Cz MAINTENAN TRAINI NUA \ CE NG«oye CkTRA NOTICE The material contained in this training manual is based on information obtained from the aircraft manufacturer’s Pilot Manuals and Maintenance Manuals. It is to be used for familiarization and training purposes only. At the time of printing, it contained then-current information. In the event of conflict between data provided herein and that in publications issued by the manufacturer or the FAA, that of the manufacturer or the FAA shall take precedence. We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for improving this manual for any other aspect of our training program. FOR TR ceFlightSafely _ MAINTENANCE TRAINING MANUAL INTRODUCTION This training manual provides a description of the major airframe and engine systems installed in the Cessna Citation 525 aircraft. This information is intended as an instructional aid only; it does not supersede, nor is it meant to substitute for, any of the manufacturer's maintenance or operating manuals. This material has been prepared from the basic design data, and all subsequent changes in airplane appearance or system operation will be covered during academic training and subsequent revisions to this manual. ‘The first chapter of this manual, "ATA 100", is an introduction to the Air Transport Association format for aircraft maintenance manuals. It is intended to describe simply the basic format for all ATA 100 Maintenance Manual chapters and also to explain where variations may exist from one manufacturer to another. FOR TRAINING PURPOSES ONLY aEach chapter following “ATA 100" of this book has listed on the divider tab the ATA chapter() included, such as "24 Electrical". Any chapter not included in the manufactur- er’s Maintenance Manual is not included in this training manual. ‘The goal of this course is to provide the very best training possible for the clients in our maintenance initial program. So that there is no uncertainty about what is expected of the client, the following basic objectives are presented for this course. Given the Maintenance Manual, class notes, and this training (as specified by the FlightSafety instructor), the client will be able to pass a written examination upon completion of this course to the grading level prescribed by the FlightSafety Director of Training. ‘The maintenance technician will be able to: © Outline the ATA 100 system of maintenance documentation, including the major chapter headings and symbology. © Describe the meaning and application of each piece of manufacturer’s maintenance documentation and use the documentation in practical applications. © Outline the recommended maintenance schedule and the applicable options. © Locate major components without reference to documentation and other components with the aid of documentation. © Describe the operation of all major systems in the normal and various abnormal operating modes. © Perform maintenance preflight and postilight inspections. The FlightSafety instructor will modify the stated overall objective conditions and criteria to satisfy selected performance requirements, when appropriate. The performance levels specified will not vary from those directed by the FlightSafety Director of Training. 2 FOR TRAINING PURPOSES ONLY33 1 10 21 312 413 5 14 "MAINTENANCE TRAINING: MANUAL : FlohSatety 616 7 17 TU 34 21 22 3 24 25 26 27 15 1 BATT O’TEMP > 160° 2. CAB ALT 10000 FEET OIL PRESS ®| WARN LH RH FUEL GAUGE LH RH FUEL BOOST ON LH RH FUELLOW | LEVEL «| | | LH RH | FUEL LOW PRESS 28 29 18 ‘The red battery overtemperature light wil illuminate with a flashing light at temperatures over 145°F, and both sections will flash at temperatures over 160°F. Illumination of the light also triggers the master warning system which will cause the master warning light 30 32 31 FOR TRAINING PURPOSES ONLY 1-310. i. 12. B. 14. 1s. 16. 17. 18, 1. 20. FUEL FLTR BY PASS LH RH FUEL CROSSFEED INVERTER FAIL GEN OFF ‘The amber fuel filter bypass light advises that bypass of the left andlor right fuel filter is impending (4.5 PSID). The master caution lights will illuminate ‘The white fuel crossfeed annunciator indicates that the fuel crossfeed valve is in the crossfeed position. ‘The red inverter fail annuncistor indicates that the AC inverter fault monitor is indicating 4 loss of AC power. Master warning will flash. If a voice system has been installed, the alert tone will sound followed by the voice message "AC FAIL" which will repeat uatil reset. “The amber generator off light advises that left andlor right generator is not connected the airplane bus.eliaminationof bothleftand rightights will asthe master warning” LH RH eligtimlllumination of one (let or right) ight will illuminate the master caution lights. AFT BOX LMT CB FW ‘SHUTOFF EMERG PRESS ON FRESH AR HYD FLOW LOW LH RH HYD PRESS, ON ‘SPD BRK EXTEND ATIN ‘UNLOCK LH RH FLAPS >3s° Ifa voice system is installed, with the illumination of both the GEN OFF LH and RH aannunciator lights the alert tone will sound followed by the voice message "GENERATOR FAILURE" which will repeat until reset. ‘The amber aft J-box annunciator indicates that the crossfeed limiters or the start circuit breakers are open. The master caution lights will illuminate. ‘The amber firewall shutoff light advises that the left and/or right fuel and hydraulic shutoff valves are closed. The master caution lights will illuminate. ‘The amber emergency pressurization on annunciator indicates that the emergency position ‘on the bleed air control has been selected. ‘The master caution lights will illuminate. ‘The amber fresh air annunciator indicates that the fresh air position on the bleed air control has been selected, The master caution lights will illuminate. ‘The amber hydraulic flow low annunciator indicates that hydraulic flow into the hydraulic ‘manifold is below normal. Switch opens at 1.33 GPM, closes at 55 GPMF. The ‘master caution lights will illuminate. ‘The white hydraulic pressure on light advises that the hydraulic system is pressurized. (18s PSD, ‘The white speedbrake extend light advises that the left and right speedbrakes are fully extended. ‘The white attenuator unlock annunciator indicates thatthe left and/or right thrust attenuator is not stowed. There isa one second delay in illumination ofthe annuncitor in fight. ‘The amber flaps > 35° will illuminate if the airplane is on the ground and both throttle are advanced above 85% N, and the flaps are set beyond 35°. In flight, ifthe flaps are extended beyond 35° the annunciator will illuminate after an eight second delay. The ‘master caution lights will illuminate, FOR TRAINING PURPOSES ONLYa. 22, 23. 25; 26, 21, 28. 29, 30. 31 32. 33, PWR BRK LOW PRESS ANTISKID INOP. DOOR NOT LOCKED TAIL DEICE LH RH wis AR O'HEAT AOA HTR FAIL P/s HTR OFF ENG ANTLICE LH RH WING ANTLICE LH RH BLD AIR O'HEAT NOSE COMP O'TEMP or NOSE AVN FAN FAIL AIR DUCT O'HEAT VIDEO FAIL, ‘The amber power brake low pressure light advises that the power brake hydraulic pres- sure is below normal (750 PSI). Indication is disabled when gear is retracted and for 7 to 9 seconds after selecting gear extension, The master caution lights will illuminate, ‘The amber antiskid inoperative lightadvises that antiskid braking capability is unavailable. ‘The master caution lights will illuminate ‘The amber-door-not locked light-advises.tha,the,cabin doorsisnot lockedyor either of ‘The master caution lights will iluminate, ‘The whitetail deice light illuminates twice during the 18-second surface deice boot cycle to indicate proper boot inflation pressure (16 PSI), ‘The amber windshield sir overheat light advises that the windshield bleed air system temperature is above normal limits (300°F sonthessystenn pressures above: SPSTiF ter ‘systemiisioff, The master caution lights will illuminate ‘The amber angle-of-aiteck heater off light advises that the angle-oF-attack computer has sensed a failure of the angle-of-attack vane heater ‘The master caution lights will illuminate. ‘The amber pitot/static heater off light advises that the left and/or right pitot or static heaters are not operating. The master caution lights will illuminate. ‘The amber engine anti-ice light advises that the left and/or right engine anti-ice has been selected on and the engine inlet duct temperature is below 220°F. The master caution lights will illuminate. ‘The amber wing ant-ice light indicates that the left and/or right wing anti-ice has been selected on and that the temperature in the wing anti-ice duct is below 230°F. A 145°F overheat switch will also illuminate light, The master caution lights will illuminate. ‘The amber bleed air overheat light indicates thatthe left or right bleed air supply through the precoolers is above normal temperature (SS('F). The master caution lights will illuminate. ‘The amber nose compartment overtemperature light indicates that the nose compartment is above normal temperature (I30°F). The master caution lights will illuminate. On Airplanes -0032 and on, the annunciator indicates that the nose avionics cooling fan has failed. The master caution lights will illuminate. ‘The amber air duct overheat light advises that the ventilation duct temperature exceeds the 300°F thormal limit. The master caution lights will illuminate Illumination of the video fail annunciator indicates a malfunction of the video portion of the annunciator panel during self test sequence or when ANNU position is selected on. the rotary test switch. FOR TRAINING PURPOSES ONLY 534. AUDIO Mlumination of the audio fail snnunciator indicates a malfunction of the audio portion of FAIL, the annunciator panel during self test sequence or when ANNU position is selected on the rotary test switch. 38. DOOR ‘The cabin door inflatable door seal pressure is below 8.5 PSI. Master caution lights will SEAL illuminate. 36. ATIN Illumination when the attenuator control switch is positioned to stow. This white light STOWED will cause master caution illumination if on the ground and throttle above 85% N; or in SELECTED flight and flaps beyond T.O. and approach. ANNUNCIATOR LEGEND TONEWVOICE MESSAGE REPEAT ‘AUDIO TONE ONLY OVERSPEED TONE NO VOICE ONLY ALTITUDE YES VOICE ONLY AUTOPILOT YES VOICE ONLY MINIMUMS, MINIMUMS NO VOICE ONLY LANDING GEAR Yes VOICE ONLY © LEFT ENGINE FIRE THREE TIMES VOICE ONLY © RIGHT ENGINE FIRE THREE TIMES CAB ALT 10000 FT © CABIN PRESSURE YES OIL PRESS WARN LH =e LEFT ENGINE OIL PRESSURE YES OIL PRESS WARN RH ® RIGHT ENGINE OIL PRESSURE Yes GEN OFF LHRH © GENERATOR FAILURE Yes BATT O'TEMP/> 160° © BATTERY O'TEMP. YES INVERTER FAIL © AC FAIL YES © Message preceded by audio attention tone. 6 FOR TRAINING PURPOSES ONLYMASTER WARNING AND ANNUNCIATOR PANEL LIGHTS GENERAL ‘The master warning/caution and annunciator panel lights system consists of two MASTER WARNING RESET _ light switches, and two MASTER CAUTION RESET light switches and an annunciator panel light cluster which provides visual indication to the flight crew. @Aiqplanesjare- alsopequippedswithyeithersawoice;orastoney eudiomvamingssysiemn ‘If an optional verbal system is installed, an ~ attention tone will sound upon the illumination of a red annunciator pane! light ‘hicheanetnesooraitneteOO "system do not have the tone preceding panel _ light annunci On airplanes -0001 thru -0031 the annunciator panel box is dedicated specifically to either voice or tone annunciation, On airplanes -0032 and on, the annunciator panel box incorporates a switch which is factory set to either voice or tone depending on customer order or certification requirements. The annunciator panel is located in the firetray mounted above the center instrument panel and contains a cluster of caution/warning lights with selected color Tens and legend plates arranged according to airplane systems, The annunciator panel lights operate in conjunction with the voice message annunciation system and the MASTER WARNING RESET and MASTER CAUTION RESET lights located on the pilot’s instrument panel. A rolary-type test switch is located on the left side of the switch panel. The rotary test switch, when positioned to ANNU will verify the integrity of the master warming and annunciator system. OPERATION Each annunciator segment has a legend which illuminates to indicate an individual system fault or advisory event. A red annunciator legend indicates a warning malfunction which requires immediate corrective action. The illumination of a red legend also activates the MASTER WARNING RESET annunciator light switches on the pilot's and copilot’s instrument panels. Once activated, the MASTER WARNING RESET annunciator light switch must be manually reset by depressing the lighted switch, The MASTER WARNING RESET annunciator light switch will flash ON/OFF/ON/OFF until reset independent of the annunciator panel fault light, except during a test mode utilizing the rotary test switch. FOR TRAINING PURPOSES ONLY theeoe Even Pe If 28VDC power is lost to either power input (odd or even) while the MASTER WARNING RESET annunciator light switch is illuminated steady and a new master warning fault occurs, the MASTER WARNING RESET annunciator light switch will revert to the flashing mode until reset. After reset, the MASTER WARNING RESET annunciator light switch will return to ON STEADY operation until 28 VDC is restored to both the odd and even power inputs. ‘An amber annunciator segment indicates a caution malfunction that requires immediate attention, but not necessarily immediate action. The illumination of an amber legend also activates the MASTER CAUTION RESET annunciator light switches on the pilot’s and copilot’s instrument panels. Once activated, the MASTER CAUTION RESET annunciator light switch must be manually reset by depressing the lighted switch, The MASTER CAUTION RESET annun- ciator light switch will remain ON STEADY while a caution fault (amber legend on the annunciator panel) is illuminated or until reset by depressing the MASTER CAU- TION RESET annunciator light switch. The fault (amber) annunciator will remain on only if the fault continues to exist. Amber annunciators will flash ON/OFF/ON/OFF until the fault is cleared or the MASTER CAUTION RESET is pressed. A white annunciator legend indicates a system advisory event. An input to a red annunciator channel initiates the following sequences of events: © Illumination of the appropriate message legend, = If equipped with a voice system, sounding of an audio “attention” tone followed by the associated voice message. ‘WARNING RESET-annunciator light switch ‘sis manually. depressed. © If the fault causing the illumination of the annunciator legend is cleared prior to reset of the MASTER WARNING RESET annunciator light switch, the annunciator legend will extinguish. Master Warning will continue to flash. © New inputs to red annunciator channel will reinitiate the sequence of events. = If equipped with a voice system, multiple messages are sequenced in the order of ‘occurrence. This is coordinated with "voice only" messages which fall into a time of occurrence sequence with the red annunciator legend voice messages. © Any new red annunciator channel input that occurs during a series of voice messages will interrupt the sequence at the end of the current voice message in progress, sound the “attention tone", and initiate the new voice message. Voice message sequencing will then restart, beginning with the oldest message first. 8 FOR TRAINING PURPOSES ONLY& An_ input to an amber annunciator channel initiates the following sequence of events: © Tlumination of the appropriate message legend. © The MASTER CAUTION RESET annun- ciator light switch will illuminate and the annunciator panel legend will flash (while the caution fault exists) until the MASTER CAUTION RESET annunciator light switch is manually depressed. © The MASTER CAUTION RESET annun- ciator light switch will also extinguish if the caution fault is cleared or ceases to exist. © If the fault causing the illumination of the annunciator legend is not cleared after resetting the MASTER CAUTION RESET annuneiator light switch, the MASTER CAUTION RESET annunciator light switch will extinguish but the amber annunciator legend will remain ON STEADY until the input for the annunciation is cleared, MAINTENANCE TRAINING MANUAL © NOTES FOR TRAINING PURPOSES ONLYLEFT TURBINE TACHOMETER LEFT FAN. TACHOMETER ‘TEST LIGHT ‘TEST SWITCH POSITIONS LEFT ENGINE FIRE DETECT UNIT RIGHT ENGINE FIRE DETECT UNIT FUEL FLOW- INDICATOR [LANDING GEAR MONITORING (GEAR LOGIC) MACH WARNING: RIGHT AIRSPEED INDICATOR }—— ANTI SKID SYSTEM CONTROL UNIT BATTERY TEMPERATURE—t INDICATOR + WARN LTS 1 28VDC P0901 AVIONICS CIRCUIT BREAKER DISCONNECT ANNUNCIATOR WINDSHIELD ANTHICE PANEL BLEED AIR TEMPERATURE WARNING ||! GROUND ANGLE OF ATTACK BATTERY. ‘SYSTEM COMPUTER ‘TEMPERATURE MODULE Figure I-1 ROTARY TEST SWITCH 1-10 FOR TRAINING PURPOSES ONLYROTARY TEST SWITCH DESCRIPTION The rotary test switch has seven decks which are deck A through deck G. It has ten selection positions including the OFF position. The positions are identified on the switch/meter panel eleciroluminescent panel as: FIRE WARN, LDG GEAR, BATT TEMP, AOA, SPARE, W/S TEMP, OVER SPEED, ANTI SKID, ANNU and OFF. OPERATION planesand, tate FIRE WARN The LH ENG FIRE and RH ENG FIRE warning lights on the fire tray should illuminate. Voice annunciation LEFT ENGINE FIRE/RIGHT ENGINE FIRE, should also be heard. LDG GEAR (If the flaps are not beyond the T.O. and approach position.) The GREEN gear down and locked and the RED unlocked lights, adjacent to the landing gear contro} handle, should illuminate and the voice annunciation LANDING GEAR should be heard. Push the SILENCE button, located below the landing gear control handle, 10 mute the voice annunciation, or advance both power levers beyond 85 percent power. The voice annunciation LANDING GEAR should silence. Extend the flaps to FULL. (If hydraulic pressure is available.) WMAINTENANGE TRANING MANUAL ‘The voice annunciation LANDING GEAR should activate. Pushing the horn SILENCE button should not mute the warning horn. BATT TEMP The BATT O’TEMP > 160° annunciator lights should illuminate. The MASTER WARNING RESET lights should illuminate and the voice annunciation BATTERY O'TEMP should be heard. AOA ‘The STICK SHAKER should activate. The angle-of-attack indicator needle should move past the RED area. The EADI FAST/SLOW needles should move past slow. -( lexer lights should flash alternately ON/OFFION/OFF with avionics power ‘epplictn., W/S TEMP: s z nunciator ight should illuminate when HI and LO is ed Switch. The MASTER CAUTION RESET light should illuminate. OVERSPEED ‘The OVERSPEED audio tone should sound, ANTI SKID The ANTI SKID INOP and PWR BRK LOW PRESS annunciators should illuminate. The MASTER CAUTION RESET light should illuminate. FOR TRAINING PURPOSES ONLY hitANNU All annunciator panel legends should illuminate one row at a time. The MASTER WARNING RESET and MASTER CAUTION RESET light switches should flash. The voice message TEST heard. ‘Dherdigital indicators shd » indicators should directoremodemselectorspanel Tights *will” ‘illuminate, EFIS lights will also illuminate, After successfully completing the test, the voice annunciation READY will be heard. Failure of the test will cause the VIDEO FAIL and/or AUDIO FAIL annunciators to illuminate. The MASTER WARNING RESET and MASTER CAUTION RESET light switches will remain ON STEADY with the failure of the video test. Pressing» h R.WARNING 'RESE’ NOTES 1-12 FOR TRAINING PURPOSES ONLYCONTINUOUS INSPECTION PROGRAM PROCEDURE sehen mary aptnscsn(thase slant) ‘inuous inspection ‘program. The remaining phases, which consist of the other inspection requirements, are not included in Phase 1 through 5 continuous inspection cycle. Phases 1 through 4, which each have an interval of 300 hours or 24 months, are designed to be accomplished in a continuous, repetitive 300 hour cycle by three different optional methods. Phase 5, which has an interval of 1200 hours or 36 months, is designed to be accomplished in a continuous, repetitive 1200-hour cycle. PHASE 1 Covers the nose section, cockpit and fuselage. PHASE 2 Covers the wings, gear and empennage. PHASE 3 Covers the tailcone area. PHASE 4 Covers the left and right powerplants. PHASE 5 — Required every 1200 hours or 36 calendar months, whichever occurs first. PHASE 6 Every 14 days for airplanes based in corrosive environment (coastal areas). PHASE 7 Every 6 months. PHASE 8 Not used. PHASE 9 Every 3 to 6 calendar months. PHASE 10 Every 100 hours. PHASE 11 Every 1 year. PHASE 12 Every 2 years as required by FAR 91.411 PHASE 13 Not used. PHASE 14 Every 2 years. PHASE 15 Every 3 years. PHASE 16 Every 5 years. PHASE 17 Engine Hot Section Inspection. PHASE 18 Not used. PHASE 19 Every 6 years. PHASE 20 Every 12 years. FOR TRAINING PURPOSES ONLY 113Phases 1, 2, 3, 4 and 5 due points can be extended for maintenance scheduling purposes only as provided below: Phases 1, 2, 3 and 4 can be extended up to a maximum of 30 hours or two calendar months from the due point. Phase 5 can be extended up to a maximum of 100 hours or two calendar months from the due point. ‘Any portion of the allowable extension used need not be deducted from the subsequent due point. an All remaining phase due points can be extended for maintenance scheduling purposes only up toa maximum of 10 hours from the due point, however, the portion of the allowable extension, used’ must be deducted from the subsequent phase due point. _ ‘Three optional methods of accomplishing Phases 1 through 4 are provided as follows: METHOD 1: Phase 1 through Phase 4 inspections are based on 30-hour cycles, with one of the phase inspections accomplished every 75 hours of airplane operation. Applicable additional phases are integrated at their due times with the first four phases. At the completion of Phase 4, Phase 1 will become due 75 hours later and the cycle is to be repeated. 