES ONLY
30 minutes. The amber light does not illuminate
when aircraft power is charging the battery and
providing power to the standby instruments.
In the BATT TEST position, the condition of the
backup battery is tested. Illumination of the green
light beside the switch indicates proper battery
charge. If the green light does not illuminate, the
backup battery is not properly charged, and standby
flight instruments may not operate with the loss of
normal DC power.
PRIMARY FLIGHT
DISPLAY
DESCRIPTION
The main control display units for the G1000 are
the PFDs. The Citation Mustang has two PFDs, one
in front of the pilot and one in front of the copilot
(Figure 16-5).
The PFDs are 10.4-inch color LCDs, which are
designed for visibility in bright sunlight. (Bright-
ness is manually or automatically variable.) A bezel
around each PFD contains controls for operating
the PFD.
Display Color-Coding
Color-coding on the displays indicates common
meanings to the pilot. These colors and their mean-
ings are:
• Cyan—Pilot adjustable
• Green—Active
• White—Armed/standby
• Amber—Caution
• Red—Warning
• Magenta—GPS derived
 NAV FREQUENCY ATTITUDE SLIP/SKID NAVIGATION COM FREQUENCY
WINDOW INDICATOR INDICATOR STATUS BAR WINDOW

SELECTED
ALTITUDE BOX
ALTIMETER

AIRSPEED
INDICATOR

VERTICAL SPEED
INDICATOR

BAROMETRIC
SETTING BOX

HEADING
BOX
TURN RATE
HORIZONTAL INDICATOR
CITATION MUSTANG PILOT TRAINING MANUAL

SITUATION
INDICATOR

FOR TRAINING PURPOSES ONLY

ISA DEVIATION TRANSPONDER
TEMPERATURE STATUS BAR
BOX
RAM AIR
TEMPERATURE SYSTEM
BOX TIME BOX

SOFTKEYS

Figure 16-5.   PFD Graphical Callouts

16-11
16 AVIONICS
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16 AVIONICS

GRAPHICAL FLIGHT Airspeed Pointer

INSTRUMENTATION The airspeed (in KIAS) appears as a rolling numer-
ic display (white numbers on black) in the center
The following flight instruments are depicted of the airspeed tape. This tape has a pointer, which
graphically on the PFD: always points at the center of the airspeed display.
• Airspeed display Below 20 KIAS, the digits change to dashes. Once
• Altitude the airspeed reaches and/or exceeds VMO or MMO,
the pointer changes to red with white numbers.
• Attitude display including turn coordination
(slip/skid)
Trend Vector
• Horizontal situation indicator (HSI) (head-
ing, turn rate, and radio navigation) On the outside right edge of the tape, a magenta
trend vector indicates predicted airspeed in 6 sec-
• Vertical speed onds at the current rate of airspeed acceleration.
NOTE When the trend vector enters the barber pole range,
the numbers inside the airspeed pointer change
If the aircraft exceeds normal flight at- from white to amber.
titudes (30° nose-up or 20° nose-down
pitch, or roll greater than 65° bank),
the PFD declutters leaving the primary Speed Awareness
flight instruments. Airspeeds above the maximum operating speed
appear in the high-speed awareness range repre-
sented on the airspeed tape by a red/white “bar-
Airspeed Display ber pole” (Figure 16-7) The flap speed references
The airspeed is displayed as a vertical scale on the represent the airspeed limits when the aircraft is
left side of the PFD (Figure 16-6). below 18,000 feet. A red low-speed awareness
range extends up from the bottom of the tape to
AIRSPEED
TREND VECTOR
indicate VLSA.

VSPEED
ACTUAL SPEED REFERENCES

REFERENCE
APPROACH SPEED CUE

Figure 16-6.   Airpseed Indicator Figure 16-7.   Red Pointer

Moving Tape Display Box Airspeed References

White numerals and tick marks on a transparent
rolling-tape display box indicate airspeeds cur-
rently above and below the current airspeed. Each
small tick mark represents 5 knots, and each large
tick mark (with a number) represents 10 knots.
Airspeed references, or flags, appear on the out-
side right edge of the tape display fixed to their
corresponding airspeed (Table 16-2). Takeoff and
landing speed flags can be displayed and adjusted
in the reference window using the TMR/REF soft-
key. Takeoff references are automatically turned off
when airspeed reaches 160 kt (see Figure 16-6).

16-12 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
Table 16-2.   V-SPEED TABLE

Vspeed Flag AIRSPEED

REFERENCE
V1 1
VR R
V2 2
VENR E
VAPR AP
VREF RF

A reference approach speed cue appears as an open

green circle on the right edge of the tape display.
The open green circle represents 1.3 VS1 (see Fig- AIRSPEED
ure 16-6). REFERENCE
BUG

Flap Speed References

Maximum flap-extension speeds are indicated on
the outside right edge of the tape display by refer-
ence flags similar to the V-speed flag (Figure 16-8).
Maximum speed for takeoff/approach flaps is indi-
cated by a flag labeled “TA”. Maximum speed for
landing flaps is indicated by a flag labeled “LD.”
The flap reference speed flag cannot be turned off
or adjusted by the pilot.
FLAP SPEED
REFERENCES
Figure 16-9.   AFCS Reference
Mach Window
At the bottom of the airspeed tape display, a win-
dow indicates the Mach number, depending upon
aircraft altitude or airspeed.
Attitude And Turn Coordination
At the center of the PFD is the attitude indication
(Figure 16-10). The amber symbol represents the
airplane, and the amber bars represent the wing-
tips. The horizon line is white, with brown (ground)
below and blue (sky) above. The horizon line indi-
cates 0° pitch. Pitch lines are at 2.5° intervals above
and below the horizon line and are labeled at 10°
intervals. Red chevrons indicate extreme pitch at
greater than 50° nose-up or 30° nose-down (Fig-
ure 16-11).

Roll indication is provided by an arc at the top of

the display that rotates with the horizon line. The
arc has major tick marks at 30° and 60°, and minor
Figure 16-8.   Flap Speed tick marks at 10°, 20° and 45°.

AFCS Selected Airspeed Turn Coordination (Slip/Skid)

Box and Bug
When the AFCS is set to a selected airspeed dur-
ing flight level change mode, the selected airspeed
appears in a box at the top of the display, and a cor-
responding notched blue bug appears on the inside
right edge of the airspeed display (Figure 16-9).
Turn coordination is indicated by a small sliding
bar (slider) under the attitude display roll pointer
(Figure 16-12). The slider deflects a full width left
or right of the roll pointer to indicate the same
condition as indicated by a ball positioned one ball
width to the left or right of center in a conventional
instrument.

FOR TRAINING PURPOSES ONLY 16-13

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

9 1 ROLL POINTER

2 ROLL SCALE
8
1
3 HORIZON LINE
20 20
7 4 AIRCRAFT SYMBOL
2

5 LAND REPRESENTATION
10 10 6

3 6 PITCH SCALE

7 SLIP/SKID INDICATOR

4 8 SKY REPRESENTATION
10 10 5
9 ROLL SCALE ZERO

Figure 16-10.   Attitude Indication

COMMAND BARS

10 10
60 60
AIRCRAFT SYMBOL
20 20
50 50 Figure 16-13.   Flight Director Single-Cue
30 30
Command Bars
40 40

40 40
30 30
NOSE HIGH NOSE LOW
Figure 16-11.   Pitch Attitude Warnings
20
Figure 16-12.   Slip/Skid Indication
Flight Director Command Bars
The single-cue command bars vertically move
together to indicate pitch commands and bank left
or right to indicate roll commands (Figure 16-13).
Command bars that display as a cross pointer move
independently to indicate pitch (horizontal bar) and
roll (vertical bar) commands. Both PFDs show the
same command bar format (Figure 16-14).
Altimeter
Moving Tape Display Box
White numerals and tick marks on a transparent
rolling-tape display box indicate altitudes currently
above and below the current altitude. Each minor
tick mark indicates 20 feet, and each major tick
mark (with a number) indicates 100 feet.
Altitude Pointer
The current altitude (indicated in feet above mean
sea level) appears as a rolling numeric display
(white numbers on black) in the center of the alti-
tude display box (Figure 16-15). This display has
a pointer, which always points at the center of the
altitude tape.
Trend Vector
On the inside left edge of the tape, a magenta trend
vector indicates predicted altitude in 6 seconds at
the current rate of altitude change.

16-14 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
Reference Altitude Alerting
When the aircraft is more than 1,000 feet above
COMMAND BARS or below the reference altitude, the digits in the
selected altitude box are cyan on black (see Figure
16-15). When the aircraft is at the reference altitude
(±1,000 feet), the colors reverse (black digits on
cyan). When approaching within 1,000 feet of the
reference altitude, the digits and their background
flash (alternate colors) continuously for 5 seconds.
When departing the reference altitude by ±200
AIRCRAFT SYMBOL feet, the digits flash amber on black for 5 seconds
(Figure 16-16).
Figure 16-14.   Flight Director Cross-Pointer WITHIN 1,000 FT WITHIN 200 FT
DEVIATION OF
Command Bars ±200 FT

4000 4000 4000

SELECTED

SELECTED
14
1500000
ALTITUDE
Figure 16-16.   Altitude Alerting Display
ALTITUDE BUG
Barometric Setting
1400 A box at the bottom of the altitude tape indicates
the current altimeter setting in inches of mercury
1300 (or hectoPascals, if set to metric values) (Figure
ALTITUDE 16-17). To adjust the setting, rotate the BARO knob
TREND 20 CURRENT on the right side of each PFD bezel. The BARO
VECTOR
1 00
2 ALTITUDE settings on the pilot and copilot PFDs can be syn-
80 chronized through the PFD setup menu window.
1100 NOTE
BAROMETRIC
MINIMUM If pilot and copilot PFD barometric set-
DESCENT
ALTITUDE BUG 1000 tings differ by more than .02 inches (of
mercury), the barometric setting boxes
BAROMETRIC
on both displays appear with amber dig-
900 IN
30.09 SETTING its. The baro settings for both PFDs can
be synchronized.
Figure 16-15.   Altimeter

Selected Altitude Bug and Box Barometric Altitude Minimums

A box at the top of the altitude display indicates
the preselected altitude. A corresponding notched
cyan bug appears on the right edge of the altitude
display at the selected altitude, or at the end of the
display if the selected altitude is off scale. The ref-
erence altitude is selected with the ALT SEL knob
on the AFCS controller.
and Alerting
For altitude awareness, a barometric minimum
descent altitude (MDA, or decision height) can
be set (Figure 16-18). When active, the MDA is
displayed in a box labeled “BARO MIN” to the
lower left of the altimeter and on the altitude tape
with a bug (once the altitude is within range of the
tape). This altitude can be adjusted in the BARO
MIN field in the timer/references window from 0
to 16,000 feet (in 10-foot increments when using
the small FMS knob). The MDA is reset any time
the power is cycled.

FOR TRAINING PURPOSES ONLY 16-15

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS
WITHIN 2500 FT
2300 30
22 40
2200 50
2100
BAROMETRIC
MINIMUM BUG 2000
BAROMETRIC BARO MIN 29.92IN
MINIMUM BOX 2000FT
Figure 16-17.   Barometric MDA Displays
BARO MIN 1200FT ON
Figure 16-18.   Barometric MDA Altitude
Alert Setting
Metric/Standard Units of Measure
After pressing the PFD softkey, an ALT UNIT
softkey appears. It allows the display of the digital
altitude and barometric pressure indications in met-
ric values: altitudes in meters (MT) and baromet-
ric pressure in hectoPascals (hPA). The altitudes
appear in boxes above the normal digital displays,
which continue to display in feet. The moving-tape
display continues to display in feet. The barometric
pressure box at the bottom of the display changes
to hPA indications.
Horizontal Situation Indication
Heading
The compass card appears with the current aircraft
magnetic heading under the white pointer at the
top of the compass card (Figure 16-19). Letters
(N–S–E–W) appear at the four cardinal points and
numbers indicate degrees at 30° intervals. Major
tick marks are at 10° increments and minor tick
marks at 5°.
A digital readout of the current magnetic head-
ing appears in a black box with large white digits
immediately above the compass card pointer (lub-
ber). For additional course awareness, a crosstrack
error (XTK) indication appears near the bottom of
the HSI whenever using GPS as the primary navi-
gation source and course deviation indicator (CDI)
exceeds maximum deviation.
16-16 FOR TRAINING PURPOSES ONLY
WITHIN 100 FT ALTITUDE REACHED
00 20 00
2080 19 80
2000 1900
1900 1800
1800 1700
BARO MIN 29.92IN BARO MIN 29.92IN
2000FT 2000FT
Turn Rate Indication
When the aircraft is yawing or turning, a magenta
arc extends from the center pointer, left or right
(depending on the direction of turn), a few degrees
around the outer edge of the compass rose, to indi-
cate the heading the aircraft will reach in 6 seconds
(up to 24°). Two tick marks on either side of the
center pointer, above the compass rose, indicate
turn rate. If the magenta arc extends to the second
tick mark (at 18° from center), a standard-rate turn
(360° in 2 minutes) is indicated. The first mark
indicates a half-standard-rate turn.
At rates greater than 4°/second, an arrowhead
appears at the end of the magenta trend vector and
the prediction is no longer valid.
Selected Heading Bug
A rotatable cyan heading bug appears on the com-
pass card at the selected heading, and the heading
is presented with cyan digits in the black HDG box,
immediately left of the magnetic heading digital
readout.
Radio Navigation
Selected Course, Course Pointer and
Course Deviation Indicator
The HSI can display three sources of navigation
NAV1, 2, or GPS. The CDI softkey cycles through
the navigation sources. The selected course appears
as a digital readout in the black CRS box, immedi-
ately to the right of the magnetic heading readout.
The selected course also appears as a long arrow
across the face of the compass card. This arrow is
 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
16 15 14

1 287°
HDG 013° CRS 013° 13
2
W 30
3 33

24
4 12
GPS TERM

21

N
5 11

3
S
6 OBS 10

6
15 9
12 E
8

COURSE DEVIATION
1 TURN RATE INDICATOR 7 12 FLIGHT PHASE
INDICATOR
2 SELECTED HEADING
8 ROTATING COMPASS ROSE 13 SELECTED COURSE
3 CURRENT TRACK BUG
TURN RATE/HEADING
9 TO/FROM INDICATOR 14
TREND VECTOR
4 LATERAL DEVIATION SCALE
10 COURSE POINTER 15 CURRENT HEADING
5 NAVIGATION SOURCE

6 AIRCRAFT SYMBOL 11 HEADING BUG 16 LUBBER LINE

Figure 16-19.   Horizontal Situation Indicator (HSI)

360° 283° 180° 158° The color and depiction of the course indicator
S (and digits in the CRS box) varies as selected by
3 W 30 21 15 S the CDI softkey:
33 N 15 12 • NAV1—Green single arrow and green
GPS ENR GPS TERN LOC1 VOR2 selected course digits
• NAV2—Green double arrow and green
LOI
selected course digits
SUSP
• GPS—Magenta single arrow and magenta
selected course digits
15 33 30
21 S 12 E 3 N N 33
The course is selected by the CRS 1 (for pilot PFD)
or CRS 2 (for copilot PFD) knobs on the AFCS
Figure 16-20.   Navigation Sources controller. The navigation source for the CDIs on
the course pointer. The center section of the course the pilot and copilot PFDs can be synchronized
pointer is the CDI, which disappears when there is through the PFD setup window. However, if the
no signal for navigation (Figure 16-20). CDIs are not synchronized and PFDs are set to the
same VHF navigation sources, the source reference
(NAV or LOC) appears in amber lettering. Refer
to Table 16-3 for information on flight phases and
CDI scaling.

FOR TRAINING PURPOSES ONLY 16-17

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

Table 16-3.   Flight Phases and CDI Scaling

FLIGHT PHASE ANNUNCIATION AUTO CDI SCALING

DEPARTURE DPRT 0.3 NM
OCEANIC OCN 2.0 NM
ENROUTE ENR 2.0 NM
TERMINAL MODE TERM 1.0 NM
APPROACH LNAV 1.0 NM DECREASING TO
(NON-PRECISION) 350 FT DEPENDING ON
VARIABLES
APPROACH LNAV +V 1.0 NM DECREASING TO
(VERTICAL 350 FT DEPENDING ON
GUIDANCE) VARIABLES
APPROACH L/V NAV 1.0 NM DECREASING TO
(LNAV/VNAV) 350 FT DEPENDING ON
VARIABLES
APPROACH LPV 1.0 NM DECREASING TO
(LPV) 350 FT DEPENDING ON
VARIABLES
MISSED APPROACH MAPR 0.3 NM

Bearing Pointers and Information
Windows
Two bearing pointers can be selected to appear on
the face of the compass card (press the PFD soft-
key and select BRG1 and/or BRG2). The BRG1
pointer is a single cyan line with an open arrow
pointer and the BRG2 pointer is a double cyan line
with an open arrow pointer. If a bearing pointer is
selected for display, a white circle appears in the
center of the compass card to separate the bearing
pointer(s) from the CDI. Bearing pointers never
override the CDI.
The BRG1 window is at the lower left corner of
the compass display and the BRG2 window is at
the lower right corner of the compass display. Each
window indicates:
• Distance to the station/waypoint
• Station/waypoint identifier (or frequency)
• Source for the bearing (NAV1, NAV2, GPS,
or automatic direction finder [ADF])
• Arrow icon matching the bearing pointer
OBS Mode
OBS mode is useful for holding and for inter-
cepting a course to a waypoint. Enabling OBS
mode with the OBS softkey suspends the automatic
sequencing of waypoints in a GPS flight plan, but
retains the active-to waypoint as the navigation ref-
erence even after passing the waypoint. When OBS
is disabled by pressing the OBS softkey again, the
GPS returns to normal operation, with automatic
sequencing of waypoints. OBS mode also allows
a desired course TO/ FROM a waypoint to be set
(with a CRS knob); pressing the CRS knob recen-
ters the CDI and returns the course point TO the
waypoint bearing.
SUSPend Mode
SUSPend mode is automatically activated when
appropriate during approach operations. As the
aircraft crosses the missed approach point (MAP),
automatic approach waypoint sequencing is sus-
pended. SUSP appears on the HSI (to the lower
right of the aircraft symbol) in place of OBS and
the OBS softkey label changes to SUSP. SUSP
mode is also automatically actuated when on vec-
tors to an approach or while in a hold.
Glide Slope
During precision approach operations, glide-slope
position is indicated by a diamond on a glide-slope
scale, which is on the left edge of the altitude dis-
play (Table 16-4 and Figure 16-21).

16-18 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
Table 16-4.   VERTICAL DEVIATION OUTER MARKER MIDDLE MARKER INNER MARKER
DISPLAY
INDICATOR G
(GLIDESLOPE)
G
(GLIDEPATH)
V
(VERTICAL DEVIATION) O M I
BUG ICON

MARKER
0 0
M
BEACON
ANNUNCIATION
M
1800 1800 ALTIMETER

G G
1700 Figure 16-22.   Marker Beacon Indications

1600 4
40
GLIDE-SLOPE
INDICATOR 15 20 2
00
VERTICAL
1400 SPEED
POINTER
500

1300
2
29.92IN
Figure 16-21.   Glide-Slope Indicator 4

Marker Beacon Figure 16-23.   Vertical Speed Indicator

When passing over a marker beacon, a small box
appears at the top left of the altitude display (Fig-
ure 16-22). The box appears differently for differ-
ent beacons:
• O
uter marker—Blue box with black letter
“O”
Vertical Speed Reference
Box and Bug
A reference vertical speed set through the AFCS
indicates on the vertical speed scale by a notched
cyan bug on the scale and a vertical speed indicated
with cyan digits in a box at the top of the scale.

• M
iddle marker—Amber box with black let-
ter “M” INSET MAP
• I nner marker—White box with black letter The pilot may activate a small moving map or inset
“I” in the lower left corner of the PFD. The PFD inset
map can contain much of the same information as
Vertical Speed available in the full-size moving map on the MFD.

Vertical Speed Indication AUXILIARY INFORMATION

The vertical speed indication is through a fixed WINDOW
index scale on the right side of the altitude scale,
and through a moving black pointer box with white In the lower-right corner of the PFD, an auxiliary
digits indicating current vertical speed (when great- information window can be set to display informa-
er than 100 fpm up or down) (Figure 16-23). A tion from the system, including:
negative number indicates descent. The vertical
speed indication displays in 50-foot increments.

FOR TRAINING PURPOSES ONLY 16-19

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

• N earest airports, with basic information as HDG NO COMP

ROL NO COMP
COMPARATOR
WINDOW
currently recorded in the navigation data- 0 PIT NO COMP
5700 ALT NO COMP
base (NRST softkey) 4
REVERSIONARY
• ADF and distance measuring equipment 5600 BOTH ON GPS1
BOTH ON AHRS1
SENSOR
WINDOW
(DME) tuning (ADF/DME softkey) 5500
2 BOTH ON ADC2

• Flight plan display and entry (FPL key) 20

54 20
• Garmin system messages (MSG softkey) 00
5300
• PDF setup (MENU key) 2

• References (TMR/REF softkey) 5200

4
• Flight plan procedures (PROC key) 30.07IN SYSTEM
• Direct-To (D Key) MESSAGES MESSAGES
GWX FAIL - GWX IS INOPERATIVE. WINDOW
Also use this window to select a waypoint from
the database and/or to display information about GMX FAIL - GMX IS INOPERATIVE.
the waypoint.
CNFG MODULE - PFD1 CONFIGURATION
MODULE IS INOPERATIVE.

REVERSIONARY MODE XPDR1 5537 IDNT UTC 18:07:21

To provide emergency backup of the MFD and
PFDs, and to provide flexibility in display modes,
the G1000 has a reversionary mode that causes
both the PFD and the MFD to display the essen-
tial information for continued flight. In the event
of display failure, the display modes are as follows:
• PFD1 failure—MFD enters reversionary
mode; PFD2 remains in normal mode.
• MFD failure—PFDI and PFD2 enter rever-
sionary mode.
• PFD2 failure—PFD1 and the MFD remain
in normal mode.
Reversionary mode can be manually selected for
the onside display and the MFD by pressing the
large red DISPLAY BACKUP button at the bot-
tom of either audio control panel. Pressing the red
DISPLAY BACKUP button a second time returns
both displays to normal mode.
In reversionary mode, the left edge of the display
includes a single-column of EICAS information
condensed from the normal two-column EICAS
display on the MFD. Additionally, a CAS message
window appears on the right edge of the PFD and
expands as necessary to display any active CAS
messages (up to 14 in a window) (Figure 16-24).
If more than 14 messages appear, they can be
scrolled.
MESSAGES
IDENT TMR/REF NRST MSG
SOFTKEY
Figure 16-24.   G1000 System Messages
NAV/COM FREQUENCIES AND
NAVIGATION DATA WINDOWS
Across the top of the PFD are avionics settings and
data indications, including VHF NAV and COM
frequencies (active and standby), and navigation
status data.
PFD CONTROLS
Each PFD is controlled by knobs and pushbutton
keys on its bezel, and/or by pilot operation of the
AFCS or MFD/FMS controller. The following gen-
eral discussion of controls is also applicable to the
other controllers.
Controls
Garmin displays (PFD and MFD) and control pan-
els (audio panel, AFCS controller, and FMS con-
troller) have various types of knobs, buttons and
switches. Refer to Figure 16-25 for PFD controls
locations and Table 16-5 for a description on those
controls.

16-20 FOR TRAINING PURPOSES ONLY

 1 8

2 7

3 6

4
CITATION MUSTANG PILOT TRAINING MANUAL

13

FOR TRAINING PURPOSES ONLY

14
15

12

9 10 11

Figure 16-25.   Primary Flight Display

16-21
16 AVIONICS
 16 AVIONICS

Table 16-5.   PRIMARY FLIGHT DISPLAY CONTROL DESCRIPTIONS

16-22
# CONTROL
1 NAV VOL/ID Knob
2 NAV Frequency Transfer Key
3 Dual NAV Knob
4 Joystick
5 BARO Knob
6 Dual COM Knob
7 COM Frequency Transfer Key
8 COM VOL/SQ Knob
9 Direct-to Key
10 FPL Key
11 CLR Key
DESCRIPTION
Controls NAV audio volume level. Press to toggle the Morse code identifier audio ON and OFF.
Volume level is shown in the NAV frequency field as a percentage.
Toggles the standby and active NAV frequencies.
Tunes the standby frequencies for the NAV receiver (large knob for MHz; small knob for kHz). Press to
switch the tuning box (cyan box) between NAV1 and NAV2.
Changes the map range when rotated. Activates the map pointer for pan when pressed.
Sets the altimeter barometric pressure. Press to enter standard pressure (29.92) or return to the
previous setting.
Tunes the standby frequencies for the COM transceiver (large knob for MHz; small knob for kHz).
Press to switch the tuning box (cyan box) between COM1 and COM2.
Toggles the standby and active COM frequencies. Press and hold this key for two seconds to tune the
emergency frequency (121.5 MHz) automatically into the active frequency field.
Controls COM audio volume level. Press to turn the COM automatic squelch ON and OFF. Volume
level is shown in the COM frequency field as a percentage.
Allows the user to enter a destination waypoint and establish a direct course to the selected
destination (the destination is either specified by the identifier, chosen from the active route, or taken
from the map pointer position).
Displays the active flight plan page for creating and editing the active flight plan.
Erases information, cancels entries, or removes page menus.
CITATION MUSTANG PILOT TRAINING MANUAL

12 Dual FMS Knob Flight management system knob. Press the FMS knob to turn the selection cursor ON and OFF.

FOR TRAINING PURPOSES ONLY

When the cursor is ON, data may be entered in the applicable window by turning the small and large
knobs. The large knob moves the cursor on the page, while the small knob selects individual
characters for the highlighted cursor location.
13 MENU Key Displays a context-sensitive list of options. This list allows the user to access additional features or
make setting changes that relate to particular pages.
14 PROC Key Gives access to IFR departure procedures (DPs), arrival procedures (STARs) and approach
procedures (IAPs) for a flight plan. If a flight plan is used, available procedures for the departure
and/or arrival airport are automatically suggested. These procedures can then be loaded into the
active flight plan. If a flight plan is not used, both the desired airport and the desired procedure
may be selected.
15 ENT Key Validates or confirms a menu selection or data entry.
 OBS MODE WHEN SWITCH DME TUNING SPECIAL AIRCRAFT DISPLAY TIMER/
NAVIGATING NAVIGATION WINDOW POSITION REFERENCES DISPLAY NEAREST DISPLAY MSG
WITH GPS SOURCES FOR CDI (OPTIONAL) IDENTIFICATION WINDOW AIRPORT WINDOW WINDOW

CDI (NAV1)
BEZEL-MOUNTED
SOFTKEYS
CDI (NAV2) (PRESS)

CDI (GPS)

XPDR1 XPDR2 STBY ON ALT GND VFR CODE IDENT BACK MSG

0 1 2 3 4 5 6 7 IDENT BKSP BACK MSG

FD FRMT DFLTS WIND DME BRG1 BRG2 ALT UNIT STD BARO BACK MSG
NOTES:
BRG1 (NAV1) BRG2 (NAV1) TOP LEVEL SOFTKEY NAMES ARE
DISPLAYED.
BRG1 (GPS) BRG2 (GPS) SELECT THE STD BARD OR OFF SOFTKEY TO
RETURN TO THE TOP-LEVEL SOFTKEYS.
BRG1 (ADF) BRG2 (ADF)
IF MESSAGES REMAIN AFTER
ACKNOWLEDGEMENT, THE MSG
BRG1 (OFF) BRG2 (OFF) SOFTKEY IS BLACK ON WHITE.

METERS IN HPA BACK MSG

CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

OPTN1 OPTN2 OPTN3 OFF BACK MSG

SNGL CUE X POINTR BACK MSG

ADC1 ADC2 AHRS1 AHRS2 BACK MSG

OFF DCLTR TRAFFIC TOPO TERRAIN STRMSCP NEXRAD XM LTNG BACK MSG
LEGEND
DCLTR-1
OFF
DCLTR-2
ON

DCLTR-3
VERSION .10 AND PRIOR

16-23
Figure 16-26.   Softkey Chart for Garmin Software (Sheet 1 of 2)

16 AVIONICS
 16 AVIONICS

16-24
OBS MODE WHEN SWITCH DME TUNING SPECIAL AIRCRAFT DISPLAY TIMER/
NAVIGATING NAVIGATION WINDOW POSITION REFERENCES DISPLAY NEAREST DISPLAY MSG
WITH GPS SOURCES FOR CDI (OPTIONAL) IDENTIFICATION WINDOW AIRPORT WINDOW WINDOW

CDI (NAV1)
BEZEL-MOUNTED
SOFTKEYS
CDI (NAV2) (PRESS)

CDI (GPS)

XPDR1 XPDR2 STBY ON ALT GND VFR CODE IDENT BACK MSG

0 1 2 3 4 5 6 7 IDENT BKSP BACK MSG

SYN VIS DFLTS WIND DME BRG1 BRG2 ALT UNIT STD BARO BACK MSG
NOTES:
BRG1 (NAV1) BRG2 (NAV1) TOP LEVEL SOFTKEY NAMES ARE
DISPLAYED.
BRG1 (GPS) BRG2 (GPS) SELECT THE STD BARD OR OFF SOFTKEY TO
RETURN TO THE TOP-LEVEL SOFTKEYS.
BRG1 (ADF) BRG2 (ADF)
IF MESSAGES REMAIN AFTER
ACKNOWLEDGEMENT, THE MSG
BRG1 (OFF) BRG2 (OFF) SOFTKEY IS BLACK ON WHITE.