75 HOUR 150 HOUR 225 HOUR 300 HOUR PHASE 1 x PHASE 2 x PHASE 3 x PHASE 4 x 114 FOR TRAINING PURPOSES ONLYMETHOD 2: Phase 1 and Phase 2 are combined and accomplished at alternate 150-hour intervals, with Phase 3 and Phase 4 being performed at the next 150-hour interval. Applicable additional phases are integrated at their due times with the first four phases. At the completion of Phase 3 and Phase 4, Phase 1 and Phase 2 will be come due 150 hours later and the cycle is to be repeated. 75HOUR 150HOUR 225 HOUR 300 HOUR PHASE 1 x PHASE 2 x PHASE 3 x PHASE 4 x METHOD 3: Phase 1 through Phase 4 are all combined and accomplished at 300 hour intervals. Applicable additional phases are integrated at their due times with the first four phases. Those that cannot ‘be so integrated, must be performed early or separately. NOTE: With all of the phases combined into 300 hour intervals, an inspection is required to be accomplished on certain items every 150 hours. These inspections are listed in Phase B, The 150 hour inspections are listed in two of the phases. Duplicated items need only be accomplished one time when combining phases. 75HOUR 150 HOUR 225 HOUR 300 HOUR PHASE B x PHASE 1 PHASE 2 PHASE 3 He PHASE 4 Phase 5 is to be accomplished all at once, each 1200 hours concurrently with accomplishment at the end of the third cycle of Phases I through 4. FOR TRAINING PURPOSES ONLY 1-15PROGRAM STARTUP NOTE: This procedure for program start up applies only to airplanes that have been previously using an inspection program other than Cessna’s recommended Continuous Inspection Program. To start this continuous inspection program, the following steps must be accomplished for airplanes other than those newly manufactured. 1. Conduct a complete airplane inspection by performing Phases 1 through 5. 2. Start the program at check number 1. (Refer to Continuous Inspection Program Procedure). 3. Continue performing inspections in the normal manner. Unscheduled Maintenance 5-50-00, this includes the following: (a) Hard overweight landings. (b) Overspeed-flaps, gear or airplane. (©) Severe air turbulence or maneuvers. (@) Lightning strikes. (©) Foreign object damage. () Improper towing or ground damage. 1-16 FOR TRAINING PURPOSES ONLYFlightSafety o Citationet. MAINTENANCE TRAINING MANUAL SS COMPONENT TIME LIMITS tin Gabv All components not listd“herein should be inspected as ied aeons this chapter and repaired, overhauled ot replaced as required. Components listed in this section of the chapter should be replaced during the regular maintenance periods nearest to, but no later than the indicated time limits below. The replacement life of each component listed in this section applies to the part throughout its life on the original installation and on later installations. The life (number of hours or number of landings) must. be recorded individually for these components and must remain with the component during removal. For example, if a component is removed for overhaul, it must be tagged with the life (number of hours or number of landings) to the date of removal and this tag must remain with the component throughout the overhaul process. (Overhaul of a component does not zero time the life of the component.) When received from overhaul and installed on an airplane the life of the component must be recorded to allow continued accumulation toward the life limit. Life limited components which have exceeded replacement life limits because of a current change in the inspection program, may continue in service if the component is serviceable, and part is on order. The replacement part must be placed on order immediately. Occasional parts shigalagesmay result in shipping delays. Replacement part(s) must be installed within 60 days of receipt. fal tc SCHEDULE Air Conditioning (Chapter 21). * Compressor Drive Motor Brushes Replace 750 compressor hours * Compressor Drive Belt Replace 750 compressor hours (Note 1) © Compressor Drive Motor Overhaul — 5000 compressor hours Equipment and Furnishings (Chapter 25). + C3000 Locator Beacon Battery Pack + Replace 3-Years ( Note 2) Z Fire Protection (Chapter 26). Engine fire extinguisher cartridge with P/N Kidde--AE873364-8 years (Note 3) HTL~13083-5 ~ 4 years (Note 4) Indicating/Recording Systems (Chapter 31), ‘ Sundstrand Flight Data Recorder Perform maintenance per schedule published in Sundstrand Service Information Letter--5000 hours ( Note 5) Landing Gear (Chapter 32) © BF Goodrich brake with a part number of 2-1859-1 Replace 250 landings © BF Goodrich main wheel assembly with part number 3-1527 and 3-1527-1 Replace 1000 landings (Refer to BF Goodrich Service Bulletin 3-1527-32-1) *(3) Pneumatic _ Blowdown/Emergency Brake Bottle 9912368-2 Manufactured by HTL — Advanced —_Technology/Pacifie Scientific (Part Number 400005320-2) Replace 24 Years FOR TRAINING PURPOSES ONLY 17FlightSafety Citation {fee NAINTENANCE TRAINING MANUAL ‘Oxygen (Chapter 35). © Cylinder (lightweight) with DOT rating of 3FC1850 or DOT-E8162 Replace 15 years or 10,000 service cycles * (2) Oxygen mask, Scott EROS Overhaul 6 years (Note 6) Powerplants (Chapter 71). © Engine Mounts or Engine Mount Isolators (Forward and Aft). Overhaul engine mount to replace engine mount isolator or replace entire engine mount. For Engine Mount Isolator Replacement, refer to Lord APE83- 007 Maintenance Manual for 1-4200 Engine Mounting System Coincide with Engine Overhaul * (Refer to Williams International Engine Manual) Starting (Chapter 80). Starter Generator Overhaul! 1000 Hours NOTES Note 1: Alignment of the drive belt is ritical to ensure reliability of the motor and compressor. Improper alignment of drive belt will result in greatly reduced brush and bearing life. Note 2: Battery must be replaced at the specified interval from date of manufacture stamped on battery; or, after transmitter is used in an emergency situation; or after the battery has been operated for more than one cumulative hour; or, on or before battery replacement date. Note 3: Cartridge life is a combination of shelf life and service life. Shelf life for a cartridge wrapped very carefully in aluminum foil and kept in a well sealed container is three years; if the cartridge is stored in a box, shelf life is two years. Combination shelf life and service life should not exceed ten years. Eight years is the ‘maximum period of service life. Note 4: Cartridge life is a combination of shelf life and service life. Combination shelf life and service life should not exceed six years. Four years is the maximum period of service life. The cartridge life shall be determined as starting from the date (month/year) that is stamped or marked on the plastic bag containing the cartridge or on the cartridge body. Note 5: Under normal environmental conditions and use, the masks must be overhauled every 6 years. If masks are ,exposed to environments that accelerate vent envelhean (@ilig, of elastomer components, periodic inspection may warrant shorter intervals between overhaul periods. Refer to ScotVEROS MA/MC Series Quick-Donning Mask-Regulator Assembly Operating. Instruction booklet, part number 89201-01 for overhaul. FOR TRAINING PURPOSES ONLYChtationfet : MAINTENANCE TRAINING MANUAL INTRODUCTION ‘The purpose of this chapter is to describe the arrangement, numbering system, and special features of the Air Transport Association format for aircraft maintenance manuals. To take advantage of all the material presented in an ATA 100 manual, the maintenance technician must become thoroughly familiar with the outline and contents presented for any given airplane. FlightSafety FOR TRAINING PURPOSES ONLY 24GENERAL The Cessna Citation 525 Maintenance Manual, IMlustrated Parts Catalog, and Wiring Diagram Manual are prepared in accordance with the Air Transport ‘Association Specification No. 100 for manufacturers’ technical data. ‘These manuals have been prepared to assist maintenance personnel in servicing and maintaining Citation airplanes. ‘They provide the necessary information required to enable the mechanic to service, inspect, troubleshoot, remove, and replace components or repair systems. Information beyond the scope of these manuals may be found in the Cessna Citation Overhaul Manual, Structural Repair Manual, “Tool and Equipment List", or Component Maintenance Manuals. ese diagrams, which are to be ‘carried aboard the airplane, must be used in conjunction with the Maintenance Manual when performing maintenance on the airplane. Technical publications available from the manufacturer of the various components and systems which are not covered in the Maintenance Manual must be utilized as required for maintenance of those components and systems. These manuals have been designed for aerofiche presentation. To facilitate the use of the manual for aerofiche, fiche/frame numbers have been added to the various tables of contents and alphabetical and numerical indexes as applicable. Refer to the header of the applicable fiche for location of various indexing information. MAINTENANCE MANUAL TEMPORARY REVISION ‘Additional information which becomes available may be provided by temporary revision. This service is used to provide, without delay, new information which will assist in maintaining safe flight/ground operations. Temporary revisions are numbered , consecutively within the ATA chapter aseritat * page numbering, utilizing the three-element number which matches the manual. ‘Temporary revisions REGULAR REVISION Pages to be removed or inserted in the manual are controlled by the effectivity page. Pages are listed in sequence by the three-element number — (chapter/section/ subject) and then by page number. When, Gate column on the corresponding chapter effectivity page verifies the active page. 22 FOR TRAINING PURPOSES ONLYREVISION BARS Additions, deletions, or revisions to text in an existing section are identified by a revision bar in the left margin of the page adjacent to the change. ‘When extensive technical changes are made to text in an existing section that requires complete retype of the copy, revision bars appear full length of the text ‘When wartesinwan existing «illustrationssis Tevisedy~a™pointinghand appears sin-=the» illustration »pointingto"the*area of-theyart ‘revisions New art added to an existing section is identified by a single pointing hand adjacent to the diagram title. LIST OF EFFECTIVE PAGES A list of effective pages is provided with each manual chapter. All pages in the chapter are listed in sequence with the most recent revision date for each page. A revised list of effective pages is provided for each chapter with every regular manual revision. SERIALIZATION be All Model 525 airplanes are sassignedy a serial number. Serial numbers are assigned consecutively to each airplane as construction begins and remains with the airplane throughout the service life. The serial number appears on the airplane identification plate. This Maintenance Manual covers Cessna Model 525 airplanes Serial Number 525-0001 and on. AEROFICHE (MICROFICHE) This Maintenance Manual is prepared for aerofiche presentation. To facilitate the use of the aerofiche index, a list of chapters has been assembled and incorporated in the introduction which identifies the initial fiche/frame of each chapter section. This List of Chapter information is displayed in the upper left frame of each aerofiche card. CD ROM The Cessna CD-ROM technical Library is a professionally designed CD-ROM system which has full text retrieval and searching capability with interlinked references. With this system you have the capability to search (full or partial) text, part numbers, reference designators, vendor lists and vendor codes. The applicable text items are hyperlinked to images with the capability to zoom in and cout on the images. ‘There are four types of files recorded on the CD-ROM: © Data files which contain the text and images that will be displayed during a retrieval session. © Index files that are used by the retrieval program to find and display data. © The retrieval program and its supporting files (executables and library functions). © Installation program. All of the data and index files will remain on the CD-ROM. The retrieval program files will be copied onto your hard disk by the installation program. FOR TRAINING PURPOSES ONLY 23DIVISION OF SUBJECT MATTER The Cessna manuals are divided into four major sections: Airplane General, Airframe System, Structures, and Powerplant. Each major section is divided into chapters, with each chapter having its own effectivity page and table of contents. The active chapters and chapter sections are listed in tabular form in the introduction to provide a summarized manual index and 2 reference to aerofiche fiche/frame. Major Section 1 - Airplane General Chapter Title Airworthiness Limitations Time Limits/Maintenance Checks Dimensions and Areas Lifting and Shoring Leveling and Weighing Towing and Taxiing 10 Parking, Mooring, Storage 11 Placards and Markings 12 Servicing Major Section 2 - Airframe Systems Chapter Title 20 Standard Practices - Airframe 21 Air Conditioning 22 Auto Flight 23 Communications 24 Electrical Power 25 Equipment/Fumishings 26 Fire Protection 27 Flight Controls 28 Fuel 29 Hydraulic Power Major Section 2 - Airframe Systems (Cont.) Chapter Title 30 Ice and Rain Protection 31 _Indication/Recording Systems 32 Landing Gear 33° Lights 34 Navigation 35 Oxygen 36 Pneumatic 38 Water/Waste Major Section 3 - Structures Chapter Title 51 Standard Practices and Structures 52 Doors 53 Fuselage 54 Nacelles/Pylons 55 Stabilizers 56 Windows 57 Wings Major Section 4 - Powerplant Chapter Title 71 Powerplant 73 Engine Fuel and Control 74 Ignition 76 Engine Controls 77 Engine Indicating ac) Exhaust 79 Oil 80 Starting 24 FOR TRAINING PURPOSES ONLYPAGE NUMBERING SYSTEM ‘The page numbering system used in the Maintenance Manual consists of three element numbers separated by dashes, under which the page number and date is printed, Distribution Subsystem —— Fuel Boost Fuel System —— Pump Unit | | 28-21-01 Page 202 ; * 1/78 | Second Page l Fuel Boost Pump Unit Date of Page Issued Maintenance Practices When the chapter/system element number is followed by zeros in the section/subsystem and subject/unit element number (28-00-00), the information is applicable to the entire system. ‘When the section subsystem element number is followed by zeros in the subject/unit element number (28-21-00), the information is applicable to subsystems within the system, The subject/unit element number is used to identify information applicable to units within the subsystems. The subject/unit element number progresses sequentially from the number -01- in accordance with the number of subsystem units requiring maintenance information, Al system/subsystem/unit (chapter/section/ subject) maintenance data is separated into specific types of information: description and operation, troubleshooting, and maintenance practices. Blocks of sequential Page numbers are used to identify the type of information: © Pages 1 through 100 - Description and Operation © Pages 101 through 200 - Troubleshooting © Pages 201 through 300 - Maintenance Practices Relatively simple units may not require description and operation and/or troubleshooting information; in such cases, unused page-number blocks are omitted. sim © Pages 301 through 400 - Servicing © Pages 401 through 500 - Removal/In- stallation © Pages 501 through 600 - Adjust ment/Test © Pages 601 through 700 - Inspection/Check © Pages 701 through 800 - Cleaning/Paint- ing © Pages 801 through 900 - Approved Re- pairs FOR TRAINING PURPOSES ONLY 25WARNINGS, CAUTIONS, NOTES, AND NOTES Throughout the text in the manuals, there are warnings, cautions, and notes pertaining to the procedures being accomplished. These eijjuncts to the text are used to 2/2) highlight or emphasize important points when necessary: © WARNING - Calls attention to use of materials, processes, methods, procedures, or limits which must be followed precisely to avoid injury or death to persons. © CAUTION - Calls attention to methods and procedures which must be followed to avoid damage to equipment. © NOTE - Calls attention to methods which will make the job easier. 2-6 FOR TRAINING PURPOSES ONLYILLUSTRATED PARTS CATALOG PAGE NUMBERING SYSTEM ‘The page numbering system used in the Mlustrated Parts Catalog consists of three- element numbers separated by a dash, under which the page number and date is printed. [-— Section/Subsystem (Flap System) Chapter/System— (Plight Controls) Unit | | (Flap Actuator) 27-50-01 Page 2— Second Page of Flap Date of (Flap Actuator Page Issue ——Jan 1/78 Assembly) ‘The pages of this manual are numbered so that the illustration page faces the text page, with corresponding index numbers. he» first-page-of text. and. illustration. reflects — FOR TRAINING PURPOSES ONLY Abbreviations: ALT - Alternate AR - As Required ASSY - Assembly BKI - Bulk Item ~9 Grr? 7" FS - Fuselage Station FSO - For Spared Order LH - Left NP - Not Procurabless, 1/1" 6?” RF - Reference RH - Right WEU - When Exhausted Use WS - Wing Station 27NUMERICAL INDEX ‘The numerical index is a complete listing of all parts included in the detailed parts list and shows in reverse, as well as forward, all information relative to superseded parts. ‘When a part is superseded for full effectivity at a specific location, both the superseding and superseded parts are listed. All part numbers are cross-referenced tothe applicable chapter, section, figure, and item number within the detailed parts list. ALPHABETICAL INDEX ‘The alphabetical index is a complete listing of components listed in alphabetical order. All components are cross referenced to the applicable chapter, section, Figure, and item number within the detailed parts list. CESSNA PART NUMBERING SYSTEM The basic number identifies the Cessna drawing only. Each installation, assembly, or detail part is assigned a part number which consists of the drawing number and an appropriate dash number. Example: r Basic Number (Drawing Identification Only) Part Number 65153004) Dash Number How to find a part: © When the part number is unknown: 1, Tum to Alpha Index 2. Refer to main group in which part should be listed. 3. Find the chapter, section, unit, and figure number in which the part should be shown. ‘Tum to the illustration and find the part. Refer to corresponding item number in the parts list. ae © When the part number is known: 1, Find the part number in numerical index. Note chapter, section, unit, figure, and item number. 2, Turn to chapter, section, unit, and figure. 3. Locate part on illustration and in parts list by item number. 