METERS IN HPA BACK MSG

CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

OPTN1 OPTN2 OPTN3 OFF BACK MSG

SYNTERR HRZN HDG APTSIGNS BACK MSG

ADC1 ADC2 AHRS1 AHRS2 BACK MSG

OFF DCLTR TRAFFIC TOPO TERRAIN STRMSCP NEXRAD XM LTNG BACK MSG
LEGEND
DCLTR-1
OFF
DCLTR-2
ON

DCLTR-3
VERSION .16
Figure 16-26. Softkey Chart for Garmin Software (Sheet 2 of 2)
 CITATION MUSTANG PILOT TRAINING MANUAL
Softkeys
Along the bottom of the PFD, the bezel contains 12
“softkeys” marked with upward-pointing triangles.
These keys do not have a single, specific, perma-
nent function. They have different purposes at dif-
ferent times, as determined by the G1000 software.
Some (or all) softkeys have labels appearing imme-
diately above them on the display. The labels
change depending upon pilot settings and/or cur-
rent conditions. Navigating the lower level menus
is done through the top level softkey menu.
When the label for a specific feature is toggled off,
the text is white on a black background. When the
label is toggled on, the text is black on a light gray
background.
When the BACK softkey is available (on the right
end of the softkeys), this key can be pressed to
escape the current menu and return to the previous
menu display. For details on the menus for PFD
softkeys refer to Figure 16-26.
TRANSPONDER DISPLAY
AND CONTROL
The PFD depicts current transponder status in the
black XPDR box on the bottom right side of the
PFD. With digits and letters, the box indicates cur-
rent transponder code and mode of operation:
• STBY—Transponder in standby mode
• ON—Normal mode (mode A) operating
• A LT—Altitude encoding (mode C)
operating
• IDENT
• GND—Ground
To indicate the transponder is replying to interro-
gations from radar or other sources, a small white
letter “R” appears at the right end of the XPDR box.
The transponder code and mode are set by the
pilot, through the softkey XPDR menu (appears
when pressing the XPDR softkey). When in the
XPDR softkey menu, the pilot selects modes (as
listed above) by pressing the corresponding mode
softkey. Pressing the VFR softkey automatically
selects the appropriate VFR country code as pre-
set at the factory.
Revision 1.0 FOR TRAINING PURPOSES ONLY
16 AVIONICS
Pressing the CODE softkey causes digits 0–7 to
appear above the softkeys. Enter the transponder
code. To change the code before confirming it,
press the BKSP softkey, which backs the cursor
through the code (erasing a digit at a time), and
reenter the erased digits. Setting the code in active
transponder also sets the same code in the inactive
transponder. Five seconds after the fourth digit is
entered, the transponder code becomes active.
Pressing BACK returns the pilot to the previous
level of softkeys.
The IDENT key is always visible from the main
softkey menu or the XPDR menu, and can be
pressed at any time it is visible. Pressing the IDENT
key always makes the transponder squawk IDENT,
then always returns the softkeys to the main menu.
IDENT can also be selected from the control wheel.
SUPPLEMENTAL FLIGHT DATA
SENSOR Source Selection
Each PFD normally presents data from the sensors
associated with its respective-side ADC and AHRS.
To select cross-side ADC or AHRS, use the SEN-
SOR softkey on the main softkeys menu. In flight
only, if a sensor fails, automatic conversion occurs
after 2 seconds.
DME Information Window
The DME information window appears to the left
of the HSI directly above the BRG 1 information
(Figure 16-27).
Wind Data Box
The wind data box appears above the DME win-
dow. There are three wind presentations, which
indicate the calculated wind velocity. When the
window is selected for display, but window infor-
mation is invalid or unavailable, the window dis-
plays NO WIND DATA (Figure 16-28).
16-25
 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

DME
DME DME LABEL INFORMATION BEARING 1
WINDOW
NAV1 TUNING MODE
POINTER
178°
117.95 FREQUENCY HDG 223° CRS 356°
BEARING 2
–.–– NM DME DISTANCE 15
S 21 POINTER

12

24
GPS DISTANCE TO VOR1 NO WAYPOINT
BEARING SOURCE STATION SELECTED

W
IDENTIFIER DME
NAV2
54.6NM 113.00

30
9.9 NM
BUM 39.3NM
3 33
9.9NM NO DATA
GPS
N
NAV1 TOP
NAV1
OJC
NAV2

BEARING POINTER BEARING 1 BEARING 2 POINTER BEARING

SOURCE ICON INFORMATION INFORMATION ICON SOURCE
WINDOW WINDOW

Figure 16-27.   HSI with Bearing and DME Indication

NORMAL DISPLAY
130
305
HDG 035°
M120
.411 30 33
W
OPTION 1 OPTION 2

N
RAT 0°C

24
GPS

3
21

6
S
E
OPTION 3 OFF
15 12
RAT 0°C ISA +15°C

Figure 16-28.   Wind Data Box REVERSIONARY MODE

130
Traffic Alerts 142.8
125
N2%
OIL
142.8
125
120
HDG 035°
145
15
12
PSI
60 60 S
When the TIS detects a traffic hazard, an amber/
°C RAT 0°C
FUEL
ISA +15°C

E
750 LBS 750

ISA +15°C

21
black TRAFFIC box appears to the right of the top 1000 PPH
0 °C
1000 GPS

6
of the airspeed scale. If a traffic alert occurs, the

24
27 DC VOLTS 27
200 DC AMPS 200
inset map scales to the appropriate range. If the

3
BATT VOLTS 27

W
CABIN PRESS
ALT FT 7500
range on the map is set appropriately, an amber
N 30
5.0
33
DIFF PSI
UP
symbol appears on the map with a track vector. FLAPS

Figure 16-29.   Ram Air Temperature Box

AFCS Alerts System Time Box
The AFCS presents alerts in the system status field
A box in the lower-right corner of the PFD indi-
near the top of the airspeed scale.
cates time as referenced by satellite data (Figure
16-30). The time is displayed as local time (LCL)
Air Temperatures (RAT And ISA) in 12-hour or 24-hour format, or as Coordinated
Universal Time (UTC).
The ram air temperature (RAT) display is at the
lower-left corner of the PFD display area (Figure
16-29). The ISA (International Standard Atmo- Generic Timer
sphere) temperature display is immediately right
A generic timer may be set and operated by the
of the RAT box. The ISA temperature box indi-
pilot (Figure 16-31). It displays hours/minutes/
cates the difference between ISA temperature and
seconds, counting up or counting down. Access is
the OAT.
through the TMR/REF softkey.

16-26 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
117°
14900
4
The MFD has many possible settings and displays.
30 33
CRS 300°
30.04IN
For additional details, refer to the supplemental
W G1000 manuals and documents supplied with the
Citation Mustang.
N
TERM
24

LCL 17:41:40
3
21

6
MFD CONTROLS
S

E
15 12
1259 ALT 17:12:20
XPDR1 R LCL
The MFD is controlled by softkeys across the bot-
tom of the MFD bezel, and by the MFD/FMS con-
Figure 16-30.   System Time Box troller on the cockpit pedestal, below the throttle
quadrant
REFERENCES
(Figure 16-33, Tables 16-6 and 16-7).
TIMER 01:04:45 UP STOP?
MFD Softkeys
MFD softkey functions are variable depending on
user inputs. Each softkey has a label above it, which
indicates its current function.
Figure 16-31.   Timer Reference Window

MULTIFUNCTION MFD/FMS Controller

DISPLAY The MFD/FMS controller includes an alphanu-
meric keypad for direct entry of numbers and text.

DESCRIPTION Dual FMS Knob

This section provides a basic discussion of MFD The dual FMS knob on the MFD/FMS controller
displays and controls, and is intended to provide is the main control for selecting most MFD func-
the pilot a useful understanding of the purpose and tions. The large knob selects page groups, while
organization of the MFD (Figure 16-32). the small knob selects individual pages within the
selected group.
The G1000 includes a single 15-inch MFD in the
center of the instrument panel. The MFD provides For data entry, pressing the dual FMS knob acti-
indications for: vates the cursor, which allows the user to input new
• EICAS data. While the cursor is active, rotating the large
FMS knob allows the user to move to different data
• Moving-map displays (with depictions of entry locations on the display, as indicated by cur-
navigation references and flight hazards) sor movement. While the cursor is active, rotating
• Information pages on waypoints, instrument the small FMS knob allows the user to change the
flight rule (IFR) procedures, airports, air- text or data at the cursor location.
ways, and navaids
• Flight planning Rotating the FMS knob causes each possible char-
acter to display sequentially. When the correct
• Navigation status indications entry at the cursor location is selected with the
• System status indications small FMS knob, confirm by pressing the ENT key.
It moves to the next position when you press ENT.
The MFD also provides an alternate display for
essential flight instrumentation from either PFD
through the use of reversionary mode.

FOR TRAINING PURPOSES ONLY 16-27

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

Figure 16-32.   Multifunction Display

16-28 FOR TRAINING PURPOSES ONLY Revision 1.1

 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
6

10

Figure 16-33.   MFD Controller

5

11
4

12
2
3

13
1

14

FOR TRAINING PURPOSES ONLY 16-29

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

Table 16-6.   MFD SOFTKEYS

MFD SOFTKEYS FUNCTION
CAS Scroll up (enabled only when a sufficient number of items are displayed in the
crew alerting system display to warrant scrolling).
CAS Scroll down (enabled only when a sufficient number of items are displayed in the
crew alerting system display to warrant scrolling).
MAP Enables second-level Navigation Map softkeys

TRAFFIC Displays traffic information on Navigation Map

PROFILE Displays/removes Profile View on Navigation Map Page

TOPO Displays topographical data (e.g., coastlines, terrain, rivers, lakes) and elevation
scale on Navigation Map.
TERRAIN Displays terrain information on Navigation Map (not available with TAWS-A)

AIRWAYS AIRWAYS: Displays airways on the map when next level softkeys are pressed
(default label is dependent on map setup option selected); cycles through the
following:
AIRWY ON AIRWY ON: All airways are displayed

AIRWY LO AIRWY LO: Only low altitude airways are displayed

AIRWY HI AIRWY HI: Only high altitude airways are displayed (Default label is dependant
on map setup option selected)
NEXRAD Displays NEXRAD weather and coverage information on Navigation Map (optional
feature)
XM LTNG Displays XM WX lightning information on Navigation Map (optional feature)

METAR Displays METAR flaps on airport symbols shown on the Navigation Map

LEGEND Displays the legend for the selected weather products. Available only when
NEXRAD, XM LTNG, METAR and/or PROFILE softkeys are selected.
BACK Returns to top-level softkeys

DCLTR Selects desired amount of map detail; cycles through declutter levels:

DCLTR-1 DCLTR-1: Declutters land data

DCLTR-2 DCLTR-2: Declutters land and SUA data

DCLTR-3 DCLTR-3: Removes everything except the active flight plan

SW CHRT When available, displays optional airport and terminal procedure charts

16-30 FOR TRAINING PURPOSES ONLY Revision 1.1

 Table 16-7.   MFD CONTROLLER DESCRIPTIONS
# CONTROL
1 Dual FMS Knob
2 Direct-to Key
3 FPL Key
4 MENU Key
5 PROC Key
6 Joystick
7 Alphanumeric Keys
8 Plus (+) Minus (-) Key
9 Decimal Key
DESCRIPTION
Flight management system knob. This knob selects the MFD page to be viewed; the large knob
selects a page group (MAP, WPT, AUX, NRST), while the small knob selects a specific page within the
page group. Pressing the FMS Knob turns the selection cursor ON and OFF. When the cursor is ON,
data may be entered in the applicable window by turning the small and large knobs. In this case, the
large knob moves the cursor on the page, while the small knob selects individual characters for the
highlighted cursor location.
Allows the user to enter a destination waypoint and establish a direct course to the selected
destination (the destination is either specified by the identifier, chosen from the active route, or taken
from the map pointer position).
Displays the active flight plan page for creating and editing the active flight plan, or for accessing
stored flight plans.
Displays a context-sensitive list of options. This list allows the user to access additional features or
make setting changes that relate to particular pages.
Gives access to IFR departure procedures (DPs), arrival procedures (STARs) and approach
procedures (IAPs) for a flight plan. If a flight plan is used, available procedures for the departure
and/or arrival airport are automatically suggested. These procedures can then be loaded into the
active flight plan. If a flight plan is not used, both the desired airport and the desired procedure
may be selected.
Changes the map range when rotated. Activates the map pointer when pressed. Pans the map or
cursor when moved.
Allow entry of airports, waypoints, etc.
Toggles a (+) or (-) character.
Enters a decimal point.
CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

10 SEL Key The center of this key activates the selected softkey, while the right and left arrows move the softkey
selection box to the right and left, respectively.
11 ENT Key Validates or confirms a menu selection or data entry.
12 CLR Key Erases information, cancels entries, or removes page menus. Pressing and holding this key displays
the navigation map page.
13 SPC Key Adds a space character.
14 BKSP Key Moves the cursor back one character space.

16-31
16 AVIONICS
 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS
ENGINE INDICATING AND
CREW ALERTING SYSTEM
The left side of the MFD displays the two-column
EICAS display. The EICAS display includes the
engine indicating system (EIS) and the CAS.
Engine Indicating System
The EIS is a group of graphical and digital indica-
tions of the condition and performance of the air-
craft system. These include indications for:
• Engines and oil system
• Fuel system
• Electrical system
• Pressurization
• Rudder and aileron trim
• Flap position
Crew Alerting System
The CAS is described in detail in Chapter 4—“Mas-
ter Warning,” along with a summary explanation of
each CAS message.
MAIN MFD DISPLAY AREA
The main MFD area presents different pages from
four main page groups:
• MAP—Moving-map displays
• WPT—Waypoint information pages
• AUX—Auxiliary information pages
• NRST—Nearest facilities
The selected display page group is noted by a cyan
abbreviation (MAP, WPT, AUX, or NRST) in the
lower right corner of the main display area. Each
page group contains more than one page, indicat-
ed by the group of boxes to the right of the page
groups list. To select a page group, use the large
knob of the dual FMS knob on the MFD/FMS con-
troller. Rotating clockwise selects a page group
farther right on the list.
The page being depicted is represented by a cyan
box among the other boxes. The top right corner
always indicates the page group and page name.
16-32 FOR TRAINING PURPOSES ONLY
MAP Page Group
This page group displays various map presentations
(Figure 16-34), which include:
Standard maps:
• NAVIGATION—Displays navigation map
with user-selected overlays (with variations
including TRK UP, DTK UP, and NORTH
UP).
• TRAFFIC—Displays only traffic, as report-
ed by TIS or the optional traffic advisory
system (TAS).
• WEATHER RADAR—Displays precipita-
tion intensity.
• WEATHER DATA LINK—Displays any
weather depiction or data available from XM
Weather satellite downlink. Combinations of
display overlay can be selected (subscription
required).
• TERRAIN PROXIMITY—Displays only
terrain/obstruction hazards, as indicated in
terrain database.
MAP Softkey Menu
When the NAVIGATION MAP is selected, the
MAP softkey is normally visible on the bottom-left
of the MFD. Pressing the MAP softkey brings up
secondary level softkeys, which provide the option
to select/deselect various combinations of overlays
for the navigation map display, including:
• TRAFFIC—Shows traffic indications (vis-
ible with any other overlay)
• PROFILE - Winds Aloft data inside the Pro-
file View is enabled by default when the
Profile View is displayed on the Navigation
Map.
• TOPO—Shows topographic shading (not
visible with NEXRAD)
• TERRAIN—Shows terrain and obstruction
hazards, color coded by proximity to aircraft
altitude (not visible with NEXRAD)
• AIRWAYS—Shows low and/or high altitude
airways
• NEXRAD—Shows NEXRAD downloaded
from optional XM weather satellite broad-
cast (also visible with TRAFFIC and/or XM
LTNG)
Revision 1.1
 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
MINIMUM
GROUND SAFE ALTITUDE
TRACK
SPEED ANGLE
NAVIGATION (CURRENT)
STATUS ESTIMATED
WINDOW TIME CURRENT MFD CURRENT MAP
ENROUTE PAGE GROUP PAGE TITLE

MAP
ORIENTATION

“TERRAIN
DISPLAY
ENABLED”
ICON (NOTE)

MAP RANGE
SETTING

TERRAIN
MAPPING
LEGEND
(PROXIMITY
TO AIRCRAFT
ALTITUDE)*

MAP SOFTKEY
(TO SELECT MFD PAGE
MAP SOFTKEYS) (SPECIFIC
TERRAIN HAZARDS PAGE IN
SOFTKEY LEGEND MFD PAGE GROUP
100–1,000 FEET CURRENT
INDICATING CURRENT MAP = MAP GROUP
BELOW AIRCRAFT PAGE GROUP)
FUNCTION OF WPT = WAYPOINT INFO
WITHIN 100 FEET CORRESPONDING AUX = AUXILIARY INFO
OF AIRCRAFT SOFTKEY NRST = NEAREST AIRPORTS
ALTITUDE OR CLOSER (“DECLUTTER” KEY
SHOWN HERE)

NOTE—DISPLAY-ENABLED ICONS
TERRAIN XM LIGHTNING

TRAFFIC INFORMATION STORMSCOPE

SYSTEM (TIS) (OPTIONAL)

NEXRAD RADAR
IMAGES

Figure 16-34.   MFD with MAP Displays

FOR TRAINING PURPOSES ONLY 16-33

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

• X M LTNG—Shows lightning strikes as The following are the pages found within the WPT
downloaded from optional XM weather sat- page group:
ellite broadcast • Airport
• BACK—Returns to the top level softkey • Intersection
menu • NDB
If the pilot has selected a specific GPS course to • VOR
navigate (using the Direct-To key, the flight plan • User WPT
features, automatic flight control, or other meth-
ods), the NAVIGATION MAP, and other MFD map Selecting Waypoints
displays, depict the selected course by a magenta The user selects the waypoint of interest by enter-
line from the aircraft to the currently selected des- ing its identifier, name, or location. As the selection
tination or next scheduled waypoint. is being made, the database automatically displays
information for the first waypoint in the database
Map Display Options that matches the selection criteria. The actual selec-
Range tion may not appear until the user has entered all of
the selection criteria. Verify the correct waypoint
The RANGE/PAN joystick knob on the MFD/FMS page is displayed before using the information
controller allows the user to zoom the map scale. from that page.
To increase the map range, rotate the joystick knob
clockwise. To decrease the map range, rotate the Automatic Frequency Entry
joystick knob counterclockwise.
Some waypoint information pages display asso-
Pan ciated frequencies. To automatically enter one of
these frequencies into a standby NAV or COM,
Moving maps can also be panned (moved off-cen- select the frequency with the dual FMS knob, then
ter to view other areas away from the aircraft). To press the ENT key. The selected frequency does not
pan, press the RANGE/ PAN joystick knob. This change to the active until the user presses the COM
causes an arrow to appear over the aircraft depic- frequency transfer key.
tion. Pan the map by moving the joystick in the
desired direction. As the arrow nears the edge of the
display, it becomes stationary and the map moves AUX Page Group
(pans). Note that a MAP POINTER information
box appears at the top of the map showing: The AUX page group provides auxiliary infor-
mation and data entry pages for the pilot. These
• Distance and bearing of the pointer from the include:
aircraft
• WEIGHT PLANNING
• Elevation at the pointer
• TRIP PLANNING
• Current latitude and longitude of the pointer
• UTILITY
If no further joystick input is provided by the pilot • GPS STATUS
for 60 seconds, the map automatically returns to
center on the current aircraft position. Pressing • SYSTEM SETUP
the joystick again deselects the panning arrow and • XM INFORMATION
returns the map to the aircraft position. • SYSTEM STATUS
• DIAGNOSTICS (available on ground only
WPT Page Group for maintenance purposes)
The WPT page group depicts information about For details on the functions of each of these pages,
specific waypoints. Any of the waypoints found in refer to the supplemental G1000 documents sup-
the WPT page group can be entered into a flight plied with the aircraft.
plan or used for direct-to navigation.

16-34 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL
NRST Page Group
The NRST page group displays a moving map
showing aircraft position relative to the following:
• AIRPORTS
• INTERSECTIONS
• NDB
• VOR
• USER WPTS
• FREQUENCIES
• AIRSPACES
The moving map initially displays the course to
the nearest resource as a dotted/dashed white line.
FPL Page Group
The FPL page group includes these pages:
• A
CTIVE FLIGHT PLAN—Including verti-
cal navigation.
• F
LIGHT PLAN CATALOG—Allows the
pilot to store several flight plans for future
use.
NAVIGATION STATUS BOX
The navigation data bar is the center area across
the top of the MFD. It displays four fields of real
time, GPS derived, navigation data. These fields
can be pilot selected from a wide range of options
found on the
AUX-SYSTEM SETUP page under the MFD
DATA BAR FIELDS box. Listed below are some
examples of the information that can be displayed.
• BRG—Bearing (to the active waypoint)
• DIS—Distance (to the active waypoint)
• DTK—Desired track (to the active waypoint)
• E
TA—Estimated time of arrival (to the
active waypoint)
Refer to the appropriate Garmin manual for a list-
ing of options available for the software version
being used.
FOR TRAINING PURPOSES ONLY
16 AVIONICS
FLIGHT MANAGEMENT
SYSTEM
WEIGHT PLANNING
Before flight, when the G1000 initializes, the
AUX–WEIGHT PLANNING page appears. The
pilot uses the dual FMS knob to move through the
windows of the page, and enter current data for
the flight. Pressing the EMPTY WT softkey sets
the cursor to that entry, and the pilot corrects as
appropriate, then enters data for other weights. Fuel
weights may be automatically entered from the cur-
rent EICAS indications by pressing the FOB SYNC
softkey. During aircraft operation, fuel flow and
ETE can be automatically determined from actual
operation, and the blank calculated fields display
corresponding calculated data.
FMS AND FLIGHT PLANS
A FMS provides for flight navigation planning
and enroute status monitoring. The FMS primar-
ily operates through the flight plan pages of the
MFD, which allow the pilot to enter a flight plan
with an entire flight profile, from takeoff to landing.
Both lateral and vertical navigation courses may be
entered into the flight plan. The flight plan may be
used to guide the flight by the:
• Pilot viewing the FPL and MAP pages for
general reference
• Pilot using the FD to follow the flight plan
• Aircraft using the AP to follow the flight
plan
Flight plans changed or terminated in flight may be
stored for future use and may be deleted.
Computers for these functions are in the displays.
GPS navigation data (provided from the GIAs) is
the primary navigation source that is automatically
selected flight plan status tracking. Any one of the
displays can perform the FMS functions. Airspeed
and altitude information from the ADC may also
be used, depending on flight plan configuration.
16-35
 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS
MFD/FMS FLIGHT PLAN
CONTROLS AND INDICATIONS
The MFD/FMS controller provides primary control
of these functions. PFDs may also be set to display
smaller windows containing FMS information and
maps. Corresponding controls on the PFD bezels
may be used to control the FMS.
NOTE
Most explanations in this section are
based on the assumption the user is
using the MFD and the MFD/FMS con-
troller. Some (but not all) FMS opera-
tions can also be performed with a PFD
and its controls. This section provides
limited operating information for train-
ing purposes only. For more detailed and
current instructions, refer to the AFM,
the Garmin G1000 Pilot’s Guide, and
the Garmin G1000 Cockpit Reference
Guide.
Flight plans and their associated map and infor-
mation pages are normally presented on the MFD.
The FPL (flight plan) page group includes two
types of pages:
• A
CTIVE FLIGHT PLAN—Flight plan cur-
rently active in the G1000, including VNAV
• F
LIGHT PLAN CATALOG—List of all
flight plans stored in the G1000
Both FPL pages may be viewed on the MFD.
Courses and waypoints in an active flight plan are
depicted on the MAP–NAVIGATION MAP page
(and other maps) of the MFD. The course for the
active leg of an active flight plan is displayed as a
magenta line. Other legs of the course display as
white lines.
USER-DEFINED WAYPOINTS
The user may define new waypoints for use in
navigation. This is helpful in FMS operations to
allow maximum flexibility in flight planning. User-
defined waypoints are necessary when a waypoint
is not stored in the navigation database. The pilot
enters user-defined waypoints into the WPT–USER
WPT INFORMATION page.
16-36 FOR TRAINING PURPOSES ONLY
These waypoints may be selected, as needed,
through the FPL (flight plan) pages.
IFR PROCEDURES
IFR procedures are stored in the database and can
be included in flight plans. The procedures include:
• Standard instrument departures (SIDs)
• Arrival procedures (standard terminal arrival
routes [STARs])
• Approach procedures
VERTICAL NAVIGATION
The MFD/FMS controller provides for vertical
navigation (VNAV) capability in-flight planning
(Figure 16-35). This feature is available for enroute/
terminal cruise and descent operations when VNAV
has been enabled and a VNAV flight plan (with at
least one vertical waypoint) has been activated.
Vertical DIRECT TO also provides VNAV func-
tions. The flight director/AFCS may be armed for
VNAV at any time; however, no target altitudes are
captured during a climb.
VNAV indications include the following:
• V
NAV TARGET ALTITUDE—As preset by
the pilot, that altitude in MSL to be reached
by flying a programmed vertical speed.
• V
ERTICAL DEVIATION INDICATOR—
This symbol indicates deviations from the
correct flight path; thereby allowing the pilot
(or AFCS) to make adjustments in pitch, as
required, to maintain the selected vertical
profile.
• REQUIRED VERTICAL SPEED—The
vertical speed rate required to achieve the
preselected altitude within that distance
defined by the programmed flight plan.
• For more information on vertical navigation,
refer to the Garmin manuals and guides sup-
plied with your Citation Mustang.
 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
3600 VNAV Various controls on the yokes and throttles will
0 TARGET also disengage the AP. FD can be selected using
ALTITUDE the FD key.
4
V 13400 AFCS indications appear at the top of the PFD
below the navigation status box (Figure 16-36).
13300 2 This status box contains information about the cur-
rent status of the AFCS, including whether FD, AP,
00 REQUIRED or YD are active, which guidance mode the AFCS
VERTICAL 13 80
1 VERTICAL is currently following, and which target values are
DEVIATION 20 -1250 SPEED
being observed.
INDICATOR 13200
2 ROL AP YD PIT ALTS
13000 Figure 16-36.   Automatic Autopilot
4
12900 Flight Director
29.92IN
The AFCS FD function causes magenta command
Figure 16-35.   VNAV Indications bars to appear on the PFDs, which indicates the
attitude required to correctly navigate the selected
AUTOMATIC FLIGHT horizontal and/or vertical flight path. The pilot
CONTROL SYSTEM maneuvers the aircraft to maintain the delta symbol
on the PFD as closely as possible to the underside
of the command bars.
DESCRIPTION Each GIA has a FD; one is active and the other is
The Mustang includes an AFCS that provides flight standby. The active FD is selected with the XFR
guidance and automatic flight control. The auto- key.
matic flight control system includes three primary The active FD analyzes the selected flight profile
functions: and compares it to current aircraft position. It then
• Flight director computes such functions as attitude, heading and
• Autopilot roll rate as necessary to maneuver to the selected
flight path. Using these calculations, the active FD
• Yaw damper moves the command bars on both PFDs.
• Manual electric pitch trim
FD commands are limited to:
The AFCS controller (above the MFD) provides
• Pitch—±20°
control of these functions, and the PFDs provide
necessary indications (Figure 16-37 and Table • Vertical acceleration—0.1g
16-8). Computers for these functions are in the • Bank angle—30°
GIAs and the servos. If either GIA fails, the other • Bank Rate—5°/second
GIA performs the FD functions. If both GIAs fail,
the AFCS is not operational. Autopilot
The FD and AP follow the same sources of data for The AP maneuvers the airplane to follow the FD
AFCS guidance. If AP is engaged, the information by providing signals to the four flight-control ser-
is used to control the airplane. If the FD is engaged, vos, which are:
the information is used to guide the pilot. • Pitch
• Roll
The pilot commands AP engagement/disengage-
• Yaw
ment with the AP key on the AFCS controller.
• Pitch trim

FOR TRAINING PURPOSES ONLY 16-37

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

9
10
8

11
12
7

Figure 16-37.   AFCS Controller

13
6

14
5

15
16
4

17
3

18
2

19
1

16-38 FOR TRAINING PURPOSES ONLY

 Table 16-8.   AFCS CONTROLLER DESCRIPTIONS

# CONTROL DESCRIPTION
1 HDG Key Selects/deselects Heading Select Mode.

2 APR Key Selects/deselects Approach Mode.

3 NAV Key Selects/deselects Navigation Mode.

4 FD Key Activates/deactivates the flight director only. Pressing once turns on the pilot-side flight director
in the default vertical and lateral modes.
Pressing again deactivates the flight director and removes the command bars. If the autopilot is
engaged, the key is disabled.

5 XFR Key Transfers between the active flight director and standby flight director.

6 ALT Key Selects/deselects Altitude Hold Mode.

7 VS Key Selects/deselects Vertical Speed Mode.

8 FLC Key Selects/deselects Flight Level Change Mode.

9 CRS Knobs Adjusts the Selected Course in 1° increments on the HSI of the corresponding PFD.
and Press to center the course deviation indicator and return the course
17 pointer directly to the bearing of the active waypoint/station.

10 SPD Key Toggles Airspeed Reference between IAS and Mach for Flight Level Change Mode.
11 NOSE UP/DN Wheel Adjusts the reference in Pitch Hold, Vertical Speed, and Flight Level Change Modes.

12 VNV Key Selects/deselects Vertical Path Tracking Mode for Vertical Navigation flight control.
CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

13 ALT SEL Knob Controls the Selected Altitude in 100-ft increments (the Baro minimum altitude is also available).

14 YD Key Engages/disengages the yaw damper.

15 AP Key Engages/disengages the autopilot.

16 BANK Key Selects/deselects Low Bank Mode.

18 BC Key Selects/deselects Backcourse Mode.

19 HDG Knob Adjusts the Selected Heading and bug in 1° increments on the HSI (both PFDs). Press to
synchronize the Selected Heading to the current heading.

16-39
16 AVIONICS
 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS
Yaw Damper
The YD stabilizes the aircraft in flight to prevent
yaw instability. It can be engaged independently
of the AP.
The YD must be selected off during takeoff and
landing.
CONTROLS AND INDICATIONS
The AFCS is manipulated by various knobs and
keys on the controller and by additional controls
on the yoke and throttles.
AFCS Status Box On PFD
The AFCS status box indicates the settings and sta-
tus of active and pending AFCS functions:
• White—Armed modes
• Green—Active modes
• Amber (flashing)—Canceled modes
• Red (flashing)—Abnormal AP disconnect
AFCS Controller
The AFCS controller is at the top of the instrument
panel, above the MFD. It contains controls for the
FD, AP, YD, and for making associated settings or
selections on the PFDs (including target headings,
courses, altitudes, vertical speeds, and airspeeds).
The pushbutton keys are momentary-contact on/off
toggle switches. Most keys and knobs affect both
FD and AP functions. However, the FD and AP
keys select or deselect all FD and AP operation.
On the right side of most keys on the AFCS con-
troller, small white LEDs indicate when the key
is selected on, and the corresponding function is
active or enabled (Figures 16-38 and 16-39).
PILOT-SIDE PFD SELECTED
XFR
XFR
Figure 16-38.   AFCS Status Bar
16-40 FOR TRAINING PURPOSES ONLY
Control Yoke Switches
On each control yoke, three switches control vari-
ous AFCS functions, particularly disabling the AP,
and returning manual flight control to the crew
(Figure 16-40):
• D
OWN–UP trim switches—When operated
to adjust pitch, trim also disengages the AP.
• A
P TRIM DISC switch—Immediately dis-
connects both the AP and the YD.
• C
WS (control wheel steering) switch—
Momentarily disengages the AP and syn-
chronizes the FD command bars with the
current aircraft pitch (if not in glide slope
or vertical navigation mode) and roll (if in
roll hold mode). A CWS button is on each
control wheel. Upon release of the CWS
button, the FD may establish new reference
points, depending on the current vertical and
lateral modes. The CWS display presents in
the AFCS status box (Figure 16-41).
GA Switches
On the outboard side of each throttle is a recessed
go-around (GA) pushbutton switch (Figure 16-40).
Either switch sets the AFCS for optimum single-
engine climb configuration during a takeoff or go-
around. Pressing the GA switch:
• Disengages the AP—The pilot can reengage
the AP manually by pressing the AP key on
the AFCS. The YD remains engaged.
• Engages the FD—Command bars appear on
the PFDs, and immediately direct 8° nose-up
pitch (Figure 16-43).
• On the ground, enables takeoff mode, which
puts the command bars 10° pitch up.
COPILOT-SIDE PFD SELECTED
 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
AUTOPILOT YAW DAMPER VERTICAL
LATERAL MODES STATUS STATUS MODES ARMED

GPS ROL AP YD VS 100FPM ALTS VPTH

ARMED ACTIVE FLIGHT DIRECTOR ACTIVE MODE
INDICATOR ARROW REFERENCE

Figure 16-39.   AFCS Status Box

During go-around mode, any attempt to modify

pitch attitude (using the CWS button or the DN/
UP thumbwheel knob) causes the AFCS to revert
to default pitch and roll modes.

OPERATION
Emergency Descent Mode
The AFCS has an emergency descent mode (EDM)
that enables the AP, when pressurization is lost, to
automatically descend the aircraft to 15,000 feet at
VMO/MMO, regardless of pilot physiological con- Figure 16-40.   Control Yoke Switches
dition (Figure 16-44). The aircraft must be above
30,000 MSL for EDM to arm. To exit EDM, dis- CONTROL WHEEL STEERING
connect the AP.
ROL CWS YD PIT ALTS
If the AP is engaged, and the onboard cabin pres-
sure sensors detect a cabin altitude greater than Figure 16-41.   CWS Display
14,500 feet, the AP automatically enters EDM,
and displays EDM (white letters in a red box) on
the PFDs.

During EDM, the AFCS:

• Selects HDG mode and sets heading (head-
ing bug on the PFD HSI) to 90° left of the
current heading
• Selects FLC mode, 0.63 m and sets altitude
preselect (altitude bug on the PFD altitude
display) to 15,000 feet
To enable the maximum possible descent rate when
in EDM, the pilot should immediately:
• Reduce throttles to IDLE Figure 16-42.   GA Switch
• Extend speedbrakes

FOR TRAINING PURPOSES ONLY 16-41

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

GO-AROUND MODE ACTIVE

NAV1 111.90 114.10 SJC RH30L ??? SURNE ?? DOS 4.6NM BRG 303° 118.200 136.975 COM1
AUTOPILOT NAV2 113.80 110.90 ISJC GA AP YD GA 136.975 118.000 COM2
DISCONNECT
ANNUNCIATION 4000
FLASHES 130 4
AMBER 5 SEC 2500
20 20 G
120
2400 2
10 10
110
4 2300 80
COMMAND BARS 103 22 60
100
INDICATE CLIMB 2 2200 -900

90 2
10 10 2100
80 306° 4
HDG 276° CRS 303° 2000
30 33 29.92IN
W

N
24

LOC2

3
21

6
S

E
15 12

RAT 0°c ISA +0°c XPDR1 1263 ALT R LCL 10:34:16

Figure 16-43.   Go-Around Mode

HEADING SELECT AUTOPILOT FLIGHT LEVEL CHANGE

MODE ACTIVE ENGAGED MODE ACTIVE

NAV1 111.90 114.10 SJC DIS--.-NM BRG ---° 118.200 136.975 COM1
NAV2 113.80 110.90 HDG AP YD FLC 0.630 ALTS 136.975 118.000 COM2
EMERGENCY
DECENT MODE SELECTED
M .630
EDM 15000 ALTITUDE
ANNUNCIATION 230 30300
20 4 SET TO
20 15,000 FT
220 30200
10 10 2
210 30100

30 0 20
2200
200 00
29900
190 10 10 2

SELECTED 29800
180 150° 4
HEADING HDG 060° CRS 283°
SET 90° LEFT 15
OF CURRENT M170
.538 12 S 29.92IN

HEADING
21
E

GPS ENR
24
6

W
3

N 30
33
RAT 0°c ISA +44°c XPDR1 1253 ALT R LCL 9:44:38PM

Figure 16-44.   Emergency Descent Mode

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16 AVIONICS
SYNTHETIC VISION The following SVS enhancements appear on the
PFD:
SYSTEM (SVS) • Pathways
The optional Synthetic Vision System (SVS) is a • Flight Path Marker
visual enhancement to the G1000 Integrated Flight • Horizon Heading Marks
Deck. SVS depicts a forward-looking attitude dis- • Traffic Display
play of the topography immediately in front of the
aircraft. The field of view is 30 degrees to the left • Airport Signs
and 35 degrees to the right. SVS information is • Runway Display
shown on the Primary Flight Display (PFD), or on • Terrain Alerting
the Multifunction Display (MFD) in Reversionary
Mode. The depicted imagery is derived from the • Obstacle Alerting
aircraft attitude, heading, GPS three-dimensional
position, and a nine arc-second database of ter- OPERATION
rain, obstacles, and other relevant features. The
SVS is activated from the PFD using the softkeys
terrain data resolution of nine arc-seconds, mean-
located along the bottom edge of the display. Press-
ing that the terrain elevation contours are stored in
ing the softkeys turns the related function on or off.
squares measuring nine arc-seconds on each side,
When SVS is enabled, the pitch scale increments
is required for the operation of SVS. Loss of any
are reduced to 10 degrees up and 7.5 degrees down.
of the required data, including temporary loss of
the GPS signal, will cause SVS to be disabled until
SVS functions are displayed on three levels of soft-
the required data is restored.
keys. The PFD Softkey leads into the PFD function
Softkeys, including synthetic vision. Pressing the
The SVS terrain display shows land contours,
SYN VIS Softkey displays the SVS feature soft-
large water features, towers, and other obstacles
keys. The softkeys are labeled PATHWAY, SYN
over 200’ AGL that are included in the obstacle
TERR, HRZN HDG, and APTSIGNS. The BACK
database. Cultural features on the ground such as
Softkey returns to the previous level of softkeys.
roads, highways, railroad tracks, cities, and state
Synthetic Terrain must be active before any other
boundaries are not displayed even if those features
SVS feature may be activated.
are found on the MFD map. The terrain display
also includes a north–south east–west grid with
HRZN HDG, APTSIGNS, and PATHWAY Soft-
lines oriented with true north and spaced at one
keys are only available when the SYN TERR Soft-
arc-minute intervals to assist in orientation rela-
key is activated (gray with black characters). After
tive to the terrain. The colors used to display the
activating the SYN TERR Softkey, the HRZN
terrain elevation contours are similar to that of the
HDG, APTSIGNS, and PATHWAY softkeys may
TOPO map display.
be activated in any combination to display desired
features. When system power is cycled, the last
The Terrain Awareness and Warning System
selected state (on or off) of the SYN TERR, HRZN
(TAWS) is integrated within SVS to provide visual
HDG, APTSIGNS, and PATHWAY softkeys is
and auditory alerts to indicate the presence of ter-
remembered by the system.
rain and obstacle threats relevant to the projected
flight path. Terrain alerts are displayed in red and
yellow shading on the PFD. Pathways
The terrain display is intended for situational Pathways provide a three-dimensional perspective
awareness only. It may not provide the accuracy or view of the selected route of flight shown as col-
fidelity on which to base decisions and plan maneu- ored rectangular boxes representing the horizon-
vers to avoid terrain or obstacles. Navigation must tal and vertical flight path of the active flight plan.
not be predicated solely upon the use of the TAWS The box size represents 700 feet wide by 200 feet
terrain or obstacle data displayed by the SVS. tall during enroute, oceanic, and terminal flight

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 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS
phases. During an approach, the box width is 700
feet or one half full scale deviation on the HSI,
whichever is less. The height is 200 feet or one half
full scale deviation on the VDI, whichever is less.
The altitude at which the pathway boxes are dis-
played is determined by the selected altitude during
climb, cruise, and when the active leg is the final
approach course prior to intercepting the glidepath/
glideslope. During a descent (except while on the
approach glidepath/glideslope), the pathway boxes
are displayed at the selected altitude, or the VNAV
altitude programmed for the active leg in the flight
plan, or the published altitude constraint, whichever
is higher. Just prior to intercepting the glidepath/
glideslope, the pathway boxes are displayed on
the glidepath/glideslope, or the selected altitude,
whichever is lower.
Flight Path Marker
The Flight Path Marker (FPM), also known as a
Velocity Vector, is displayed on the PFD at ground-
speeds above 30 knots. The FPM depicts the
approximate projected path of the aircraft account-
ing for wind speed and direction relative to the
three-dimensional terrain display.
The FPM is always available when the Synthetic
Terrain feature is in operation. The FPM repre-
sents the direction of the flight path as it relates to
the terrain and obstacles on the display, while the
airplane symbol represents the aircraft heading.
The FPM works in conjunction with the Pathways
feature to assist the pilot in maintaining desired
altitudes and direction when navigating a flight
plan. When on course and altitude the FPM is
aligned inside the pathway boxes as shown.
Traffic
WARNING
Intruder aircraft at or below 500 ft. AGL
may not appear on the SVS display or
may appear as a partial symbol.
Traffic symbols are displayed in their approxi-
mate locations as determined by the related traffic
systems.
16-44 FOR TRAINING PURPOSES ONLY
Traffic symbols are displayed in three dimensions,
appearing larger as they are getting closer, and
smaller when they are further away. Traffic within
250 feet laterally of the aircraft will not be dis-
played on the SVS display. Traffic symbols and
coloring are consistent with that used for traffic
displayed in the Inset map or MFD traffic page. If
the traffic altitude is unknown, the traffic will not
be displayed on the SVS display.
Airport Signs
Airport Signs provide a visual representation of
airport location and identification on the synthetic
terrain display. When activated, the signs appear on
the display when the aircraft is approximately 15
nm from an airport and disappear at approximately
4.5 nm. Airport signs are shown without the iden-
tifier until the aircraft is approximately 8 nautical
miles from the airport. Airport signs are not shown
behind the airspeed or altitude display. Airport
signs are activated and deactivated by pressing the
APTSIGNS Softkey.
TAWS Alerting
Terrain alerting on the synthetic terrain display is
triggered by Forward-looking Terrain Avoidance
(FLTA). When an obstacle becomes a potential
impact point the color of the obstacle matches the
red or yellow X on the Inset map and MFD map
displays.
Obstacles are represented on the synthetic terrain
display by standard two-dimensional tower sym-
bols found on the Inset map and MFD maps and
charts. Obstacle symbols appear in the perspective
view with relative height above terrain and distance
from the aircraft. Unlike the Inset map and MFD
moving map display, obstacles on the synthetic ter-
rain display do not change colors to warn of poten-
tial conflict with the aircraft’s flight path until the
obstacle is associated with an actual FLTA alert.
Obstacles greater than 1000 feet below the aircraft
altitude are not shown. Obstacles are shown behind
the airspeed and altitude displays.
Revision 1.1
 CITATION MUSTANG PILOT TRAINING MANUAL

16 AVIONICS
Figure 16-45.   SVS on the PFD

Revision 1.1 FOR TRAINING PURPOSES ONLY 16-45

 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

Figure 16-46.   Terrain Alerts with SVS on the PFD

16-46 FOR TRAINING PURPOSES ONLY Revision 1.1

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16 AVIONICS
AUDIO PANEL
DESCRIPTION 1 2

The Mustang avionics system includes an audio

panel for each crewmember (pilot and copilot). 3 4
The audio panels are visible as vertical switch pan-
els on the instrument panel immediately outboard
of each PFD. Each audio panel includes an audio 5 6
amplifier, a marker beacon receiver, and controls
for selecting and managing audio sources. These
panels manage all audio sources, including COM
transceivers, NAV, ADF, DME and marker bea- 7 8
con receivers, aircraft intercom and aural warning
systems. They also control the switching of micro-
phones and headsets. The audio panel also includes 9 10
a digital voice recorder, which holds up to 2 min-
utes and 30 seconds of recorded audio to assist the
pilot in recording ATC clearances. 11 12

CONTROLS AND INDICATIONS

13 14
The audio panels use small keys for each item.
Above each key is a small, triangle-shaped LED
indicator, which illuminates when the device for
the corresponding button is selected on that audio 15 16
panel (Figure 16-47 and Table 16-9). Each audio
panel may have different selections from the other
panel. 17

Power-Up 18 19
During aircraft power-up, all audio panel annun-
ciators illuminate for 2 seconds. Then all the audio
switch selections (and annunciators) return the set- 20 21
ting in effect when the aircraft was powered down.
There are two exceptions: The speaker and inter-
com are always activated during power-up, and
remain active until deselected.

22 23
Fail-Safe COM Operation
If both GIAs fail, the audio panels directly connect
the pilot headset and microphone to the COM1
transceiver, and the copilot headset and microphone
to the COM2 transceiver. (No audio is available to 24
the speaker in this situation.) If only one GIA fails,
the crewmember on that side will only have audio
access to the corresponding COM transceiver.
Figure 16-47.   Audio Panel

FOR TRAINING PURPOSES ONLY 16-47

 16 AVIONICS

Table 16-9.   AUDIO PANEL DESCRIPTIONS

# CONTROL DESCRIPTION

16-48
1 COM1 MIC Selects the #1 transmitter for transmitting. COM1 receive is simultaneously selected when this key is
pressed, allowing received audio from the #1 Com receiver to be heard.
2 COM1 When selected, audio from the #1 Com receiver can be heard.
3 COM2 MIC Selects the #2 transmitter for transmitting. COM2 is simultaneously selected when this key is pressed
allowing received audio from the the #2 Com receiver to be heard.
4 COM2 When selected, audio from the #2 Com receiver can be heard.
5 COM3 MIC Not used on the Cessna Citation Mustang.
6 COM3 Not used on the Cessna Citation Mustang.
7 PA Selects the passenger address system (if installed). The selected Com transmitter is deselected when
the PA key is pressed. There are no cabin speekers. Headset jacks for passagers are an option.
8 TEL Not used on the Cessna Citation Mustang.
9 MUSIC Not used on the Cessna Citation Mustang.
10 SPKR Pressing this key selects and deselects the corresponding cockpit speaker. All audio will be heard on
the speaker, to include audio warnings.
11 MKR/MUTE Activates the marker beacon receiver audio. Pressing mutes the currently received marker beacon
receiver audio. Push again to turn off all marker audio.
12 HI SENS Press to increase marker beacon receiver sensitivity. Press again to return to normal.
13 DME Pressing turns DME audio on or off.
14 NAV1 When selected, audio from the #1 Nav receiver can be heard.
15 ADF Pressing turns on or off the audio from the ADF receiver.
16 NAV2 When selected, audio from the #2 Nav receiver can be heard.
17 AUX Not used on the Cessna Citation Mustang.
CITATION MUSTANG PILOT TRAINING MANUAL

18 REC Press to start the recording up to 2.5 minutes of COM receiver audio. When no audio is being

FOR TRAINING PURPOSES ONLY

received, nothing is recorded. Press again to stop recording.
19 PLAY Press once to play the last recorded audio. Press again to stop playing. Press twice quickly while
audio is playing and the previous block of recorded audio will be played. Each subsequent two
presses will skip back to the previously recorded block.
20 INTR COM Pressing selects the pilot/copilot intercom on both audio panels. Press again to deselect the intercom.
21 MAN SQ Press to enable manual squelch for the intercom. When active, press the ICS knob to illuminate ‘SQ’.
Turn the ICS knob to adjust squelch.
22 ICS Knob Turn to adjust intercom volume or squelch. Press to switch between volume and squelch control as
indicated by the ‘VOL’ or ‘SQ’ being illuminated. The MAN SQ key must be selected to allow squelch
adjustment.
23 MSTR Knob The master volume control adjusts volume for all headset audio.
24 Reversionary Mode Button Pressing manually selects reversionary mode.
 CITATION MUSTANG PILOT TRAINING MANUAL
COM Radio Priority
The G1000 includes two COM radios. COM1 is
in GIA#1 and COM2 is in GIA#2. Either pilot
may communicate using either COM radio. Each
crew microphone is connected to a COM radio
through a COM MIC key. For each crewmember,
their COM MIC selection (COM MIC1 or COM
MIC2) makes the selected COM radio their active
transceiver, connected to their microphone. On
each PFD, this is indicated by green digits for the
active frequency of the primary transceiver. All
other frequencies use white digits. The pilot may
listen to the other COM radio by selecting the
COM1 or COM 2 button.
Both crewmembers may select the same primary
transceiver, or each may select a different primary
transceiver. If both crewmembers select the same
primary transceiver, and each crewmember keys
their microphone at the same time, the micro-
phone that transmits through the COM radio is the
microphone of the crewmember with priority for
that COM unit (the pilot has priority on COM1,
and the copilot has priority on COM2). The hand
microphone is connected to the pilot audio panel.
TRAFFIC INFORMATION
SERVICE
The TIS provides the pilot with limited information
about nearby potential air-traffic hazards in termi-
nal areas that have TIS-capable ground-based radar.
NOTE
TIS is an advisory service only, to help
the pilot locate traffic visually. It is the
pilot responsibility to see and avoid
traffic.
The service has three basic requirements:
• TIS-equipped aircraft must have an operat-
ing mode-S transponder (the G1000 includes
two).
• Conflicting aircraft must have an operating
mode-A, mode-C or mode-S transponder.
• Both aircraft must be within range (approx-
imately 55 miles) of an air traffic control
FOR TRAINING PURPOSES ONLY
16 AVIONICS
radar that has TIS enabled. These radars
are most likely to be in congested terminal
areas. (Refer to the FAA Airman’s Informa-
tion Manual for current TIS-radar coverage
status).
The ground-based radar, when providing TIS,
detects transponder-operating aircraft that are in
proximity to other aircraft, and transmits traffic
information about those aircraft to other aircraft
nearby. If the client aircraft are operating a mode-
S transponder, ground radar transmits the loca-
tion, direction, speed, and vertical proximity of the
other nearby aircraft. Ground radar only reports a
maximum of eight traffic hazards, primarily those
within 7 NM horizontally and+3,500/–3,000 feet
vertically of the client aircraft.
The mode-S transponder receives this information,
and depicts it on the TRAFFIC display of the MFD
map and the PFD inset map.
CAUTION
Traffic Information Service is only effec-
tive when within range of a TIS-capable
terminal radar site. It may operate inter-
mittently, or not at all due to interference
with transmission or reception (by ob-
stacles, terrain or the aircraft itself, or
condition of the ground radar). TIS does
not provide information on aircraft with-
out an operating transponder.
TIS is a “line-of-sight” system that uses tracking
to report and update traffic notifications (every 5
seconds) on the MFD traffic map page or on the
PFD map inset. Traffic alert messages appear on
the PFD to the right of the top of the airspeed tape.
The GTX 33 transponder has selective addressing
or MODE SELECT (mode-S) capability. Mode-S
functions include a data link capability that allows
information to be exchanged between aircraft and
various air traffic control facilities.
TIS uses data acquired by surveillance of the mode-
S radar system. During turns or other maneuver-
ing, TIS data may become random as a result of
interference between aircraft and ground antennae.
16-49
 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS
Additionally, reception may be interrupted by ter-
rain (e.g. mountains).
TIS performs an automatic test during power-up
and displays a standby screen on the traffic map
page. If the power-up test fails, a NO DATA, DATA
FAILED or FAILED message displays on the sec-
ond page in the map group.
The traffic map page displays the following TIS
information:
• Interrogating aircraft location, surrounding
traffic locations, and range marking rings
• C ur rent traff ic mode (OPERATE,
STANDBY)
• Traffic alert messages (FAILED, DATA
FAILED, NO DATA, UNAVAILABLE)
• Traffic display banner (AGE, TRFC COAST,
TA OFF Range, TRFC RMVD, TRFC
FAIL, NO TRFC DATA, TRFC UNAVAIL,
TRAFFIC)
When the aircraft is airborne, TIS switches from
standby to operating mode. TIS OPERATING
displays in the upper left corner of the traffic map
page. A traffic advisory (TA) symbol displays when
traffic is within the following range:
• ±500 feet
• 0.5 NM
• 34 seconds
A traffic advisory is accompanied by an aural “traf-
fic” callout as well as when traffic becomes unavail-
able. In addition, an alert box appears on the PFD
and the inset map is automatically displayed with
traffic information.
Altitude deviation from the interrogating aircraft
is shown above or below the target symbol. Target
climb or descent is shown as an up or down arrow.
TIS assists pilots in the visual acquisition of other
aircraft in visual meteorological conditions only.
Do not use as a collision avoidance system. Pilots
still have “see and avoid” responsibility for possible
traffic conflicts. During instrument meteorological
conditions, TIS must not be used for maneuvering
when no visual contact exists with other aircraft.
16-50 FOR TRAINING PURPOSES ONLY
TRAFFIC ADVISORY SYSTEM
As a substitute for the standard G1000 traffic infor-
mation service (TIS), an optional traffic advisory
system (TAS) is available. TIS and TAS have simi-
lar functions and indications. However, while TIS
is dependent upon TIS-enabled ground stations
to detect and report traffic, TAS directly detects
and identifies traffic with an onboard interrogator.
As a result, TAS can operate anywhere, not only
in places with TIS-enabled ground stations. Also,
because it is direct, TAS is faster, updating every
half-second (TIS updates every 5 seconds).
WARNING
TAS cannot detect all traffic hazards.
TAS is only effective at identifying traf-
fic with an operating transponder. Only
aircraft with a transponder operating in
Mode C (altitude encoding) or Mode S
(data link) can be identified by relative
altitude. It is the pilot’s responsibility to
see and avoid traffic. Do not rely on TAS
to avoid traffic in instrument meteoro-
logical conditions (IMCs).
When equipped with TAS, the Citation Mustang
uses the Honeywell KTA 870 (refer to the Honey-
well KTA 870 Pilot’s Guide).The unit connects to
the MFD through GIA. Indications are provided
on the MFD and PFD, and aural alerts through the
audio panel.
TAS Traffic Symbols
Traffic indications are similar to those previously
described for TIS. On MFD/PFD maps that display
traffic, the following symbols appear to indicate
traffic that the TAS unit has identified:
• S
olid yellow dot—Aircraft with TAS range,
and a traffic hazard/threat
• Y
ellow/black dot (on outer ring)—Aircraft
outside TAS range; whether traffic hazard
threat or not is unknown
• S
olid white diamond—Proximity traffic not
an apparent hazard/threat, but approaching
your altitude
 CITATION MUSTANG PILOT TRAINING MANUAL
• H
ollow white diamond—Proximity traffic,
all other
• “ TA” text with data—Nonbearing traffic
(bearing unknown), text includes distance,
altitude, and trend, if known. (On the TRAF-
FIC MAP page, this message displays near
the center of the map).
Digits appear above or below the symbol, indicat-
ing the difference between the aircraft’s altitude and
the other aircraft’s altitude. The digits are above the
symbol when the aircraft is above, and below the
symbol when the aircraft is below. Also, a minus
(–) symbol before the digits indicates the aircraft
is below, and a plus (+) symbol before the digits
indicates the aircraft is above. An up arrow beside
the symbol indicates that the other aircraft is climb-
ing (at 500 fpm or more).
MAP–TRAFFIC MAP Page
And TAS Controls
To view TAS indications exclusively or to adjust
TAS settings, switch to the MAP–TRAFFIC MAP
page (use the large FMS knob to select the MAP
page group and the small FMS knob to select the
TRAFFIC MAP page).
The system self-test verifies operation of the aural
warning when the STANDBY softkey is pressed,
followed by pressing the TEST softkey; in approxi-
mately 8 seconds, three different traffic symbols
appear and the aural message “TAS system test
OK” is heard. (If the test fails, a different message
is heard).
On the MAP–TRAFFIC MAP page, pressing the
OPERATE softkey activates TAS, which begins
displaying transponder-operating traffic in the area.
The alert “TAS OPERATING” appears in the upper
left corner of the TAS display.
To adjust the altitude-based traffic altering function,
use the ALT MODE softkey. Select the threat zone
to monitor: BELOW (current altitude), NORMAL
(within ____ feet of current altitude), ABOVE, or
UREST (unrestricted).
Rotate the RANGE/PAN joystick knob to change
viewing range, and move the joystick knob verti-
cally or horizontally to pan the display.
Revision 1.1 FOR TRAINING PURPOSES ONLY
16 AVIONICS
TAS On Other MFD/PFD Maps
TAS indications can be viewed on other MFD
maps, and on the PFD inset map, by pressing the
MAP softkey below the corresponding page, fol-
lowed by the TRAFFIC softkey.
NOTE
The TRAFFIC softkey label is black let-
ters on a gray background when TAS is
active on that map.
AIRBORNE WEATHER
RADAR
A GWX 68 airborne weather radar provides pre-
cipitation returns and ground-mapping returns. The
radar primarily assists the pilot in detecting danger-
ous thunderstorms along the flight path. It also clar-
ifies the boundaries and intensities of storm cells
and locations of severe precipitation. The GWX
68 has both horizontal and vertical scan capabil-
ity, which provides greater detail on the position
of storms, including their heights. The ground-
mapping feature of the onboard radar assists the
pilot in identifying landmarks and bodies of water.
The GWX 68 radar unit is in the nose of the air-
craft. The antenna sweeps across an arc of 90°
horizontally (45° each side of center), and 60°
vertically (30° above and below the horizon). The
radar transmits a very-high-energy radio beam,
which is reflected from precipitation and surface
features.
WARNING
The radar beam is dangerous, and close
exposure can cause severe injury. When
operating the radar on the ground, en-
sure that no persons or objects are with-
in 11 feet of the antenna. (People inside
the aircraft are safe, if no object is close
enough to the antenna to reflect the en-
tire beam into the aircraft.) Do not begin
to transmit, until the aircraft is clear of
all persons and objects on the ground
within 11 feet.
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16 AVIONICS
WEATHER RADAR PAGE
AND CONTROLS
On the MFD, the MAP–WEATHER RADAR page
provides access to the weather radar depiction and
control.
On the ground, the weather radar must be activat-
ed to operate. Pressing the MODE softkey causes
other softkeys to appear, providing control of the
radar. The STANDBY key initiates the 1-min-
ute warm-up period required before operating the
radar. After 1 minute, ensure the aircraft is clear
of all persons and objects within 11 feet of the
antenna and forward of the aircraft, then select the
WEATHER softkey, which activates the weather
radar antenna.
NOTE
If the aircraft is already airborne, the
STANDBY mode is not required be-
fore energizing the antenna. After land-
ing, the radar automatically returns to
STAND-BY mode.
Pressing the BACK key exits the MODE softkey
menu, and returns to the main radar softkey menu.
RADAR DISPLAY AND
INDICATIONS
The GWX 68 digital radar utilizes a four-color
display capable of scanning airspace ahead of the
aircraft through various pilot adjustable angles.
Specific sectors may be monitored through a hori-
zontal plane of 20°, 40°, 60°, or 90°. A vertical
scanning function provides for scanning through
8° of coverage, selectable by the pilot to assist in
analyzing storm tops, gradients, and cell buildup
activity at various altitudes.
The following additional features provide an added
margin of safety:
• E
xtended sensitivity time control (STC)—
Logic that automatically correlates distance
of the return echo with intensity, so that cells
do not suddenly appear to get larger, as they
get closer.
16-52 FOR TRAINING PURPOSES ONLY
• W
ATCH (weather attenuated color high-
light)—Helps identify possible “shadowing”
effects of short-range cell activity. Radar
return signals are weakened, or attenuated,
by intense precipitation. The same is true for
extensive areas of lesser precipitation. Under
these circumstances, the potential exists for
“the storm behind the storm” to be masked
from viewing with airborne radar units.
• W
eather alert looks ahead for intense cell
activity in the 80–320 NM range, even if
these ranges are not being monitored.
Refer to Table 16-10.
Table 16-10.   PRECIPITATION INTENSITIES
WEATHER MODE APPROXIMATE
INTENSITY
COLOR RAINFALL RATE
BLACK < 23 DBZ < .01 IN./HR.
GREEN 23 DBZ TO < 32 DBZ .01 - 0.1 IN./HR.
YELLOW 32 DBZ TO < 41 DBZ 0.1 - 0.5 IN./HR.
RED 41 DBZ TO < 50 DBZ 0.5 - 2 IN./HR.
MAGENTA 50 DBZ AND GREATER > 2 IN./HR.
Range Adjustment
The range of the radar display is adjustable. Rotate
the RANGE/PAN joystick knob to adjust the dis-
play range. The current distance to each dotted arc
is noted at one end of each arc. Range adjustment
only affects the display; it does not change the beam
intensity or sensitivity (gain) of the radar.
WATCH Softkey
The GWX 68 radar includes a WATCH (weather-
attenuated color highlight), which projects a col-
ored “shadow” to indicate a warning to the pilot of
possible attenuation. The WATCH softkey selects
or deselects this feature.
Gain Control
Radar sensitivity may be adjusted by pressing the
GAIN softkey, then rotating the small FMS knob
to adjust the radar gain. This could change the
color indications and give a false indication of
actual precipitation and surface returns. However,
adjusting radar-return gain may increase clarity of
some situations.
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16 AVIONICS
CAUTION Table 16-11.   GROUND TARGET RETURN
INTENSITY LEVELS
When finished viewing at an adjusted
gain, press the GAIN softkey again to GROUND MAP
INTENSITY
MODE COLOR
turn off the gain adjustment, and return
the radar to calibrated-gain mode, so BLACK 0 DB
that colors are again accurately indicat-
CYAN > 0 DB TO < 9 DB
ing the strength of the returns.
YELLOW 9 DB TO < 18 DB
MAGENTA 18 DB TO < 27 DB
ANTENNA STABILIZATION
BLUE 27 DB AND GREATER
The GWX 68 radar antenna is stabilized through
gyro data to minimize low quality images as the
pilot maneuvers around weather, particularly in
TERRAIN AWARENESS
turbulence. Through control key inputs, the STAB AND WARNING SYSTEM
feature may be selected ON or OFF as desired.
An integral terrain awareness and warning sys-
tem (TAWS) provides the pilot with aural and
ANTENNA TILT visual warnings of terrain and obstacles near, at
Adjusting the vertical tilt angle of the antenna or above the aircraft altitude or flight path (Figure
selects the vertical direction to scan. This enables 16-48). TAWS relies on current terrain and obstacle
the pilot to focus attention on a particular area, such databases.
as the tops of a storm, or the ground. To adjust the
antenna tilt from the MAP–WEATHER RADAR TRAFFIC TERRAIN
page, press the FMS knob, and a cursor/highlight 28.7NM 300°
117.95 96.7 DIS BRG 136.075
appears in the TILT field of the display. Adjust the 117.95 136.975
antenna (radar beam) tilt as desired, using the small
15200
FMS knob. If the VERTICAL display is presented, 240 TRAFFIC TERRAIN
15180
20 20 4
a line appears indicating the angle of tilt.
Figure 16-48.   Traffic and Terrain Display
GROUND MAPPING
Ground mapping mode highlights surface features. HAZARD DEPICTIONS
Cities and other built-up areas typically provide AND ALERTS
strong returns, while water typically provides little
or no return. Ground mapping may assist the pilot Red areas on the terrain map indicate terrain within
in navigation. 100 feet (approximately 33 meters) of the current
aircraft altitude or higher, including terrain above
To select ground mapping from the MAP – the current aircraft altitude (Figure 16-49). Amber
WEATHER RADAR page, press the MODE soft- areas on the terrain map indicate terrain between
key. Press the GROUND softkey. Adjust antenna 100 feet and 1,000 feet below the aircraft altitude.
tilt to select the specific angle desired for ground Black areas on the map indicate terrain greater than
mapping. Refer to Table 16-11. 1,000 feet below the aircraft.