28 FOR TRAINING PURPOSES ONLYWIRING DIAGRAM MANUAL WIRING DIAGRAM NUMBERING Wiring diagram numbering is in accordance with ATA Specification 100, On Citation wiring diagrams, this number is shown as three sets of two numbers, e.t., 28-20-01. Chapter (Fuel) Subsystem (Distribution) Specific Diagram (Left Fuel Distribution) 28-20-01 Thermocouple leads are banded for identifi- cation and are color-coded as follows: COLOR WIRE CODING MATERIAL Green Tracer Alumel White Chromel Yellow Constant Red Copper Black Iron MAINTENANCE TRAINING MANUAL WIRE IDENTIFICATION The wiring diagrams in the 525 manual do not show the wire number for each wire; however, the wires in the airplane have wire numbers as shown in the following example: /* B P481-P J482 (24) (SP 2-B) ind Lotor of Wire |_Numerical Sequence** TP—Twisted Pair TT—Twisted Triple SS— Single | | Conductor Shielded SP—Shielded Pair ST—Shielded Triple CX—Coax Wire Size Connector “(or Other Component) Connector Pin Connector (or Other Component) \_ Connector Pin Connector Pin Following Is Lower Case | Indicates Wire Is Spliced with Other Wires within 3 Inches of Component FOR TRAINING PURPOSES ONLY 29EQUIPMENT LIST All electrical and electronic equipment used in the wiring diagrams are identified by an alphanumeric reference designator. This reference designator is used as a cross- reference symbol to the equipment list where the part number, part description, zone, and five-digit Federal Supply Code are given. Manufacturers names and addresses that correspond with the Federal Supply Code may be found in the Introduction. There are three methods for assigning a reference designator toa component. Method one is one to four letters. A reference designator assigned by this method has no relationship to component location. The following list shows the categories assigned to the basic equipment designator letters: BATT - Batteries CB - Circuit Breaker CU - Control Units D - Diodes F - Fuse INV - Inverters, J Receptacles K - Relays L- Lights P - Plugs PCB - Printed Circuit Board R - Resistor S - Switeh SP - Splice ‘TB - Terminal Board 2-10 FOR TRAINING PURPOSES ONLYMethod two is two letters followed by three numbers, A reference designator assigned by this method provides information about where a component is located in the airplane. The following list shows the categories assigned to basic equipment designator letters by method one: COLUMN A EQUIPMENT ITEM Splice Aste Controller B%#HE Capacitor CHatt Diode Deett Instrument Este Light P%HHE Ground Grttt CBY/Fuse/Bus Bar Ho%tet Receptacle ttt Relay K%#HHE Inductor Lotte Servo/Motor M%AE Printed CKT BD NoHtt Plug Po%Hte Transistor QmHet Resistor R%HHE Switch S%HtE ‘Thermal TI: HHH Element Unit/Module UNH Valve VooHHe Solenoid Wott ICT/Terminal BD xsitee Cessna Assembly ZoHHE COLUMN B LOCATION IN AIRPLANE, Aft Bulkhead Adie FWD Fuselage Bulkhead *B### Fuselage (Cabin) - LH “CH LH Engine (Nacelle) “Dit RH Engine (Nacelle) EHH Fuselage (Cabin)- RH *F### Landing Gear *GitE Horizontal Stabilizer “ttt Instrument Panel nie LH Wing Latte LH Wing Feedthrough *M### Forward Nose “Nite RH Wing *Rést RH Wing Feedthrough *Si### Tailcone “THe Vertical Stabilizer *Vvitt **Insertion Cable *Xee# Inside Cessna Assembly *Z#t## PB10S Bulkhead Plug E1302 Instrument in Instrument Panel Examples: Forward FOR TRAINING PURPOSES ONLY 211=e ims The reference designators assigned to the ground blocks reference the location, type of ground, and No. 1 or No. 2 system: eccs10 Lhe Finh Leter Numerically Identifies the Ground. ‘The Fourth Letter Indicates Either No. 1 or No. 2 System The Second and Third Letters Indicate the Type of Ground: DC—Direct Current AC—Alternating Current SG—Signal CS—Chassis-Shield LG—Logic GS—Ground Stud LL. The First Letter Refers to Location: N—Nose C—Cabin Tail Additional part numbers are provided for some components by adding extra letters to the basic reference designator. Examples: L63LB - Light Bulb Used in Light L63 S24LB - Light Bulb Used in Switch $24 "TB2A - Special Terminal for Thermocouple Wire Used on Terminal Board TB2 P33-B -Backshell Used on Connector P33 212 FOR TRAINING PURPOSES ONLYCHARTS Chapter 91 has connector charts, terminal board charts, ground charts, printed circuit board charts, and component location charts. All contact pins are shown for the complete connector. The wire number for each wire to a pin is shown with reference to the system where the complete circuit willbe found. «Connectors Terminal board charts are provided for terminal boards with wires for several different systems. Ground charts are provided for all numbered grounds. The grounds are arranged in numerical order with the wire number for each wire and with reference to the system where the complete circuit will be found. The location of each ground is given by zone, description and station, water line, and buttock line. Printed circuit board charts show the complete circuit and part number for components on the board. Reference is given to the system where the wires and the complete circuit will be found. Component location charts list each reference designator and its location in the airplane. FOR TRAINING PURPOSES ONLY 2-13SYMBOLS BATTERY +44 “He CCAP AND STOW a3 CAPACITOR ae CIRCUIT BREAKER, ae CONNECTOR 1D ‘CONNECTIONS — =2— Gaiwpon screw Shida CURRENT SENSOR ~o-- —_ Current flowing in coil opens switch to “orto indicate circult is functioning correctly. CURRENT TRANSFORMER PRP Current towing in vire reduces a vo age in col DIODE —H— REGULAR—Low resistance forward, high resistance reverse A _ZENER—Low resistance forward, high resistance reverse until a specific volt- age is applied, then conducts freely. A ‘wanszorb is similar to a zener, but with higher peak current limit \VARISTOR—High resistance either way “E— intl a spectc voltage is applied, then conducts freely. Example: VA7ZA1 con- ducts freely above 47 volts VARISTOR-Encapsulated for moisture protection. FUSE/LIMITER a GROUND + oy HEADSET (>) HEATER ann HORN/SPEAKER, = INTEGRATED CIRCUIT Integrated circuits do not necessarily ‘work on the principle of on-off as a switch; instead some work on high and low voltage. Example: high might be 5.0 volts and low might be 0.5 volts. AND GATE—Output is low until both in puts are high: then the output is high NAND GATE—Output Is high until both inputs are high; then output is low. ‘OR GATE—Output is low until either or =~ Path inputs are high, then outputs high. NOR GATE—Output is high until either = oth inputs are high; men outpis low. IN OUT INVERTER—Output is low when input De is high; output is high when input is low. IN OUT <$>— OPERATIONAL AMPLIFIER (OP ‘AMP}—Amplifes the difference In volt: IN OUT age between the two inputs. The minus Input is the inverting input, and the plus Is the noninverting input. if an input is applied to the minus input, with the plus Input grounded, the polarity of the out- [put will be opposite to the input. If an ingut is applied to the plus input, with the minus input grounded, the polarity of the output will be the same as that of the input, TIMER—Changes the output trom high =LE wolow ina regular pattern 214 FOR TRAINING PURPOSES ONLYSy te sn METERINDICATOR O° MICROPHONE, PHONE JACK l RELAY The symbol for the solenoid may be a STG box oF a col; the operation is identical by Ut U RESISTOR REGULAR—Resistance does not change 1 TEMPERATURE CONTROLLED— rfl Fesistance changes wih ne temperature. VARIABLE OR ADJUSTABLE— "CT Resistance changes with mechanical input FOR TRAINING PURPOSES ONLY SOLENOIDISOLENOID VALVE NO (normally open) or NC (normally closed) by a soienoid-operated valve close CLOSED MOTOR OPERATED—Limit Switches stop power when MOTOR limit of travel is reached ANNUNCIATOR (MOTOR ON} + Jopen I SFeNeo SHOWN OPEN snut TE SPLICE Ave PAR | cme ENVIRONMENTAL CRIMP SOLDER SWITCH SINGLE-POLE/SINGLE-THROW (SPST) ‘SINGLE-POLE/OOUBLE-THROW (SPOT) May have OFF position in the center DOUBLE-POLE/DOUBLE-THROW (DPDT) May have OFF position in the center. Dashed line indicates all parts move simultaneouslyteres 2 POLE OPPOSITE of cenren 19 2NO- Handle position is referenced to OQ ane ‘the flat side of the mounting oo threads. ine 1c he eae | xr orem [omar o1n0 Sr [caren [ormare yin. [owas a. 8 TRING loousvazen |o Ble & SOBRE [seems |e] el ot ROTARY OR MULTIPOSITION TWO—POLE ROTARY—On rotary or mull-pole switches controlled by a ‘knob, the poles (or decks) are identified ‘on wiring diagrams as A, B, C with A ‘being the part on the knob or shaft end PRESSURE-OPERATED TEMPERATURE-OPERATEO TERMINAL STAI ‘TRANSFORMER dE ‘Transistor contacts are identilied as base, TRANSISTOR collector, and emitter. Flow of current ¢ through a transistor is controlled by the : between base and emitter. The rmainflow of current (95 to 9796) is 3 AR beiweon the collector and emitter 4) pup Transistors may be drawn without the WIRE cape $= rweren “ge setae ae [> vendor-suppiied wire teads [E> Use protective sleeve on this wires) When using the wiring diagram: + All operable electrical components, such as switches, relays, ete., are shown with the airplane on the ground, all circuits off or deenergized, and no electrical power on the circuits. * The equipment list consists of two test lines. However, some equipment does not use both lines, Make certain that both lines are observed as part descriptions are not always complete on the first line + Some wire diagrams have too many parts to list on one page of text (Examples:L 24- 30-01 Figure 1, LH DC Power Distribu- tion and Start; 33-10-04 Figure 2, panel Light Inverters and Control; 39-20-02 Fi ure 1, RH Circuit-Breaker Panel). In this case, identical wire diagrams are used with a different parts list for each diagram FOR TRAINING PURPOSES ONLYSTRUCTURAL REPAIR MANUAL The Structural Repair Manual contains material identification for structure subject to field repair, typical repairs applicable to structural components, information relative to material substitution and _ fastener installation, and a description of procedures that must be performed with structural repair, such as protective treatment of the repair and sealing. The manual serves as a medium through which Citation operators are advised of actual repairs of general interest. As service records indicate a requirement, this manval will be revised to include additional specific repairs, repairs designed by Cessna, or those designed by the Citation operator. ‘The Structural Repair Manual is presented in accordance with the Air Transport Association Specification 100 for manufacturers’ technical data. COMPONENT REPAIR MANUAL This manual provides component maintenance instructions and illustrated parts list for repairable components manufactured by Cessna Aircraft Co. for the Model 525. This manual contains technical instructions for overhauling, repairing inspecting and testing repairable components. ILLUSTRATED TOOL AND EQUIPMENT LIST This manual contains the special tools and equipment (including testing equipment) required for servicing, troubleshooting and repair of the airframe, engine, components and accessories. NONDESTRUCTIVE TESTING MANUAL This manual contains nondestructive inspection technical data to enable certified personnel to perform the nondestructive testing procedures. Nondestructive testing is a family of methods for investigating the quality, integrity, properties and dimensions of materials and components without damaging or impairing their serviceability. Inspection methods include visual, radiographic, ultrasonic, eddy current, penetrant and magnetic particle, NOTES FOR TRAINING PURPOSES ONLY 217SERVICE INFORMATION LETTERS GENERAL Technical information that becomes available between revisions to the previously covered publications is announced to operators and maintenance facilities in the field in the form of Service Letters, Service Letter Alerts, Service Bulletins, and Field Notes. SERVICE LETTER ‘A "Service Letter" is a technical publication used as a means of communicating, to those ‘organizations responsible for servicing Cessna/Citation products, the latest up-to- date service information, specific inspec- tion/maintenance requirements, or parts or product improvements. Service Letters are written by the Cessna/Citation Customer Service Department with the jeogitizances of the Cessna Engineering Department. SERVICE LETTER ALERT ‘A "Service Letter Alert" is another form of technical publication used as a means of ‘communicating, to those organizations responsible for servicing Cessna/Citation products, the latest up-do-date service information, specific inspection/maintenance requirements, or parts or product improve- ments. paper, indicating that a more serious product condition exists and that compliance with instructions listed is essential to continued product safety and reliability. Service Letter Alerts are written by the Cessna/Citation Customer Service Department with the cognizance of the Cessna Engineering Department. SERVICE BULLETIN A "Service Bulletin" is a technical publication used as a means of communicating, to those organizations responsible for servicing Cessna/Citation products, the latest up-to-date service information, specific inspection/maintenance requirements, and/or _parts/product improvements requiring specific part change-out, replacement, or installation. The Service Bulletin is written and issued by the Cessna/Citation Customer Service Department along with Cessna Aircraft Company, Cessna,Engineering Department > with theoneunience and involvement of the FAA/DER. FAA approval has been obtained on technical data in the Service Bulletin publication that affects airplane type design. 218 FOR TRAINING PURPOSES ONLYRECORD OF SERVICE BULLETINS A record of service bulletins prepared for the Citation airplane is listed on the Service Bulletin page of the applicable manual. ‘The list of service bulletins utilizes four columns to summarize service bulletin information: ® Service Bulletin Numbers - The reference data column identifies the service bulletin by number. Service bulletins are numbered consecutively. © Service Bulletin Date - The issue date column indicates the date the service bulletin displays. © Title - The title column identifies the service bulletin by nomenclature. It is the same title displayed on page one of the service bulletin, © Catalog Incorporation Date - The incorporation date column indicates that status of the service bulletin: © Date - If a date appears in the column, this indicates the service bulletin information is incorporated into the catalog, © No Effect - "No Effect" appears in the column, this indicates the service bulletin does not affect the catalog. © Other self-explanatory statements may appear in this column (i.e., replaces, replaced, superseded, etc.) 2 MAINTENANCE TRAINING MANUAL” FlightSafety VENDOR SERVICE BULLETIN OR SERVICE LETTER Vendor Service Bulletins or Service Letters are issued as necessary by the vendor when a service condition problem exists on a product used on the Cessna/Citation. At various times, as the condition warrants, the Cessna/Citation Customer Service Department will release a Service Bulletin or Service Letter Alert as the cover page and reference the attached Vendor Service Letter or Service Bulletin to correct a condition on a vendor item affecting the Cessma/Citation product. NOTES FOR TRAINING PURPOSES ONLY 2.19FORMAT ‘The Service Bulletins and Service Letter Alerts are written in the following format: © Date and type of technical publication used and revision number if revised. © Effectivity (unit number affected) © Reason for issue. © Description ‘© Compliance: = =Mandatory Cessna’s statement of expected action normally concerning safety of flight and/or certification items. ‘© Recommended - Cessna’s statement of expected action for modification or changes normally affecting aircraft performance, utility, or ‘operation. © Optional - Cessna’s statement of expected action for items which may be incorporated at the discretion of the owner/operator. Although not normally used in the publication of technical data, there are two additional ‘categories which may be used: © Regulatory - Refers to those items required by the regulating authority having jurisdiction over the aircraft regulator requirements and which always supersede Cessna’s requirements. © Informational - Refers to those items which provide information general in nature. NOTE: ife limi ‘Gomponedialifeslimisree =. ereethane==Airworthiness: efnanualsreesoth maar ‘othe, manual, or, superseded, by,.a.Fegulatoryig ‘requirement. © Approval (if FAA/DER approved). © Manpower requirements (time involved, inspection/modification, and warranty, if any). © Material (cost and availability). © Tooling (a reference to any special tools required to complete the Service Letter, Service Letter Alert, or Service Bulletin). © Change in weight and balance. © Reference © Other publications affected (e.g. Maintenance Manual, Illustrated Parts Catalog, Structural Repair Manual). ‘© Accomplishment instructions/directions. 2-20 FOR TRAINING PURPOSES ONLYRS - Cttationflet’ NISINTENANCE TRAINING MANUAL INTRODUCTION ‘This chapter presents general information pertaining to Chapters 6 through 11 of the 525 aircraft Maintenance Manuals. It is meant to be an overview or guide to the type of information found in these chapters and not a specific source. References for this chapter and further specific information can be found in chapters 6, “Dimensions and Areas"; 7, "Lifting and Shoring"; 8, “Leveling and Weighing"; 9, "Towing and Taxiing"; 10, "Parking and Mooring"; and 11, “Placards and Markings," of the Maintenance Manuals. CHAPTERS 6-11 AIRCRAFT GENERAL FOR TRAINING PURPOSES ONLY 6-146.98 FEET (14.26 METERS) 18.75 FEET (6.72 METERS) 15.08 FEET (4.60 reer | Figure 6-1 AIRPLANE DIMENSIONS 6-2 FOR TRAINING PURPOSES ONLYDIMENSIONS AND AREAS GENERAL This section identifies overall dimensions of the Citation 525 aircraft. The dimensions are selected for pertinent information on measurements that will aid the operator or ‘maintenance personnel in providing storage, passing through hangar doors, and building or ordering maintenance stands. Further specific information regarding ‘measurements of specific components, i.e., flaps and ailerons and dihedral and square foot areas, can be found in Chapter 6 of the Maintenance Manual. “MAINTENANCE TRAININ IG MANUAL, NOTES FOR TRAINING PURPOSES ONLY. 63PRESSURE PRESSURE BULKHEAD Fs fg BULKHEAD FS 94.00 172.70 218.00 FS FS 42.75 FUSELAGE STATIONS ‘WL111.00 FUSELAGE WATER LINES. INSTRUMENT PANEL, PEDESTAL O00 WL 116.34 WL 100.00. WL 95.00 Figure 6-2. AIRCRAFT REFERENCE LINES 6-4 FOR TRAINING PURPOSES ONLYAIRPLANE LOCATIONS This section describes airplane reference points, locations and systems. Reference a Pere one, two or three reference points. Station is a plane perpendicular through a point on the axis. The following are abbreviations and terminology used in referencing locations on the aircraft: FS - Fuselage Station is a vertical reference plane measured perpendicular to the airplane longitudinal axis, starting in front of the airplane’s nose. WL - Water Line is a horizontal reference plane measured parallel to the airplane longitudinal axis, starting below the airplane. BL - Buttock Line is a vertical reference plane measured parallel to the airplane longitudinal axis, starting at the airplane centerline. Right or left is added to indicate the direction from airplane centerline (RBL, LBL). WS - Wing Station is a horizontal reference plane measured perpendicular to the wing datum plane and parallel to the longitudinal axis of the airplane, starting at the airplane centerline. CL - Centerline is @ horizontal reference plane which represents the airplane centerline. SS - Stabilizer Station is a horizontal reference plane measured perpendicular to the stabilizer datum plane and parallel to the longitudinal axis of the airplane, starting at the airplane centerline, NAC STA - Nacelle Station is a vertical reference plane measured perpendicular to the nacelle centerline. NAC WL - Nacelle Waterline. NAC BL - Nacelle Buttock Line. DATUM - Datum isa reference plane from which calculations are taken, NOTES FOR TRAINING PURPOSES ONLY 6-56-6 ony ey PRESSURE a a ae SoA oo Se [seo a so LL Teas sa Figure 6-3 AIRPLANE ZONES FOR TRAINING PURPOSES ONLYGationffet WAINTENANCE TRAINING MANUAL. ~S AIRPLANE ZONING The model 525 is divided into numbered zones to provide a method for location of work areas and components prior to beginning maintenance tasks on the airplane. The zones are identified by a three-digit number, and each digit designates a zone category: major, submajor, or subdivision. EXAMPLE: 311 Major Subdivision Zone Zone Submajor Zone Major Zones: 100 - Radome and area below nose compartment shelves and below cabin floorboards to rear pressure bulkhead. 200 - Area above nose compartment shelves and cabin floorboards to rear pressure bulkhead. 