Obstacles are similarly colored, and depicted with

standard obstacle symbols. If TAWS detects an
imminent impact (based on aircraft course, ground
speed, and vertical speed), an X is depicted in the
current aircraft course at the point of expected
impact.

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16 AVIONICS
TERRAIN
–100 FT
–1000 FT
Figure 16-49.   Terrain Colors
Color-coded warnings (for red areas) and cau-
tions (for amber areas) are signaled through warn-
ing flags appearing on the PFD, and through aural
warnings. If any page, except the TERRAIN
PROXIMITY page is selected on the MFD, a pop-
up warning message appears in the lower right
corner of the display. In this situation, pressing the
ENT (enter) key immediately switches the MFD to
the MAP–TERRAIN PROXIMITY page; press-
ing the CLR (clear) key causes the current map to
remain visible on the MFD.
TAWS hazard depictions may also be displayed as
overlays on other maps by selecting the TERRAIN
softkey. However, TAWS hazard depictions cannot
be displayed simultaneously with XM Weather
NEXRAD images or airborne weather radar indi-
cations, because they use similar color coding to
indicate weather threat areas.
XM WEATHER AND GDL
69/69A DATA LINK
The MFD can display satellite-broadcast weather
information. From any location in North America,
the MFD can receive aviation weather information
from the XM Weather™ satellite broadcasts. The
XM Weather service also provides temporary flight
restriction (TFR) reports. The system can download
XM Weather data from satellite broadcasts, which
is received from a commercial subscription ser-
vice. The GDL 69/69A data link receiver enables
the G1000 to receive XM Weather (and TFR) data.
16-54 FOR TRAINING PURPOSES ONLY
The data link is remotely mounted; its controls are
on the G1000 panels and displays.
NOTE
For information on activating XM
Weather service subscription, refer to
the Garmin GDL69/-69A XM Satellite
Radio Activation Instructions, or refer
to “Activating XM Radio Services” in
the Garmin G1000 Pilot’s Guide for the
Cessna Citation Mustang.
NOTE
This section contains basic, limited in-
formation on the features and operation
of the XM Weather service data option.
For more information on XM Weath-
er and the Garmin GDL 69/69A Data
Link LRU, refer to the Garmin manuals
and guides supplied with your Citation
Mustang.
XM Weather Information
Available
The user level (class) of XM Weather service and
specific weather-information products available
are listed on the AUX–XM INFORMATION page
on the MFD, along with the associated identifica-
tion codes.
Complete XM Weather service can include the fol-
lowing information:
• Graphical information depictions:
°° NEXRAD data (NEXRAD)
°° METAR data (METAR)
°° Wind data (WIND)
°° Echo tops (ECHO TOP)
°° Cloud tops (CLD TOP)
°° Lightning strikes (XM LTNG)
°° Storm cell movement (CELL MOV)
 CITATION MUSTANG PILOT TRAINING MANUAL
• Graphic and text information:
°° SIGMETs/AIRMETs (SIG/AIR)
°° Surface analysis including city forecasts
(SFC)
°° County warnings (COUNTY)
°° Freezing levels (FRZ LVL)
°° Hurricane track (CYCLONE)
°° Temporary flight restrictions (TFR)
• Text-only information:
°° METAR data
°° Terminal aerodrome forecasts (TAF)
XM Weather Display
Options And Limitations
On MFD map pages (and PFD inset maps), soft-
keys allow the user to select which XM Weath-
er information (if any) to display. Multiple XM
Weather information products can be displayed
simultaneously on some pages. Note that some
XM Weather information products cannot display
with certain other XM Weather products. Like-
wise, some XM Weather products cannot display
with certain information from other sources. The
NEXRAD legend is shown in Figure 16-48.
MAP–XM WEATHER
DATA LINK Page
In the MAP page group, the WEATHER DATA
LINK page provides the maximum number of
views of XM Weather information products.
The range/pan joystick provides an interface with
many of the weather products. When the map point-
er is pointing to, or in, a specific feature on the map,
the center box of the map pointer information bar
gives information on that feature. When pointing
to a specific symbol representing a weather haz-
ard, information is given about that hazard. When
the hazard is an area, and the map pointer is on
the boundary, or inside the boundary of the area,
information about the hazard appears in the cen-
ter box. When the map pointer is in a place where
multiple hazards exist, only one is identified in the
center box; SIGMETs have priority.
FOR TRAINING PURPOSES ONLY
16 AVIONICS
For boundaries of hazard areas, refer to the Gar-
min manuals.
On the main softkey menu, the MORE WX softkey
leads to more weather products. Selecting some of
these features may require a more detailed softkey
selection, such as specific altitudes for winds aloft
depiction, or forecast periods (current, 12-hour,
24-hour, etc.) for surface weather depictions.
Viewing METARs and TAFs
METARS and TAFs are available in text format
through XM Weather.
METARs and TAFs can be viewed by selecting the
WPT–AIRPORT INFORMATION page and press-
ing the WX softkey. This changes the page to the
WPT–WEATHER INFORMATION page (for the
selected airport). On the right side of the page are
windows for METAR reports and TAF forecasts.
STANDBY FLIGHT
INSTRUMENTS
The Mustang has four standby flight instruments
that can function independent of the electrical sys-
tem or any other system, including the avionics.
These instruments are:
• Standby attitude indicator
• Standby airspeed indicator
• Standby altimeter
• Standby magnetic compass
Each 2-inch indicator is a self-contained unit. Elec-
trical power for these units comes through the
STBY INST switch from the right avionics elec-
trical bus. The bus connects to normal DC power,
and also has a dedicated 1.2 ampere-hour standby
battery. The standby battery is in the nose and con-
nects to the main electrical bus for charging power
(refer to Chapter 2—“Electrical System”). Circuit
breakers for the standby battery charging circuit,
and each of the standby instruments (except the
compass), are in the AVIONICS section of the
right CB panel.
16-55
 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

Weather Product Symbol Expiration Time Refresh Rate

(Minutes) (Minutes)
NEXRAD 30 5

Cloud Top (CLD TOP) 60 15

Echo Top 30 7.5

XM Lightning (LTNG) 30 5

Cell Movement (SCIT) 30 12

SIGMETs/AIRMETs (SIG/AIR) 60 12

METARs 90 12

City Forecast (CITY) 60 12

Surface Analysis (SFC) 60 12

Freezing Levels (FRZ LVL) 60 12

Winds Aloft (WIND) 60 12

County Warnings (COUNTY) 60 5

Cyclone Warnings (CYCLONE) 60 12

Radar Coverage no product 30 5

image
TFRs no product 60 12
image
TAFs no product 60 12
image

Figure 16-50.   NEXRAD Legend

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16 AVIONICS
The pneumatic instruments (airspeed and alti- STANDBY AIRSPEED
tude) bypass both ADCs and are directly connected
(pneumatically) to the pilot-side pitot-static system.
INDICATOR
The magnetic compass operates without external The standby airspeed indicator displays aircraft
power. However, an internal light in the compass airspeed (Figure 16-52). It measures the ram and
receives DC power from the same source as the static air pressures directly from the pilot-side
other standby instruments pitot-static system, and presents the airspeed on a
single pointer indicator. The pointer is referenced
against a dial marking to display the indicated air-
STANDBY ATTITUDE speed. VMO is marked with a red line at 250 KIAS.
INDICATOR
The standby attitude indicator is a self-contained
unit that provides visual pitch and roll aircraft
attitude information (Figure 16-51). The indicator
contains an electrically powered gyroscope, which
maintains vertical orientation. The instrument is
internally lighted. A PULL TO CAGE knob allows
the gyro to be aligned prior to flight.

Figure 16-52.   Standby Airspeed Indicator

To determine MMO limits, compare indicated alti-

tude to the placarded altitudes, and determine the
corresponding limiting calibrated airspeed (KCAS)
from the table.

WARNING
When relying only on standby airspeed,
use caution to remain below VMO and
MMO.
Green and red LEDs on the upper left corner of the
bezel provide self-test indications during power-up.
Figure 16-51.   Standby Attitude Indicator
NOTE
CAUTION When power is applied to the standby
The attitude indicator may be damaged airspeed indicator, the green and red
if the PULL TO CAGE knob is released LEDs flash and the standby airspeed in-
with a “snap.” Release pull to cage knob dicator needle rotates clockwise to the
slowly in order to avoid a “snap” release. maximum limit, then counterclockwise
to the zero-park position. After comple-
tion of the needle travel test, the nee-
dle returns to the measured pressure,
and normal operation of the instrument
begins.

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 CITATION MUSTANG PILOT TRAINING MANUAL
16 AVIONICS

If the red LED illuminates or the green LED is
dark, the instrument is not operational and main-
tenance is required.
The instrument pointer may be tested by pushing
the built-in test (BIT) switch on the lower right
bezel.
STANDBY ALTIMETER DISPLAY
The standby altimeter displays aircraft altitude
(Figure 16-53). The instrument measures the static
air pressure directly from the pilot-side static sys-
tem. It presents the baro-corrected altitude on a
digital readout at the top center of the instrument
dial, and a pointer displays the precise altitude on
the dial markings. A barometric-setting knob is
on the lower-left corner of the altimeter. The set-
ting appears in a digital readout as hectoPascals
(MB) on the lower-left face and inches of mercury
(INHG) on the lower-right face of the instrument
dial.
When the power-up self-test is complete, verify the
green LED illuminates, and the indicator needle
reads the current altimeter barometric setting. If the
red LED illuminates, the instrument is not opera-
tional, and maintenance is required.
The instrument pointer may be tested by pushing
the BIT switch on the lower right bezel.
STANDBY MAGNETIC
COMPASS
The standby magnetic compass is on the wind-
shield post above the assist handle (Figure 16-54).
It uses a standard magnetic compass wheel inside
a kerosene-filled chamber, viewed through a win-
dow in the front of the instrument. The compass
has a calibration placard on the windshield post.
Aircraft heading appears in the window under the
lubber line in the center of the window.

Figure 16-53.   Standby Altimeter

Green and red LEDs on the upper left corner of the Figure 16-54.   Magnetic Compass
bezel provide self-test indications during power-up.
CAUTION
NOTE Avoid placing metal or magnetic objects near the
When power is applied to the standby compass, because these can cause errors.
altimeter, the green and red LEDs flash.
The standby altimeter needle moves to
the zero park position and then returns
to the measured pressure once normal
operation of the instrument begins.

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16 AVIONICS
NOTE
Magnetic compass is influenced by the
windshield heat, cockpit fan, and fresh
air fan. These items must be off prior to
referencing magnetic compass heading,
then may be reselected on. The items
must then be reselected off prior to each
referencing of the magnetic compass.

LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.

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16 AVIONICS
QUESTIONS
1. The two GDC 74B air data computers are
responsible for supplying information to what
instruments?
A. Standby airspeed indicator, standby altim-
eter, and standby attitude indicator
B. PFD attitude indicator and horizontal
direction indicator
C. PFD airspeed indicators, altimeters, and
vertical speed indicators
D. MFD XM weather information system
2. The open green circle that can appear on the
airspeed indicator indicates:
A. The stall warning computer has indicated
a reference approach speed cue of 1.3 VS1
B. The stall warning computer has indicated
a reference approach speed cue of 1.1 VS0
C. The stall warning computer is indicating
an approach speed of 1.5 VLSA
D. The airspeed indicator has a fault to deter-
mine the final approach speed
3. The standby flight instruments on the Mustang
aircraft are:
A. Vacuum and ram-air driven; instruments
indicate airspeed, altitude, and attitude
regardless whether power is lost to the
aircraft
B. Electrically driven instruments that have
their own dedicated standby battery pack,
which can power the airspeed, altitude, and
attitude instruments for 30 minutes
C. Powered with the avionics power switch
set to the on position
D. Being electrically charged even with a loss
of all DC power.
16-60 FOR TRAINING PURPOSES ONLY
4. If the pilot forgets to turn off the takeoff V
speeds in the timer/reference box on the PFD,
the pilot should:
A. Immediately turn off the takeoff V speeds
as this can cause a hazardous condition
when trying to land the aircraft
B. Press the TMR/REF and MENU bezel
key on the PFD and choose to turn off all
takeoff V speeds, or accelerate the aircraft
above 160 knots
C. Press the MENU bezel key on the PFD and
choose to turn on the landing V speeds
D. Shutdown the avionics power switch and
reboot the PFD
5. When setting the BARO MIN on the PFD, the
pilot should keep in mind that they are setting:
A. The height above ground level for the
minimums of an approach
B. The altitude that they want the aircraft
to level to when climbing to a selected
altitude
C. The altitude that they want the aircraft to
descend to when reaching the minimums
of an approach
D. The altitude that is the decision height or
minimum descent altitude on an approach
6. If the MFD fails:
A. The pilot and copilot PFD displays nor-
mally and the display backup button at the
bottom of the pilot or copilot audio panel
has to be selected to display the necessary
flight information, engine information,
and CAS window.
B. The pilot and copilot PFDs automatically
go into reversionary mode.
C. The pilot PFD remains unaffected and the
copilot screen automatically switches to
reversionary mode.
D. The pilot screen only automatically
switches into reversionary mode.
Revision 1.0
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16 AVIONICS
7. For flight planning purposes, the pilot can
enter the weight and balance information by
going to the:
A. MAP page on the MFD
B. NRST page group on the PFD
C. AUX page group on the MFD
D. PROC page group on the PFD

8. When the pilot chooses a lateral or vertical

mode on the AFCS controller, the AFCS status
box indicates:
A. Green for standby and white for active
B. Magenta for standby and white for active
C. White for standby and green for active
D. Both white for standby and for active

9. The CWS button on the control yoke will:

A. Momentarily disengage the autopilot, but
the servos remain engaged
B. Momentarily disengages the AP and syn-
chronizes the FD command bars with the
current aircraft pitch and roll attitude
C. Disengage the yaw damper
D. Discontinue the pitch mode of the autopilot

10. The PLAY key on the audio panel allows the

pilot to:
A. Play back the previous recorded 2-minute
block of a received audio transmission
B. Play the last audio transmission on the No.
2 NAV
C. Receive the last PA request from the
passengers
D. Play the XM radio song that is being
uploaded

11. While operating the GWX weather radar sys-

tem on the ground, make sure that:
A. The gain is properly calibrated
B. The radar system has been tested
C. The No. 2 COM is set to the ATIS
D. No one is within 11 feet of the radar anten-
na if the weather is turned on while on the
ground

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16 AVIONICS

INTENTIONALLY LEFT BLANK

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CHAPTER 17
OXYGEN SYSTEM
CONTENTS
INTRODUCTION................................................................................................................ 17-1

17 OXYGEN SYSTEM
GENERAL............................................................................................................................ 17-1
OXYGEN SYSTEM............................................................................................................. 17-3
Description.................................................................................................................... 17-3
Components................................................................................................................... 17-3
Controls and Indications................................................................................................ 17-5
Operation....................................................................................................................... 17-8
Limitations.................................................................................................................... 17-9
LIMITATIONS................................................................................................................... 17-10
EMERGENCY/ABNORMAL........................................................................................... 17-10
QUESTIONS..................................................................................................................... 17-11

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17-ii FOR TRAINING PURPOSES ONLY

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ILLUSTRATIONS
Figure Title Page
17-1. Oxygen System Schematic.................................................................................... 17-2
17-2. Standard Crew Masks............................................................................................ 17-3
17-3. Crew Oxygen Mask, Stowed (Pilot Side).............................................................. 17-3

17 OXYGEN SYSTEM
17-4. Flow Indicator........................................................................................................ 17-4
17-5. Pilot and Copilot Consoles.................................................................................... 17-4
17-6. Passenger Oxygen Mask........................................................................................ 17-5
17-7. OXYGEN CUTOFF Knob.................................................................................... 17-5
17-8. Oxygen Control Valve Knob.................................................................................. 17-5
17-9. Mic Switches......................................................................................................... 17-6
17-10. Oxygen Pressure Gauge......................................................................................... 17-7
17-11. Overboard Discharge Indicator.............................................................................. 17-7
17-12. Crew Mask Controls.............................................................................................. 17-7
17-13. Oxygen Bottle........................................................................................................ 17-9

TABLES
Table Title Page
17-1. OXYGEN SUPPLY DURATION....................................................................... 17-10
17-2. CAS MESSAGE................................................................................................. 17-10

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17 OXYGEN SYSTEM

INTENTIONALLY LEFT BLANK

17-iv FOR TRAINING PURPOSES ONLY

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CHAPTER 17
OXYGEN SYSTEM

17 OXYGEN SYSTEM
INTRODUCTION
This chapter covers the oxygen system and squat switch (weight-on-wheels sensing) systems
on the Citation Mustang. Oxygen is available to the crew and passengers during pressurization
system malfunctions or when required. One squat switch on each landing gear indicates when
weight is on the wheel. The squat switches provide signals to various aircraft systems.

GENERAL
The oxygen system includes the crew and passen-
ger distribution systems (Figure 17-1). Oxygen is
available to the crew at all times and is available to
the passengers either automatically above a cabin
altitude of approximately 14,800 feet, or manually
at any altitude by the oxygen control valve.
The squat switches provide signals to various air-
craft systems, controls and indications to adjust
them for different operation, depending on whether
the aircraft is in flight or on the ground. The spe-
cific role of the squat switch in each aircraft sys-
tem is described in detail in that system chapter of
this manual.

FOR TRAINING PURPOSES ONLY 17-1

 17 OXYGEN SYSTEM

OXYGEN GAUGE

17-2
OXYGEN
SUPPLY
HANDLE COPILOT OXYGEN
OXYGEN FILL PORT
MASK
BLOWOUT DISC
CHECK
VALVE

REGULATOR

OXYGEN
BOTTLE
RH MULTI-FUNCTION
OXYGEN PCB WITH
CUTOFF VALVE TRANSDUCER
LP
LOW OXYGEN
PRESSURE SWITCH
(OXYGEN OFF - CAS
MESSAGE)
LH MULTI-FUNCTION
CREW ONLY PCB WITH
TRANSDUCER CABIN DROP BOX ASSEMBLY CABIN DROP BOX ASSEMBLY
(SINGLE MASK) (DOUBLE MASK)
DROP MASK
OXYGEN CONTROL
VALVE

PILOT OXYGEN
NORMAL OXYGEN CONTROL MASK
(SOLENOID VALVE VALVE SELECTOR
NORMALLY CLOSED)
CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

LEGEND
BOTTLE PRESSURE
REGULATED CREW OXYGEN
(AVAILABLE TO CREW AT ALL TIMES)
REGULATED PASSENGER OXYGEN
(CONTROLLED BY OXYGEN CONTROL VALVE)

Figure 17-1.   Oxygen System Schematic

 CITATION MUSTANG PILOT TRAINING MANUAL

OXYGEN SYSTEM The shutoff valve on the bottle is normally open in

DESCRIPTION
The Mustang oxygen system is primarily for emer-
gency use, but also allows limited-duration none-
mergency use. It provides breathable low-pressure
oxygen (at approximately 70 psi) to crew and pas-
sengers through individual oxygen masks.
flight. It is mechanically controlled in the cockpit
by the OXYGEN SUPPLY control knob.
Crew Oxygen Masks
Each crewmember is supplied with a quick-don-
ning mask with a built-in microphone and regu-
lator (Figure 17-2). Each oxygen mask is stowed

17 OXYGEN SYSTEM
immediately outboard and aft of each crewmember
in a container above the outboard shoulder of each
The system uses a single bottle of compressed crewmember (Figure 17-3) and is equipped with an
oxygen to supply both crew masks and passenger inline flow indicator (Figure 17-4). A flow indica-
masks. A regulator controls overall system pres- tor indicates to the crew that oxygen is received.
sure, and a shutoff valve (controlled by an oxygen
supply valve labeled OXYGEN SUPPLY in the
cockpit) enables or disables the system. Another
cockpit control labeled OXYGEN CONTROL
VALVE selects distribution modes.

An oxygen gauge indicates the pressure (and indi-

rectly, volume) of oxygen in the bottle. A crew
alerting system (CAS) message indicates when
insufficient oxygen is available. If oxygen supply
is shut off or if pressure in the system is too low, an
amber OXYGEN OFF message appears.

Individual controls on crew masks adjust their

oxygen flow.

COMPONENTS
The system includes: Figure 17-2.   Standard Crew Masks
• Oxygen bottle (with integral shutoff valve
and pressure regulator)
• Oxygen masks (crew and passenger)
• Oxygen control valve

Oxygen Bottle
A single bottle holds all compressed oxygen for the
system. It is on the right side of the nose storage
compartment and has a 623-liter (22-cubic-feet)
useable capacity with 1,133-liter (40-cubic-feet)
option. Oxygen is stored in the bottle at a pressure
between 1,600 and 1,800 psig.

A shutoff valve and pressure regulator on the bottle

control the flow of oxygen to the distribution sys-
tem (Figure 17-1). The regulator reduces oxygen
system pressure to 70 psi downstream of the bottle. Figure 17-3.   Crew Oxygen Mask,
Stowed (Pilot Side)

FOR TRAINING PURPOSES ONLY 17-3

 CITATION MUSTANG PILOT TRAINING MANUAL

The crew masks plug into OXYGEN MASK recep-

tacles on the pilot and copilot side consoles (Figure
17-5). The mask oxygen line plugs into the large
valve port, and the mask microphone plugs into the
MIC jack, both of which are under the OXYGEN
MASK section of the console. Ensure both plugs
are fully inserted before flight.