300 - Empennage 400 - Nacelle area outboard of firewall 500 - Left Wing 600 - Right Wing 700 - Landing gear and landing gear doors 800 - Cabin entry and emergency exit doors ACCESS PLATES AND PANELS DISTRIBUTION All the access plates, panels and doors are identified by using the airplane zoning number plus one or two suffix letters. ‘The first suffix letter is the primary identifier. The primary identifier identifies the plate, panel or door in a logical sequence, i.c., inboard, outboard, forward or aft, starting with the letter "A" within each zone. The second suffix letter identifies the plate, panel or door in its relation to the airplane such as top, bottom, left, right or internal. EXAMPLE: S2LAT AIRPLANE ZONE PRIMARY, IDENTIFIER FOR TRAINING PURPOSES ONLY 6-7FORWARD BULKHEAD FS 94.00 REAR SPAR WS 93.50 Figure 6-4 WING AND FUSELAGE JACK POINTS 6-8 FOR TRAINING PURPOSES ONLYJACKING GENERAL ‘The entire airplane may be lifted at wing and fuselage jack points to perform landing gear tests, remove and install nose and main gear, level the airplane, and perform major DESCRIPTION Standard jacking of the airplane is performed ‘by utilizing tripod-type jacks, along with jack pads at the three jacking points. One jack point is located adjacent to the nose gear area, and a jack point is outboard of each main gear wheel well. NOTE: A jack pad adapter needs to be used on the nose gear. ‘Main gear jack pads. “are permanently attached to the airframe, CAUTION Jacking the airplane should be done in the hangar. ‘Sepheaieainieiosgginde The airplane should be on a ke surface when jacking, and only approved jacks should be used. ‘The aimplare ig limited to 10,500 pounds ‘maximum ramp weight when lifting. NOTES FOR TRAINING PURPOSES ONLY 6-9ACCESS PANEL 251AT STRAIGHT EDGE VERNIER INCLINOMETER ACCESS PANEL 251AT Loe ENTRANCE Figure 6-5. LEVELING 6-10 FOR TRAINING PURPOSES ONLYLEVELING AND WEIGHING (CHAPTER 8) GENERAL The aircraft must be operated within definite weight and balance _ limits. Therefore, it is essential that weight and center of gravity be accurately determined. The empty weight and center of gravity are determined from information obtained by weighing. Airplane leveling is required for specific maintenance functions. These leveling requirements are defined in the particular system chapter. LEVELING Jack airplane, Level laterally. © Move carpet aside just aft of the cockpit/cabin divider on both sides of the aisle at approximately F.S. 152.00. © Place a straightedge on the floorboards across the dropped aisle just forward of the refreshment center. NOTE: Ensure that straightedge is clear of fastener heads. © Position vernier inclinometer on straightedge with base parallel to the long axis of the straightedge. © Adjust wing jacks as required to level airplane. Level longitudinally. © Place a straight edge along the floorboard inboard of the refreshment center at L.B.L. 8.00. NOTE: Ensure that straight edge is clear of fastener heads. © Positon vernier inclinometer on straightedge with base parallel to the long axis of the straightedge. © Adjust nose jack as required to level airplane. WEIGHING The aircraft may be weighed with scales placed under jacks at the jack pads or under the wheels. When weighing an aircraft always refer to the Weight and Balance Manual for the correct weighing procedures. However, some general preparation requirements for weighing are listed below: © Remove excessive dirt, grease, moisture, etc., from thésairplane. © Weigh the airplane inside a closed building to prevent error in scale reading due to wind. © Have all items of equipment included in the certified empty weight installed in the airplane when weighing. ‘These items of ‘equipment are listed on the equipment list © Defuel the airplane. i aboard after draining is residual fuel and is _ ‘included in the empty weight. © Service the engine oil, hydraulic, fire extinguishers, oxygen, windshield alcohol to the normally full level. FOR TRAINING PURPOSES ONLY 6-1123.18 FEET 708m 15.08 FEET __| 460m Figure 6-6 TOWBAR TURNING DISTANCE, 6-12 FOR TRAINING PURPOSES ONLY(Chapter 9) GENERAL Towing of the airplane is normally accomplished through the nose gear axle, using a yoke-type tow bar and a tow vehicle. Observe the _ following requirements: © During the towing operation, the vehicle operator must ensure that the turning limits of the nose gear are not exceeded Exceeding the turning angle will shear the ‘stecring-pearattachingzboltssp © During nose gear wheel towing, all turning is accomplished through the tow bar. © Towing the airplane with a flat tire is not recommended; however, at times, the airplane may have to be moved from an active runway or taxiway. Tow airplane forward a minimum distance to clear the runway or taxiway and avoid sharp turns. i yed, and © Tow bar breaks or becomes detached between the airplane and the towing vehicle. FOR TRAINING PURPOSES ONLY 6-13FlightSafety Figure 6-7 BRAKING TAXI TURNING DISTANCE Figure 6-8 ENGINE HAZARD AREAS 6-14 FOR TRAINING PURPOSES ONLYWhen towing the 525 aircraft, the following precautions should be observed: ‘This will occur when attempting to swing the tow bar left or right in excess of 95 degrees under any condition. Structural Do not attempt flight. _ minutes after the gyros have been shut down _ "or damage to the gyros may occur. © When towing the airplane, ensure the recommended tow bar is used. Also, to ensure integrity of the tow bar for operational use, perform a _ periodic inspection of the tow bar for cracks and condition. © After shearing the bolts, the nose gear strut becomes es es nia Lard is on other than hard surface, the airplane shall be towed to the repair station. TAXIING Taxiing procedures are generally the same as those used for other airplanes with tricycle landing gears, Selected engine thrust, rudder pedal steering, and brakes are used to control the FOR TRAINING PURPOSES ONLY 6-15Figure 6-9 MOORING POINTS 6-16 FOR TRAINING PURPOSES ONLYPARKING AND MOORING (Chapter 10) GENERAL Airplane parking procedures are similar to those for other airplanes having tricycle landing gear. ler normal conditions, the airplane may be parked and headed in a direction ‘that will facilitate servicing without regard to prevailing winds. \iainappoieeand vibration. arepidhee Parking procedures are generally’ used during good weather conditions, however, if bad weather conditions exist or are expected, the airplane must bbe moored, Mooring an airplane to the parking apron is accomplished by tying down at main gear and nose gear. With the airplane headed into the wind, tie down using hemp rope or equivalent around the gear. 67 )) /gyy1.9 FOR TRAINING PURPOSES ONLY 6-17PMMANTTENANGE TRAINING MANUAL 17/7" ye mes SERVICING FUEL SYSTEM CAPACITIES TANK TOTALGALLONS(LITERS) USABLE GALLONS (LITERS) Left Wing 242.2916.) 238.5 (902.8) Right Wing 242.2(916.8) 238.5 (902.8) Note: Total Fuel and Usable Fuel Quantities based on 6.75 pounds per gallon. APPROVED FUELS TYPE OF FUEL SPECIFICATION JETA ASTM-D-1655-66T ETAL ASTM-D-1655-66T JETB ‘ASTM-D-1655-66T Pa MIL-T-5624 JP-5 MIL-T-5624 JP-8 MIL-5-83133 ADDITIVES NUMBER MANUFACTURER USE PEA-SSMB PG Industries, ne. Fuel system icing inhibitor. (IL-1-27686) 1 Gateway Center Suite 6 South Pittsburg, PA 15222 LO-FLOPrist —PFA-SSMB PPG Industries, nc. Fuel system icing inhibitor (Acrosoleans) _(MIL-1-27686) Prist (Bulk) PFA-SSMB PPG Industries, Ine. Fuel system icing inhibitor (QMIL-1-27686) (tobe used proportioner PRB-101), PristHi-Flash — MIL+1-85470 PPG Industries, nc Fuel system icing(to be used with proportionerPRB-101). Biocidal Sohio Biobor JF Sohio Engineered MaterialsCo, _Biocidal protection additive Protection Refractories Division Additive 3425 Hyde Park Blvd. ‘Niagra Falls, NY 14302 6-18 FOR TRAINING PUSPOSES ONLYFlightSafety Gttationflee. —_ NINTENANCE TRAINING MANUAL pete REPLENISHING OIL SYSTEM QUARTS LITERS NAME, NUMBER OR TYPE Oil Tank 37 35 Mobil Jet Oil I (Total Capacity) NOTE (1) HYDRAULIC U.S.GALLONS LITERS ‘TYPE MIL-H-83282 SYSTEMS Hydraulic 04 2.06 BRACO 882 Reservoir Brake System 02s 095 Royeo 782 Reservoir TS-741 Petro-fluid 882 PQ 3883, ANTLICE Us. METRIC NAME,NUMBER OR TYPE, SYSTEM GALLONS LITERS Windshield 0.50 190 Isopropyl Alcohol Federal Specification TT-L-T35 FOR TRAINING PURPOSES ONLY 6-19LUBRICANTS ‘TYPE OF ‘LUBRICANT Grease, wide temperature range. Grease, Silicone Penetrating Lubricant Rust inhibitor lubricant weight Rust inhibitor lubricant heavy-duty 6-20 PRINCIPLE PRODUCTPART USE NUMBER Wheel bearing “Mobil Grease 28 Wheel bearing Acroshell #5 or MIL-G-81322 Grease Aileron, rudder and 5565450-28 elevator trim tab actuators, ‘all actuator loop chains, Aileron crossover quadrant seal, bulkhead cable seals and aft teleflex cable Electrical connectors LPS 1 General LPS2 Chain Lube LPS3 ‘stains FOR TRAINING PUSPOSES ONLYFlightSafety MAINTENANCE TRAINING MANUAL TYPE OF PRINCIPLE PRODUCT PART LUBRICANT USE NUMBER: Grease ‘Torque links, nose steering, Southwest control (gust) lock, landing Grease 16215 light, flight control beating, ‘Aeroshell grease 7 Royco 27A. ‘Supermil grease No. A72832 Braycote 6275 Castrolease Al ‘TG-11900 low temp grease EP Grease, Lithium spray Lubricate sliding surface WGs0S door, atch pins, etc. FOR TRAINING PURPOSES ONLY 6.94FlightSafety LIFE LIMITS EQUIPMENT LIFE (4) Locator Peston Ratery Pack 3 Years (@).c3000 Noe) FIRE PROTECTION (0) Engine Fire extinguisher carge with 8 Years Kidde pat number AES73364 (ote?) (2) Engine Fire Extinguisher ear with Years HTL part umber 1085-5 ae) OXYGEN (1 ojtinder with DOT Rating of DOTSFCIBS0 or 15 Yeats o ‘manufactured under DOT-E8182 10,00 eyes Note 1 Battery must be replaced at the specified interval from date of manufacture stamped on battery; or, after transmitter is used in an emergency situation; or after the battery has been operated for more than one cumulative hour, ‘or, on or before battery replacement date. Note 2 Cartridge life is a combination of shelf life and service life. Shelf life for a cantidge wrapped very carefully in aluminum foil and kept in a well sealed container is three year; if the cartidge is stored in a box, shelf life is two years. ‘Combination shelf life and service life should not exceed ten years. Eight years is the maximum period of service life. Note 3 Cartridge life is a combination of shelf life and service life. Combiantion shelf lif and service life should not ‘exceed six years. Four years is the maximum period of service life. The cartridge lite shall be determined as starting from the date (month/year) that is stamped or marked on the plastic bag containing the cartridge or on the cartridge body. 6-22 FOR TRAINING PUSPOSES ONLYINTRODUCTION ‘This-chapter:provides:a-description“of twoy (presentedsin'three-sectionsiThe first section presents information regarding air distribution within the cabin and how it is controlled and serves as a basis for the descriptions contained in the second and third sections, Air Conditioning and Pressurization. References for this chapter and further specific information can be found in Chapters 36, " “Air Conditioning Limity/Maintenance’ Checks"; and. 12, "Servicing," of the Maintenance Manuals. MAINTENANCE TRAINING MANUAL” FlhtSafety CHAPTER 21 AIR CONDITIONING/PRESSURIZATION FOR TRAINING PURPOSES ONLY 21-1625 CABIN / COCKPIT DISTRIBUTION CABIN TEND Sensor an festa wENosHIELO ANtT-1ee INOSHELO MANUAL, sea. sow rea grou.oen DIFFUSER MOSHIELD ALICE SUPPLY LINE 0008 SEAL PRESSURIZATION SERVICE AUR LINE : assn9 -ssomes} VENT QUETS eta pose. oye SEER comer sueriy uct PERERA eros eLoven SPT CAIN DIVERTER VALVE Lcocae CABIN OLVERIER ACTUATOR CcocwPrt FLoon vent vaceasar tush Semin {HERGENCY PRESSURIZATION SOV oe u vivosic.o ari ree row sensor ~)—\gvescgney PRESSUR/ZATION SUPPLY emt eve Igart = P/ labine passageit os Figure 21-1 CABIN/COCKPIT DISTRIBUTION 21-2 FOR TRAINING PURPOSES ONLYFlightSafety A Gleattodffee. __ WAINTENANGE TRAINING MANUAL SS AIR DISTRIBUTION Distribution components listed in this section control the distribution of cabin heating and The cabin bleed air distribution system cooling air. distributes air throughout the cabin and cockpit. Components in the system are provided by the utilization of blowers cockpit foot warmer outlets, passenger foot 7 providing cooled air via ducting and hoses to warmer outlets, passenger armrest outlets, ivictid eeuienent iodimumeans andl the windshield defog outlets, flow divider, flow imei control valve, windshield defog fan and 8 7 fresh air blower. Nose compartment and glareshield cooling is NOTES isycontrolled 6y"passingableed ,air,and,coOl», externaleramyainithroughtartairsto-airsheates exchangerawhichsisscontrolledsbysascabine., Se en: ; ; — BfOUNd 9 OfsslANPIeSSUTIZeA yelOWe altitude, Yentilation in,Jieu.of,bleed,aites A fresh air blower, located aft of the aft pressure bulkhead, delivers fresh air through the bleed air distribution system. ‘The overhead ventilation system is routed along the ceiling forward of the aft pressure ona Ait Ce ndikonne The overhead duh system incorporates the aft evaporator, flood cooling vent and conditioned air ducting and outlets, Airy outlets) located at each passenger and flight, crew position are operated from full open toy “full close: position individually.» Thesflood= coolingrdoorsisipneumaticallysactuated andy controlled bythe FANTAFD FLOOD switche (atvevaporatorsfan) my FOR TRAINING PURPOSES ONLY 21-3PRESSURIZATION ‘SYSTEM CHECK VALVE GASKET AFT PRESSURE BULKHEAD GASKET TO COCKPIT VIA CABIN SIDEWALL DUCT DISTRIBUTION LEE {> \. ° DIVERTER DUCT ACTUATOR (WF001, FORWARD) (WFO02, AFT) AFT DUCT ‘CLAMPS TO RIGHT FOOT WARMER TOLEFT FOOT AND ARMREST WARMER DISTRIBUTION AND ARMREST Figure 21-2 FLOW DIVIDER INSTALLATION 21-4 FOR TRAINING PURPOSES ONLYFi a Citationfjet. MAINTENANCE TRAINING MANUAL ~S COMPONENTS NOTES FLOW DIVIDER ‘The pneumatically actuated cabin/cockpit flow divider (or diverter duct as it is also called) is located near the aft pressure bulkhead on the right side of the cabin. It is part of the underfloor ducting and provides adjustment of air volume between the cabin and the cockpit. ‘designed to direct more air to the cockpit’ when heat is being supplied to the cabin: The flow divider valve is pneumatically actuated. A four-position switch located on the tilt panel on the flight deck selects the valve position. The four positions are provided by using two solenoid controlled pneumatic actuators to move a mechanical linkage. The vane in the flow divider is set to balance air flow to the cockpit and cabin depending on the position of the cockpit air distribution switch. The™flowadividersisndesigned..to., ‘inerease:the-ain-flow--to-the-cockpit as the» “switchs rotated {rom normal to max, ‘The cockpit air distribution switch is a four position switch. In the normal position only the aft actuator (# WF002) is energized to port 23 PSI service air into the actuator. This allows 40% of the air to be directed to the cabin and 60% to the cockpit. In the second position both actuators are deenergized to provide a 30/70% split. The third position will energize both actuators to yield a 20/80% division of air flow. The max position energizes the forward actuator (# WFO01) only to allow only 10% of the air to be directed to the cabin while 90% of the air g0es to the cockpit. FOR TRAINING PURPOSES ONLY 21-5QR 'GLARESHIELD OUTLET ‘CLAMP DEFOG FAN HOUSING PER DEFOG MOTOR DUCT MOUNTING PLATE COPILOT FOOT WARMER DUCT Figure 21-3 WINDSHIELD DEFOG MOTOR INSTALLATION 21-6 FOR TRAINING PURPOSES ONLYDEFOG FAN ‘Themmtwo:speeduedefogmefanmeprovides ‘WifdSHIeldmThe fan is located on the right side of the cockpit behind the instrument panel. The defog switch is located on the right side of the cockpit tilt panel and is th labeled HI, OFF and LOW. (Onuunits 0001- boosts the evaporator air and routes it to the FI inside surface of the windshield, NOTES FOR TRAINING PURPOSES ONLY 21-7FlightSafety SIDE AIR DUCT ‘ASSEMBLY FORWARD DUCT ADAPTER WORM SCREW CLAMP FLEXIBLE DUCT WORM SCREW CLAMP SIDE AIR DUCT ASSEMBLY INSULATION. ‘COCKPIT SIDEWALL FROM EMERGENCY bucT PRESSURIZATION VALVE DEFOG FAN HOUSING Figure 21-4 COCKPIT FOOT WARMER DUCT INSTALLATION 21-8 FOR TRAINING PURPOSES ONLY| Cltationffeg MAINTENANCE TRAINING MANUAL COCKPIT FOOT WARMER NOTES AND ARMREST OUTLETS Foot warmer outlets are located at the pilot’s and copilot’s feet in the cockpit and armrest vents located in the cockpit side consoles. They receive heated air from the cabin sidewall duct leading from the flow divider near the aft pressure bulkhead, along the right side of the cabin, to the cockpit. FOR TRAINING PURPOSES ONLYuct assematy our | Figure 21-5 CABIN SIDE DUCTS INSTALLATION CABIN AFT DUCT SIDEWALL ADAPTER “ > bucT END CAF, UB A ASSEMBLY Las SIDE COVER DUCT ASSEMBLY FORWARD DUCT END CAP ADAPTER Figure 21-6 CABIN SIDEWALL DUCT INSTALLATION 21-10 FOR TRAINING PURPOSES ONLYPASSENGER FOOT WARMER/ ARMREST OUTLETS Passenger foot warmer outlets are located along the outboard cabin walls at floor level, The outlets receive heated air from underfloor ducting near the aft pressure bulkhead. Avsingle cabin side duct supplies airetosboth=the=footwarmerand”armrest'y, outlets. Passenger armrest warmer outlets are located along the outboard cabin wall at passenger seat armrest level. Air outlet holes are located under the armrest cover assembly with the origin of heated air being identical to the foot warmer outlets. FOR TRAINING PURPOSES ONLY 21-11FLOOD COOLING FLEXIBLE DUCT MANIFOLD TIE STRAP. ‘COCKPIT AIR VALVE DUCT ASSEMBLY HEADLINER "AIR VALVE, PASSENGER SERVICE UNIT Figure 21-7 OVERHEAD AIR DISTRIBUTION DUCT INSTALLATION 21-12 FOR TRAINING PURPOSES ONLYFlightSafety Gitation flee: MAINTENANCE TRAINING MANUAL OVERHEAD VENTILATION NOTES OUTLET The overhead ventilation system is routed along the ceiling forward of the aft pressure bulkhead. ‘@he'system recirculates-cabinair through the aft evaporator and operates only When the AIR-SOURGE—SELECT AIR “COND switch is set to FAN or AUTO. Overhead ventilation outlets, called wemacs, are located along the overhead panel/console in the cabin and two in the cockpit. These air outlets located at each passenger and flight crew position are operated from full open to full close position individually, Overhead ventilation air consists of recirculated air or freon air from the aft evaporator fan delivered through the overhead ventilation outlets. The ventilation outlets are called wemae valves and are designed to allow the flow of ventilation air to be controlled though each outlet, sAll-wemac- valves will completely, FOR TRAINING PURPOSES ONLY 24.13FlightSafety Citation fet. MAINTENANCE TRAINING MANUAL MANIFOLD ASSEMBLY VALVE FLEXIBLE buct FLOOD COOLING pwvor BOT SOLENOID (WC003) PRESSURIZED ASSEMBLY, EMBI SERVICE ADAPTER AIR LINE SPACER SPACER jj DOOR ry ASSEMBLY | F DOOR CYLINDER, CYLINDER’ Uf u CYLINDER fe CYLINDER EXTENDED .5-)J° RETRACTED Deose new AoA Figure 21-8 FLOOD COOLING DUCT 21-14 FOR TRAINING PURPOSES ONLYs FlightSafety Cttationfet MAINTENANCE TRAINING MANUAL, FLOOD COOLING DOOR NOTES. ASSEMBLY The flood cooling door assembly is located near the top center of the aft pressure bulkhead in the cabin. Thesfleodscoolingy duethas:-a pneumatically. controlled: flood. cooling door which directs conditioned air» ‘tha eton ty is aie y the FAN AFT switch, located on the tilt panel. Mhemspringmlondedmdoormisimny automatically in-the flood “position” for» unpressurizedsait With an engine running » and the FAN AFT switch in the LOW or HI” closed position’ In the FLOOD position, pneumatic pressure is removed from the cylinder when the actuator solenoid valve closes, allowing the spring pressure to open the flood cooling door. FOR TRAINING PURPOSES ONLY 94.465EE) - PRECOOLER BI-LEVEL FOV (N.O.) 550°F BLEED RAM AIR AIR O’HEAT MODULATING SWITCH VALVE CABIN HEAT EXCHANGER PRECOOLER FRESH AIR TEMP PROBE BLOWER BI-LEVEL FCV (N.O.) _Af8 PPM — BLEED AIR LEFT elomne BLEED AIR Figure 36-xx TATLCONE BLEED AIR SYSTEM (S/N 360 & ON) 21-16 FOR TRAINING PURPOSES ONLYCOMPRESSION primary and secondary outflow, The cabin may receive compressed air from ‘two sources of operation. @nessouresnissthie? snormal_-modeof -operationsandsthewother— source is theemergencymode"of operationy ‘Engine bleed air is utilized to pressurize ancy simultaneously provide conditioned air to the ‘cabin’ Bleed air and cool ram air pass through an air-to-air heat exchanger to > provide temperature controlled air. "REAP ‘iseavailablendivectiystomtrereabitt fF round” “and-unpressurized low:altitude.ventilation: SYSTEM DESCRIPTION UNIT NUMBER 1 - 359 Normal compression air is supplied from the engine to manifold assemblies that receive and distribute the bleed air entering the tailcone. SBIEEOaireeshutoffimvalvesareay ‘attached ==to== outlet=ports~on'=their corresponding manifold assemblies. The to the cabin: heat exchanger, a check valve,» ‘and the cabin distribution system. ‘The emergency pressurization valve is attached to the windshield anti-ice supply duct beneath the right cockpit floorboard panel and utilizes windshield anti-ice air. A FOR TRAINING PURPOSES ONLY FlightSafety Citationffee. MAINTENANCE TRAINING MANUAL temperature sensor is_installed to ensure cabin temperatures remain constant. During emergency pressurization operation,’ ‘passengers should detect little, if anyyehangoy SYSTEM DESCRIPTION UNIT NUMBERS 360 & ON 'Pre-cooled bleed air is supplied from the: engine and regulated to 16 PSI at the ‘pressure regulating shutoff valve (PRSOV): Attached to the PRSOV is a bi-level flow control valve (FCV). [PHISUNGIVENFESHGH ‘sthesflow:to"4:PPM nominal and 8° PPM hi- lowe These valves (PRSOVs & FCVs) are controlled by a rotary switch labeled AIR SOURCE SBLECT on the tilt panel. The bleed air then enters the cabin through an air to air heat exchanger and the cabin bleed air distribution system which consists of ducts that direct air to the windshield defog vents, the cockpit floor vents, the cabin floor vents, and the cabin armrest vents. Emergency pressurization air supply remains unchanged from earlier systems. The EMER selection turns on the windshield anti-ice temperature control system, de-energizing the anti-ice PRSOV open. The emergency pressurization SOV is opened and delivers bleed air to the cabin bleed air system. 94.47FlightSafety CitattonfJee MAINTENANCE TRAINING MANUAL eC) | 9 | Jee | uy AIR EMER curgson -—— tie. AFT a FL00D ri Ce : a Low tr Low Figure 21-9 AIR SOURCE SELECT SWITCH 21-18 FOR TRAINING PURPOSES ONLYFlightSafety Cuationffee NAINTENANCE TRAINING MANUAL AIR SOURCE SELECT SWITCH A bleed air AIR SOURCE SELECT switch is located in the tilt panel of the instrument panel. The AIR SOURCE SELECT knob has six positions: OFF, FRESH AIR, BEE ASC BOTH, RH and EME! psiionanni seen ECT systermmninstalledewinmathemeireratiee — For convenience sake the two systems can be generally differentiated between the system for the CJ (unit numbers 1-339) and the CJT (which includes CJ unit numbers 330, 340 & on). For the system installed on the CJ each position functions as follows: + OFFapositionmencrgizesatheptlowacontroles shutoffwvalvemlefidlecd,air,shutoffevalverand tightybleedvairashutoffvalvestovclosexoffaths flowaofmaitetonthe.pressurization..and, air, ‘eonditioning systems, jon deenergizes the left bleed air shutoff valve and flow control shutoff valve ‘open, and energizes the right bleed air shutoff valve closed, alloWin@ibleed GiFROWARLOMTAHEMY leftengineonlyatarateofi®:PPM flow + BOTH position deenergizes the flow control shutoff valve, left bleed air shutoff valve, and right bleed air shutoff valve open, + RH position deenergizes the right bleed air shutoff valve and flow control shutoff valve open, and energizes the left bleed air shutoff valve closed, allowing bleed airflow from the right engine only at a rate of 8 PPM flow. + EMER position energizes the left bleed aii shutoff valve, right bleed air shutoff valve and flow control shutoff valve closed. The windshield bleed air control valve de- energizes open allowing bleed air to the emergency pressurization valve, When EMER position is selected, the EMERG PRESS ON annunciator fight will illuminate, On the system installed in the CJI the following differences must be observed. * LH position deengergizes the left pressure regulating snot valve (PRSOV) open and BOTH position denergizes both left and right PRSOVs open and deenergizes both exchanger through a check valve in the aft pressure bulkhead and then to the cabin bleed air distribution system (windshield defog system, floor ducts and armrest vents). FOR TRAINING PURPOSES ONLY «RH position deengergizes the right pressure regulating shutoff valve (PRSOV) open and energizes the solenoid on the right flow control valve to provide 8 PPM flow into the bleed air system. 241-19FlightSafety Cétationfet MAINTENANCE TRAINING MANUAL FLOW CONTROL ‘SHUTOFF VALVE (vT018) ‘TUBE ASSEMBLY (ROTATED 180 DEGREES) RIGHT PYLON RAM AIR INLET SCOOP ASSEMBLY TORIGHTWING IGE ENGINE (REFER TO CHAPTER 30) ANTIICE SUPPORT TO SERVICE AIR RIGHT BLEED AIR 'SHUTOFF VALVE (VT017) CABIN HEAT So sence LEFTBLEEDAIR SHUTOFF VALVE EXCHANGER 104 Baa LEFT ENGINE DUCT OVERHEAT ‘SWITCH (ST029) BLEED DUCT TEMPERATURE Aa ANTICIPATOR SENSOR UTO05 BLOWER MUFFLER UNDERFLOOR | eerpvion Y TOLEFT INLET ASSEMBLY, LEFTPYLON "TENG GASKET HAMA op ANTHICE CHECK VALVE ASSeMSLY GASKET (REFER TO CHAPTER 30) FLOW CONTROL ‘SHUTOFF VALVE AFT PRESSURE BULKHEAD. (v7018) CHECK VALVE a NUT ‘TUBE ASSEMBLY UNION WASHER VENT TUBE Figure 21-10 TAILCONE PRESSURIZATION COMPONENTS 21-20 FOR TRAINING PURPOSES ONLYBLEED AIR SHUTOFF VALVES NOTES When the engine bleed air shutoff valves are each selected open (deenergized), bleed air is ducted through the flow control shutoff valve allowing bleed air flow into the pressurization system. Valve position is controlled by a pressurization AIR SOURCE. SELECT knob, providing OFF, FRESH AIR, LH, BOTH, RH and EMER positions. Arelectrical system malfunction will usually — izati The control valves require electrical power to move from the normal mode position. ‘electrical power is interrupted, the valves” ‘will return to the normal mode position.) FOR TRAINING PURPOSES ONLY 21-21EMERGENCY. PRESSURIZATION VALVE ELECTRICAL RECEPTACLE O-RING 4 ELECTRICAL CONNECTOR Z. POuBUNS ELECTRICAL CONNECTOR SHULD Winds TEMPERATURE SENSOR Figure 21-11 EMERGENCY PRESSURIZATION VALVE 21-22 FOR TRAINING PURPOSES ONLY‘An emergency pressurization valve is installed beneath the right cockpit floorboard panel. The solenoid operated valve is ‘opened when energized and ier | FOR TRAINING PURPOSES ONLY 21-23RAM AIR PLEUNM WORM SCREW CLAMP AFT PRESSURE BULKHEAD PRESSURIZATION. HEAT EXCHANGER DUCT OVER TEMPERATURE ‘SWITCH ANTICIPATOR, SENSOR ‘SUPPORT ASSEMBLY TO AIR’ WORM DISTRIBUTION SCREW CLAMP FLEX DUCT RAM AIR MODULATING VALVE 10 OVERBOARD EXHAUST A Figure 21-12, PRESSURIZATION HEAT EXCHANGER 21-24 FOR TRAINING PURPOSES ONLYHEATIN A combination of engine bleed air and cool ram air is used for supplying heated air to the passenger and flight crew compartments, Bleed air is directed to the cabin bleed air heat exchanger system while ram air is routed through the cabin air heat exchanger. re Engine bleed air is too hot for direct usage. By routing ram air through the heat exchanger, the engine bleed air is cooled prior to entering the cabin distribution system. Ram air is controlled by the temperature control system utilizing the ram air modulating valve. NOTES FOR TRAINING PURPOSES ONLY 21-25CONDENSER COIL ASSEMBLY RECEIVERDRYER BINARY SWITCH *D" PORT (DISCHARGE) “S" PORT (SUCTION) EXHAUST DUCT. COMPRESSOR BELT COVER TO RAM AIR Heat EXCHANGER [X COMPRESSOR CONDENSER PEDESTAL FAIRING EXHAUST LOUVER BAROMETRIC SWITCH Figure 21-13 COMPRESSOR CONDENSER ASSEMBLY INSTALLATION 21-26 FOR TRAINING PURPOSES ONLYFlightSafety Gltattowfet MAINTENANCE TRAINING MANUAL ot / COOLING DESCRIPTION ‘The components of the freon air conditioning system consist of a compressor, electrical compressor drive motor, condenser receiver dryer, forward evaporator fan, and a rear evaporator fan. The compressor, electrical compressor drive motor and condenser receiver dryer are located on a pallet in the tailcone of the airplane between FS 300.00 and FS 320.00. ‘Therforwardrevaporatorsisemounted A THe” armresteassemblymofettensidemfacingyseate” ‘The rear evaporator is connected to the overhead air distribution system and flood cooling duct located on the aft pressure bulkhead. A binary pressure switch, located on the receiver/dryer, performs two functions for the air conditioning system. First, itacts as) FOR TRAINING PURPOSES ONLY Service ports, labeled "S” for suction (low pressure) and "D" for discharge (high pressure), are located on the compressor housing Controls for the air conditioning system consist of a three-position compressor control switch, AIR SOURCE SELECT AIR COND, three-position forward evaporator fan control switch, FAN FWD, and a three-position aft evaporator fan control switch, FAN AFT, located on the cockpit tilt panel. NOTES 21-27FiightSafety 1 Gitationffet WANNTENANGE TRAINING MANUAL A PRESSURIZATION TILT PANEL DUMP cocKPIT RATE OF CHANGE SWITCH AIR DISTRIBUTION ROTARY SWITCH INDIGATOR, ELECTROLUMINESCENT PANEL pera A Figure 21-13 TILT PANEL 21-28 FOR TRAINING PURPOSES ONLYCOMPRESSOR CONTROL SWITCH The AIR SOURCE SELECT AIR COND compressor control switch is a three position switch, AUTO, OFF and FAN, located on the cockpit tilt panel. A COMPRESSOR ON indicator, also located on the cockpit tilt panel, will illuminate when power is supplied to the compressor. OFF position removes compressor power. porator fan and aft evaporator fan, enabling them to run continuously. Fan speed is selected through the forward evaporator fan switch and the aft evaporator fan switch. maximum cooling of bleed air. With power ‘The freon compressor will operate on the applied to the freon compressor, the cabin is i Gee ‘with the RH generator on line. provided with freon cooling while the ram : air modulating valve controls the bleed air ‘freon compressor will operate below 18,000 supply temperature to the cabin. ‘condons change, the ram air modulating «ther generator in Might will activate a load valve drives toward 70% closed, removing, Shed circuit which will automatically turn, "Power from the compressor. a On the’ ground) when sno ramsait is NOTES speed whenever-the compressor engages..At, othersstimesy-WUTO=position=-terminates airflow: AFT EVAPORATOR FAN SWITCH The FAN AFT aft evaporator fan switch, is a three position switch, FLOOD, HI and LOW, which controls the two speeds at which the aft evaporator fan operates in addition to controlling the flood cooling door. The aft’ evaporator operates continuously. LOW position provides airflow at its lowest speed through the aft evaporator fan, exhausting it to the overhead distribution system, HI position provides airflow at a higher speed through the aft evaporator, exhausting it to the overhead distribution system. 00D") . 7 All air is diverted out of the flood cooling vent, located at the top of the aft pressure FOR TRAINING PURPOSES ONLY bulkhead. The flood cooling door is located forward and at the top of the aft pressure bulkhead, aft of the interior panel. ‘Phe=fleod=cooling- -door-is.spring loaded, inthe food position. When the pressurization system is activated, the flood cooling door will close when in LOW or HI position. When in FLOOD position, the flood cooling door will open. NOTES 21-31MANTENANGE TRAIN MANUAL 30; 25: w Ber oak aoe. Eoue SSE5 1s wees S20 2£ 10. G2 ne #64 8 a" 5 o: 40 50 60 70 80 90 EVAPORATOR INLET PORT TEMPERATURE FAHRENHEIT (°F) 1. MEASURE TEMPERATURE AT EVAPORATOR INLET PORT. 2 MEASURE TEMPERATURE AT EVAPORATOR OUTLET PORT. 3. SUBTRACT OUTLET PORT TEMPERATURE FROM INLET PORT TEMPERATURE. 4. RECORD INLET PORT TEMPERATURE ON GRAPH. 5. RECORD TEMPERATURE DIFFERENCE ON GRAPH. INTERSECTING LINES DETERMINE EVAPORATOR PERFORMANCE. EXAMPLE: EVAPORATOR INLET PORT TEMPERATURE 72°F EVAPORATOR OUTLET PORT TEMPERATURE -54°F ‘TEMPERATURE DIFFERENCE 18°F Figure 21-16 EVAPORATOR PERFORMANCE CHECK 21-32 FOR TRAINING PURPOSES ONLYFlghtSafty Cltatioufet MAINTENANCE TRAINING MANUAL MAINTENANCE NOTES PRACTICES SAFETY PRECAUTIONS ‘WARNING Observe safety precautions when handling refrigerant or servicing and performing maintenance on air conditioning systems. The following precautions shall be observed when handling freon. © Liquid R12, at normal atmospheric pressure and temperature, will freeze any object it comes in contact with. Use of protecting clothing, gloves and goggles will protect the skin and eyes. FOR TRAINING PURPOSES ONLY 21-33(esa) OVO HONI BUWNDS H3d SGNNOd BUNSS3ud SOUVHOSIO OUTSIDE AIR TEMPERATURE FAHRENHEIT (°F) 3s 8 8 8 & & (o1Sa) OVO HON! SYWNDS H3d SGNNOd BUNSSaud NOLLONS 70 80 90 100 110 OUTSIDE AIR TEMPERATURE FAHRENHEIT (°F) 60 RI Figure 21-17 R12 COMPRESSOR OPERATING PRESSURES FOR TRAINING PURPOSES ONLY 21-34TEST BINARY SWITCH © Place DC POWER BATT switch in OFF position. © Remove aft baggage compartment panels. © Remove binary pressure switch from receiver dryer. © Connect binary pressure switch to a regulated dry nitrogen source and, using a continuity tester, monitor electrical continuity of switch. NOTE: ‘The*teceiver dryer contains a, ‘shrader valve in the inlet port for the binary , switch which allows removal and installation of the binary switch without venting the “freon system, © Verify binary pressure switch opens at 0 pounds per square inch gage. © Gradually increase pressure and verify binary pressure switch closes at approximately 40 pounds per square inch gage. © Gradually increase pressure to a maximum of 335 pounds per square inch gage and verify binary pressure switch opens again at 305 ++ 30 pounds per square inch gage. © Gradually decrease pressure and verify binary pressure switch closes at 203 pound per square inch gage, +20 or -20 PSIG. © Continue to decrease pressure and verify switch opens between 30 pounds per square inch gage and 15 pounds per square inch gage. VATE TANI AT NOTES FOR TRAINING PURPOSES ONLY 21-35SENSOR ‘SUPPORT, ELECTRICAL CONNECTOR TEMPERATURE SENSOR ANTLICE AND RAIN BR ‘SPLICE TEMPERATURE ‘SPLICE CONTROLLER ELECTRICAL CONNECTOR CABIN TEMPERATURE ar CONTROLLER PRESSURE BULKHEAD ELECTRICAL CONNECTOR RIGHT BEAM Figure 21-18 TEMPERATURE CONROL INSTALLATION 21-36 FOR TRAINING PURPOSES ONLYTEMPERATURE The duct temperature anticipator is installed in the duct between the cabin heat exchanger CONTROL and aft pressure bulkhead, ‘The duct. temperature anticipator senses the DESCRIPTION temperature of the incoming conditioned air to the cabin and sends signals to the temperature controller to maintain the desired (selected) cabin temperature. ‘The cabin temperature sensor is installed on the inlet of the aft evaporator, immediately forward of the aft pressure bulkhead. The cabin temperature sensor senses actual cab- in temperature and sends signals to the temperature controller to maintain the desired (selected) cabin temperature. ‘The ram air modulating valve controls the amount of cooling ram air that passes The duct overheat switch is mounted through the cabin bleed air heat exchanger. adjacent to the duct temperature anticipator, in the duct between the cabin heat exchanger ‘The cabin” temperature’ control system and aft’ pressure bulkhead. At cabin temperature controller, duct, closes, illuminating the AIR DUCT ticipator; TEMPERATURE. O’HEAT annunciator panel light to alert the SELECT MANUAL switch and TEMP- pilot. ERATURE SELECT AUTO knob. The temperature controller is mounted on ‘switches used to control the air conditioning’ the right beam, aft of the aft pressure compressor and. flow divider actuator. FOR TRAINING PURPOSES ONLY 21-3721-38 RAM AIR MODULATING ACTUATOR) COMMON. (CASE GROUND HOT cou DYNAMIC BRAKE DUCT SENSOR ANTICIPATOR ww A B Hl / TEMPERATURE CONTROL UNIT ‘SENSOR INPUT ‘SENSOR INPUT ACTUATOR (COLD) ACTUATOR (HOT) ‘AUTO 23VDC ‘AUTO CNTL AUTO CNTL. ‘GROUND, GROUND ‘SENSOR INPUT ‘SENSOR INPUT Er moexrorarzn® ‘TEMPERATURE SELECT —o— ‘COLD MANUAL SWITCH O— MANUAL TEMPERATURE TEMP: AUTO SELECT AUTO KNOB zvoc —“5 > CABIN TEMPERATURE SENSOR bwyw4 Figure 21-19 TEMPERATURE CONTROL SCHEMATIC FOR TRAINING PURPOSES ONLYFlightSafety Cttationffer MAINTENANCE TRAINING MANUAL. OPERATION NOTES Rotating the TEMPERATURE SELECT AUTO knob to MANUAL provides 29-volt power to the manual control switch. By pressing the manual control momentary contact switch to HOT or COLD position, 29 volts direct current (VDC) is sent to the ram air modulating valve to change the cabin air supply air temperature. ‘The TEMPERATURE SELECT AUTO knob set between COLD and HOT, defines a desired cabin temperature and provides 29 volts direct current (VDC) to the c controller. The jcabinstemperaturesysensore” temperature controller does @ comparison of the desired temperature to the actual temperature and signals the actuator to move the ram air modulating valve to adjust the cabin air supply temperature. colori iowancontroleralvemiilbmoponse allo wifig'bléed aininto:thecabin, FOR TRAINING PURPOSES ONLY 94.20FlightSafety Gitationffet. MAINTENANCE TRAINING MANUAL Ss Nose Gear ‘Actuator ‘Auto/Manual Switeh 21-40 ‘Tunnel Static Port Pressure Vessel ‘ Boundary a Max P Limiter Pneumatic Togzle Valve. wp “ Cabin Pressure —— we) Restrictor Emergency : ae ii Max Abin Sein \. (99) | tation Fahaust = | Thai jes = @ . ‘Switeh le = |] Ming ‘Weight on Cavity wed Soe , Cabin ~ Caimi ee \ Pressurization — Controle / vec [jector Pressure ‘ ‘Nominal 1.5 wie 23 pig Shute Valve Service Cabin StatieSouree Pressure Figure 21-20 SYSTEM SCHEMATIC FOR TRAINING PURPOSES ONLYFlightSafety Gitatioufeg —NAINTENANCE TRAINING MANUAL : > & PRESSURIZATION In the event of a power or controller failure, the outflow valves can be controlled manually using CONTROL the pneumatic toggle valve. The toggle valve is connected to a static line and supplies either GENERAL static or cabin pressure to the outflow valves for control pressure. This section provides maintenance information of that portion of the environmental system used NOTES to control the pressure within the crew and passenger compartment. DESCRIPTION The Kollsman pressurization system includes a digital autoschedule controller, one primary and one secondary outflow valve, and a manual toggle valve. (BachWoutflowmvalvesteaturestany The controller is a 100% solid state design. Separate displays provide landing pressure The pneumatic outflow valves use 23 psi of regulated bleed air for control pressures. FOR TRAINING PURPOSES ONLY 21-41. VACUUM EJECTOR ov prtorad EXHAUST LINE PRIMARY OUTFLOW ‘VALVE (UA001) STATIC INPUT LINE STATIC PORT: Figure 21-21 OUTFLOW VALVES INSTALLATION 21-42 FOR TRAINING PURPOSES ONLYFlightSafety 4 G@itationfet — WAINTENANCE TRAINING MANUAL OUTFLOW VALVES ‘There are a total of two outflow valves located at the aft pressure bulkhead on the left side of the aircraft. One is identified as the primary outflow valve and the other is the secondary outflow valve. cabin altitude, A common pneumatic connection between the primary and secondary valve reference chambers ensures balanced outflow between outflow valves. Each outflow valve features an independent ‘maximum differential pressure safety relief connected to static pressure, along with a ‘maximum altitude safety relief valve. MAXIMUM DIFFERENTIAL PRESSURE RELIEF VALVE Each outflow valve has an independent cabin pressure relief function which compares cabin static air pressure. ‘The maximum differential pressure safety relief valve consists of two compartments separated by a moveable diaphragm. One compartment is vented to cabin pressure, the other to static pressure. A calibrated spring regulates the movement of the diaphragm with increasing differential pressure. As differential pressure approaches the maximum value, the diaphragm ‘opens a Schrader valve into the outflow valve reference chamber. This allows the outflow valves to open as required to prevent excessive cabin to outside differei pressure. MAXIMUM ALTITUDE SAFETY RELIEF VALVE Each outflow valve has an independent altitude limit function. The automatic “mechanical altitude limit incorporates an evacuated bellows, which expands as cabin pressure decreases. At a preset absolute pressure, the bellows will unseat a Schrader valve and allow cabin air pressure into the outflow valve control chamber. This allows the outflow valves to close as required to limit the cabin pressure to a maximum altitude of 13,000 feet + 1,500 feet.|Orifice size provides: ‘the: maximum altitude safety limit valve withy authority/over the solenoid pilot valves: FOR TRAINING PURPOSES ONLY 21-43i TO CLIMB SOL! NoID STATIC PRESSURE COMPRESSED CABIN PRESSURE. Figure 21-22 VACUUM EJECTOR/SHUTTLE VALVE CONTROLLER Cabin Pressure Range Maximum Cabin Rate (climb) Maximum Cabin Rate (dive) Electrical Power Lighting ‘Mounting Data Weight Operational Range Cabin Altitude Maximum Range, Aircraft Altitude Input Cabin Rate Indicator Operational Range PRIMARY OUTFLOW VALVE Maximum Cabin Altitude Maximum Differential Pressure SECONDARY OUTFLOW VALVE Maximum Cabin Altitude Maximum Differential Pressure -2,000 to 14,000 ft. 600 fpm -500 fpm 28VDC, 1.2 A max 5 VDC Rear Mount Through Panel 2.5 Ibs -2,000 to 14,000 ft -2,000 to 53,000 ft. -2,000 to 2,000 fpm 13,000 + 1,500 ft. 8540.1 PSI 13,000 + 1,500 ft. 8.5+0.1 PSI Figure 21-23 SYSTEM SPECIFICATIONS 21-44 FOR TRAINING PURPOSES ONLYVACUUM EJECTOR ASSEMBLY ‘TheSvactuTi ejector assemblyris "a componentiot “ithe primary “outflow: valve only. ft "provides a) [pressure source for operation of the dive» ne ‘A check valve in the vacuum ejector assembly determines the pressure source for the dive solenoid. The dive solenoid is operated from the regulated bleed air input for cabin to statie differential pressures below 1.5 psi, and from ‘filtered cabin air for differential pressures abova CABIN DUMP SWITCH ‘An emergency CABIN DUMP switch is located on the cockpit tilt panel, adjacent to the controller and may be manually actuated to reduce cabin pressure at anytime. The CABIN DUMP switch actuates the primary outflow valve climb solenoid to pull air out of the outflow valve control chambers. “epeaon sbve 00 eae, ‘The CABIN DUMP switch is protected from accidental operation by a guard CABIN ALTITUDE PRESSURE SWITCH ‘The-altitude pressure switch is located inthe ‘pilots'side*consolerItis factory: set tovactuate-at> ‘icabiMaleeueerGAA OOOH illuminating the red CABIN ALT. 10,000 fi. annunciator. The switch is set to close at an increasing cabin altitude between 9,650 ft. and 10,350 ft. It will open at a decreasing cabin altitude prior to reaching 9,000 fi. Since this is a red annunciator light, the Master Waring light will also illuminate. FOR TRAINING PLIRPOSES ONI V FlightSafety Cltattonffee. MAINTENANCE TRAINING MANUAL MANUAL TOGGLE VALVE Autongle Valve provides*manual control-oF cabin pd “Manual position. which deactivates the _ ‘controllenssolenoidivalvenoutputsayThe outflow valves will now respond to the manual pneumatic toggle valve. The manual toggle valve is a three way, three position with spring retum to the center, or closed position. The manual toggle valve supplies static (climb) or cabin (dive) pressure to the outflow valves. ‘TheScabitirate*of"changeythrough:-the-manual’” aa CR ST este aval en he ge ae operated the quicker the rate of change. NOTES 944ka FlightSatety Se Citattonfee NAINTENANCE TRAINING MANUAL DetalB Figure 21-24 CABIN PRESSURIZATION CONTROLLER 21-46 FOR TRAINING PURPOSES ONLYFlightSatfety Gitationflee MAINTENANCE TRAINING MANUAL CONTROLLER The Kollsman controller is a 100% solid state design incorporating an internal cabin pressure transducer, microcontroller, integral altitude and rate displays, maintenance functions and selectable configuration databases. Tem Viayjelectrical isignalsttomtheNelinbmand= diver SoleniGidS10Cated OHIEHE primary;outflowivalyey Controller inputs include cabin pressure in pneumatic form, discrete inputs Fon anni squat, dump, throttle, and auto/manual switches, 28 VDC power, 5 VDC lighting power, and landing pressure altitude set by the pilot using the select knob. Based upon these inputs, the controller produces climb and dive solenoid commands. The — microcontroller implements the autoschedule depending on its inputs. GOntF1 The controller features two digital displays. Cabin rate in feet per minute (fpm) is always shown on the lower RATE display. isobaric operation. The SET ALT display is adjusted by the pilot using the altitude select knob. ‘The ° in the right most character of both displays signifies hundreds. Therefore a SET ALT display of "15%," indicates a selected landing pressure altitude of 1,500 ft. Likewise a FOR TRAINING PURPOSES ONLY RATE of "-3%," indicates a cabin altitude rate of -300 fpm. he left character inthe SET ALT display will show either a °, or ", icon, signifying selected cabin altitude or flight level mode. The controller has two push button switches marked "FL" and "EXER". dikeiELypushisuton® iniature red and green LED's located in the lower right and upper left comers of the controller face are activated during the maintenance mode to facilitate on aircraft troubleshooting. A yellow LED in the upper left comer flashes during maintenance mode. 21-47CABIN ALTITUDE (THOUSANDS) Figure 21-25 AUTO PRESSURIZATION SCHEDULE FOR TRAINING PURPOSES ONLY 21-48~ FlightSafety Cetatian Jet. MAINTENANCE TRAINING MANUAL, GROUNDIFLIGHT MODES. Power on, Warm up Ground/Taxi Mode On the ground with either engine operating below 85% N2 speed, both outflow valves are kept fully open. Pre-Pressurization Mode The controller commands the outflow valves to a partially closed position whenever the aircraft; Squat switch indicates on ground and both» ‘throttles are greater-than’ 85% Nz This action initiates pressurization system control of cabin altitude, eliminating pressure bumps at take-off. The controller pressurizes the cabin at -100 fpm towards a cabin altitude 200 feet below field elevation. Approximately 20 seconds is required for the valves to close sufficiently for full cabin regulation. NOTE: Should a squat switch failure cause a continuous on ground indication, the system will enter the on ground, depressurization mode upon exiting take-off pressurization. So Jenvalvereanbeqused tO ey roweverathe manual itopal controlicabin pressure Flight Mode pressure altitude is maintained by the exhaust airflow rate out of the cabin, The cabin exhaust airflow rate is controlled by the position of the modulating diaphragm in the primary and secondary outflow FOR TRAINING PURPOSES ONLY valves. The diaphragm is positioned by varying the pressure in the control chamber behind the diaphragm, ‘itiemeprinarymandmsecondarymoutflowanvalye, ee tube: and a flow-limiting, ori valve, On Ground Depressurization Mode The controller operates in the on ground, depressurization mode whenever power is, applied with the squat switch indicating on ground, upon exiting take-off, pressurization mode, ot when the squat switch transitions from in flight to on ground. 