If the aircraft is to be parked outside and the tem-

17 OXYGEN SYSTEM

perature is colder than 0°C, the masks must be

removed from the aircraft and kept warm.
Figure 17-4.   Flow Indicator

The mask is quick-donning by pressing the red Passenger Oxygen Masks

sides of the nosepiece, which causes the harness
to inflate and easily slip over the head.
The mask is a diluter/pressure-demand type with
100% oxygen provided by pushing a lever/tab on
the bottom-right corner of the mask to the 100%
position.
To qualify as a quick-donning mask, the crew oxy-
gen mask must be properly stowed in the receptacle
behind, above, and outboard of each crewmember
on the forward cabin divider, and must be set to
100%.
In the cabin, passenger masks are in overhead con-
tainers and drop automatically or manually (Fig-
ure 17-6). A lanyard attached to the mask aids in
pulling the mask down if it does not drop clear of
the box.
A short lanyard physically connects the mask to
a pin in a valve inside the overhead oxygen line.
Pulling this lanyard pulls out the pin to start the
oxygen flow to the mask. The act of lowering the
oxygen mask to the face also pulls free the lanyard
and pin, enabling oxygen to flow. Passenger masks
have no flow indicator.

NOTE
Headsets, eyeglasses, or hats worn by
the crew will interfere with the quick-
donning capability of the oxygen masks.

PILOT CONSOLE

COPILOT CONSOLE

Figure 17-5.   Pilot and Copilot Consoles

17-4 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

OXYGEN CONTROL VALVE

Knob
The OXYGEN CONTROL VALVE knob is on the
far left edge of the instrument panel (Figure 17-8).
It controls oxygen flow to the passenger cabin. Its
three positions actuate a control valve for passen-
ger oxygen distribution as desired. The knob posi-
tions are:

17 OXYGEN SYSTEM
• CREW ONLY
• NORMAL
• DROP MASK

Figure 17-6.   Passenger Oxygen Mask

CONTROLS AND INDICATIONS

OXYGEN CUTOFF Knob
The OXYGEN CUTOFF cutoff knob is on the low-
er-right corner of the instrument panel, below the
OXYGEN pressure gauge (Figure 17-7). It closes
the regulator at the bottle for delivery of oxygen
to the crew and passengers. When the OXYGEN
SUPPLY knob is placed in the CUTOFF position,
line pressure is vented overboard.
Figure 17-8.   Oxygen Control Valve Knob

CREW ONLY Mode

When the control knob of the oxygen control valve
is placed in the CREW ONLY position, oxygen is
not available to the passengers. In this position,
oxygen is only available to the crew.

After donning the mask, the crew must set the lever
under each mask to NORMAL or 100%. For pres-
sure breathing, rotate the mask emergency select
knob to EMERGENCY.

Figure 17-7.   OXYGEN CUTOFF Knob
NOTE
Oxygen masks are certified to 40,000
feet cabin altitude for the crew only. The
CREW ONLY mode operates with or
without DC power.

FOR TRAINING PURPOSES ONLY 17-5

 CITATION MUSTANG PILOT TRAINING MANUAL

NORMAL Mode
When the oxygen system is enabled, if the OXY-
GEN CONTROL VALVE knob is selected to the
NORMAL position (see Figure 17-8), passenger
oxygen masks automatically drop down from the
cabin ceiling anytime cabin pressure altitude is
greater than 14,800 feet.

Normally, the pressurization system maintains an

17 OXYGEN SYSTEM

8,000-foot cabin altitude up to the maximum cer-

tified altitude. However, if cabin altitude exceeds
approximately 14,800 feet, a cabin-altitude sensor
energizes the passenger oxygen solenoid valve
open. Oxygen flows into the passenger distribution
system and releases latches on the mask compart-
ment doors. This allows the doors to open and the
masks to fall out.
Figure 17-9.   Mic Switches
Selecting a MIC switch to OXY MASK selects
audio input from the microphone in that crew oxy-
gen mask, and disables audio input from that crew-
member headset microphone.

After restoration of the cabin pressure to normal
values, the solenoid valve deenergizes closed at
approximately 11,500 feet cabin altitude, shutting
off oxygen flow to the passengers. The pilot can
bypass the solenoid valve by selecting the OXY-
GEN CONTROL VALVE knob to DROP MASK.
DROP MASK Mode
The pilot can supply oxygen to the passengers
at any cabin altitude by placing the OXYGEN
CONTROL VALVE selector to the DROP MASK
position (see Figure 17-8). When this position is
selected, all masks in the cabin to immediately drop
from the cabin overhead. This mode operates with
or without DC power. When oxygen flow to passen-
gers is not desired, shut off oxygen flow to passen-
ger masks by selecting the OXYGEN CONTROL
VALVE knob to the CREW ONLY position at any
time, or the NORM position when below 11,500
feet cabin altitude.
MIC Switches (Left And Right)
The left and right MIC switches are immediately
below and inboard of each control yoke shaft on
the lower instrument tilt panel. There is one switch
for each crewmember. Each switch has two posi-
tions: OXY MASK and HEADSET. Normally,
each switch is set to the HEADSET position, which
selects crew audio input to the avionics system
from the microphones in the crewmember headset
(Figure 17-9).
Depressing the microphone button on the respec-
tive control wheel allows the crewmember to trans-
mit through the headset microphone or through
the oxygen mask microphone, as selected by the
respective MIC switch.
When the switch is in the OXY MASK position,
the cockpit speaker turns on and cannot be turned
off using the audio panel button.
OXY CONTROL Circuit Breaker
The OXY CONTROL circuit breaker in the ENVI-
RO section of the pilot CB panel protects the pas-
senger oxygen solenoid valve. Pulling this circuit
breaker disables the spring-loaded solenoid, which
closes the valve.
OXYGEN Pressure Gauge
The OXYGEN pressure gauge (Figure 17-10) is on
the right side of the copilot instrument panel, below
and to the right of the copilot primary flight display
(PFD), and above the OXYGEN CUTOFF knob
(see Figure 17-7). The gauge illuminates internally.
The range markings are as follows:
• Yellow arc .................................... 0–400 psi
• Redline .......................................... 2,000 psi

17-6 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

Crew Oxygen Mask Controls

And Indications
Each crew mask has the following controls (Fig-
ure 17-12):

• Harness inflation plate

• N–100% diluter rocker switch

17 OXYGEN SYSTEM
• Emergency select knob
• PRESS to TEST button
• Vent valve
• Flow indicator
Figure 17-10.   Oxygen Pressure Gauge

Service anytime gauge indicates insufficient vol-

ume. Refer to the Airplane Flight Manual (AFM);
normal indication is between 1,600 and 1,800 psig.

Overboard Discharge Indicator

A green overboard discharge indicator (disc) is on
the right side of the nose section directly below the
nose access door (Figure 17-11). If the disc is rup-
tured, the oxygen bottle has experienced overpres-
sure and is now empty. If the disc ruptures, perform
maintenance before flight.

Figure 17-12.   Crew Mask Controls

Harness Inflation Plate

The red harness inflation plate is a mechanical
valve control on the lower-left corner of the mask,
which controls inflation of the harness. Squeezing
the plate against the mask causes a momentary flow
of pressurized oxygen to the harness. This inflates
the harness, which expands to allow the crewmem-
ber to slip the mask harness over their head. When
Figure 17-11.   Overboard Discharge the plate is released, the pressure is released from
Indicator the harness, which then contracts to hold the mask
firmly to the face of the crewmember.

FOR TRAINING PURPOSES ONLY 17-7

 CITATION MUSTANG PILOT TRAINING MANUAL
N–100% Diluter Rocker Switch
The red N–100% diluter rocker switch is a mechan-
ical valve on the lower-right corner of the mask.
The switch controls the dilution of oxygen supplied
by the mask to the crewmember:
• N
(normal diluted oxygen)—Forward switch
position. Reduces the rate of oxygen usage
by mixing oxygen with normal cockpit air
17 OXYGEN SYSTEM
at a ratio determined by cabin altitude.
• 1 00% (pure oxygen)—Aft switch position.
Provides only pure oxygen from the oxygen
bottle. No cockpit air is mixed with the flow.
The mask is required to be set to 100% and
checked prior to flight in order to qualify as
a quick-donning mask.
EMERGENCY–PRESS
TO TEST Knob
The red EMERGENCY–PRESS TO TEST knob/
button is a mechanical valve on the underside of
the mask. The knob controls the pressure of oxy-
gen supplied by the mask to the crewmember and
the button is pressed to test and check if oxygen
is available:
• E
MERGENCY position (clockwise, toward
crewmember)—Provides oxygen under pos-
itive pressure, regardless of crewmember
breathing.
• D
emand-breathing position (not labeled;
counterclockwise, away from crewmem-
ber)— Provides oxygen on demand as deter-
mined by crewmember breathing. This is the
normal setting.
• P
RESS TO TEST function—Spring-loaded
button in the center of the knob. Pressing the
button on the knob causes a positive pres-
sure and flow of oxygen to the mask until
the button is released.
Vent Valve
When smoke goggles are worn, they fit over the
vent on the top of the mask nosepiece. A vent valve
control on the front of the mask nosepiece slides
forward to open the vent to allow oxygen to enter
and clear the smoke goggles.
17-8 FOR TRAINING PURPOSES ONLY
NOTE
Open the vent valve only if pressure
breathing (EMERGENCY position) has
been selected. If the vent is opened when
the mask is in the other position (de-
mand breathing), smoke may be drawn
into the mask.
Flow Indicator
A flow indicator (slide in the mask hose near the
connector to the oxygen panel) shows clear when
oxygen is available to the mask and is flowing. It
shows black when there is no flow.
OPERATION
For specific, current instructions on normal oper-
ations, refer to the AFM. Where the following
information differs from the AFM, use the AFM
information and follow the AFM instructions. The
following information is only for training and back-
ground information.
WARNING
Strictly obey the procedures for the use
of oxygen equipment. Do not use oil,
grease, or other lubricants made from
petroleum in the area of oxygen equip-
ment. This can cause a dangerous fire
hazard.
Preflight
During preflight, ensure the OXYGEN SUPPLY
control knob is fully pushed in (forward) to open
the shutoff valve on the oxygen bottle. Check that
proper pressure is indicated on the OXYGEN
gauge. Test each crew mask before flight using the
PRESS TO TEST button to be sure that it is receiv-
ing oxygen from the system. Ensure that oxygen
flows into the mask and to the pilot under positive
pressure. Before takeoff, check that the OXYGEN
OFF message is not displayed and the OXYGEN
VALVE is in the NORMAL position.
 CITATION MUSTANG PILOT TRAINING MANUAL
In flight to operate the oxygen system, ensure there
is adequate pressure in the system as indicated by
these three conditions:
• T
he OXYGEN gauge indicates adequate
supply (refer to AFM)
• T
he OXYGEN SUPPLY knob is pushed in
(forward) fully
• T
he OXYGEN OFF message does not
appear
When those conditions are met, the oxygen system
can be operated in one of three modes as select-
ed by the pilot using the OXYGEN CONTROL
VALVE knob.
Crew Oxygen Mask
Remove the crew oxygen mask from its container
and squeeze the mask so the harness inflation plate
is pressed against the mask to inflate the harness.
Place the harness over the head and position the
mask over the face and nose, then release the har-
ness inflation plate. The harness contracts to hold
the mask in place.
The crewmember is assured that oxygen is being
received when no restriction to breathing is pres-
ent with the mask donned and the red N–100%
diluter rocker switch is set to 100% (aft position).
If the cabin altitude is at or below 25,000 feet, to
conserve oxygen when using the mask, the diluter
rocker switch may be set to normal (N).
NOTE
On crew masks, select 100% oxygen
above 25,000 feet cabin altitude. At
cabin altitudes of 25,000 feet and below,
select normal (N).
For pressure breathing or smoke/fumes protection,
rotate the emergency select knob on the underside
of the mask clockwise toward the crewmember to
the EMERGENCY position (see Figure 17-10).
This position provides a steady flow of pressurized
oxygen to the face cone and the smoke goggles (if
installed).
FOR TRAINING PURPOSES ONLY
Maintenance Considerations
Service the oxygen system any time the pressure
gauge indicates inadequate supply, or when the
overboard discharge indicator shows an overpres-
sure event has occurred.
If the oxygen bottle depletes to empty or if the
oxygen discharge indicator ruptures, the system
must be purged and the oxygen bottle replaced
17 OXYGEN SYSTEM
before the next flight. The original oxygen bottle
must be returned to the supplier for refurbishment
or replacement before further use.
Service the oxygen bottle through the filler port
near the forward bulkhead, inside the right nose
baggage door (Figure 17-13). Only use aviator
oxygen (MIL-O-27210, Type 1) for servicing. The
fill valve incorporates a check valve and filter. A
pressure sealing cap prevents contaminants from
entering the oxygen system.
Figure 17-13.   Oxygen Bottle
LIMITATIONS
Table 17-1 indicates approximate normal duration
of oxygen supply with different numbers of users.
WARNING
Due to human physiological limitations,
the passenger oxygen system is not sat-
isfactory for continuous operation above
25,000 feet cabin altitude. The crew
oxygen system is not satisfactory for
continuous operation above 40,000 feet
cabin altitude. Individual physiological
limitations may vary. If crew or passen-
gers experience hypoxia symptoms, de-
scend to a lower cabin altitude.
17-9
 CITATION MUSTANG PILOT TRAINING MANUAL

Table 17-1.   OXYGEN SUPPLY DURATION

OXYGEN SUPPLY CHART 22 FT3

AVAILABLE TIME IN MINUTES
2 2 2 2
CABIN 2
COCKPIT, COCKPIT, COCKPIT, COCKPIT,
ALTITUDE COCKPIT
1 CABIN 2 CABIN 3 CABIN 4 CABIN
8000 196 74 46 33 26
10,000 225 78 47 34 27
15,000 220 79 48 35 27
17 OXYGEN SYSTEM

20,000 178 73 46 34 27
25,000 98 55 39 30 24
30,000 129
35,000 175
40,000 246

AVAILABLE TIME IN MINUTES

1 1 1 1
CABIN 1
COCKPIT, COCKPIT, COCKPIT, COCKPIT,
ALTITUDE COCKPIT
1 CABIN 2 CABIN 3 CABIN 4 CABIN
8000 392 91 52 36 28
10,000 450 95 53 37 28
15,000 440 96 54 37 29
20,000 356 92 53 37 29
25,000 197 77 48 35 27
30,000 258
34,000 350
40,000 492

WARNING EMERGENCY/
No smoking when oxygen is being used ABNORMAL
or following use of passenger oxygen
until lanyards have been reinstalled. For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
CAUTION
Oil, grease, soap, lipstick, lip balm, and Table 17-2.   CAS MESSAGE
other fatty materials constitute a serious
fire hazard when in contact with oxygen. OXYGEN OFF

DESCRIPTION This message indicates the oxygen

Oxygen use limitations are further governed by the system pressure-sensor switch detects
applicable regulations. In the U.S.A., the pilot must system pressure below approximately
have the oxygen mask on his face during normally 45–50 psig. The message extinguishes if
pressurized flight for single-pilot Part 135 opera- system pressure rises above 50–55 psig.
tions above FL 250 or above single-pilot Part 91 This message also displays when the
operations above FL 350. OXYGEN SUPPLY knob is in the PULL
TO CUTOFF position.
INHIBITS EMER, LOPI, TOPI
LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.

17-10 FOR TRAINING PURPOSES ONLY Revision 1.0

 CITATION MUSTANG PILOT TRAINING MANUAL
QUESTIONS
1. When using the oxygen mask for smoke pro-
tection, the mask regulator should be set for:
A. EMER
B. NORM
C. 100% oxygen
D. STANDBY
2. With a total DC power failure, oxygen is:
A. Available to passengers via the OXYGEN
CONTROL VALVE in the DROP MASK
position
B. Available to passengers via the OXYGEN
CONTROL VALVE in the NORMAL
mode
C. Available to passengers via the OXYGEN
CONTROL VALVE in the CREW ONLY
position
D. Available to occupants regardless of the
position of the OXYGEN CONTROL
VALVE
3. With the amber CAS message OXYGEN OFF
displayed, required pilot action is to:
A. OXYGEN SUPPLY knob—PUSH IN
B. OXYGEN SUPPLY knob—PULL OUT
C. Rotary TEST knob—To ANNU
D. Push the TMR/REF soft key
4. Pilot action required with a red CABIN ALT
message displayed is to:
A. Oxygen masks—DON and 100%
OXYGEN
B. OXYGEN SUPPLY VALVE—PULL
OUT
C. OXYGEN SUPPLY VALVE—CREW
ONLY
D. OXYGEN SUPPLY VALVE— Reversion-
ary mode
FOR TRAINING PURPOSES ONLY
5. After donning the oxygen mask, the mask
microphone should be set for:
A. L or R MIC switches—MASK
B. NORM
C. STANDBY
D. EMER
17 OXYGEN SYSTEM
6. The cockpit oxygen pressure gauge reads:
A. The oxygen pressure, which is present at
the crew masks
B. Electrically derived system low
pressure
C. Bottle pressure
E. Electrically derived system high pressure
7. During the walkaround, the pilot notices the
green overboard discharge indicator is miss-
ing, this indicates:
A. The oxygen bottle has discharged itself
due to overpressure
B. The nitrogen blowdown bottle has ther-
mally discharged itself
C. The hydrogen bottle has thermally dis-
charged itself
D. The halon bottle has thermally discharged
itself
8. Passenger masks are dropped when:
A. The OXYGEN CONTROL VALVE is in
NORMAL, normal DC power available,
and cabin altitude exceeds 14,800 feet
B. The cabin altitude exceeds 13,500 feet,
regardless of OXYGEN selector position
C. The OXYGEN selector is in DROP
MASK, regardless of altitude
D. When cabin altitude exceeds 10,500 feet
17-11
 CITATION MUSTANG PILOT TRAINING MANUAL

9. On descent, oxygen flow to the passenger

masks is automatically:
A. Established
B. Set to the NORMAL mode
C. Terminated as cabin altitude descends
through 11,500 feet
D. Terminated as cabin altitude descends
through 14,800 feet
17 OXYGEN SYSTEM

10. The crew oxygen masks are certified up to:

A. 25,000 feet cabin altitude
B. 30,000 feet cabin altitude
C. 35,000 feet cabin altitude
D. 40,000 feet cabin altitude

11. The flight crew oxygen masks need to be

removed from the airplane if the temperature
is forecast to be below:
A. 10°C
B. 0°C
C. –10°C
D. –20°C

12. Prolonged use of passenger oxygen masks

above ________ feet cabin altitude is not
allowed:
A. 20,000
B. 25,000
C. 30,000
D. 35,000

17-12 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 18
MANEUVERS AND PROCEDURES
CONTENTS
INTRODUCTION................................................................................................................ 18-1
PERFORMANCE................................................................................................................. 18-2
Takeoff and Landing Speeds.......................................................................................... 18-2
Weights.......................................................................................................................... 18-2
FLIGHT OPERATIONS....................................................................................................... 18-3
Preflight and Taxi........................................................................................................... 18-3
Takeoff........................................................................................................................... 18-5

AND PROCEDURES
AIRWORK MANEUVERS.................................................................................................. 18-6

18 MANEUVERS
Steep Turns.................................................................................................................... 18-6
Miscellaneous................................................................................................................ 18-6
LIMITATIONS...................................................................................................................... 18-7
EMERGENCY/ABNORMAL.............................................................................................. 18-7
APPROACH TO STALL TRAINING REQUIREMENTS .................................................. 18-8
Training Scenarios......................................................................................................... 18-8
Checking / Testing Requirements.................................................................................. 18-8
STALL RECOVERY PROFILES......................................................................................... 18-9
STALL RECOVERY RATIONALE.................................................................................. 18-12
SIMULATOR TRAINING GUIDANCE........................................................................... 18-13
Initial Training Course................................................................................................ 18-13
Simulator Session # 1................................................................................................. 18-13
Simulator Session # 5................................................................................................. 18-13
Simulator Session #7.................................................................................................. 18-13

FOR TRAINING PURPOSES ONLY 18-i

 CITATION MUSTANG PILOT TRAINING MANUAL

RecurrentTraining Course.......................................................................................... 18-13

Simulator Session # 1................................................................................................. 18-13
Simulator Session # 2................................................................................................. 18-13
AND PROCEDURES
18 MANEUVERS

18-ii FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

ILLUSTRATIONS
Figure Title Page
18-1. Takeoff and Landing Card...................................................................................... 18-3
18-2. Approach to Stall - Enroute Configuration............................................................ 18-9
18-3. Approach to Stall - Takeoff Configuration.......................................................... 18-10
18-4. Approach to Stall - Landing Configuration........................................................ 18-11
18-5. Takeoff - Normal................................................................................................. 18-14
18-6. Takeoff - Engine Failure (Speed Below V1)....................................................... 18-15
18-7. Takeoff - Engine Failure (At or Above V1)......................................................... 18-16
18-8. VFR Approach - Normal.................................................................................... 18-17
18-9. VFR Approach - Single Engine.......................................................................... 18-18

AND PROCEDURES
18 MANEUVERS
18-10. ILS Approach - Normal...................................................................................... 18-19
18-11. Nonprecision Approach - Normal....................................................................... 18-20
18-12. Nonprecision Approach - Single Engine............................................................ 18-21
18-13. Missed Approach - 2 Engine (Precision/Nonprecision)..................................... 18-22
18-14. Missed Approach - Single Engine (Precision/Nonprecision)............................. 18-23
18-15. Visual Approach................................................................................................. 18-24
18-16. Steep Turns.......................................................................................................... 18-25

TABLES
Table Title Page
18-1. MINIMUM MANEUVERING SPEEDS.............................................................. 18-2
18-2. EXAMPLE CALLOUTS (IFR AND VFR)........................................................... 18-4

FOR TRAINING PURPOSES ONLY 18-iii

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AND PROCEDURES
18 MANEUVERS

INTENTIONALLY LEFT BLANK

18-iv FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 18
MANEUVERS AND PROCEDURES

AND PROCEDURES
18 MANEUVERS
INTRODUCTION
This chapter contains information and flight profiles likely to be encountered during training
and in most daily flight operations. These procedures are consistent with the Cessna Model 510
Citation Mustang Aircraft Flight Manual (AFM) and pilot abbreviated checklists.

GENERAL
The flight profiles in this chapter show some nor-
mal and emergency operating procedures. They
are a general guide for training purposes. Actual
in-flight procedures may differ due to aircraft con-
figuration, weight, weather, traffic, ATC instruc-
tions, etc. Procedures are consistent with the AFM.
If a conflict develops between these procedures and
the AFM, then AFM procedures must be followed.

FOR TRAINING PURPOSES ONLY 18-1

 CITATION MUSTANG PILOT TRAINING MANUAL
PERFORMANCE
The Mustang performance is certified to Part 23
Normal Category with FAA Special Conditions to
meet Commuter Category (14CFR Part 23) takeoff
and landing performance requirements. The fol-
lowing areas will help to familiarize the pilot with
terms in the AFM and to help the pilot understand
the capabilities of the aircraft.
TAKEOFF AND LANDING
SPEEDS
Refer to the FAA-approved Cessna Model 510
Citation Mustang pilot abbreviated checklists or
AFM for takeoff and landing speeds.
V1 (takeoff decision speed)—The distance to
continue the takeoff to 35 feet will not exceed
the scheduled takeoff field length if recognition
occurred at V1 (accelerate-go). The distance to
AND PROCEDURES
18 MANEUVERS
bring the aircraft to a full stop (accelerate-stop)
will not exceed the scheduled takeoff field length
provided that the brakes are applied at V1.
VR (rotation speed)—The speed at which rotation
is initiated during takeoff to attain the V2 climb
speed at or before a height of 35 feet above runway
surface has been reached.
V2 (takeoff safety speed)—This climb speed is the
actual speed at 35 feet above the runway surface
as demonstrated in flight during takeoff with one
engine inoperative.
V ENR (enroute climb speed)—Single-engine
enroute climb speed.
VREF (minimum final approach speed)—The air-
speed equal to the landing 50-foot point speed with
flaps LAND (anti-ice OFF) or with flaps 15 (anti-
ice ON) and landing gear extended. For emergency
and abnormal procedures, the airspeed equal to the
50-foot point speed with flaps in landing position
as defined and landing gear extended.
VAPP (missed approach climb speed)—The land-
ing approach climb speed (1.3 VS1) with 15 flap
position, landing gear up.
18-2 FOR TRAINING PURPOSES ONLY
Speeds are posted on the airspeed tape for reference
during takeoff, approach, and landing. The V-speed
flags on the G-1000 may be selected ON or OFF at
the discretion of the pilot.
Minimum maneuvering speeds provide a safety
margin above stall speed (for current flap setting
and weight) when maneuvering prior to establish-
ing a stabilized final approach.
Table 18-1 lists minimum maneuvering speed.
Table 18-1.   MINIMUM MANEUVERING
SPEEDS
FLAP CONFIGURATION CITATON CE-510
UP VREF + 30
TO/APR VREF + 20
LAND VREF + 20
WEIGHTS
Maximum takeoff weight is limited by the most
restrictive of:
1. Maximum cer tif ied takeoff weight
( F l a p s — TA K E O F F / A P P R O A C H )
8,645 pounds
2. Maximum weight permitted by climb
requirements
3. Maximum weight permitted by takeoff field
length
Takeoff weight may be further limited by obstacle
clearance requirements of a departure runway or
procedure, or by the landing weight restrictions at
destination.
Maximum landing weight is limited by the most
restrictive of:
1. Maximum certified landing weight—8,000
pounds
2. Maximum weight permitted by climb require-
ments or brake energy limits
3. Maximum weight permitted by landing
distance
 CITATION MUSTANG PILOT TRAINING MANUAL

Landing weight may be further limited by obsta- Sample Takeoff Briefing

cle clearance requirements of a missed approach
procedure.
Some flight departments use preprinted cards for
computations, ATIS and clearances. Sample take-
off and landing data (TOLD) cards are shown in
Figure 18-1.
FLIGHT OPERATIONS
Sample flight profiles are shown in Figures 18-2
through 18-17.
PREFLIGHT AND TAXI
“This will be a static (or rolling) takeoff with flaps
at TO/APR. Check takeoff power and call “speed
alive, 70 knots, V1 and rotate.” I will call for gear
up, flaps, and yaw damper. The departure is _____.
Call abort for any malfunction below V1. I will
control the aircraft and extend the speedbrakes
and notify the tower. Between 70 and V1 we will
only abort for red lights, loss of directional control
or loss of major displays. After V1 we will handle
all problems in flight. We will climb to _____ feet
before doing any actions. I will fly and talk to
ATC, and you can then get into the checklist. If I
do not respond to you or I do something danger-
ous, assume controls and we will sort it out later.
Any questions or comments?”

If flying as a crew, the pilot-in-command ensures If flying as a single pilot, the pilot in command
that the copilot understands the normal and emer- (PIC) does not perform any checklist items while
gency procedures to be used for that takeoff. This the aircraft is taxiing. The only flight instrument
includes verbal callouts during takeoff roll and ini- check to perform while moving is a check of head-

AND PROCEDURES
18 MANEUVERS
tial climb (refer to Table 18-2). ing changes and movement of the slip indicator.
FlightSafety F lightS afety
international international

Figure 18-1.   Takeoff and Landing Card

FOR TRAINING PURPOSES ONLY 18-3

 CITATION MUSTANG PILOT TRAINING MANUAL

Table 18-2.   EXAMPLE CALLOUTS (IFR AND VFR)

PHASE CONDITION CALLOUT

Takeoff All airpseed indicators moving “Airpseed alive”
All airspeed indicators indicating 70 KIAS “70 knots”
Airspeed indicators at computer V1 “V1”
Airpseed indicators at computed VR “Rotate”
Airspeed indicators at computed V2 “V2”
Departure/Enroute/Approach Prior to intercepting an assigned course “Course alive”
Climb and descent Approaching transition altitude (IFR and VFR) “Transition altitude altimeters reset”
1,000 feet above/below assigned altitude (IFR) State altitude leaving and assigned level-
off altitude
Final At final approach fix (Fix) altimeters and instruments check
(NOTE 1)
500 feet above minimums “500 above minimums”
100 feet above minimums “100 above minimums”
Runway acquisition “Runway at (clock position)” or “Approach
lights at (clock position)” (NOTE 2)
After pilot flying reports “visual,” pilot not flying “VREF”
reverts to instruments and callouts
AND PROCEDURES
18 MANEUVERS

“Sink (rate of descent)”

“On,” “Above,” or “Below glide slope,” if

required
At decision altitude (DA) “Minimums, runway, not in sight” or “Mini-
mums, runway at (clock position)” or “Mini-
mums, approach lights, at (clock position)”
(NOTE 2)
At minimum descent altitude (MDA) “Minimums” (NOTE 2)
At missed-approach point (MAP “Missed-approach point, runway not in
sight” or “Missed-approach point, runway
at (clock position)” or “missed-approach
point, approach lights, at (clock position)”
NOTES:
1. CHECK FOR APPEARANCE OF WARNING FLAGS AND GROSS INSTRUMENT DISCREPANCIES
2. CARE MUST BE EXERCISED TO AVOID MAKING AMBIGUOUS CALLOUTS THAT COULD NEGATIVELY INFLUENCE THE PILOT
FLYING, RESULTING IN A COMPROMISE OF SAFETY.
3. PILOTS FLYING UNDER A SINGLE-PILOT TYPE RATING MAY WANT TO MENTALLY OR VERBALLY ANNOUNCE THE RESPONSES
TO THE RESPECTIVE “CONDITIONS” AS MENTIONED ABOVE AS A MATTER OF COURSE REGARDLESS OF WHETHER THEY
ARE OPERATING AS A SINGLE PILOT OR AS A CREW.