24.49FlightSafety Gitatienfet. MAINTENANCE TRAINING MANUAL aaa Figure 21-26 CONTROLLER: AUTOSCHEDULE SET ALT Figure 21-27 CONTROLLER: FLIGHT LEVEL ISOBARIC MODE 21-50 FOR TRAINING PURPOSES ONLYFlightSatety Citationfet MAINTENANCE TRAINING MANUAL AUTO CONTROL ‘The primary outflow valve has two normally closed solenoids, which allow air to enter into ‘and out of the valve control chambers. When the cabin dive solenoid is energized open, cabin air is allowed to pressurize both control chambers and drive both valves toward closed. ‘When the cabin climb solenoid is energized, air pressure is pulled out from both valve control chambers by the vacuum ejector built into the primary outflow valve, driving both valves open. When the pressurization environmental press system select_manual/auto switch is set to AUTO, the pilot selects the landing field altitude prior to flight. In flight, the controller continually generates an "auto-schedule” based upon departure field elevation, _ maximum. altitude achieved in current flight (per air data sensor) and operator input landing field altitude. ‘change and the cabin altitude based on the auto- FOR TRAINING PURPOSES ONLY The controller dispatches 28.5 VDC surges through the primary outflow valve solenoids to obtain a specific cabin pressure response. The 74.54FlighiSafety Cutationfee. MAINTENANCE TRAINING MANUAL 9am Figure 21-28 CONTROLLER: CABIN ALTITUDE ISOBARIC MODE SET ALT Figure 21-29 CONTROLLER: MAINTENANCE MODE 21-52 FOR TRAINING PURPOSES ONLYISOBARIC CONTROL a ler, will, automatically switel = 1 control, A yellow warning indicator on the _ pressurization controller display face will illuminate to advise of this change. The pilot selected landing field altitude on the controller display will be replaced with a selected flight level allowing the pilot to set the desired airplane cruising al The controller then controls the cabin pressure rate of change to maintain-the-cabin pressure-rate of change-to maintain the displayed cabin altitude. ALthesairads ‘controller will automaticall auto control fli ithe -yellow warning, indcstoranllentng MANUAL CONTROL When the pressurization system _ select MANUAL/AUTO switch is set to MANUAL, electric power to open the climb and dive solenoids is removed. The pilot must control the FOR TRAINING PURPOSES ONLY FlightSafety Citationflet —_WAINTENANCE TRAINING MANUAL cabin pressure altitude by sliding the MANUAL UP/DOWN pressurization control valve up or down. UP, or cabin climb position, allows the outflow valve control chamber air to vent overboard into the unpressurized nose wheel well, opening the ‘outflow valve, thus causing the cabin altitude to climb. DOWN, or cabin dive position, allows cabin air pressure into the outflow valve control chamber, closing the outflow valve, causing the cabin altitude to dive. The cabin pressure rate of change is limited by the orificing in the MANUAL UP/DOWN pressurization toggle valve and is not adjustable by the pilot. ‘It Ts orificed such that it cannot ‘overpower the maximum AP valve, but may — ‘override the solenoid valves. » Air from the MANUAL UP/DOWN control valve on the tilt panel is passed through a tube, immediately forward of the aft pressure bulkhead and teed into the tube between the two outflow valves. NOTES 21-53FlightSafety MAINTENANCE TRAINING MANUAL Ait Select | *Climb* “Diver Current | Outflow | Solenoid | Diagnosis Setting (Green) (Red) (Red) Valve Ambient Alt off of off — | Nochange | Both Of | Normal Ambient Ait | OnSteady | Of —_| On Steady Controller out of calibration ‘Ambient Alt Off | On Steady | On Steady Controller out of calibration 1,000 ft | Pulsing or Off Pulsing or | Open or ib" | Normal ABOVE On On Moving | solenoid Ambient Alt Open | Pulsing or On 1,000 ft off off Off — | Nochange | both Off | Faulty ABOVE Controller Ambient Alt 4,000 ft On On Faulty ABOVE Controller Ambient Alt 1,000 ft Off Pulsing or | Pulsing or | Closedor | “Dive” Normal BELOW On On Moving | Solenoid ‘Ambient Alt Closed | Pulsing or On 1,000 ft Off Pulsing or off — | Nochange | both Off | Open-crkt BELOW On to “dive” Ambient Alt solenoid, or open solenoid 1,000 ft Off off Of — | Nochange | both Off | Faulty BELOW Controller Ambient Att 21-54 Figure 21-30 BUILT IN TEST "DIAG" INDICATIONS FOR TRAINING PURPOSES ONLYCABIN PRESSURIZATION BUILT-IN TEST PREFLIGHT EXER MODE TEST Release button to terminate exercise, display test and gradually depressurize cabin, GROUND MAINTENANCE TEST This feature is a the ground by depressing a hidden:button on the pressuriz controller face on the tilt panel. The button is located behind a hole between the FL and EXER buttons and can be depressed by using a slender non-conductive tool ions. A Yellow Waring indicator in the upper left comer on the display face will continuously flash when in ‘maintenance mode. Using the altitude select knob on the controller, the user may scroll through the menu of maintenance functions Cltstisnfet—NAINTENANGE TRAINING MANUAL DIAG FUNCTION This function disables the squat switch input ide the controller and allows the controller to ‘operate on the ground in ISOBARIC CONTROL, of cabin altitude. This allows maintenance personnel to set a cabin altitude on the controller with or without bleed air while observing the solenoid drive, solenoid current and observing actual outflow valve operation. A Green and Red "Solenoid Indicator" in the lower right comer of the controller face lights up when the respective "Climb" (green) and "Dive" (red) solenoid valve switches in the controller allow current through the solenoids. In addition, a separate red "Current Indicator” in the upper left of the controller face provides an indication whenever either climb or dive solenoid is drawing current. Also listen for solenoid clicking sounds. ‘Allo FOR TRAINING PURPOSES ONLY 21-55Pan FROM FORWARD ASSEMBLY — EVAPORATOR FS 99.51 LOUvER ASSEMBLY RADIO HOSE WEB ASSEMBLY ADAPTER BLOWER RADIO COOLING FAN Figure 21-25 RADIO AND GLARESHIELD COOLING FAN 21-56 FOR TRAINING PURPOSES ONLYRADIO AND GLARESHIELD NOTES COOLING FANS right floor panel in the cockpit justaft of the sure bulkhead. It will come on when avionics power is turned on. ‘The. ‘Teen a tondonefonmrdeportor The glareshield fans will come on when the battery switch is placed in the BATT position, It draws warm air out from behind the instrument panel, FOR TRAINING PURPOSES ONLY 21-57AMNUT 3 WASHER AVIONICS. SHELF NUTPLATE ‘THERMOSTAT. NOSE COMPARTMENT OVER TEMPERATURE swiTcH EXHAUST VENT SLEEVE: WHEELWELL VENT ASSEMBLY WORM SCREW CLAMP. FAN REDUCER: FILTER GROMMET Figure 21-26 AVIONICS COOLING FAN 21-58 FOR TRAINING PURPOSES ONLYNOSE COMPARTMENT AVIONICS COOLING FANS There are two cooling fans located in the nose section of the aircraft. ‘The first, located under the radome in the upper right corner of the avionics bay, is controlled by the battery switch, When the battery switch is placed in the BATT position, the fan comes on, blowing air into the avionics The other fan is located in the left nose baggage compartment, The fan draws air from the radome area and routes it into the nose gear wheel well area. ‘The cooling fan is controlled by a 95°F nose compartment temperature switch. FOR TRAINING PURPOSES ONLY 21-59BUSHING ‘SUPPORT ASSEMBLY CLAMP, Figure 21-27 COOLING FAN INSTALLATION 21-60 FOR TRAINING PURPOSES ONLYEFIS COOLING FAN NOTES The EADI/EHSI cooling fan is installed on the mounting rack below the two EFIS tubes. ‘Avionics Power On-Off switch. e fan is inoperative or slows in speed, the DISPLAY FAN FAIL. annunciator light will illuminate. ‘The exact location of the light will depend on unit number. FOR TRAINING PURPOSES ONLY 21-61INTRODUCTION This chapter presents the avionics systems used on the Citation 525 aircraft, for navigation, communication, and autoflight systems. The discussion is meant to be only for familiarization purposes and cannot and does not cover all different instrument options available for these aircraft References for this chapter and further specific information can be found in Chapter 22, "Autoflight"; Chapter (23, "Communications"; Chapter 34, "Navigation"; Chapter 5, "Time Limits/Maintenance Checks"; and Chapter 12, "Servicing", of the Maintenance Manuals. FlightSafety Cuationfet MAINTENANCE TRAINING MANUAL. oY CHAPTER 22 AVIONICS FOR TRAINING PLIRPOCES ONT Y aFlightSatety wa Citetionfet MAINTENANCE TRAINING MANUAL € CALI) ELECTROSTATIC SENSITIVE DEVISE WARNING LABEL 22-2 FOR TRAINING PURPOSES ONLYFlightSafety * Citaten fet MAINTENANCE TRAINING MANUAL CESSNA CITATION 525 AVIONICS GENERAL Units # 001 through # 359 were equipped with a SPZ5000 Honeywell avionics package, analog equipment on the co-pilot’s side, Bendix King radio package, Avtech audio amps, Safe Flight angle of attack, Bendix King weather radar, Global GNS-XLS flight management system analog airspeed indicators, vertical speed indicators, altimeters. ‘Units=#=360=andsonsare” equipped: wath=a.» Collins Proline=-2l- (standard “2 screen” analog equipment on the co-pilot’s side, Bendix King radio package, Avtech audio amps, Safe Flight angle of attack, Bendix King weather radar, and a Global GNS-XLS flight ‘management system, ELECTROSTATIC DISCHARGE PROTECTION With the increase of integrated avionics systems some protection against static electricity must be taken to prevent damage to the electronic systems and «onasetreUHaE eI cinformation:being’displayed:to,the:crew ismoty corrupted or false. Electrostatic discharge is the most common cause of degradation or destruction of many electronic components particularly Integrated Circuits (ICs), transistors, and semiconductors. ESDss(Eleotro)Sensitive Devices) should sbeswy tema desipemesearoes riclpprove’ wrist strap attached to the same ground potential as the desired circuit card, logic FOR TRAINING PURPOSES ONLY module, or component will place you at the same potential thereby eliminating a discharge of electricity and damage to equipment. Actypical discharge. of, electrostatic. yoltage.is- not seen or heard until it is in excess of 10,000 ‘his means that damage can occur yut any indications to the operator until the device or component ceases to function. Most digital electronic components function on 5 VDC. Therefore 100 volts of induced static electricity is more than enough to zap a ‘component into inoperability. ESDs are clearly marked and all necessary precautions should be taken, To find the factory suggested handling procedures of ESD sensitive items refer to Chapter 20 of the ‘maintenance manual NOTES 99.3FilghtSafety Cttationfet MAINTENANCE TRAINING MANUAL Sw. 202.82 WL 191.82 ‘SHANK, STATIC WICK BASE (15401) LIGHTNING PIMERTERG * MBB 7701 KG '40 ‘STATIC wick (15990) peta A ‘SHANK. STATIC WICK BASE (15347) ‘STATIC WICK (15340) vera B STATIC WICK LOCATIONS 22-4 FOR TRAINING PURPOSES ONLYFlightSafety Gttationfet. MAINTENANCE TRAINING MANUAL STATIC WICKS GENERAL High speed combined with dust particles and accumulated precipitation (P-static) can cause extreme potential differences on the skin of the aircraft This static voltage can interfere with different avionics systems such as the radio communications and navigation equipment. It jissnot uncommon to experience a loss of communications when passing through clouds if the discharging system is degraded. DESCRIPTION There are a total of 14 static dischargers installed on the airplane. One each static discharger is mounted on the bottom outermost comer of the trailing edge of each wing tip. There are two static dischargers mounted on the lower surface of each aileron. Two static dischargers are mounted on the upper right side of the rudder. And, three static dischargers are mounted on the lower surface of each elevator. For these to be effective the bonding must be within the tolerances specified in the ‘maintenance manual, chapter 20. Wick bases bonded to metal surfaces should have a resistance of 0.0025 ohms. Wicks bases, bonded to. composite. surfaces) should have a resistance of 0.5 ohms between, ‘the base and the nearest metal structure. not reusable and should be discarded when damage is visible. NOTES EOR TRAINING PLIRPOSES ONLY 99.55 FlightSafety De Gitattonjet. MAINTENANCE TRAINING MANUAL os . Continious Change Of States DIGITAL Two Changes Of State 1>—=01000001 DIRECTION OF TRANSMISSION OEM Cp- ¢ DRECTION OF TRANSTINSION (TWO-WAY) 5 0000010 DATA BUSS COMMUNICATIONS 22-6 FOR TRAINING PURPOSES ONLYANALOG SIGNALS AND DIGITAL SIGNALS An analog circuit is defined as any circuit in which the output voltage and current values are considered significant over a continuous period of time. Analog = continuous change of state. A digital circuit is defined as any cireuit in which the output currents or voltages are interpreted as having two values, Digital = two changes of state. Generally digital systems offer easier, cleaner, faster, smarter, more precise calculations than analog systems; and they require less power to do so. Analog though, still fills the gap where digital technology may fall short and would not be as practical as in high power applications. \A discrete signal is a positive switch, it can either be a change from open to short or no) voltage to voltage. A common use of this type of discrete signal would be the squat switch. A disctete signal is considered to be | an analog signal even though it is not used — ‘to transmit data, DATA COMMUNICATIONS Data communications is a means by which avionics units communicate with each other to carry out programmed functions. Avionics units today are capable of controlling other avionics units, sending and or receiving information, and making complex decisions. FlightSafety Citattonflet. MAINTENANCE TRAINING MANUAL To allow these digital units the ability to communicate with each other, a communications line has to be connected to each. This is known as bussing. There are two methods of transmission of data down a data bus or communications line. One means is serial, the other is parallel. In serial data transmission, information is sent down the bus single’file, This is the slowest means of data transmission. Fela In parallel data transmission, the information is sent side by side. Each bit of information arrives at the same time making this the fastest to date. In the Cessna Citationjet the most common way of data transmission is that inside the avionics boxes themselves, they use parallel bussing, but outside of the avionics boxes the preferred method is serial communications. NOTES FOR TRAINING PLIRPOSES ONI Y 99.7FlightSafety Gitationffet: MAINTENANCE TRAINING MANUAL DECIMAL Binary code DECIMAL ASCII CONVERSION VALUE | value 2=1 1 1 1 0 0 0 0 0 0 2=8 0 0 0 2x2x2 2=16 0 0 0 2x2x2x2 25 =32 0 0 0 2x2x2x2x2 2° = 64 1 64 64 2x2x2x2x2x2 27 = 128 0 0 0 2x2x2x2x2x2x2 TOTAL 65 ASCII has assigned the letter “A” to the decimal value of 65 22-8 FOR TRAINING PURPOSES ONLYFlightSafety Citatlonfet MAINTENANCE TRAINING MANUAL oS DIGITAL DATA This eight bit binary number equates to the decimal value of 65. ASCH has the letter In digital technology there are two changes “A” assigned to the value 65. in state. These changes electrically may, represent voltage, current, or resistive NOTES values. © Electrical highs and lows provide the two states a microprocessor is looking for. A microprocessor will then assign a mathematical value of 1 to a high and 0 to a low. Each 1 or 0 is called’a bit.»When you have eight bits together you have one byte. This is the theory behind the binary number system, ASCII (American Standard Code II) for Information Interchange is universally recognizable. Simply put, ASCII decodes binary into numbers, letters and characters. Data highs and lows, (ones and zeros) are then converted into a value that is based on the decimal number system. Each value is assigned a letter, number or character. It takes one byte to equal one ASCII character. Four bytes or 32 bits equals four characters. Now the process of digital data can truly be seen. Normally when reading text a person would read from left to right, but with binary code you must read the first signal sent down the bus wires, therefore you read binary code from right to left. For example 01000001 doesn’t mean anything to us until it is converted to decimal form and decoded. Using ASCII to decode this byte, we first would have to convert it to decimal form. Then look at the code to see what letter, character, or symbol would be assigned to that particular decimal number, EAR TRAINING PLIPPOcES ON! V 99.0BLOCK DIAGRAM OF COLLINS PROLINE 21 DATA BUSSES 22-10 FOR TRAINING PURPOSES ONLYFlightSafety Cttatiaufee MAINTENANCE TRAINING MANUAL DATA BUSSES GENERAL ‘The line replaceable units (LRUs) and line replaceable modules (LRMs) in both the Honeywell SPZ5000 and Collins Proline 21 avionies systems communicate with each other using data-bus lines. Physically. the, HIRF (High Energy Radiated Fields) and EMI (Electromagnetic Interference) can be described as unwanted energy interfering with aircraft electronics causing a disruption of normal operation. ape ase ily into pment itelf This unwanted energy may be in the form of a lightning strike or interference from other transmitters, EMC (Electromagnetic Comparability) is a condition when a signal transmitted by an onboard ‘transmitter or other electrical/electronic component affects other system(s) in the airplane. EMC. caused by onboard transmitters occurs due to improper bonding. ss panel or other element common to, the skin of the airplane. The transmitted signal creates skin currents and is reradiated at the point of improper bonding and may bleed back into other system(s). EMC caused by electrical electronic: equipment is a condition when ‘the equipment case or wire shields “connected to the equipment is improperly ‘bonded. Without proper bonding the signal _ _ ig radiated into other equipment or wiring. (Protection lagainstaHIRF;:EMivand"EMC is fergie the ‘we grounded at ‘both ends of each wire segment) FOR TRAINING PURPOSES ONLY Most shielded wires have the shield grounded at both ends of each wire segment. An open shield at one end of a wire segment wil Rae CTS and EMC protection of the wire and may — affect other systems in the airplane. Shield grounding may be at a connector ‘backshell or equipment rack. In some cases the shields are bonded to a backshell or equipment rack by the use of a band clamp. Some wire bundles are enclosed in a shield overbraid to provide additional HIRF/EMI protection. The shield overbraid is grounded at both ends by the use of a band clamp. Le HIRF, EMI and EMC protection is designed with consideration for the wire bundle in which wires are routed. Relocation of a wire bundle may cause a change in the common mode impedance between wire conductors and the airplane fuselage. CAUTION 99.14FlightSafety Cuationfee MAINTENANCE TRAINING MANUAL 22-12 D400 ELECTRONIC DISPLAY ENCODING es J ALTIMETER] Fxazo ‘AIRSPEED Fux ave a — VERTICAL ‘SPEED £ED-600 ELECTRONIC DISPLAY Po-400 AUTOPILOT CONTROLLER Uo. @ Ma.sc0 MODE SELECTOR DISPLAY (ooo uiDANce ‘COMPUTER, (0¢-550 DISPLAY CONTROLLER = (CoCr) al 9.9 9 oO 4 oo 0 RADIO RES59 NSTROMENT Jactmeven| | REMOTE CONTROLLER NO? venicaL ‘GYRO —~ R206. Mio RATE GYRO ACCELEROMETER Oe COMPUTER et i a! ep ap ep = su200 i200 su200 RUDDER ‘NLERON ELEVATOR ‘SERVO ‘SERVO ‘SERVO HONEYWELL SPZ-5000 BLOCK DIAGRAM FOR TRAINING PURPOSES ONLYFlightSafety Gitattonfet. MAINTENANCE TRAINING MANUAL, ARINC 429 DATA BUS. As defined an ARINC 429 bus system is comprised of transmitters and receivers It consists of a 32 bit, binary coded decimal data word. The first 8 bits make up a label that categorizes the data, for example pitch attitude information. Bits 9 and 10 make up the source destination identifier (SDI). It identifies either the left or right system. Bits 11 through 29 contain the pertinent information. For example the actual pitch attitude, in degrees, of the airplane. Bits 30 and 31 make up the sign status matrix (SSM). It defines the overall system status. The remaining bit (32) is an odd parity bit used by the avionies input/output processors to ensure data integrity. Each ARINC 429 transmitter can communicate to up to 20 receivers. Data flows only one way over an ARINC 429 bus. Bi-directional transmission between — ‘two LRUs must be accomplished by using — ‘two sets of transmitters, receivers, and twisted pair wires, RS-422 DATA BUS RS-422 is an electrical specification, as defined by the Electronics Industries Association (EIA). It is used where bi- directional communcations is needed. For example, between the displays and the display controllers. ‘The data busses consist of a pair of sheilded twisted wires. FOR TRAINING PLIRPOSES ONI Y RS-232 DATA BUS. RS-232 is an electrical specification as defined by EIA. The RS-232 bus is used to describe “any connection between the avionics system and a personal computer. NOTES 99.12ys FlightSafety P< Gitatonfet. MAINTENANCE TRAINING MANUAL CITATIONJET SN#001 THRU 359 SPZ_ 5000 HANEYWELL AVIONICS 22-14 FOR TRAINING PURPOSES ONLYFlightSafety Cltationfet. MAINTENANCE TRAINING MANUAL SPZ-5000 DISPLAY AND FLIGHT GUIDANCE SYSTEM General The Honeywell SPZ-S000 Display and Flight guidance system is a comprehensive flight management system that provides three-axis airplane attitude stabilization and path control. It uses Cathode Ray Tubes (CRT's) on the pilot instrument panel to display many functions traditionally referenced by analog instruments such as the attitude director indicators, horizontal situation indicators, glideslope indicators and navigation bearing indicators. ‘The CRT tubes are typically referred to by their functional” names” of Electronic Attitude Director Indicator (EADI) and ‘Blecttonic Horizontal Situation Indicator (EHSI). These-two indicators are, in turn, part of a larger system typically referred to as the Electronic Flight Instrument System (EFIS). the main shared component with a number of subsystems, including the Attitude and Heading System, Air Data Sensor, Radio ), Electronic Flight Instrument om 18) animus FOR TRAINING PLIRPOSES ON] Y Description The following is a brief description of the major components which comprise the SPZ- 5000 system and work in conjunction with the IC-500 Display Guidance Computer. The Honeywell IC-S00 Display Guidance Computer is a microprocessor based digital autopilofThe symbol generator portion of the computer is primarily designed to convert input information to video and deflection formats which can be used on the EADI and EHS! displays. The. Honeywell VG-14A_ Vertical Gyro. provides see-wite synchro out puts that are electrical analogs of the aircraft pitch and roll. atti itch gimbal freedom is +80 degrees to -80 degrees, and roll gimbal freedom is unlimited. ‘The Honeywell, C-14D. Directional. Gyro, PopsidesemtinersnireamsyncheD peheadine information. This component also includes a remotely mounted MAG/DG switch which controls slaved or unslaved modes of operation, The AZ-429 Honeywell Air Data Sensor uses pitot and static pressure inputs to produce ARINC 429 static pressure and differential pressure signals that are used by the IC-500 computer. 99.165FlightSatety Gitatisuffet. MAINTENANCE TRAINING MANUAL AVIONICS UNDER RADOME 22-16 FOR TRAINING PURPOSES ONLYFlightSafety @itationfet MAINTENANCE TRAINING MANUAL The Honeywell AG-222 Accelerometer is a NOTES closed loop, force balanced device with DC signal output in proportion to normal airplane acceleration. It is self-contained The Honeywell DC-550 Display Controller provides the pilot with means to control display formatting on the EFIS tubes. It also provides a data acquisition function for the remote instrument controller and the mode selector, and transmits this information to the computer. ‘The Honeywell RI-553 Remote Instrument Controller provides a means by which the pilot can manually select heading, course and preselected altitude. The Honeywell MS-560 Mode Selector provides pushbutton controls for the Integrated Flight Guidance system and mode annunciation for the same. The Honeywell PC-400 Autopilot Controller provides the means of engaging the autopilot and yaw damper, and:manuall) knobiand Pitch wheel. The Honeywell ED-600 Display Tubes display ADI and HSI information compiled by the symbol generator function of the computer. The tubes are driven by video and deflection signals from the computer. entical and FOR TRAINING PLIRPOSES ONI Y 29.47FilghtSatety ye Gltatisuffet, MAINTENANCE TRAINING MANUAL IC-S00 DISPLAY GUIDANCE COMPUTER 22-18 FOR TRAINING PURPOSES ONLYFlightSafety Gitattonffet MAINTENANCE TRAINING MANUAL BPS, 1C-500 DISPLAY GUIDANCE COMPUTER (DGC) GENERAL The IC-500 DGC is a microprocessor based digital computer of modular design. This computer accepts both digital and analog inputs, The IC-500 DGC also transforms all incoming data into a video and. deflection format which is then transmitted to the electronic displays. Information, which is being displayed, on EFIS is also being used by the flight guidance portion of the DGC for display of its flight director modes. SYMBOL GENERATOR The symbol generator portion of the IC-500 is the focal point of information flow in this system. The symbol generator’s primary task is to convert the information present at its input to video and deflection formats required to form the EADI and EHSI displays. Control signals from the DC-550 and RI-553 controllers are used by the symbol generator to select display format and information source. ‘The symbol generator is a SHORE and raster hybrid system, 1 hil 8 illed, Stroke writing activities are directed by dual vector generators whose design provides the capability to both translate and rotate characters and symbols for maximum display flexibility FOR TRAINING PURPOSES ONLY Information processed at the symbol generator include attitude, heading, glideslope, localizer, course deviation, bearing (ADF and NAV) and selected air data quantities. The long-range navigation interface is compatible with FMS, INS, and Omega. It also accepts mode logic inputs from the flight director portion of the IC- 500. FLIGHT GUIDANCE SYSTEM ‘The SPZ-5000 Flight Guidance System is a fail passive design. This means that any single failure does not cause a condition which would prevent continued safe flight and landing of the aircraft “The Flight Guidance System can be divided “into three separate categories, these are the {light director, autopilot, and yaw damper. ‘The flight director. portion,.of the IC-500.. processes information about aircraft attitude versus desired aircraft attitude as a function of selected flight mode to produce pitch and _nlspommundefocatrptysontie=ZADIs Flight director attitude commands position the command bars on the EADI sphere, wti=™ done®The flight director only requires pitch and roll for synchronizing the attitude ‘commands and for computing the command bar ouputs. The IC-500 also outputs flight director, autopilot, and touch control steering modes for annunciation of the EADI.FlightSafety Gitattowfjet. MAINTENANCE TRAINING MANUAL 0-600 ELECTRON DISPLAY eNsoona FX-220 ALTIMETER, rue he [amerceo vermicat Cee eno LECTROMBDEMAY sup SoMeEisaroR ro-s09 UTORLET CONTROLER [2 fb s.4 nenay. lL MS-560 MODE SELECTOR (ooo aupance ene conmuren omecriouat RADIO | APSSINSTRUMENT. JAUTIMETER] REMOTE CONTROLLER noz VERTICAL| VERTICAL aveO GYRO Nog: e-aes vee AIR DATA uu SENSOR ACCELEROMETER TRIN SERVO sw-200 sh-200 sm-200 RUODER, AILERON = ELEVATOR ‘SERVO SERVO SERVO SPZ-5000 BLOCK DIAGRAM 22-20 FOR TRAINING PURPOSES ONLYFlightSafety Cttationfjet. MAINTENANCE TRAINING MANUAL AUTOPILOT ‘The autopilovyaw damper portion of the C=) add 1e.- modes controller, the IC-500-will. produce. pitch and roll outputs for any flight director mode, except go-around. autopilot is not aware of which flight director modes (if any) are active. The autopilot simply tracks the pitch and roll steering commands as attitude changes. ‘The autopilot requires a single C-14D~ directional gyro valid and two valid vertical “gyro sources for autopilot and yaw damper The autopilot pitch/roll modes serve as the basic autopilot default modes when the autopilot is engaged. This default can be a result of either not engaging an active flight guidance mode or due to a sensor failure. In order to prevent discontinuities of path control, applicable IC-500 guidance modes are dropped when data valids are lost. The autopilot can be engaged in any reasonable attitude however, unless touch control steering (TCS) is used in conjunction with autopilot engagement, the autopilot will roll wings level if engaged in a bank. If the bank is over 6° at engagement, it will hold the heading indicated when the FOR TRAINING PURPOSES ONLY aircraft rolls through 6° of bank an the way to wings lvl ine ig topilot is normally disengaged in one ays, , depressing the r red AP/TRIM pe DISC switch on either yoke, electrically iy the elevator trim system, ressing the go-around fyfon of the left and depressing iminated AP |AGE switch on the aut Sia pool remainieng: If the autopilot is disengaged by any of the normal methods, a verbal waming of AUTOPILOT will be heard (verbal system) ‘or a tone will be heard (tone system) accompanied by the illumination of the amber AP OFF annunciator on the pilots panel for one second. to. the autopilot sill cause it to disconnect. OtHEP™ Applying an overriding force 99.94IS FlightSatety Fe Cutattonfet + D MAINTENANCE TRAINING MANUAL BP Q AUTOPILO’ De ONIX ta Cee CONTROL WHEEL DESCEND PC-400 AUTOPILOT CONTROLLER 22-22 FOR TRAINING PURPOSES ONLYFlightSafety Citationfet_ MAINTENANCE TRAINING MANUAL. TOUCH CONTROL STEERING Touch control steering (TCS) enables the aircraft to be maneuvered manually diring autopilot operation without cancellation of any selected flight director modes. The use ‘TCS, press the TCS button of the control wheel, maneuver the aircraft to the desired attitude then release the TCS button, TCS is operable with all autopilot modes. AUTOPILOT CONTROLLER: The PC-400 Autopilot controller utilizes buttons for selecting low bank limit and engagement of the autopilot (AP) and yaw damper (YD) functions. It also provides the autopilot with TURN knob and PITCH wheel inputs, Pushing the buttons toggles the AP, YD, engage modes, and low bank limit on and off. The crew may input roll commands with the tum knob or change pitch attitude reference with the pitch wheel. Pushbutton data is transmitted through analog discretes to the IC-500. The TURN knob drives a center tap potentiometer and cam mechanism, The cam mechanism provides a no command detent and command sensing (out of detent) signal to the IC-500. Rotation of the tum knob out of the detent results in a roll The PITCH wheel drives a tachometer generator that provides a positive (climb) or negative (descend) de voltage ouput proportional to the rotation of the wheel. Rotation of the pitch wheel results in a change of pitch attitude proportional to the rotation of the wheel and in the direction of wheel movement. 1 Whenever the AP is engaged the AP button will be lit iy. Above. 34,000 feet, the bank angle in the HDG mode is automatically reduced to 14 degrees. Descending below 33,750 ‘feet automatically returns the bank to its standard value. The elevator automatic trim system engages ‘when the autopilot is engaged. The autopilot “commands operation of the trim so as to “alleviate the need for the autopilot servo to maintain any ‘sustained command. ter FOR TRAINING PLIRPOSES ON! Y 99.9%FlightSafety Gitattonffet NAINTENANCE TRAINING MANUAL (C08 a C2 a ‘MS-560 MODE SELECTOR 22-24 FOR TRAINING PURPOSES ONLYFlightSafety Cttationfet MAINTENANCE TRAINING MANUAL FLIGHT DIRECTOR MODE SELECTOR The MS-560 mode selector provides flight director (lateral and vertical) mode selection and mode annunciation for the SPZ-5000 integrated flight guidance system. It is a seven button mode selector with mode activation lights inside each button Momentary action button switches provide for mode selection, The:available modes are, automatically coupled to the autopilot if the * ‘mode activation for the button is\in-the'arm + or capture state.” When HDG (heading) mode is selected, all previously selected lateral modes are cancelled. Th ‘Thelroll flight director command! arr When the NAV (navigation) mode is selected, the flight director is coupled to whichever nav source is selected in the EHSI. ‘When the APR (approach) mode is selected, the flight director is coupled to whichever nav source is selected in the EHSI, but the lateral command gains are optimized for approach accuracy. It also allows the flight director to track a glideslope. When the BC (backcourse) mode is selected, it operates the same as in the APR mode except that it reverses deviation and course signals and the glideslope is locked out. When the ALT (altitude) mode is selected, the flight director enters into either the altitude hold mode or the altitude preselect mode, To enter the altitude hold mode directly, a lateral mode must be selected first. At this time the flight director will FOR TRAINING PLIRPOSES ON] Y hold the barometric altitude the aircraft is currently at. To enter the altitude preselect mode, the crew must first select a desired altitude on the EHSI by using the altitude preselect knob on the RI-553 remote controller. Then with all lateral modes off and in conjunction with another vertical mode the flight director will fly to the desired altitude and transition into altitude hold. Altitude hold is cancelled by moving the pitch wheel, pushing the alt button, selecting and other vertical mode, ot selecting go-around. When the VS (vertical speed) mode is selected, the flight director is commanded to fly the existing vertical speed. When the IAS (indicated airspeed) mode is selected, the flight director is commanded to fly the existing indicated airspeed. To alter either the VS or IAS speed the crew ‘would press the TCS button, change the existing conditions, then release the TCS ‘button. 99.95X FlightSafety Citationfjet. MAINTENANCE TRAINING MANUAL MODE SELECTOR DISPLAY CONTROLLER esti) Display Guidance Computer INSTRUMENT REMOTE CONTROLLER ELECTRONIC FLIGHT INFORMATION SYSTEM (EFS) HONEYWELL SPZ-5000 22-26 FOR TRAINING PURPOSES ONLYFlightSafety A Citationfee MAINTENANCE TRAINING MANUAL HONEYWELL SPZ-5000 ELECTRONIC FLIGHT INFORMATION SYSTEM (EFIS) GENERAL The Honeywell SPZ-5000 Electronic Flight Information System (EFIS) is comprised of two ED-600 high resolution CRTs, a 1C-500 display guidance computer (DGC), a DC- 550 display controller, and an RI-553 Remote Instrument Controller (RIC). ‘TESTS eepaypittmandroles ‘fighipancommantsyeandeseested mode ‘and source ~annunciations: ‘The primary features the EFIS brings to the cockpit are display integration, flexibility, and redundancy. Essential display information from sensor systems, navigation, and caution-waring systems are integrated into the pilot’s prime viewing area. ‘The DGC ‘is the heart of the system and “processes all data for display on the ED-600 “CRTs. One ED-600 CRT is being used as an Electronic Attitude Directional Indicator (EADIand one for an Electronic Horizontal Situation Indicator (EHSD. The RI-553 RIC provides for pilot input of selected heading, course, and altitude preselect. ‘The DC-$50 display controller provides for pilot control of various display formats on the EADI and EHSI, also a way of dimming the CRT to personal preference. FOR TRAINING PURPOSES ONLY ED-600 ELECTRONIC DISPLAYS The ED_600 is a standard 4,6 x 5 inch display that uses a high resolution CRT to cisplay ADI and HIS information. desing ‘The ED-600 is capable of operating in either raster sean, of stroke writing modes. The video system provides the individual drive to the three (red, blue, and green) electron guns in the CRT. Astotal of 16 ‘A system monitor is incorporated in the ED- 600 to provide CRT phosphor protection. A 14kV high voltage power supply ensures crisp colors and alphanumeric displays under all lighting conditions. 29.97FlightSafety Cltatisufit MAINTENANCE TRAINING MANUAL ELECTRONIC ATTITUDE DIRECTION INDICATOR (EADI) 22-28 FOR TRAINING PURPOSES ONLYFlightSafety Citationfee. MAINTENANCE TRAINING MANUAL ELECTRONIC ATTITUDE DIRECTIONAL INDICATOR The EADI provides display information for air data command, attitude source, comparison monitor annunciations, decision height digital readout, expanded localizer or _ azimuth deviation fast/slow AOA command. FD mode annunciators glideslope or elevation deviation marker beacon annunciation radio altitude, rising runway, and status messages, : MBE rosur bit ¢ fe omic — annunciatedialong the topiof the RADI” The altitude preselect display is controlled by the altitude select (ALT SEL) knob on the RI-553 RIC. The set range is from -900 to 45,000 feet, with a 100-foot resolution. After power-up, the altitude select window will be blank if the AZ-429 air data system is valid, until the pilot rotates the ALT SEL knob. Rotating the altitude set knob on the RI-553 will set the present barometric altitude, The ADI sphere moves with respect to symbolic aircraft reference to display actual pitch and roll attitude. Pitch attitude marks are in 5-degree increments. Pitch movement is hard limited to 490° (accuracy +30 minutes). ‘The ‘glideslope pointer and scale “are in view when tuned to an ILS frequency to display aircraft deviation from glideslope beam center Marker beacon information is displayed on the side of the EADI below the glidestope scale, The command cue displays computed FOR TRAINING PURPOSES ONLY steering commands to capture and maintain a desired lightpath. Always fly the symbolic miniature aircraft to the flight director cue. The four-digit radio altimeter display indicates the aircraft's radio altitude from ~ 20 to 2500 feet. The display is blanked for altitudes greater than 2500 feet, depending ‘on the output capabilities of the radio altimeter. When the radio altitude data is invalid, the display indicates a dash in each of the digits. During the critical approach phase of flight, absolute reference above the terrain is ‘displayed below 180 feet by the rising nway. The rising runway appears at 180 fet and moves toward the miniatre aircraft “Symbol as the aircraft descends toward the “runway, contacting the bottom of the symbolic aircraft at touchdown. If radio “altitude is invalid, the rising runway is out of view. ‘The inclinometer gives pilot a conventional display on aircraft slip or skid, and is used as an aid to coordinated "maneuvers. A means for leveling the inclinometer is,provided. Level the inclinometer in accordance with procedure in the maintenance manual. Decision height (DH) is displayed by a three-digit display. The set range is from 0 to 200 feet in 5-foot increments and 200 to 990 feet in 10-foot increment oi The aircraft symbol serves as a stationary representation of the aircraft, Aircraft pitch and roll attitudes are displayed by the relationship between the fixed miniature aircraft and the movable sphere. 