18-4 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL
The single-pilot operator should mentally review the
briefing as though working in a crew environment.
TAKEOFF
Normal
It is recommended to use the flight director during
takeoff. Press the TO/GA button on the left throttle,
then select the HDG mode. After lining up on cen-
terline, press the heading knob. Advance power to
takeoff detent. At V1, remove your hand from the
throttles to the yoke and rotate at VR toward the
command bars. With a positive rate of climb, raise
the gear; raise flaps no earlier than V2 + 12.
Rejected (Before V1)
Simultaneously apply the brakes, retard the throt-
tles to idle, and extend the speedbrakes. Move the
throttles to cutoff if runway departure is imminent.
Notify the tower and accomplish any other memory
items needed.
Engine Failure (After V1)
Maintain directional control, accelerate to and
rotate at VR, climb at V2 and with a positive rate of
climb, retract the landing gear. At 1,500 feet AGL,
retract the flaps at V2 + 10 and accelerate to VENR.
A small amount of aileron into the good engine
(pick up the dead engine) is needed to keep the
wings levels (the yoke will be displaced). Use mini-
mum safe, minimum enroute, or ATC assigned alti-
tudes. Rudder trim may be used. If further climbs
are needed, use computed VENR. Retrim rudder
and aileron as needed as speed increases.
Climb
Ensure gear and flaps are up, set power to climb
detent and select autopilot (if desired). Continue
the climb at desired climb speed until nearing the
assigned cruise altitude. Once level, allow the air-
craft to accelerate to the desired cruise airspeed/
Mach. Complete appropriate checks (refer to the
AFM).
FOR TRAINING PURPOSES ONLY
Cruise
NOTE
The throttles should be reduced to the
CRU detent or below within 10 minutes
after reaching an intermediate or final
cruise altitude. The use of CLB during
normal operations beyond 10 minutes
after reaching cruise altitude will signifi-
cantly decrease engine life and increase
operator costs.
Descent
Complete the appropriate descent checklist to
include checking ATIS and, programming the
G1000 for the arrival, approach and landing run-
way. Review the planned approach and missed
approach and cross-check the flight plan page on
AND PROCEDURES
18 MANEUVERS
the MFD to include headings, courses, altitudes,
DA/MDA and MAP procedures. Complete the
actual approach briefing before the top of descent.
Begin arrival/approach tasks. Complete appropri-
ate checks.
Approach and Landing
Ensure proper navigation aids are set for planned
approach. Ensure that proper navigation aids and
navigation presentations are set, tuned, and identi-
fied for the planned approach.
Sample Approach Briefing
“We are flying the _____ approach to
RWY _____. CDIs and bearing pointers
are set to _____ and____. V speeds and
DA/MDA are set in the PFD. Gear and
flaps to be set by the FAF. Call out 1,000
feet, 500 feet, and 100 feet above mini-
mums. Advise location of the runway.
I’ll call visual or missed. MAP is ____ to
____ and hold at ____. Any questions?”
Single-pilot operators should consider review of
the same procedures.
18-5
 CITATION MUSTANG PILOT TRAINING MANUAL
When leveling off at an intermediate approach alti-
tude, lead the level-off height with enough power
to maintain the desired speed for the maneuver.
As you configure the aircraft, speed will decrease.
Plan to reach the glideslope (GS) intercept or final
approach fix (FAF) with the landing gear down,
flaps set, and speed set. If flying a straight-in two-
engine approach, plan to have flaps set at LAND
by the FAF; this permits a stabilized approach
throughout final. If flying a one-engine approach,
use flaps TO/APR on final. Decide early if the land-
ing will be with flaps TO/APR or LAND; ensure
sufficient runway is available for reduced flaps.
Landing with flaps TO/APR allows for a stabilized
approach throughout final. If circling to land, plan
to fly the approach with flaps TO/APR until you
decide landing is assured; then select LAND.
Plan to arrive over the threshold at VREF for the
flap setting desired at 50 feet above the runway with
the yaw damper off. Idle power can then be select-
ed. Following a normal landing, deploy speed-
AND PROCEDURES
18 MANEUVERS
brakes and apply wheel brakes simultaneously.
When clear of the runway, accomplish the after
landing checks.
After Landing
If flying as a crew, the checks may be performed
while taxiing. If flying as a single pilot, taxi the
aircraft clear of the runway, stop, and complete the
after-landing check. No checklists are to be read
while the aircraft is taxiing.
AIRWORK MANEUVERS
STEEP TURNS
Steep turns are flown at 45° of bank and 200 knots.
Establish a base heading and altitude. Maintain
the altitude during the maneuver and use the base
heading for the turn reversal and final roll out. Use
of the flight director and elevator trim is an option
for the pilot.
A pitch attitude of about 2.5° should hold level
flight in the turns. A slight increase in N1 (approxi-
mately 2%–4%) is required to maintain target air-
speed. If a moderate roll in rate is used to begin
18-6 FOR TRAINING PURPOSES ONLY
the maneuver, plan to use a approximately 20°
heading lead point for reversing the turn and for
the final roll out.
MISCELLANEOUS
Takeoff and Landing
For takeoff, line up as close to the end of the run-
way as possible. While holding the brakes, advance
the throttles toward the TO detent, ensure that both
engines are accelerating together, and release the
brakes. As the aircraft accelerates, monitor the V
speeds and rotate the aircraft for takeoff VR.
The landing maneuver is preceded by a steady
three-degree approach down to the 50-foot height
point with airspeed at VREF in the landing con-
figuration. At 50-feet, idle thrust is selected and
the descent is continued into the flare, establishing
a landing attitude. Once on the ground, maximum
wheel braking is initiated after nose wheel contact
and continued until the aircraft is stopped. While
speedbrakes would normally be extended after
landing, they were not utilized during the certifi-
cation process.
Touch-and-Go Landings
If doing touch-and-go landings. Consider using
only TO/APR flaps on those landings; no need to
change flaps on roll. If using LAND flaps for the
landings, consider just holding the nose wheel off
the runway while the other pilot sets the flaps to
TO/APR. If power is added before the flaps are
reset, airspeed will be higher than normal at liftoff.
Wheel Fusible Plug
Considerations
Brake application reduces the speed of an aircraft
by means of friction between the brake stack com-
ponents. The friction generates heat, which increas-
es the temperature of the brake and wheel assembly,
resulting in an increased tire pressure. Each main
wheel incorporates three fuse plugs, which melt at
a predetermined temperature to prevent a possible
tire explosion due to excessively high tire pressure.
Flight crews must take precautions when conduct-
ing repetitive traffic patterns, including multiple
landings/or multiple rejected takeoffs, to prevent
 CITATION MUSTANG PILOT TRAINING MANUAL

overheating the brakes, which could melt the fuse

plugs and cause loss of all tire pressure and possible
tire and wheel damage. During such operations,
available runway permitting, minimize brake usage
and consider cooling the brakes in flight with the
landing gear extended. Extending speedbrakes will
assist in bringing the aircraft to a stop.

Adverse Runway Conditions

Ensure the proper performance charts are used
when taking off or landing on runways with adverse
conditions. If the chart does not cover your particu-
lar situation, strongly consider not doing it. Hydro-
planing occurs at 9.0 times the square root of the
tire pressure for a water-covered runway. Approxi-
mate speeds equate to 85–90 knots.

If landing or taxiing on slush, inspect drains, con-

trol surfaces, and wheels after shutdown.

AND PROCEDURES
Cold Weather

18 MANEUVERS
Comply with the cold weather operations outlined
in the AFM, Section 3.

Servicing
Comply with fluid requirements outlined in the
AFM, Section 2.

LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.

EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.

FOR TRAINING PURPOSES ONLY 18-7

 CITATION MUSTANG PILOT TRAINING MANUAL
APPROACH TO STALL TRAINING REQUIREMENTS
Approach to stalls shall be done with and without
the autopilot, in both VMC and actual or simulated
IMC conditions, with and without a bank, and in
realistic scenarios at different altitudes. When pos-
sible, it should be accomplished so that the client
is surprised by the stall. Only the client’s ability to
recognize and properly recover from an impending
stall should be evaluated.
It should be noted that smooth aircraft control on
the entry should be maintained as an evaluation of
the client’s general aircraft handling.
It should also be noted that stall training should
be conducted in a variety of different aircraft con-
figurations and under a number of different flight
scenarios.
Stall recovery procedures are based on aircraft
AND PROCEDURES
18 MANEUVERS
configuration; the recovery profiles in this training
package include:
• Enroute (Clean) Configuration Stall
• Takeoff Configuration Stall
• Landing Configuration Stall
In order to best prepare pilots for inadvertent stall
events during normal operations, the training of these
configuration stalls should be conducted as maneuvers
training and scenario based training.
18-8 FOR TRAINING PURPOSES ONLY
TRAINING SCENARIOS
1. Enroute (Clean) Configuration Stall
A. High Altitude
• Conducted within 5000 ft of the
operations ceiling for the aircraft
B. Manual Flight Conditions
• Autopilot disengaged
C. Automated Flight Conditions
• Autopilot engaged
1. Takeoff Configuration Stall
A. If there are multiple take off flap set-
tings for the aircraft, stalls training
should include different flap settings
B. Aircraft bank
• 15 to 30 degrees of bank
2. Landing Configuration Stall
A. Aircraft descent
DEMONSTRATION SCENARIOS
1. AOA Reduction Recovery Demonstration
A. Demonstration of stall recovery using AOA
reduction only, without use of power.
CHECKING / TESTING
REQUIREMENTS
As outlined in the PTS and/or FSB Report
1. Enroute (Clean) Configuration Stall
2. Takeoff Configuration Stall
3. Landing Configuration Stall
Revision 1.1
 CITATION MUSTANG PILOT TRAINING MANUAL

STALL RECOVERY PROFILES

TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER

1. MINIMUM ALTITUDE – AS REQUIRED AERODYNAMIC BUFFET, AND/OR 1. RETURN AIRCRAFT TO DESIRED

2. THRUST – IDLE ROLL-OFF, WHICHEVER OCCURS FIRST FLIGHTPATH
3. AUTOPILOT AND FD – AS DESIRED
1. AUTOPILOT – DISCONNECT
2. PITCH ATTITUDE – REDUCE
3. ROLL ATTITUDE – LEVEL
4. THROTTLES – TO DETENT
5. AIRSPEED – INCREASE

AND PROCEDURES
18 MANEUVERS
AT AT OR ABOVE
STALL INDICATION VREF

Figure 18-2.   Approach to Stall - Enroute Configuration

Training execution:

1. The instructor sets up the stall scenario.

2. The entry altitude should be consistent with the expected operational environment for the stall
configuration.
3. For training and evaluation, the maneuvers may be accomplished with the autopilot on or off as directed
by the instructor.
4. The standard is based on the demonstration of smooth, positive control during entry, approach to stall,
and recovery.
The aim of these stall profiles is to familiarize the pilot with the stall characteristics and to train
recognition and recovery procedures in accordance with the ATP Practical Test Standards in flight
simulator training only. These stall profiles are not intended for maintenance test flights or aircraft
training.

Revision 1.1 FOR TRAINING PURPOSES ONLY 18-9

 CITATION MUSTANG PILOT TRAINING MANUAL

TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER

1. MINIMUM ALTITUDE – AS REQUIRED AERODYNAMIC BUFFET, AND/OR 1. RETURN AIRCRAFT TO DESIRED

2. THRUST – IDLE
3. FLAPS – TAKEOFF & APPROACH
4. AUTOPILOT AND FD – AS DESIRED
5. INITIATE BANK – 15° TO 30°
AND PROCEDURES
18 MANEUVERS
ROLL-OFF, WHICHEVER OCCURS FIRST FLIGHTPATH
1. AUTOPILOT – DISCONNECT
2. PITCH ATTITUDE – REDUCE
3. ROLL ATTITUDE – LEVEL
4. THROTTLES – TO DETENT
5. AIRSPEED – INCREASE
6. VAPP +10, FLAPS - UP

AT
STALL INDICATION

Figure 18-3.   Approach to Stall - Takeoff Configuration

Training execution:

1. The instructor sets up the stall scenario.

2. The entry altitude should be consistent with the expected operational environment for the stall
configuration.
3. For training and evaluation, the maneuvers may be accomplished with the autopilot on or off as directed
by the instructor.
4. The standard is based on the demonstration of smooth, positive control during entry, approach to stall,
and recovery.

The aim of these stall profiles is to familiarize the pilot with the stall characteristics and to train
recognition and recovery procedures in accordance with the ATP Practical Test Standards in flight
simulator training only. These stall profiles are not intended for maintenance test flights or aircraft
training.

18-10 FOR TRAINING PURPOSES ONLY Revision 1.1

 CITATION MUSTANG PILOT TRAINING MANUAL

TRAINING SET UP FOR MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER

1. MINIMUM ALTITUDE – AS REQUIRED AERODYNAMIC BUFFET, AND/OR 1. RETURN AIRCRAFT TO DESIRED

2. SET VAPP & VREF
3. THRUST – 40-50% N1
4. FLAPS – TAKEOFF & APPROACH
5. GEAR – DOWN
6. FLAPS – LAND
7. AUTOPILOT AND FD – AS DESIRED
ROLL-OFF, WHICHEVER OCCURS FIRST FLIGHTPATH
1. AUTOPILOT – DISCONNECT
2. PITCH ATTITUDE – REDUCE
3. ROLL ATTITUDE – LEVEL
4. THROTTLES – TO DETENT
5. AIRSPEED – INCREASE
6. FLAPS – TAKEOFF & APPROACH
7. POSITIVE RATE, GEAR – UP
8. VAPP +10, FLAPS – UP

AND PROCEDURES
18 MANEUVERS
AT
STALL INDICATION

Figure 18-4.   Approach to Stall - Landing Configuration

Training execution:

1. The instructor sets up the stall scenario.

2. The entry altitude should be consistent with the expected operational environment for the stall
configuration.
3. For training and evaluation, the maneuvers may be accomplished with the autopilot on or off as directed
by the instructor.
4. The standard is based on the demonstration of smooth, positive control during entry, approach to stall,
and recovery.

The aim of these stall profiles is to familiarize the pilot with the stall characteristics and to train
recognition and recovery procedures in accordance with the ATP Practical Test Standards in flight
simulator training only. These stall profiles are not intended for maintenance test flights or aircraft
training.

Revision 1.1 FOR TRAINING PURPOSES ONLY 18-11

 CITATION MUSTANG PILOT TRAINING MANUAL

STALL RECOVERY RATIONALE

Autopilot..................................................................................................................... Disconnect

Rationale

While maintaining the attitude of the airplane, disconnect the autopilot. Ensure the pitch
attitude does not increase when disconnecting the autopilot. This may be very important
in out-of-trim situations. Manual control is essential to recovery in all situations. Leaving
the autopilot connected may result in inadvertent changes or adjustments that may not be
easily recognized or appropriate, especially during high workload situations.

Nose down pitch control................................................ Apply until stall warning is eliminated

Nose down pitch trim..................................................................................................As Needed

Rationale

Reducing the angle of attack is crucial for recovery. This will also address autopilot-
induced excessive nose up trim.
AND PROCEDURES
18 MANEUVERS

If the control column does not provide sufficient response, pitch trim may be necessary.
However, excessive use of pitch trim may aggravate the condition, or may result in loss
of control or high structural loads.

Bank..........................................................................................................................Wings Level

Rationale

This orients the lift vector for recovery.

Power...........................................................................................................................As Needed

Rationale

During a stall recovery, maximum power is not always needed. A stall can occur at high
power or at idle power. Therefore, the power is to be adjusted accordingly during the
recovery. For airplanes with engines mounted above the wings, thrust application creates a
helpful pitch-down tendency. For propeller-driven airplanes, power application increases
the airflow around the wing, assisting in stall recovery.

Return to the desired flightpath.

Rationale

Apply gentle action for recovery to avoid secondary stalls then return to desired flightpath.

18-12 FOR TRAINING PURPOSES ONLY Revision 1.1

 CITATION MUSTANG PILOT TRAINING MANUAL

SIMULATOR TRAINING GUIDANCE

INITIAL TRAINING COURSE RECURRENT TRAINING

COURSE
For the CE-510 Series Pilot Initial Training
Course, the scenarios will be incorporated into For the CE-510 Series Pilot Recurrent Training
the simulator lesson plans as follows: Course, the scenarios will be incorporated into
the simulator lesson plans as follows:
SIMULATOR SESSION # 1
SIMULATOR SESSION # 1
1. Stall Prevention Briefing
1. AOA Reduction Recovery Demonstration
2. AOA Reduction Recovery Demonstration
2. Enroute (Clean) Configuration Stall
3. Enroute (Clean) Configuration Stall
A. Manual Flight Conditions
A. Manual Flight Conditions
3. Takeoff Configuration Stall
B. IMC Conditions
4. Landing Configuration Stall
C. Low Altitude (Approx 5000’AGL)

AND PROCEDURES
18 MANEUVERS
4. Takeoff Configuration Stall SIMULATOR SESSION # 2
5. Landing Configuration Stall 1. Enroute (Clean) Configuration Stall
SIMULATOR SESSION # 5 A. High Altitude
B. Automated Flight Conditions
1. Enroute (Clean) Configuration Stall
A. High Altitude
B. Automated Flight Conditions
C. VMC Conditions
2. Stall with System Malfunction
A. Stall system related malfunction
B. Stall with reduced pilot warning

SIMULATOR SESSION #7
Using different aircraft conditions, weights and
CG loading than trained in previous sessions:

1. Enroute (Clean) Configuration Stall

2. Takeoff Configuration Stall
3. Landing Configuration Stall

Revision 1.1 FOR TRAINING PURPOSES ONLY 18-13

 AND PROCEDURES
18 MANEUVERS

18-14
3. AT A PREDETERMINED SAFE ALTITUDE CONSIDERING
THE TERRAIN AND OBSTACLES AT A MINIMUM AIRSPEED OF V2 + 12 KT,
RETRACT THE FLAPS, ACCELERATE TO NORMAL CLIMB
SPEED, AND COMPLETE THE AFTER TAKEOFF-CLIMB CHECKLIST

2 V2 + 12 KT

1
CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

V1 VR

1. AT VR—ROTATE SMOOTHLY TO 10° 2. POSITIVE RATE OF CLIMB—GEAR UP

NOSE UP ATTITUDE

Figure 18-5.   Takeoff - Normal

 1 2
CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

1. ENGINE FAILURE PRIOR TO V1 2. • BRAKES—MAXIMUM PILOT EFFORT
• THROTTLES—IDLE
• SPEEDBRAKES—EXTEND
• THROTTLES—CUTOFF (IF RUNWAY DEPARTURE IS IMMINENT)

Figure 18-6.   Takeoff - Engine Failure (Speed Below V1)

18-15
18 MANEUVERS
AND PROCEDURES
 AND PROCEDURES
18 MANEUVERS

18-16
5. COMPLETE THE AFTER TAKEOFF, CLIMB,
AND ENGINE FAILURE CHECKLISTS

4. ACCELERATE TO VENR
AND CLIMB IF NEEDED

3. GEAR UP WHEN POSITIVE RATE OF CLIMB IS

ESTABLISHED. MAINTAIN V2 UNTIL 1,500 FEET AGL OR
CLEAR OF OBSTACLES, WHICHEVER IS HIGHER;
ACCELERATE TO V2 + 10 KT, AND RETRACT THE FLAPS.

3, 4, 5
CITATION MUSTANG PILOT TRAINING MANUAL

1 2

FOR TRAINING PURPOSES ONLY

1. ENGINE FAILURE AT 2. AT VR—ROTATE TO
OR ABOVE V1, MAINTAIN 10° NOSE UP ATTITUDE
DIRECTIONAL CONTROL AND CLIMB AT V2
AND ACCELERATE TO VR

Figure 18-7.   Takeoff - Engine Failure (At or Above V1)

 CITATION MUSTANG PILOT TRAINING MANUAL

1. DOWNWIND LEG (1,500 FT AGL):

• AIRSPEED—150 KIAS
• FLAPS—TAKEOFF AND APPROACH ABEAM MIDFIELD

2. ABEAM TOUCHDOWN:
• GEAR—DOWN*

4. FINAL APPROACH:
• FLAPS—LAND
• AIRSPEED—VREF TO
VREF + 10 KT
• REDUCE TO VREF SPEED
WHEN LANDING IS ASSURED
(NOTE)

AND PROCEDURES
18 MANEUVERS
3. BASE LEG:
• BEGIN DESCENT
• AIRSPEED—VREF +20 (MINIMUM)
• BEFORE LANDING CHECKLIST COMPLETED

NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS

* IF BEING RADAR-VECTORED TO A VISUAL APPROACH, LOWER THE GEAR

ON BASE LEG OR NO LATER THAN 3 MILES FROM THE THRESHOLD ON
A STRAIGHT-IN APPROACH.

Figure 18-8.   VFR Approach - Normal

FOR TRAINING PURPOSES ONLY 18-17

 CITATION MUSTANG PILOT TRAINING MANUAL

1. DOWNWIND LEG (1,500 FT AGL):

• AIRSPEED—150 KIAS
• FLAPS—TAKEOFF AND APPROACH ABEAM MIDFIELD

2. ABEAM TOUCHDOWN:
• GEAR—DOWN*

4. FINAL APPROACH:
• FLAPS—TO/APR
• AIRSPEED—VAPP
AND PROCEDURES
18 MANEUVERS

3. BASE LEG:
• BEGIN DESCENT
• AIRSPEED—VREF +20 KTS

NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS

* IF BEING RADAR-VECTORED TO A VISUAL APPROACH, LOWER THE GEAR

ON BASE LEG OR NO LATER THAN 3 MILES FROM THE THRESHOLD ON
A STRAIGHT-IN APPROACH.

** SINGLE ENGINE VAPP MINIMUM AND MAINTAIN FLAPS TO/APR

Figure 18-9.   VFR Approach - Single Engine

18-18 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

2. ABEAM FAF OR PROCEDURE TURN OUTBOUND:

• FLAPS—TO/APR
• AIRSPEED—VAPP +20

1. DOWNWIND ON VECTORS OR APPROACHING THE

INITIAL APPROACH FIX:
• DESCENT CHECKLIST—COMPLETE
• AIRSPEED—VREF +30 MINIMUM

5. MISSED APPROACH:
• REFER TO
MISSED APPROACH SINGLE ENGINE

AND PROCEDURES
18 MANEUVERS
3. PROCEDURE TURN INBOUND:
• GEAR—DOWN
• AIRSPEED—VAPP
• BEFORE LANDING CHECKLIST—COMPLETE

4. RUNWAY IN SIGHT

NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS.

FOR CIRCLING APPROACHES, MAINTAIN MANEUVERING SPEED CONSISTENT

WITH FLAP POSITION. TURN FINAL, SELECT FLAPS TO LAND, AND REDUCE
TO VREF SPEED WHEN LANDING IS ASSURED.

Figure 18-10.   ILS Approach - Normal

FOR TRAINING PURPOSES ONLY 18-19

 CITATION MUSTANG PILOT TRAINING MANUAL

2. ABEAM FAF OR PROCEDURE TURN OUTBOUND:

• BEFORE LANDING CHECKLIST—INITIATE
• FLAPS—TO/APR
• AIRSPEED—VREF +20

1. DOWNWIND ON VECTORS OR APPROACHING THE

INITIAL APPROACH FIX:
• DESCENT CHECKLIST—COMPLETE
• AIRSPEED—VREF +30

5. MISSED APPROACH:
• REFER TO MISSED
APPROACH NORMAL
AND PROCEDURES
18 MANEUVERS

3. FIX INBOUND:
• GEAR—DOWN
• AIRSPEED—VAPP
• FLAPS—LAND
• AIRSPEED—VREF
• BEFORE LANDING CHECKLIST—COMPLETE

4. RUNWAY IN SIGHT

NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS.

FOR CIRCLING APPROACHES, MAINTAIN MANEUVERING SPEED CONSISTENT

WITH FLAP POSITION. TURN FINAL, SELECT FLAPS TO LAND, AND REDUCE
TO VREF SPEED WHEN LANDING IS ASSURED.

Figure 18-11.   Nonprecision Approach - Normal

18-20 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

2. ABEAM FAF OR PROCEDURE TURN OUTBOUND:

• FLAPS—TO/APR
• AIRSPEED—VAPP +20

1. DOWNWIND ON VECTORS OR APPROACHING THE

INITIAL APPROACH FIX:
• DESCENT CHECKLIST—COMPLETE
• AIRSPEED—VREF +30 MINIMUM

5. MISSED APPROACH:
• REFER TO
MISSED APPROACH SINGLE ENGINE

AND PROCEDURES
18 MANEUVERS
3. PROCEDURE TURN INBOUND:
• GEAR—DOWN
• AIRSPEED—VAPP
• BEFORE LANDING CHECKLIST—COMPLETE

4. RUNWAY IN SIGHT

NOTE:
IN GUSTY WIND CONDITIONS, INCREASE VREF BY
1/2 OF THE GUST FACTOR IN EXCESS OF 5 KNOTS.

FOR CIRCLING APPROACHES, MAINTAIN MANEUVERING SPEED CONSISTENT

WITH FLAP POSITION. TURN FINAL, SELECT FLAPS TO LAND, AND REDUCE
TO VREF SPEED WHEN LANDING IS ASSURED.

Figure 18-12.   Nonprecision Approach - Single Engine

FOR TRAINING PURPOSES ONLY 18-21

 AND PROCEDURES
18 MANEUVERS

18-22
3. RAISE THE GEAR WHEN A POSITIVE RATE OF CLIMB IS
ESTABLISHED. AT A COMFORTABLE ALTITUDE AND A
MINIMUM AIRSPEED OF VREF + 10 KT, RETRACT
THE FLAPS, ACCELERATE TO NORMAL CLIMB SPEED,
AND COMPLETE THE AFTER TAKEOFF-CLIMB CHECKLIST.

2. DECISION POINT:
“GO-AROUND”; SIMULTANEOUSLY APPLY TAKEOFF POWER,
ROTATE 8° NOSE UP ATTITUDE, (GA MODE ON FLIGHT
DIRECTOR FOR REFERENCE) AND CHECK/SET FLAPS TO TO/APR.

1. FINAL APPROACH:
• GEAR—DOWN
• FLAPS—LAND
• AIRSPEED—VREF
CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Figure 18-13.   Missed Approach - 2 Engine (Precision/Nonprecision)
 4. SET MAXIMUM CONTINUOUS CLIMB POWER,
AND COMPLETE THE SINGLE-ENGINE GO-AROUND
CHECKLIST AND THE AFTER TAKEOFF-CLIMB CHECKLIST.

3. GEAR UP WHEN POSITIVE RATE OF CLIMB

IS ESTABLISHED. MAINTAIN A MINIMUM CLIMB
SPEED OF VAPP UNTIL 400' AGL OR CLEAR
OF OBSTACLES, WHICHEVER IS HIGHER; ACCELERATE
TO VAPP +10, RETRACT FLAPS, AND ACCELERATE TO VENR.

2. DECISION POINT:
“GO-AROUND”; SIMULTANEOUSLY APPLY TAKEOFF POWER,
ROTATE 8° NOSE UP ATTITUDE, (GA MODE ON FLIGHT
DIRECTOR FOR REFERENCE) AND CHECK / SET FLAPS TO
TAKEOFF AND APPROACH.

1. FINAL APPROACH:
• GEAR—DOWN
• FLAPS—TO/APR
• AIRSPEED—VAPP
CITATION MUSTANG PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

Figure 18-14.   Missed Approach - Single Engine (Precision/Nonprecision)

18-23
18 MANEUVERS
AND PROCEDURES
 CITATION MUSTANG PILOT TRAINING MANUAL

THRESHOLD:
• AIRSPEED—VREF
• YAW DAMP—OFF
• SPEEDBRAKES—RETRACTED BY 50 FEET

DOWNWIND (1,500FT AGL): FINAL:

• AIRSPEED—VREF +30 • FLAPS—LAND
• FLAPS—TO/APR • AIRPSEED—VREF TO VREF +10
• GEAR—DOWN (ABEAM THRESHOLD)
AND PROCEDURES
18 MANEUVERS

BASE:
• AIRSPEED—NO SLOWER
THAN MINIMUM MANEUVERING*
STRAIGHT-IN (4–5 MILES OUT):
• GEAR DOWN
• BEFORE LANDING CHECK COMPLETE
• AIRSPEED VREF

NOTE:
* MINIMUM MANEUVERING SPEEDS ARE BASED ON FLAP LAND
VREF FOR THE AIRCRAFT CURRENT WEIGHT PLUS ADDITIVES
AS SHOWN BELOW. THE OPEN GREEN CIRCLE ON THE AIRSPEED
TAPE REPRESENTS 1.3 VS1 FOR THE CURRENT FLAP SETTING.

• IF FLAPS LAND—VREF +10

• IF FLAPS TO/APR—VREF +20
• IF FLAPS UP—VREF +30

Figure 18-15.   Visual Approach

18-24 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

PROCEDURE
• AIRSPEED—200 KTS
• THROTTLES—APPROXIMATELY 72% N1
• MAINTAIN ALTITUDE—TRIM AS REQUIRED
• MAINTAIN AIRSPEED
• THROTTLES—INCREASE SLIGHTLY
(2%) AS AIRCRAFT ROLLS THROUGH
30° OF BANK
• INITIATE ROLLOUT APPROXIMATELY 20°
PRIOR TO ENTRY HEADING

AND PROCEDURES
18 MANEUVERS

Figure 18-16.   Steep Turns

FOR TRAINING PURPOSES ONLY 18-25

 CITATION MUSTANG PILOT TRAINING MANUAL
AND PROCEDURES
18 MANEUVERS

INTENTIONALLY LEFT BLANK

18-26 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 19
WEIGHT AND BALANCE
CONTENTS
INTRODUCTION................................................................................................................ 19-1
GENERAL............................................................................................................................ 19-2
Weight............................................................................................................................ 19-2
Balance.......................................................................................................................... 19-2
Basic Formula................................................................................................................ 19-2
Weight Shift Formula.................................................................................................... 19-2
Weight Addition or Removal......................................................................................... 19-2
Definitions..................................................................................................................... 19-2
Maximum Weight Limits............................................................................................... 19-3
Maximum Design Center-of-Gravity Limits ................................................................ 19-3
Balance Limits for Normal Ground Operations............................................................ 19-4
FORMS................................................................................................................................. 19-4
Aircraft Weighing Form................................................................................................ 19-4
Weight-and-Balance Record.......................................................................................... 19-4

19 WEIGHT AND BALANCE

Weight-and-Balance Computation................................................................................ 19-5
Standard Seating Configuration.................................................................................... 19-5
Baggage/Cabinet Weight-and-Moment Table................................................................ 19-5
Fuel Loading Weight-and-Moment Table...................................................................... 19-5
Center-of-Gravity Limits Envelope Graph.................................................................... 19-5
EXAMPLES...................................................................................................................... 19-24
General....................................................................................................................... 19-24
Sample Loading Problem (Using Aircraft Model 510-0193 and ON)....................... 19-24
LIMITATIONS................................................................................................................... 19-25
EMERGENCY/ABNORMAL........................................................................................... 19-25

FOR TRAINING PURPOSES ONLY 19-i

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19 WEIGHT AND BALANCE

19-ii FOR TRAINING PURPOSES ONLY

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ILLUSTRATIONS
Figure Title Page
19-1. Baggage Door Opening Dimensions..................................................................... 19-4
19-2. Baggage Compartment Limits............................................................................... 19-5
19-3. Aircraft Weighing Form - U.S. Units..................................................................... 19-6
19-4. Weight-and-Balance Record - U.S. Units.............................................................. 19-7
19-5. Weight-and-Balance Computation Form 2245 - U.S. Units.................................. 19-8
19-6. Weight-and-Balance Computation Form 2286 - U.S. Units.................................. 19-9
19-7. Standard Seating Configuration - U.S. Units...................................................... 19-10
19-8. Baggage and Cabinet Compartments
Standard Weight-and-Moment Tables - U.S. Units (form 2239)......................... 19-11
19-9. Baggage and Cabinet Compartments
Standard Weight-and-Moment Tables - U.S. Units (Form 2288).......................... 19-12
19-10. Fuel Loading Table - U.S. Units.......................................................................... 19-13
19-11. Center-of-Gravity Limits Envelope Graph Form 2235 - U.S. Units................... 19-14
19-12. Aircraft Weighing Form 2234 - Metric Units..................................................... 19-15
19-13. Weight-and-Balance Record Form 2248 - Metric Units..................................... 19-16

19 WEIGHT AND BALANCE

19-14. Weight-and-Balance Computation Form 2246 - Metric Units........................... 19-17
19-15. Weight-and-Balance Computation Form 2287 - Metric Units........................... 19-18
19-16. Standard Seating Configuration - Metric Units.................................................. 19-19
19-17. Baggage and Cabinet Compartments
Standard Weight-and-Moment Tables - Metric Units (form 2240)....................... 19-20
19-18. Baggage and Cabinet Compartments
Standard Weight-and-Moment Tables - Metric Units (Form 2289)...................... 19-21
19-19. Fuel Loading Table - Metric Units...................................................................... 19-22
19-20. Center-of-Gravity Limits Envelope Graph Form 2236 - Metric Units............... 19-23

FOR TRAINING PURPOSES ONLY 19-iii

 CITATION MUSTANG PILOT TRAINING MANUAL

19-21. Example Aircraft Weighing Form - U.S. Units................................................... 19-26

19-22. Example Weight-and-Balance Computation Form 2245 - U.S. Units................ 19-27
19-23. Example Weight-and-Balance Computation Form 2286 - U.S. Units................ 19-28
19-24. Example Center-of-Gravity Limits Envelope Graph - U.S. Units...................... 19-29
19-25. Example Aircraft Weighting Form - Metric Units.............................................. 19-30
19-26. Example Weight-and-Balance Computation Form 2246 - Metric Units............ 19-31
19-27. Example Weight-and-Balance Computation Form 2287 - Metric Units............ 19-32
19-28. Example Center-of-Gravity Limits Envelope Graph - Metric Units.................. 19-33
19 WEIGHT AND BALANCE

19-iv FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 19
WEIGHT AND BALANCE

INTRODUCTION

19 WEIGHT AND BALANCE

This chapter provides procedures for establishing the basic empty weight and moment of the
Mustang aircraft. It also provides procedures for determining the weight and balance for flight.
This section also describes items on the Weight and Balance Data Sheet, which is provided with
the aircraft as delivered from Cessna Aircraft Company.

WARNING
It is the responsibility of the pilot to make sure the aircraft is loaded properly. The aircraft must
be loaded so as to remain within the weight and balance limits prescribed in the Aircraft Flight
Manual (AFM) throughout the flight from takeoff to landing.

CAUTION
This manual presents data in both U.S. and metric units. Make sure that you use the appropriate
data in the weight-and-balance computations for your airplane.

FOR TRAINING PURPOSES ONLY 19-1

 CITATION MUSTANG PILOT TRAINING MANUAL
GENERAL
WEIGHT
Aircraft maximum weights are predicated on struc-
tural strength and performance requirements. It
is necessary to ensure that the aircraft is loaded
within the various weight restrictions to maintain
structural integrity and to ensure that performance
is acceptable.
BALANCE
Balance, or the location of the center of gravity
(CG), deals with aircraft stability. The horizontal
stabilizer must be capable of providing an equaliz-
ing moment to that which is produced by the wing
and the aircraft overall. Since the amount of force
produced by the horizontal stabilizer through eleva-
tor movement is limited, the range of movement of
the CG is restricted so proper aircraft stability and
control is maintained.
Stability increases as the CG moves forward. How-
ever, if the CG is located out of limits too far for-
ward, the aircraft may become so nose heavy that
it cannot be rotated at the proper speed or flared
for landing.
Locating the CG aft of limits is considerably worse
because the stability decreases. Eventually the air-
19 WEIGHT AND BALANCE
plane becomes unstable.
BASIC FORMULA
Weight x Arm = Moment
This is the basic formula upon which all weight and
balance calculations are based. Remember that the
arm or CG location can be found by adapting the
formula as follows:
Arm = Moment
Weight
WEIGHT SHIFT FORMULA
Weight Shifted Distance CG is shifted (x)
= the start at the takeoff run. It is subject to airport,
Total Weight Distance weight is shifted
19-2 FOR TRAINING PURPOSES ONLY
This formula can be utilized to shift weight if the
CG is found to be out of limits. Use of this formula
avoids working the entire problem over again.
WEIGHT ADDITION
OR REMOVAL
If weight is to be added or removed after a weight and
balance has been computed, a simple formula can be
used to determine the shift in the center of gravity.
Weight added
(or removed) Distance CG is shifted
New total weight = Distance between the weight
arm and the old CG arm
If it is desired to find the weight change needed to
accomplish a particular CG change, the formula
can be adapted as follows:
Weight to be added
(or removed) Distance CG is shifted
Old total weight = Distance between the weight
arm and the new CG arm
DEFINITIONS
General
Basic Empty Weight—Standard empty weight plus
installed optional equipment. This is the weight
reflected on the Weight and Balance Data Form
supplied with the airplane.
MAC—Mean Aerodynamic Chord is an engineer-
ing term that represents an airfoil’s chord in aircraft
design. As such, it is a constant length, which is
also used in the calculation of center-of-gravity
location in terms of percent MAC.
Operational Landing Weight—This is the weight
at the start of touchdown. It is subject to airport,
operational, and related restrictions. It must not
exceed maximum landing weight.
Operational Takeoff Weight—This is the weight at
operational, and related restrictions. It must not
exceed maximum takeoff weight.
 CITATION MUSTANG PILOT TRAINING MANUAL
Payload—Zero fuel weight minus basic empty
weight. This is the weight of crew, passengers, bag-
gage, and cargo.
Ramp Weight—Operational takeoff weight plus
fuel necessary for start, taxi, and run-up. It must
not exceed maximum ramp weight.
Standard Empty Weight—Weight of standard air-
plane including standard items.
Standard Items—Equipment and fluids not an inte-
gral part of a particular airplane and not a varia-
tion for the same type of airplane. These items may
include, but are not limited to the following:
• Unusable fuel
• Trapped fuel
• Engine oil
• All hydraulic fluid
• Serviced fire extinguisher
Trapped Fuel—Fuel remaining when airplane is
defueled by normal means using the procedures
and attitudes specified for draining the tanks.
Unusable Fuel—Fuel remaining after a fuel run-
out test has been completed in accordance with
governmental regulations.
Usable Fuel—Fuel available for flight planning.
Useful Load—Difference between takeoff weight,
or ramp weight if applicable, and basic empty
weight. It includes payload, usable fuel, and other
usable fluids not included as standard items.
Zero Fuel Weight—Basic empty weight plus pay-
load. It must not exceed maximum zero fuel weight.
Weight Limitations
Maximum Landing Weight—Maximum weight
approved for the landing touchdown.
Maximum Ramp Weight—Maximum weight for
ground maneuvers as limited by airplane strength
and airworthiness requirements. It includes weight
of start, taxi, and run-up fuel.
FOR TRAINING PURPOSES ONLY
Maximum Takeoff Weight—Maximum weight for
takeoff as limited by airplane strength and airwor-
thiness requirements. This is the maximum weight
approved for the start of the takeoff run.
Maximum Zero Fuel Weight—Maximum weight
allowed exclusive of usable fuel.
MAXIMUM WEIGHT LIMITS
Maximum ramp weight .................. 8,730 pounds
(3,960 kilograms)
Maximum takeoff weight*.............. 8,645 pounds
(3,921 kilograms)
Maximum landing weight*............ 8,000 pounds
(3,629 kilograms)
Maximum zero fuel weight ............ 6,750 pounds
(3,062 kilograms)
Maximum nose baggage weight ....... 320 pounds
(145 kilograms)
Maximum tailcone baggage weight .. 300 pounds
(136 kilograms)
* Refer to the FAA-approved Aircraft Flight
Manual for additional restrictions that may
apply due to runway, pressure, altitude, and
temperature.
19 WEIGHT AND BALANCE
MAXIMUM DESIGN
CENTER-OF-GRAVITY LIMITS
(U.S. Units)
Forward limit
285.59 inches aft of the datum
• (19.00% MAC) at 5,550 pounds to 6,927
pounds and/or 287.04 inches aft of the
datum (21.32% MAC) at 8,730 pounds with
straight line variation between these points
Aft limit
292.46 inches aft of the datum
• (30.00% MAC) at 5,314 pounds to 8,730
pounds
19-3
 CITATION MUSTANG PILOT TRAINING MANUAL
(Metric Units)
Forward limit fore, results in a positive moment change.
7,254 millimeters aft of the datum
• (19.00% MAC) at 2,517 kilograms to 3,142
kilograms and/or 7,291 millimeters aft of
the datum (21.32% MAC) at 3,960 kilo-
grams with straight line variation between
these points
Aft limit
7,428 millimeters aft of the datum
• (30.00% MAC) at 2,410 kilograms to 3,960
kilograms
BALANCE LIMITS FOR
NORMAL GROUND
OPERATIONS
Removal of any large components forward of the
wing may require temporary ballast in the nose.
There are no balance limits for fuel loading opera-
tions. For example, one wing fuel tank can be com-
pletely filled prior to adding fuel to the opposite
wing fuel tank.
As with any aircraft, use caution when loading.
Always load aircraft from the nose to the aft. Low
fuel, unlevel terrain, wind, and snow aft of the main
landing gear can magnify the potential for tipping
19 WEIGHT AND BALANCE
the aircraft on its tail.
Zero Reference Datum Line
The zero reference datum line of the Model 510 is
located 143.70 inches (3,650 millimeters) in front
of the jig point (nose jack pad location). Horizontal
distance from zero datum line to the leading edge
Figure 19-1.   Baggage Door Opening Dimensions
19-4 FOR TRAINING PURPOSES ONLY
of the MAC is 273.71 inches (6952 millimeters).
The addition of any weight in any location there-
FORMS
The Weight-and-Balance forms are discussed
below, and examples of the forms are included in
Figures 19-3 through 19-20. If the aircraft has a dif-
ferent seating configuration from the one depicted
in the example, the form appropriate to that con-
figuration is in the AFM.
AIRCRAFT WEIGHING FORM
The aircraft weight, CG arm, and moment (divid-
ed by 100) are all listed at the bottom of this form
as the aircraft is delivered from the factory (Fig-
ures 19-3 and 19-12). Ensure that the basic empty
weight figures listed are current and have not been
amended.
WEIGHT-AND-
BALANCE RECORD
The Weight-and-Balance Record amends the Air-
craft Weighing Form (Figures 19-4 and 19-13).
After delivery, if a service bulletin is applied to
the aircraft or if equipment is removed or added
that would affect the CG or basic empty weight,
it must be recorded on this form in the AFM. The
crew must always have access to the current air-
craft basic weight and moment in order to be able
to perform weight and balance computations.
The tables already have computed moments/ 100
for weights in various seating locations in the air-
craft (Figures 19-5, 19-6, 19-14, and 19-15).
 CITATION MUSTANG PILOT TRAINING MANUAL
Figure 19-2.   Baggage Compartment Limits
WEIGHT-AND-BALANCE
COMPUTATION
A step-by-step process is outlined for determining
weight and CG limits. The payload computations
are made in the left column, while the rest of the
computations are shown in the right column.
STANDARD SEATING
CONFIGURATION
The tables already have computed moments/100
for weights in various seating locations in the air-
craft (Figures 19-7 and 19-16).
BAGGAGE/CABINET
WEIGHT-AND-MOMENT TABLE
Notice in the baggage compartment contents table
the last weight that a moment/100 is listed for under
the last weight for which a moment/100 listed
under the column corresponds to the placard limit
in that compartment (Figures 19-8, 19-9, 19-17,
and 19-18). Remember that this limit is structural
in nature. It is based on the maximum weight the
FOR TRAINING PURPOSES ONLY
flooring in that area can support. This same point
applies to the aft extension and cabinet contents,
as well.
FUEL LOADING
WEIGHT-AND-MOMENT TABLE
19 WEIGHT AND BALANCE
All of the tables have arms listed for the various
locations except the fuel table (Figures 19-10 and
19-19). Notice that the arm varies depending on
the quantity of usable fuel.
CENTER-OF-GRAVITY
LIMITS ENVELOPE GRAPH
After summing all the weights and moments, it is
necessary to determine whether the CG is within
allowable limits.
This graph represents the allowable CG envelope
(Figures 19-11 and 19-20). The way to plot the
location of the CG on the graph is to determine
the CG location in inches aft of datum, then plot it
against the weight. To determine the CG arm, the
total moment (moment x 100) is divided by the
total aircraft weight.
19-5
 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-3.   Aircraft Weighing Form - U.S. Units

19-6 FOR TRAINING PURPOSES ONLY

CITATION MUSTANG PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-4.   Weight-and-Balance Record - U.S. Units

FOR TRAINING PURPOSES ONLY 19-7

 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-5.   Weight-and-Balance Computation Form 2245 - U.S. Units

19-8 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-6.   Weight-and-Balance Computation Form 2286 - U.S. Units

FOR TRAINING PURPOSES ONLY 19-9

 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-7.   Standard Seating Configuration - U.S. Units

19-10 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-8.   Baggage and Cabinet Compartments Standard Weight-and-Moment Tables

- U.S. Units (form 2239)

FOR TRAINING PURPOSES ONLY 19-11

 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-9.   Baggage and Cabinet Compartments Standard Weight-and-Moment Tables

- U.S. Units (Form 2288)

19-12 FOR TRAINING PURPOSES ONLY

CITATION MUSTANG PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-10.   Fuel Loading Table - U.S. Units

FOR TRAINING PURPOSES ONLY 19-13

 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-11.   Center-of-Gravity Limits Envelope Graph Form 2235 - U.S. Units

19-14 FOR TRAINING PURPOSES ONLY

CITATION MUSTANG PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-12.   Aircraft Weighing Form 2234 - Metric Units

FOR TRAINING PURPOSES ONLY 19-15

 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-13.   Weight-and-Balance Record Form 2248 - Metric Units

19-16 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-14.   Weight-and-Balance Computation Form 2246 - Metric Units

FOR TRAINING PURPOSES ONLY 19-17

 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-15.   Weight-and-Balance Computation Form 2287 - Metric Units

19-18 FOR TRAINING PURPOSES ONLY

CITATION MUSTANG PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-16.   Standard Seating Configuration - Metric Units

FOR TRAINING PURPOSES ONLY 19-19

 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-17.   Baggage and Cabinet Compartments Standard Weight-and-Moment Tables

- Metric Units (form 2240)

19-20 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-18.   Baggage and Cabinet Compartments Standard Weight-and-Moment Tables

- Metric Units (Form 2289)

FOR TRAINING PURPOSES ONLY 19-21

 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-19.   Fuel Loading Table - Metric Units

19-22 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-20.   Center-of-Gravity Limits Envelope Graph Form 2236 - Metric Units

FOR TRAINING PURPOSES ONLY 19-23

 CITATION MUSTANG PILOT TRAINING MANUAL
EXAMPLES
GENERAL
The contribution that any loading item makes to a
shift in the aircraft center of gravity depends upon
its distance from the aircraft Basic Empty Weight
center of gravity. Any weight placed in the aft bag-
gage compartment will shift the center of gravity
aft since it is aft of the typical Basic Empty Weight
center of gravity.
Adding fuel or passengers will shift the center
of gravity forward since they are forward of the
typical Basic Empty Weight center of gravity. The
magnitude of the shift for any given weight is pro-
portional to the length of the moment arm from the
center of gravity.
SAMPLE LOADING PROBLEM
(USING AIRCRAFT MODEL
510-0193 AND ON)
The following step-by-step procedure illustrates a
logical manner in which to determine the takeoff
weight and center of gravity. Loading tables can be
found in this manual and in the Weight and Bal-
ance Data Sheets.
The Example Center-of-Gravity Limits Envelope
Graph (Figures 19-24 and 19-28) is an example
19 WEIGHT AND BALANCE
plot of the fuel burn calculated from the Example
Weight and Balance Computation Form (Figures
19-23 and 19-27).
NOTE
For the purposes of this sample prob-
lem, weights are rounded to the near-
est whole pound and moment index to
two (2) decimal places for entry on the
Example Weight and Balance Compu-
tation Form.
19-24 FOR TRAINING PURPOSES ONLY
1. Enter the Basic Empty Weight, moment index
(moment/100 for U.S. Units or moment/1,000
for Metric Units) and center of gravity as
weighed from the Airplane Weighing Form
(Figures 19-21 and 19-25) on line 1 BASIC
EMPTY WEIGHT of the Example Weight and
Balance Computation Form (Figures 19-23
and 19-27).
2. Determine the moment index for each passen-
ger using the Crew and Passenger Weight and
Moment Table (see Figures 19-7 and 19-16).
Enter the weight and moment index for each
passenger on the PAYLOAD COMPUTA-
TIONS side of the Weight and Balance Com-
putation Form (Figures 19-23 and 19-27).
3. Determine the moment index for any cabinet
contents using the Baggage and Cabinet Com-
partments Standard Weight and Moment Table
(see Figures 19-9 and 19-18). Enter the weight
and moment index on the PAYLOAD COM-
PUTATIONS side of the Weight and Balance
Computation Form.
4. Determine the moment index for baggage
loading in the nose, toilet seat, and tail cone
compartments using the Baggage and Cabinet
Compartments Standard Weight and Moment
Table (see Figures 19-9 and 19-18). Enter the
weight and moment index on the PAYLOAD
COMPUTATIONS side of the Weight and Bal-
ance Computation Form.
5. Total the weights and moment indices of the
payload items at the bottom of the PAYLOAD
COMPUTATIONS side of the Weight and
Balance Computation Form and enter these
values on line 2 PAYLOAD of the Weight and
Balance Computation Form.
6. Enter the sums of the values on lines 1 and
2 onto line 3 ZERO FUEL WEIGHT of the
Weight and Balance Computation Form.
7. Divide the zero fuel moment index by the
zero fuel weight and multiply by 100 (1,000)
to determine the zero fuel weight center of
gravity.
8. Check the zero fuel weight and center of grav-
ity by locating the weight and center of grav-
ity on the Example Center-of Gravity Limits
Envelope Graph (Figures 19-24 and 19-28).
 CITATION MUSTANG PILOT TRAINING MANUAL
NOTE
Approved points are located below the
maximum zero fuel weight line.
9. Look up the weight of fuel to be used for the
flight and the corresponding moment index in
the Fuel Loading Table (see Figures 19-10 and
19-19). Enter the weight and moment index
on line 4 FUEL LOADING of the Weight and
Balance Computation Form.
10. Enter the sums of the values on lines 3 and 4
onto line 5 RAMP WEIGHT of the Weight and
Balance Computation Form.
11. Divide the ramp moment index by the ramp
weight and multiply by 100 (1,000) to deter-
mine the ramp weight center of gravity.
12. Check the ramp weight by locating the weight
and center of gravity on the Example Center of
Gravity Limits Envelope Graph (Figures 19-24
and 19-28).
NOTE
Approved points are located below the
maximum ramp weight line.
13. Enter the taxi fuel weight and moment index
on line 6 LESS FUEL FOR TAXIING of the
Weight and Balance Computation Form. A
standard 85-pound (38.56-kilogram) burn-off
is assumed. The moment index for taxi is the
difference between the moment index of the
fuel loaded and the moment index of the fuel
remaining on-board after taxi.
14. Enter the differences between the values on
lines 5 and 6 onto line 7 TAKEOFF WEIGHT
of the Weight and Balance Computation Form.
15. Divide the takeoff moment index by the Takeoff
Weight and multiply by 100 (1,000) to deter-
mine the takeoff center of gravity. Enter the
takeoff center of gravity on line 7 of the Weight
and Balance Computation Form.
16. Check the takeoff weight by locating the weight
and center of gravity on the Example Center-
of-Gravity Limits Envelope Graph (Figures
19-24 and 19-28).
FOR TRAINING PURPOSES ONLY
NOTE
Approved points are located inside the
envelope below the maximum takeoff
weight line.
17. Determine the estimated weight of the fuel
to be used in flight. The moment index of the
fuel used in flight is the difference between the
moment index of the fuel remaining after taxi
and the moment index of the fuel remaining
after reaching the destination.
18. Enter the weight and moment index of the fuel
used in flight on line 8 LESS FUEL TO DES-
TINATION of the Weight and Balance Com-
putation Form.
19. Enter the differences between the values on
lines 7 and 8 onto line 9 LANDING WEIGHT
of the Weight and Balance Computation Form.
20. Divide the landing moment index by the land-
ing weight and multiply by 100 (1,000) to
determine the landing center-of-gravity. Enter
the landing center-of-gravity on line 9 of the
Weight and Balance Computation Form.
21. Check the landing weight by locating the
weight and center of gravity on the Example
Center of Gravity Limits Envelope Graph (Fig-
ures 19-24 and 19-28).
NOTE
19 WEIGHT AND BALANCE
Approved points are located inside the
envelope below the Maximum Landing
Weight line.
LIMITATIONS
For specific limitations, refer to the FAA-approved
AFM.
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal
procedures, refer to the appropriate checklist or
FAA-approved AFM.
19-25
 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-21.   Example Aircraft Weighing Form - U.S. Units

19-26 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-22.   Example Weight-and-Balance Computation Form 2245 - U.S. Units

FOR TRAINING PURPOSES ONLY 19-27

 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-23.   Example Weight-and-Balance Computation Form 2286 - U.S. Units

19-28 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

19 WEIGHT AND BALANCE

Figure 19-24.   Example Center-of-Gravity Limits Envelope Graph - U.S. Units

FOR TRAINING PURPOSES ONLY 19-29

 CITATION MUSTANG PILOT TRAINING MANUAL
19 WEIGHT AND BALANCE

Figure 19-25.   Example Aircraft Weighting Form - Metric Units

19-30 FOR TRAINING PURPOSES ONLY

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19 WEIGHT AND BALANCE

Figure 19-26.   Example Weight-and-Balance Computation Form 2246 - Metric Units

FOR TRAINING PURPOSES ONLY 19-31

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19 WEIGHT AND BALANCE

Figure 19-27.   Example Weight-and-Balance Computation Form 2287 - Metric Units

19-32 FOR TRAINING PURPOSES ONLY

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19 WEIGHT AND BALANCE

Figure 19-28.   Example Center-of-Gravity Limits Envelope Graph - Metric Units

FOR TRAINING PURPOSES ONLY 19-33

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INTENTIONALLY LEFT BLANK

19 WEIGHT AND BALANCE

19-34 FOR TRAINING PURPOSES ONLY

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CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
INTRODUCTION................................................................................................................ 20-1
FORMULAS......................................................................................................................... 20-2

ILLUSTRATIONS
Figure Title Page
20-1.   Calculation of Takeoff Performance......................................................................... 20-3
20-2.   Calculation of Landing Performance........................................................................ 20-4

20 FLIGHT PLANNING
AND PERFORMANCE

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20 FLIGHT PLANNING
AND PERFORMANCE

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CHAPTER 20
FLIGHT PLANNING AND
PERFORMANCE

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

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GENERAL Climb rate (feet per minute) =

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

The following are the minimum climb gradients as

specified by FAR Part 25:

• 1st segment ................................ 0% gross

• 2nd segment ............................... 1.6% net
• 3rd segment ....................................... N/A
• Final segment ......................... 1.2% gross
NOTE
The gross climb gradient reduced by a
required factor and used for calculation
of take-off flight path.

FORMULAS
Runway Slope =
Change in Elevation Between
Ends of the Runway (Rise)
X 100
Runway Length

Gradient (in %) =
Feet per NM
X 100
6076
20 FLIGHT PLANNING
AND PERFORMANCE

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CALCULATE TAKEOFF PERFORMANCE

· Determine gross weight of aircraft for type of loading desired

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

YES Does calculated T/O weight

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

Using the calculated T/O gross

weight, determine TOFL and
VSPEEDS for dry conditions

Correct for
Runway Gradient

YES Contaminated
runway?

AFM Section VII: NO

Calculate the corrected
TOFL for Adverse
Runway Conditions

YES Available
Recalculate performance runway
at a lower aircraft weight LESS than
TOFL?
NO
Determine level-off
altitude

YES Minimum climb

requirements?
AFM Section IV: Calculate
SECOND SEGMENT TAKEOFF NET NO
CLIMB GRADIENT – PERCENT

Climb NO
requirements Recalculate performance
met? at a lower aircraft weight
20 FLIGHT PLANNING
AND PERFORMANCE

YES

Complete

Figure 20-1.   Calculation of Takeoff Performance

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CALCULATE LANDING PERFORMANCE

· Determine gross weight of aircraft at the time of arrival at the destination airport.
· Obtain airport information; i.e., active runway, available runway length,
temperature, pressure altitude, wind, runway conditions and runway gradient if
applicable. Determine that the temperature is within the ambient temperature limits.
· Determine crosswind/parallel wind component for active runway.
· Check the maximum landing weight permitted by approach requirements and the
brake energy limits.

YES Landing
Weight
Restricted?

Must burn off fuel prior NO

to landing

YES Contaminated
runway?

AFM Section VII: NO

Calculate the corrected

adverse runway conditions

YES Avail. Runway

less than
required?

Must reduce the airplane NO

landing weight

YES FAR 135

Operations?

Divide the landing NO

distance by 0.6

Determine the takeoff/go-around thrust setting using the approach climb and
landing climb gradient tables in the event that a go-around is necessary
20 FLIGHT PLANNING
AND PERFORMANCE

Complete

Figure 20-2.   Calculation of Landing Performance

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21 CREW RESOURCE
MANAGEMENT
CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT?............................................................. 21-1
SITUATIONAL AWARENESS............................................................................................ 21-2
COMMAND AND LEADERSHIP...................................................................................... 21-3
COMMUNICATION PROCESS.......................................................................................... 21-4
Communication Techniques: Inquiry, Advocacy, and Assertion................................... 21-5
DECISION-MAKING PROCESS........................................................................................ 21-6

ILLUSTRATIONS
21-1.   Situational Awareness in the Cockpit....................................................................... 21-2
21-2.   Command and Leadership........................................................................................ 21-3
21-3.   Communication Process........................................................................................... 21-4
21-4.   Decision Making Process......................................................................................... 21-6

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21 CREW RESOURCE
MANAGEMENT

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CHAPTER 21
CREW RESOURCE MANAGEMENT
WHAT IS CREW
RESOURCE
MANAGEMENT?
According to the Federal Aviation Administration,
Crew Resource Management (CRM) is described
as “the effective use of all resources to achieve safe
and efficient flight operations.” In practice, CRM is
a set of competencies designed to enhance safety
and reduce human error. Resources can include,
but are not limited to, additional crewmembers,
maintenance technicians, flight attendants, air traf-
fic controllers, dispatchers and schedulers, and line
service personnel. CRM was not designed to usurp
the authority of the pilot in command; rather, it
was developed as a means to assist with situational
awareness and decision making to increase safety
margins and achieve accident- and incident-free
flight ­operations.
Most experts agree that a highly coordinated crew
using a standardized set of procedures is more
likely to avoid and identify errors. Effective com-
munication and the use of briefing and debriefing
are tools that can be used to build the “team con-
cept” and maintain situational awareness. Utiliz-
Revision 1.1 FOR TRAINING PURPOSES ONLY
21 CREW RESOURCE
MANAGEMENT
ing a standard set of callouts provides a means to
incorporate CRM. Standardization keeps all crew-
members “in the loop” and provides an opportunity
to detect an error early on, before it has an oppor-
tunity to build into an accident chain.
Proficiency in CRM requires all crewmembers to
have a working knowledge of how to maintain situ-
ational awareness, techniques for o­ ptimum deci-
sion making, desirable leadership and followership
characteristics, cross-checking and monitoring
techniques, means of fatigue and stress manage-
ment, and ­communication.
CRM training is an important part of your Flight-
Safety training experience. Throughout your train-
ing event, your instructor will p ­ rovide general
CRM guidance as well as ­identify CRM issues,
philosophies, and techniques that are specific to the
aircraft you fly. To a­ ssist with this, the FlightSafety
CRM model has been incorporated into this train-
ing guide. The model can be used as a guide or a
21-1
 CITATION MUSTANG PILOT TRAINING MANUAL
21 CREW RESOURCE
MANAGEMENT

refresher on how to incorporate CRM principles
into your day-to-day line operations. This model
is not intended to replace a formalized course of
CRM instruction, and attendance at a CRM-spe-
cific course is highly recommended.
SITUATIONAL
AWARENESS
Situational awareness is a fundamental CRM con-
cept. Often described as “knowing what’s going
on around you,” the loss of situational awareness
is often identified as a causal factor in an incident
or accident. Collective s­ ituational awareness is a
measurement of the total situational awareness
among all m ­ embers involved in the operation.
To maintain a high level of collective situational
­awareness open, timely, and accurate communi-
cation is ­required. In the situational awareness
model two-way arrows represent the two-way
­communication that must occur between the pilot
flying and the pilot monitoring. Each pilot contrib-
utes to collective situational awareness.
Circumstances will sometimes present clues that
situational awareness is becoming ­impaired. These
“behavioral markers” are listed under clues to iden-
tifying loss of situational awareness. As the number
of these clues increases, the chance of losing situ-
ational awareness increases as well. Maintaining
situational awareness requires a constant state of
vigilance. Complacency has often been the precur-
sor to a loss of situational awareness (Figure 21-1).

Figure 21-1.   Situational Awareness in the Cockpit

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COMMAND AND
LEADERSHIP
Command and leadership are not synonymous.
The status “pilot in command” is designated by
an organization. Command responsibility can’t be
shared with other crewmembers. Leadership, on
the other hand, is a role that can be shared. Effec-
tive leadership should focus on “what’s right,” not
on “who’s right.”
21 CREW RESOURCE
MANAGEMENT
There is no “ideal” or “best” leadership style. An
immediate crisis might require fairly strict leader-
ship, to ensure stability and to reassure other crew-
members, while other situations might be handled
more effectively by encouraging crew participation
in the ­decision-making process.

Leadership styles range from “autocratic” to “lais-

sez-faire.” An autocratic leadership style exercises
a high degree of control and allows a low degree of
participation from team ­members in reaching deci-
sions. A laissez-faire leadership style exercises a
low degree of control and allows a high degree of
participation from team members. Effective leaders
tend to be less extreme, relying on either authoritar-
ian or democratic leadership styles (Figure 21-2).

Figure 21-2.   Command and Leadership

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21 CREW RESOURCE
MANAGEMENT

COMMUNICATION • An event occurs, creating a need to com-

PROCESS
Communication is the most important tool for
maintaining situational awareness. Effective com-
munication requires the ability to provide appro-
priate information, at the appropriate time, to the
appropriate person (Figure 21-3). Communication
may be verbal (aural) or written. Written commu-
nications in the cockpit include symbolic messages
and indications that are electronically transmitted
and displayed.
As illustrated on the CRM Blue Card, some e­ lements
are common to most cockpit ­communications:
municate. The event may be a change in the
status of some operational goal, such as rate
of descent.
• A sender observes the event.
• The sender transmits a message to a receiver,
conveying occurrence of the event.
• The receiver transmits feedback to the send-
er, acknowledging the message.
• The receiver’s feedback may include an
additional message, confirming the intended
corrective action, or instructing the sender
to continue monitoring the ­operational goal.

Figure 21-3.   Communication Process

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Barriers to communication limit our ability to
maintain situational awareness.
As illustrated on the Blue Card, internal (or person-
al) communication barriers can diminish our per-
ception of the need to communicate. An observer
who is distracted, for example, may fail to detect a
change in the status of an operational goal. Internal
barriers can also inhibit a sender’s willingness to
communicate, or affect a receiver’s acceptance and
interpretation of a transmitted message.
External communication barriers, such as over-
crowded radio frequencies, can interfere with the
sender’s ability to transmit a message, or with the
receiver’s ability to transmit feedback. Differences
in language or dialect can also become external
barriers to communication.
CRM provides three techniques for overcoming
communication barriers:
• Inquiry—A technique for increasing your
own situational awareness
• Advocacy—A technique for increasing
someone else’s awareness
• Assertion—A technique for getting your
point across
When conflict on the flight deck interferes with
communication, it usually originates from one
pilot’s tendency to make “solo” decisions. Avoid
this kind of conflict by focusing your questions
and comments on WHAT is right, rather than on
WHO is right.
21 CREW RESOURCE
MANAGEMENT
COMMUNICATION
TECHNIQUES: INQUIRY,
ADVOCACY, AND ASSERTION
Inquiry, advocacy, and assertion can be effectively
used in the aviation environment to help solve com-
munication problems.
Each item is a step in the process. The steps provide
a metaphor that emphasizes the principle of esca-
lation. In other words, a person must first practice
inquiry, then advocacy, then assertion.
A person practicing assertiveness is not trying to
be insubordinate or disrespectful; rather, assertion
is an expression of the fact that a level of discom-
fort exists with a particular situation. Assertion is
an attempt to seek resolution.
The goal of inquiry is to increase individual sit-
uational awareness, the goal of advocacy is to
increase collective situational awareness, and the
goal of assertion is to reach a ­conclusion.

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21 CREW RESOURCE
MANAGEMENT

DECISION-MAKING 1. Recognize the need for a decision.

PROCESS 2. Identify the problem and define it in terms of

time and risk.
Aeronautical decision making (ADM) provides a 3. Collect facts.
systematic approach to risk assessment. It is a tool
you can use to select the best response for a given 4. Identify alternative responses to the need.
set of circumstances. FlightSafety recommends the 5. Weigh the impact of each alternative ­response.
decision-makin­g process illustrated on the second
page of the Blue Card (Figure 21-4). This contin- 6. Select a response.
uous-loop process includes eight steps: 7. Implement that response.
8. Evaluate the effects of your response.

Figure 21-4.   Decision Making Process

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WALKAROUND
WALKAROUND
The following section is a pictorial walkaround. Each
item listed in the exterior power-off preflight inspec-
tion is displayed. The general photographs contain
circled numbers that correspond to specific steps dis-
played on the subsequent pages.

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PRELIMINARY EXTERIOR INSPECTION

2
WALKAROUND

3 4 1

5
3
4

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WALKAROUND
1.   BATTERY - CONNECTED 2.  ENGINE COVERS (4) - REMOVED

3.   PITOT COVERS (2) - REMOVED 4.  STATIC WICKS COVERS - REMOVED

5.   GROUND POWER UNIT - NOT CONNECTED

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COCKPIT/CABIN INSPECTION
WALKAROUND

1
4 3

24 16 23
5
14 7 22 21 19 20
9 18 8
17 10 25
11
6
13
15 2
26
12

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1.  DOCUMENTS, MANUALS AND CHARTS
- CHECK ABOARD
a. TO BE DISPLAYED IN THE AIRPLANE AT ALL TIMES:
1) AIRWORTHINESS AND REGISTRATION CERTIFICATES
2) TRANSMITTER LICENSE(S) (AS REQUIRED).
WALKAROUND
1.   DOCUMENTS, MANUALS AND CHARTS
- CHECK ABOARD
b. TO BE CARRIED IN THE AIRPLANE AT ALL TIMES:
1) FAA APPROVED AIRPLANE FLIGHT MANUAL
2) GARMIN G1000 AVIONICS COCKPIT REFERENCE
GUIDE
3) OTHER APPLICABLE PILOT’S MANUALS AS
REQUIRED IN SECTION III, OPERATING LIMITATIONS
OR APPLICABLE AFM SUPPLEMENT.

2.   REQUIRED EQUIPMENT - ONBOARD AND SERVICED 3.  CABIN - CHECK

3.a.   EMERGENCY EXIT - SECURE/CLEAR/ 3.b.   PASSENGER SEATS - UPRIGHT/CONDITION

LOCK PIN REMOVED/COVER IN PLACE

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WALKAROUND

3.c.   EXIT PLACARDS - SECURE 3.d.  DOOR ENTRY LIGHTS - OFF

4.  PORTABLE FIRE EXTINGUISHER 5.  GUST LOCK - REMOVE AND STOW
- SERVICED AND SECURE

6.  CIRCUIT BREAKERS - IN 7.  LANDING GEAR HANDLE - DOWN

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WALKAROUND
8.   ANTISKID SWITCH - ON 9.   ALL OTHER SWITCHES - OFF OR NORM

10.   ELEVATOR TRIM - CHECK/SET 11.   THROTTLES - CUTOFF

(TRIM INDICATOR WITHIN TO RANGE)

12.   EMERGENCY GEAR RELEASE HANDLE 13.   BATTERY DISCONNECT SWITCH - DISCONNECT

- STOWED AND COVER INSTALLED

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WALKAROUND

14.   BATT SWITCH - BATT (ALL DISPLAYS OFF) 15.   BATTERY DISCONNECT SWITCH - NORMAL/COVER
DOWN (PFD 1/2 AND MFD POWERED)

16.  GROUND POWER UNIT (IF DESIRED) - CONNECTED 17.   PARKING BRAKE - SET

18.   PITOT-STATIC SWITCH - PITOT STATIC 19.   LANDING LIGHT SWITCH - ON

(30 SECONDS); OFF (CHECK ILLUMINATION; OFF, IF SEEN FROM COCKPIT)

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WALKAROUND
20.   OTHER EXTERNAL LIGHTING SWITCHES - ON 21.   PAX SAFETY SWITCH - PAX SAFETY
(CHECK ILLUMINATION; OFF, IF SEEN FROM COCKPIT) (CHECK ILLUMINATION); OFF

22. LANDING GEAR POSITION LIGHTS 23.   DATABASE/CHART CURRENCY - CHECK

- THREE GREEN LIGHTS/ NO RED LIGHT

24.  FUEL QUANTITY AND BALANCE - CHECK 25.   FLAP HANDLE

- AGREES WITH FLAP POSITION INDICATOR

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WALKAROUND

26.   AILERON AND RUDDER TRIM - CHECK/SET

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HOT ITEMS/LIGHTS

WALKAROUND
7
1 4 8
2

4 1 3
6
2

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WALKAROUND

1.  HOT ITEMS/LIGHTS - CHECK a.   LEFT AND RIGHT STATIC PORTS (4)

- CLEAR AND WARM

b.  LEFT AND RIGHT PITOT TUBES (2) - CLEAR AND HOT c.  STALL WARNING VANE - CONDITION AND HOT

d.  LANDING LIGHTS - ON e.  BEACON LIGHT - ON AND FLASHING

(IF NOT OBSERVED FROM COCKPIT) (IF NOT OBSERVED FROM COCKPIT)

WA-12 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

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f.  RIGHT NAV AND ANTI-COLLISION LIGHTS - ON g.   LEFT WING INSP, NAV AND ANTI-COLLISION LIGHTS
(IF NOT OBSERVED FROM COCKPIT) - ON (IF NOT OBSERVED FROM COCKPIT)

g.   LEFT WING INSP, NAV AND ANTI-COLLISION LIGHTS

- ON (IF NOT OBSERVED FROM COCKPIT)

FOR TRAINING PURPOSES ONLY WA-13

 CITATION MUSTANG PILOT TRAINING MANUAL

EXTERNAL LIGHTING SWITCHES

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2.  EXTERNAL LIGHTING SWITCHES - OFF

WA-14 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

BATT SWITCH

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1

3.  BATT SWITCH - OFF

FOR TRAINING PURPOSES ONLY WA-15

 CITATION MUSTANG PILOT TRAINING MANUAL

LEFT NOSE
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1
2
8
7

3
4

WA-16 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

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4.   LEFT NOSE - CHECK a.   STATIC PORTS (2) AND SURROUNDING FUSELAGE
SKIN - CLEAR AND NO DAMAGE

b.  OAT PROBE INLET AND SENSORS (2) c.   ACCUMULATOR BLEED VALVE

- CLEAR AND NO DAMAGE - OPEN; BLEED DOWN; CLOSED

c.   ACCUMULATOR BLEED VALVE c.   ACCUMULATOR BLEED VALVE

- OPEN; BLEED DOWN; CLOSED - OPEN; BLEED DOWN; CLOSED

FOR TRAINING PURPOSES ONLY WA-17

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d.   HYDRAULIC ACCUMULATOR PRECHARGE PRESSURE e.  HYDRAULIC RESERVOIR - CHECK FLUID LEVEL

GAUGE - CHECK (PER PLACARD)

f.  BAGGAGE DOOR - SECURE AND LOCKED g.  NOSE GEAR, DOORS, WHEEL, TIRE AND STRUT
- CONDITION

h.  OVERBOARD VENT LINE - CLEAR

g.  NOSE GEAR, DOORS, WHEEL, TIRE AND STRUT
- CONDITION

WA-18 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

RIGHT NOSE AND FUSELAGE RIGHT SIDE

1
3

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2

8 4

9
5

7 6
10 11

FOR TRAINING PURPOSES ONLY WA-19

 CITATION MUSTANG PILOT TRAINING MANUAL
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5.  RIGHT NOSE AND FUSELAGE RIGHT SIDE - CHECK a.  AUX BRAKE PNEUMATIC PRESSURE GAUGE - CHECK
(PER PLACARD)

b.   AUX GEAR PNEUMATIC PRESSURE GAUGE - CHECK c.  NOSE COMPARTMENT LIGHT - OFF
(PER PLACARD)

d.  BAGGAGE DOOR - SECURE AND LOCKED e.   OXYGEN BLOWOUT DISC - GREEN

WA-20 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

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f.  FRESH AIR INLET - CLEAR g.   OVERBOARD VENT AND DRAIN LINES - CLEAR

h.   STALL WARNING VANE - ROTATES FREELY I.  STATIC PORTS (2) AND SURROUNDING FUSELAGE SKIN
- CLEAN AND NO DAMAGE

j.  LANDING LIGHT - CONDITION k.   TOP AND BOTTOM ANTENNAS - CONDITION

FOR TRAINING PURPOSES ONLY WA-21

 CITATION MUSTANG PILOT TRAINING MANUAL

RIGHT WING

3
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8
5

1
2

7
10

WA-22 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

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6.   RIGHT WING - CHECK a.  FUEL QUICK DRAINS (4)
- DRAIN AND CHECK FOR CONTAMINATION

b.  MAIN GEAR DOOR, WHEEL, TIRE AND STRUT c.   EMERGENCY EXIT - SECURE
- CONDITION

d.   WING DEICE BOOT - CONDITION e.   STALL STRIP - CONDITION

FOR TRAINING PURPOSES ONLY WA-23

 CITATION MUSTANG PILOT TRAINING MANUAL
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f.   VORTEX GENERATORS (8 PER WING) - CONDITION g.   FUEL FILLER CAP - SECURE

h.  FUEL TANK VENT - CLEAR i.   STATIC WICKS - CHECK (3 INSTALLED. 1 MAY BE

MISSING. NO MORE THAN 2 TOTAL MISSING ON ENTIRE
PLANE)

j.  AILERON, FLAP, AND SPEED BRAKES - CONDITION

(MAKE SURE FLAP POSITION MATCHES INDICATOR)

WA-24 FOR TRAINING PURPOSES ONLY

CITATION MUSTANG PILOT TRAINING MANUAL

RIGHT ENGINE/NACELLE

3
1

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4

12

5
13 11
10
7

8
9

14

15

FOR TRAINING PURPOSES ONLY WA-25

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7.   RIGHT ENGINE/NACELLE - CHECK a.  ENGINE AIR INLET - CLEAR

b.  ENGINE FAN DUCT AND FAN - CHECK (FOR BENT c.   ENGINE T2 PROBE - CONDITION
BLADES, NICKS AND BLOCKAGE OF FAN STATORS)

d.   PYLON PRECOOLER INLET - CLEAR e.   GENERATOR COOLING AIR INLET - CLEAR

WA-26 FOR TRAINING PURPOSES ONLY

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f.   ENGINE ANTI-ICE EXHAUST - CLEAR g.  GENERATOR COOLING AIR EXHAUST - CLEAR

h.  ENGINE FLUID DRANS - CLEAR i.   OIL FILTER DIFFERENTIAL PRESSURE INDICATOR

- NOT EXTENDED

j.  OIL LEVEL - CHECK k.   FILLER CAP AND ACCESS DOOR - SECURE

FOR TRAINING PURPOSES ONLY WA-27

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k.   FILLER CAP AND ACCESS DOOR - SECURE l.  ENGINE EXHAUST AND BYPASS DUCT
- CONDITION AND CLEAR

m.  PYLON PRECOOLER EXHAUST - CLEAR

WA-28 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

EMPENNAGE/AFT FUSELAGE
10
13
8
12

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11

2
6
7 5 1
3 4

14

15 7

FOR TRAINING PURPOSES ONLY WA-29

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8.  EMPENNAGE/AFT FUSELAGE - CHECK a.   GROUND POWER SERVICE DOOR - SECURE

b.   AIR CONDITIONING INLET AND EXHAUST - CLEAR c.   FAIRING VENT (BOTTOM OF AFT FUSELAGE
ON RIGHT SIDE) - CLEAR

d.  OVERBOARD DRAINS/VENTS - CLEAR e.   FADEC STATIC PORTS (L AND R) - CLEAR

WA-30 FOR TRAINING PURPOSES ONLY

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f.  TAIL STRAKES (L AND R) - CONDITION g.  TAILCONE AIR INLETS - CLEAR

h.   RIGHT HORIZONTAL STABILIZER DEICE BOOT i.   VERTICAL STABILIZER DEICE BOOT - CONDITION
- CONDITION

j.  RIGHT HORIZONTAL STABILIZER, ELEVATOR, k.   RUDDER AND TRIM TAB - SECURE

AND TRIM TAB - CONDITION (MAKE SURE TRIM TAB (MAKE SURE TRIM TAB POSITION MATCHES INDICATOR)
POSITION MATCHES INDICATOR

FOR TRAINING PURPOSES ONLY WA-31

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l.  STATIC WICKS (RUDDER, BOTH ELEVATORS, AND

TAILCONE - CHECK (10 INSTALLED. 1 MAY BE MISSING
FROM EITHER ELEVATOR AND 1 MAY BE MISSING FROM
RUDDER OR TAILCONE. NO MORE THAN 2 TOTAL
MISSING ON ENTIRE AIRPLANE.
m.   LEFT HORIZONTAL STABILIZER, ELEVATOR, AND
TRIM TAB - CONDITION (MAKE SURE TRIM TAB POSITION
MATCHES INDICATOR)

n.   LEFT HORIZONTAL STABILIZER DEICE BOOT o.   RUDDER GUST LOCK - DISENGAGE

- CONDITION

WA-32 FOR TRAINING PURPOSES ONLY

CITATION MUSTANG PILOT TRAINING MANUAL

LEFT ENGINE/NACELLE

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1

10

12 11
9

13 3
8
7

6
5

FOR TRAINING PURPOSES ONLY WA-33

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9.  LEFT ENGINE/NACELLE - CHECK a.   PYLON PRECOOLER EXHAUST - CLEAR

b.   ENGINE EXHAUST AND BYPASS DUCT c.   OIL LEVEL - CHECK

- CONDITION AND CLEAR

d.  FILLER CAP AND ACCESS DOOR - SECURE e.   ENGINE FLUID DRAINS - CLEAR

WA-34 FOR TRAINING PURPOSES ONLY

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f.  GENERATOR COOLING AIR EXHAUST - CLEAR g.  ENGINE ANTI-ICE EXHAUST - CLEAR

h.   GENERATOR COOLING AIR INLET - CLEAR i.   ENGINE T2 PROBE - CONDITION

j.  ENGINE AIR INLET - CLEAR k.   ENGINE FAN DUCT AND FAN - CHECK (FOR BENT
BLADES, NICKS AND BLOCKAGE OF FAN STATORS)

FOR TRAINING PURPOSES ONLY WA-35

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l.  PYLON PRECOOLER INET - CLEAR m.   OIL FILTER DIFFERENTIAL PRESSURE INDICATOR

- NOT EXTENDED

WA-36 FOR TRAINING PURPOSES ONLY

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AFT COMPARTMENT

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3 1

5
4
6

10.  AFT COMPARTMENT - CHECK a.   FIRE BOTTLE PRESSURE GAUGE

- CHECK PER PLACARD

FOR TRAINING PURPOSES ONLY WA-37

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b.  JUNCTION BOX CIRCUIT BREAKERS - IN c.   EQUIPMENT AND JUNCTION BOX ACCESS DOORS
- SECURE

d.   AFT COMPARTMENT BAGGAGE - SECURE e.   AFT COMPARTMENT LIGHT - OFF

f.  AFT COMPARTMENT ACCESS DOOR

- SECURE AND LOCKED

WA-38 FOR TRAINING PURPOSES ONLY

CITATION MUSTANG PILOT TRAINING MANUAL

LEFT WING

7
6
5 4

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1

3
9

FOR TRAINING PURPOSES ONLY WA-39

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11.  LEFT WING - CHECK a.   FLAP, SPEED BRAKES, AILERON, AND TRIM TAB
- CONDITION (MAKE SURE FLAP AND TRIM TAB
POSITIONS MATCH INDICATORS)

b.   STATIC WICKS - CHECK (3 INSTALLED. 1 MAY BE c.   FUEL TANK VENT - CLEAR

MISSING. NO MORE THAN 2 TOTAL MISSING ON ENTIRE
AIRPLANE)

d.  FUEL FILLER CAP - SECURE e.   WING DEICE BOOT - CONDITION

WA-40 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

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f.  VORTEX GENERATORS (8 PER WING) - CONDITION g.  STALL STRIP - CONDITION

h.   MAIN GEAR DOOR, WHEEL, TIRE AND STRUT i.  FUEL QUICK DRAINS (4) - DRAIN AND CHECK
- CONDITION FOR CONTAMINATION

FOR TRAINING PURPOSES ONLY WA-41

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FUSELAGE LEFT SIDE

1
3

WA-42 FOR TRAINING PURPOSES ONLY

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12.  FUSELAGE LEFT SIDE - CHECK a.   WING INSPECTION LIGHT - CONDITION

b.   LANDING LIGHT - CONDITION c.   CABIN DOOR SEAL - CHECK FOR RIPS AND TEARS

FOR TRAINING PURPOSES ONLY WA-43

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INTENTIONALLY LEFT BLANK

WA-44 FOR TRAINING PURPOSES ONLY

 CITATION MUSTANG PILOT TRAINING MANUAL

APPENDIX A
ANSWERS TO QUESTIONS
CHAPTER 1 CHAPTER 5 CHAPTER 10 CHAPTER 13
1. A 1. A 1. A 1. A
2. B 2. D 2. B 2. B
3. C 3. B 3. A 3. B
4. B 4. A 4. A 4. A
5. B 5. B 5. C 5. C
6. D 6. C 6. A 6. A
7. D 7. B 7. B 7. D
8. A 8. A 8. C
CHAPTER 2 9. B 9. B
1. A 10. B 10. B CHAPTER 14
2. B 11. B 11. C 1. B
3. A 12. A 12. A 2. A
4. A 13. C 13. C 3. A
5. B 14. B 4. A
6. C CHAPTER 7 15. C 5. D
7. A 1. B 6. A
8. C 2. A CHAPTER 11 7. D
9. C 3. B 1. A 8. B

APPENDIX A
10. C 4. B 2. A 9. A
11. B 5. A 3. B 10. B
12. B 6. A 4. B 11. C
7. A 5. B 12. A
CHAPTER 3 8. D 6. A
1. C 9. B 7. B CHAPTER 15
2. A 10. C 8. D 1. A
3. D 11. A 9. B 2. C
4. B 12. D 10. A 3. B
13. D 11. D 4. B
CHAPTER 4 14. B 5. C
1. D 15. B 6. B
2. D 16. A CHAPTER 12 7. C
3. C 17. A 1. A 8. A
4. D 2. A 9. A
5. A CHAPTER 8 3. C 10. D
6. A 1. A 4. D 11. C
7. B 2. A 5. A
8. C 3. B 6. B
4. A 7. D
5. D 8. C
6. B 9. B
10. C
CHAPTER 9
1. B
2. C
3. B

Revision 1.1 FOR TRAINING PURPOSES ONLY APPA-1

 CITATION MUSTANG PILOT TRAINING MANUAL

CHAPTER 16
1. C
2. A
3. B
4. B
5. D
6. D
7. C
8. C
9. B
10. A
11. D

CHAPTER 17
1. A
2. A
3. A
4. A
5. A
6. C
7. A
8. A
9. C
APPENDIX A

10. D
11. B
12. B

APPA-2 FOR TRAINING PURPOSES ONLY Revision 1.1