99.99FlightSatety A (Cotattouffee MAINTENANCE TRAINING MANUAL ae CAPURED LATERAL ‘ARMED VERTICAL FLIGHT DIRECTOR ROLL gy, ‘FLIGHT DIRECTOR ARMED HEIGHT — MODE SCALE Boren MODE CAPTURED VERTICAL FLIGHT DIRECTOR FLIGHT DIRECTOR ‘MODE MODE (NOTE 3) DECISION HEIGHT. ALTITUDE "ANNUNCIATOR | PRESELECT ° GLIDESLOPE FAST/SLOW | POINTER, ‘SCALE AND POINTER PITCH AND ROLL SINGLE CUE AIRCRAFT SYMBOL, COMMAND CUE ae eH MAKER «AIR DATA aim [> BEAKON ‘COMMAND | STATUS DISPLAY STATUS RADIO ALTITUDE DECISION HEIGHT INCLINOMETER RISING | =xpANDED LOCALIZER ‘SETTING RUNWAY SCALE (NOTE 1) NOTE: WHEN NOTTUNED TO AN LS FREQUENCY, THE EXPANDED DISPLAY IS REMOVED. THE SINGLE ‘CUE CAN BE CHANGED TO CROSS POINTERS BY ASYHTCH ON TH DISPLAY CONTROLLER, 'AWHITE BOX DRAWN AROUND THE MODE ANNUNCIATOR FOR FIVE SECONDS AT CAPTURE (LELASEL ARM TO AGEL GAN) PILOT’S ATTITUDE DIRECTION INDICATOR 22-30 FOR TRAINING PURPOSES ONLYFlightSafety Citattonffet. MAINTENANCE TRAINING MANUAL STATUS MESSAGES System status is determined by the IC-500 DGC and displayed in the lower right-hand comer of the EADI under the appropriate conditions. Systemmatertssmnd/onswarnings, — EADI FAILURE ANNUCIATIONS An amber FD FAIL warning is displayed at the top left of the EADI in the event of a flight director failure, the flight director command bars are Wgg@dTout of view, and all FD modes are cancelled. During a self- test, the word TEST is annunciated in magenta at the same location as FD FAIL. the attitude In the event of a failure of the glideslope, expanded localizer, or fast/slow command the pointer is removed and a red “X” is drawn through the scale, The letter G remains ar the zero deviation position to identify the invalid glidestope information. In the event of a failure of the radio altimeter, amber dashes will replace the numerical values and the rising runway will be removed from the display, if present. When radio altitude is within +100 feet of the decision height, a white box will appear to the left of the EADI. When at or below the decision height, an amber DH will appear inside the white box. FOR TRAINING PLIRPOSES ON! Y In the event of a DC-550 re, amber dashes will replace the numerical values of the decision height display. Certain internal system failures can occur that are not related to a power problem. Should this condition happen, on both the EADI and EHSI a large red X will be displayed, along with the — message SYSTEM FAIL. dake NOTES 99.24ee FlightSafety ee, Cttationfet MAINTENANCE TRAINING MANUAL BS ELECTRONIC HORIZONTAL INDICATOR 22-32 FOR TRAINING PURPOSES ONLYFilghtsafety Cutattonffet MAINTENANCE TRAINING MANUAL ELECTRONIC HORIZONTAL, SITUATION INDICATOR (EHSI) The EHSI combines numerous displays to provide a map-like display of the aircraft position. The EHSI displays aircraft displacement relative to VOR radials, localizer, and glideslope beam as well as LRN cross-track deviation, At power-up, the EHSI presents a full compass display. By pushing the DC-550 Display Controller FULL/MAP button, the full compass display is changed to a partial (ARC) compass format. Pressing the FULL/MAP button again, presents the partial MAP display. The EHSI provides full and partial compass display information including heading, course select, course deviation, distance, groundspeed, to/from, desired track, bearingylyand2, heading select, glideslope deviation, tgmezto=g0, | elapsed time, heading and nav source annunciators, and compass sync. The notched solid cyan heading select bug is positioned on the rotating heading dial by the heading select knob on the RI-353 Remote Instrument Controller. Gyro stabilized magnetic compass information is displayed on the heading dial, which rotates with the aircraft throughout 360 degrees. “‘The"distanicedisplaysindicates:the»nautical» “cinilesmtomthe=selected=DME=station or ‘waypoint. ‘The bearing pointers indicate bearing to the selected NAV aid. Two bearing pointers are available and can be tuned to NAV aids or selected off from the DC-550 Display Controller. The bearing source annunciations are symbol and color coded with the bearing pointers. When the bearing “pointer navigation source is invalid or a “locaiizer frequency is chosen, the respective FOR TRAINING PLIRPOSES ONI Y bearing pointer is removed. The annunciator symbols are removed from the display, in addition to the pointers being removed, if the bearing pointers are selected off. The yellow course pointer is positioned on the rotating heading dial by a remote course select knob on the RI-553 Remote Instrument Controller, to select a magnetic ‘bearing that coincides with the desired VOR ~ radial or localizer course. tuned The deviation pointer then indicates the glidestope beam center to which the aircraft is to be flown. Pushing the GSPD/TTG button on the DC- 550 Display Controller allows groundspeed or time-to-go to be alternately displayed. output is va selected, the EFIS displays groundspeed from the associated DME. Pushing the ET button on the DC-550 changes the display to elapsed time. When in the elapsed time (ET) mode, the ET display can read minutes and seconds or hours and minutes. The hour/minute mode will be distinguishable from the minute/seconds mode by an H on the left of the digital display.22-34 FlightSafety Se @itationffet, MAINTENANCE TRAINING MANUAL LAN HEADING FORE HEADING STATUS SOURCE LUBBER SELECT DRIFT ANNUNCIATOR ANNUNCIATOR LINE "BUG ANGLE { NAVIGATION we vert ‘SOURCE ‘COURSE/DESIRED. mee TOR TRACK/OBS DISPLAY mn DISTANCE Compass svc sy \ nw DISPLAY YS { My, . DME HOLD course oe i % ‘SELECT POINTER HEADING DIAL ‘TO-FROM ANNUNCIATOR GLIDESLOPE DEVIATION BEARING Pee, POINTER, non SOURCE ‘AZIMUTH ANNUNGIATOR Devoe ° sROUNDSPEED DISPLAY (NOTE) Heaping AIRCRAFT = _AFT_-—RECIPROCAL BEARING ‘SELECT SYMBOL LUBBER COURSE POINTERS DISPLAY UNE POINTER PILOT’S EHSL FOR TRAINING PURPOSES ONLYs FlightSafety Gitatisnfee MAINTENANCE TRAINING MANUAL The course bar represents the centerline of the selected VOR or localizer course. The aircraft symbol pictorially shows actual aircraft position in relation to this selected “operation, each dot represents 1-degree deviation from centerline. When FMS is the selected navigation source, each dot represents 2.5 nautical miles (NM) of crosstrack error. When the FMS APP annunciator is displayed, each dot represents 0.625 NM of crosstrack error. When the back course (BC) mode is selected on the flight director, or when the selected course is more than 90° from aircraft heading, the course deviation is automatically reversed to provide proper deviation sensing with respect to the course centerline. ‘The compass syne annunciator indicates the state of the compass system in the slaved mode. The bar represents commands to the directional gyro to slew to the indicated direction (+ for increased heading and 0 for decreased heading). The syne annunciator is removed during compass MAN (DG) mode. A failure of the heading system valid results in the removal of drift angle, bearing pointers, TO/FROM arrow, select course pointer, selected heading bug, course deviation pointer, and course scale, The digital select course and digital heading select readouts are dashed, a red HDG FAIL is displayed at the top of the heading dial, and the heading source annunciator indicates HDG1 or HDG2. ‘When any of the following systems fail, the digital display is replaced by amber dashes; Groundspeed (GSPD), Time-To-Go (TTG), FOR TRAINING PURPOSES ONLY Elapsed time (ET), Distance measuring equipment (DME), Heading select (HDG), Course select (ORS), and Desired track (DTRK). With an ILS frequency as the selected navigation source, a glideslope invalid condition will remove the glideslope pointer and paint a red X through the scale. ‘The partial compass failure annunciations are identical to those of the full compass format with the following exception. Should a Course Select/Desired Track deviation failure occur, the deviation bar is removed from the display and a red X is drawn through the scale. 7 eed” The failure, caution, and warning annunciations function is much the same as for the normal display mode. 99.35} FlightSafety SZ Ctationfee MAINTENANCE TRAINING MANUAL CITATION JET SNs 0001 THRU 068 HAVE ALL BEEN No.2 MODIFIED BY 88 625-04.08 TO THE BLIND GYRO. vo-t4n ‘CONFIGURATION TO REDUCE AP TRIPPING AND VERTICAL 'SNs 0069 AND ON HAD THE FACTORY INSTALLATION GYRO. (BUND GrRO} COPILOT ATT IND. 510-360 zvoc INTERNAL GYRO q | é IN. SNs_ 100 AND SUBSEQUENT, THE BLIND GYRO BECOMES NO. 2 VG-4A POWERING THE CP AR-S00 (A PRECESSION SYSTEM WITH NO FO). THE ATT REV BUTTON REVERTS. THE SOURCES COMPARISON. TAKES PLACE BETWEEN THE 2 PRECISION GYROS. No.2 Ve-t4a VERTICAL Gyno ‘AR-500 ATTITUDE DISPLAY INDICATOR SPZ 5000 VERTICAL GYROS 22-36 FOR TRAINING PURPOSES ONLYFlightSafety Citation Jet. MAINTENANCE TRAINING MANUAL ATTITUDE HEADING REFERENCE SYSTEM (AHRS) The SPZ-5000 integrated flight guidance system contains a single VG-14A vertical gyro to detect actual aircraft pitch and roll attitude and a single C-14D directional gyro to detect actual aircraft magnetic heading. The directional gyro also employs a CS-412 dual remote compensator and an FX-220 flux valve. engage functions: will be inhib the gyro fully erect, the attitude fail flag on the ADI will pull out of view to indicate gyro validity to the flighterew. When the gyro is erected, it will be within + 0.25° of vertical. During the initialization cycle the gyro has an internal monitor that is looking at certain conditions for validity, these are power supply voltages being good and rotor wheel speed is at least 75% of full speed. When these conditions are satisfied, a relay inside the gyro will energize which will now allow the ADI flag to pull and the autopilot to be engaged. With the gyro in normal operation, drift off of vertical is corrected at a rate of 2.5° per ‘minute. If the gyro has drifted considerably off of vertical quickly, this is accomplished by use of the external pane! mounted FAST ERECT switch. When this switch is activated the gyro will erect at a rate of 20° per minute minimum. At the same time, the ADI will display the ATT FAIL flag. Ifthe) Ij the “autopilot will disenEIBeedalinligintirectorenodeserils sbemresets NOTES FOR TRAINING PURPOSES ONLY 22-37FlighiSafety Citatisnfet. MAINTENANCE TRAINING MANUAL C-14D DIRECTIONAL GYRO 22-38 FOR TRAINING PURPOSES ONLYFlightSafety Citattonfet MAINTENANCE TRAINING MANUAL S The C-14D directional gyro (DG) provides three wire synchro magnetic heading information to the IC-S00 DGC for EFIS display and FDVAP operation. The C-14D ‘The C-14D DG has three basic modes of operation initialization, slaved, and free or DG. ‘When the gyro is fully erect, the heading fail flag on the HSI will pull out of view to to the flight crew. laved itywill icy indicate gyro validit heading. © During the initialization cycle the gyro has an internal monitor that is looking at the internal power supply voltages are good and rotor wheel speed is at least 75% of full speed. When these conditions are satisfied, a relay inside the gyro will energize which will now allow the HSI flag to pull and the AP/YD to be engaged. In the slaved mode of operation, the inherent drift properties of the gyro are being corrected by the signal from the FX- 220 fine valve, Eyapombiningathomion latitudes’ By combining the gyro and flux FOR TRAINING PLIIRPOSES ONI Y valve signals, we also compensate for the drift caused by the earth rotating on its axis The DG (free) mode of operation is entered by opening the pane! mounted AUTO/MAN switch. When this switch is activated, the slaving amplifier circuit within the gyro is disabled, removing the flux valve signal from the gyro. The)gyrovis HOW operating” without “and magnetic) correction and) will” allow heading drifts between 15 and 24° per. hour. This'modé is normally entered when» yg above-€5in lt operator wants to slave the compass card ani the DG mode, it is possible to manually move the compass card on the HSI to a new heading reference. This is accomplished as a function of the panel mounted manual syne switch. Moving ‘the switch to the RH or RH position will) ‘move the compass card at arate of 30° per, minute. | The FX-220 flux valve detects the magnitude of the horizontal component of the earth's magnetic field and converts this information into an electrical output that is used to align the DG’s rotor to magnetic north. The CS-412 dual remote compensator compensates the flux valve for single cycle errors created by the aircraft and. its electrical systems. It does this by inserting small de valtages into the flux valve to cancel the effects of the man made magnetic fields. To properly adjust the compensator for errors follow the adjustment procedures in the maintenance manual. 99.29FlightSafety ed Gitationffee. MAINTENANCE TRAINING MANUAL AIR DATA SENSOR 22-40 FOR TRAINING PURPOSES ONLYFlightSafety Cttationffet MAINTENANCE TRAINING MANUAL DIGITAL AIR DATA SYSTEM ‘The ADC receives inputs of static and pitot air pressure that enable it to produce an ARINC 429 output of static pressure and impact pressure data to the DGC. Excitation voltage of + 15 Vde for the ADC is provided by the DGC. The DGC does not perform altitude encoding. It works with an encoding barometric altimeter signal provided by external equipment to the DGC, to produce baro-corrected air data information for the flight guidance system. ‘The ADC is capable of providing airspeed and altitude data that are within aspecified range. Altitude range is from -1000 to +4500 feet and airspeed range is from 40 to 400 knots The ADC outputs will stabilize within 15 minutes after application of power such that the draft requirements are achieved, based on a fixed pressure and temperature input. Static pressure when converted to an altitude output will not vary more than + 10 feet during a one-hour period, or + 20 feet during a two-hour period. This applies to all altitudes throughout the operating range of the ADC. Impact pressure when converted to airspeed will not vary more than + 5 knots during a one-hour period, or + 10 knots during a two-hour period. This applies to all airspeeds throughout the operating range of the ADC. NOTES » EOR TRAINING PLIRPOSES ON! Y 99.41a ? FiightSafety ~ CGttationffet’ MAINTENANCE TRAINING MANUAL PSs ies lg G cc ce Lal Le iw as au \ DC-550 DISPLAY CONTROLLER 22-42 FOR TRAINING PURPOSES ONLY~S DC-550 DISPLAY CONTROLLER features allows the DC-550 to collect the set knob position data and the activation of mode selector buttons and transmit this data to the IC-500 computer on a two-wire RS- 422 serial data bus. The DC-550 has two bearing selector pointer source selectors, decision height knob, separate EADI and EHSI dim controls, self-test switch, and seven momentary push buttons on the front panel. BEARING SOURCE SELECT KNOBS. DIM CONTROLS The dimming system employed by the EFIS is semi-automatic. Two inputs contribute to the overall display brightness of each Electronic Display, ambient light sensed by FlightSafety Gitationfet MAINTENANCE TRAINING MANUAL the photosensors on cach display unit and the setting of the dimming controls. The DIM potentiometer sets the nominal intensity for each display. The photosensors located on the displays cause the light output on each display to be modulated about the nominal intensity as a function of the light incident on each display. Separate EADI and EHSI master dim controls are provided on the DC-550, Al TEST SWITCH ‘The test switch is an external momentary bution switch on the decision height knob: Pushing and holding the TEST button for 5 to 6 seconds while the aircraft is on the ground with weight on wheels initiates the test mode and a check of the radio altimeter. Pushing the TEST button while the aircraft is in the air mode initiates a check of the radio altimeter only. The TEST switch also allows the crew to access the maintenance test mode. To enter the maintenance mode you first must tum the decision height to indicate between 800 and 990 feet, then press and hold the TEST button for 5 to 6 seconds and press the GSPD/TTG (PB#4) button. While in the maintenance mode, the decision height knob (TEST knob) will serve as a way to move through the pages and access the different information available. To exit the maintenance mode you must push the TEST button again, the maintenance mode will automatically cancel if you turn the decision height below 800 feet. FOR TRAINING PURPOSES ONLY 99.43FlightSafety sot Citattonflet MAINTENANCE TRAINING MANUAL % BRS COLLINS PROLINE 21 AS INSTALLED ON CJ1 AND CJ2 22-44 FOR TRAINING PURPOSES ONLYFlightSafety Citatisnffet. MAINTENANCE TRAINING MANUAL ROCKWELL COLLINS PROLINE 21 AVIONICS SYSTEM GENERAL ‘The Cessna Citation CHI and Citation C12 (Serial # 360 and on) are equipped with a Collins Proline 21 Avionics System, Siti LEP TNTNI GST Proline 21 avionics system contains an enhanced version of the traditional avionics and new digital avionics _units/models designed for use in the CJ 1 and CJ 2. The Proline 21 avionics system features an integrated avionics processor system (IAPS), a single air data system (ADS), dual attitude heading systems (AHS), desemRPaendm il IS), engine indication —_ GIS), a fail-soft 3-axis autopilot — with automatic pitch trim outputs, flight guidance system (FGS), and a radio sensor system (RSS). ‘The RSS consists of both Collins and AlliedSignal radios. The Collins radios include a radio altimeter (ALT) and radio altimeter converter (RAC). The AlliedSignal radios include single or dual ADF receivers, single or dual DME transceivers, dual transponders, dual VHF COMM transceivers, and dual VOR/ILS NAV radios, and a solid- state weather radar system (WXR). FOR TRAINING PURPOSES ONI Y The RTA weather radar — receiver- transmitter-antenna is in the radome, The FDU flux detector units are in the vertical stabilizer. Each SVO primary servo is located near the appropriate aileron, rudder, or elevator control surface, The DCU (data concentrator units) and EDC (engine data concentrators) are near the engines, The AFD. (adaptive flight displays), CKP (course knob panel), and DCP (display control panels) are in the instrument panel. The CHP (course heading panel), APP (autopilot panel), and MSP (mode select panel) are in the center pedestal. ‘The remaining units (except for antennas) are in the nose avionics compartment. NOTES 99.45FlightSafety © Cttationffet. MAINTENANCE TRAINING MANUAL INTEGRATED AVIONICS PROCESSOR SYSTEM 22-46 FOR TRAINING PURPOSES ONLYFllghtSafety Citationfet MAINTENANCE TRAINING MANUAL & <2 INTEGRATED AVIONICS PROCESSOR SYSTEM. ‘The Integrated Avionics Processor System (IAPS) performs a part of the integration function required to interconnect and manage the various avionics subsystems in the airplane. The IAPS may be considered a part of the airplane wiring that physically houses some avionics units. dike@Gz30019 nterfaccabely teplaceabli The ICC is a fully wired card cage containing two configuration strapping units (CSUs), two flight guidance computers (FGCs), one IAPS environmental controller (IEC), two independent input/output data concentrators (LOCS), and two independent power supplies (PWRS). The CSU-3000 Configuration Strapping Units provide a matrix of configuration shunts that program the IAPS specifically for operation on the Cessna Citation CII and Citation CJ2 airplanes, ‘The FGC-3000 Flight Guidance Computers provide the autopilot and flight director functions environment: The temperature sensors are installed on each half of the ICC motherboard. The — 10C-3000 10 Concentrators provide a data management function by acting as a central data collection and distribution point. These concentrators receive data bus inputs from each major LRU on the airplane, process (Sort) the data words, and then transmit only the words of interest to each receiving LRU. The PWR-3000 Power Supplies provide two separate power sources. One PWR powers the left side LRMs and associated portions of the ICC. The other PWR powers the right side LRMs and associated portions of the ICC. NOTES FOR TRAINING PLIRPOSES ON! Y 99_47in FlightSafety QS MAINTENANCE TRAINING MANUAL Cttattonfet COLLINS AIR DATA COMPUTER 22-48 FOR TRAINING PURPOSES ONLYCitationfet: MAINTENANCE TRAINING MANUAL AIR DATA SYSTEM (ADS) The single Air Data System (ADS) senses and processes data derived from the air mass around the airplane. The ADC-3000 Air Data Computer (ADC) connects to the pitot/static input ports and to a temperature sensor. THESADCuprocessesait=data andy provides ourputsparameters: tothe large displays, thevattitude heading computers and) “tHETAPRS For the 2-display system, the left (pilot's) PFD/MFD displays air data information from this ADC. Thellight!"(opilots)" displays are’ traditional dedicated ‘instruments connected direclly 10 the. pitot/statie air input ports. NOTES FOR TRAINING PIIRPOSES ON! Y. FlightSafety 99.49FlightSafety Cttationfet MAINTENANCE TRAINING MANUAL COLLINS ATTITUDE HEADING REFERENCE UNIT 22-50 FOR TRAINING PURPOSES ONLYCitationfet MAINTENANCE TRAINING MANUAL ATTITUDE HEADING SYSTEM (AHS) The dual Attitude Heading System (AHS) senses the airplane attitude, heading, and 3 - axis rate/accelerations. The left and right systems each contain an attitude heading computer, an external compensation unit, and a flux detector. The AHC-3000 Attitude Heading Computers (AHCs) are installed in precisely leveled mounts. The=AHG@syreplacesy ‘conventional’ vertical: gyros; directional) gyros with three rate gyros, and three linear» accelerometers utilizing ay strap) down “designiyThe AHCs provide attitude and heading parameters to the large displays and the IAPS, The ECU-3000 External Compensation Units provide electrical compensation for any flux detector errors caused by the airplane altering the earth’s magnetic field. The FDU-3000 Flux Detector Units (FDUS) are mounted in the vertical stabilizer of the airplane. The FDUs provide magnetic fux measurements to the AHCs for use in computing airplane heading. FOR TRAINING PURPOSES ONLY NOTES FlightSafety 22-51Flights: GitattewfJet. MAINTENANCE TRAINING MANUAL MULTIFUNCTION DISPLAY 22-52 FOR TRAINING PURPOSES ONLYFlightSafety Gitationffet. MAINTENANCE TRAINING MANUAL SS ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) The Electronic Flight Instrument System (EFIS) displays air data, attitude-heading data, multifunction, and NAV sensor information, The standard 2-display configuration contains two large LCD displays on the left (pilot's) side and conventional instruments on the right (copilot's) side. THe Voptionally3=display ‘The AFD-3010 Adaptive Flight Display is a composite color display that is strapped to function as a primary flight display (PFD) or a multifunction display (MED). The pilot's large LCDs are the left PFD and left MED; the copilot’s large LCD is the right PED. The PFD replaces a conventional attitude director indicator (ADI), _ horizontal situation indicator (HSI), altitude indicator (ALD, airspeed indicator (ASD, vertical speed indicator (VSI), and Mach speed indicator (MSI). Each PFD displays airplane attitude, flight director commands, FCS. annuneiations, heading (compass), course (navigation), bearing, vertical speed, airspeed, baro corrected altitude, radio altitude, preselect altitude, minimum descent/reporting altitude, decision height, temperature, and optional TCAS II advisory information. The MFD displays radar returns and comprehensive navigation information in HSI or present position map format. The MED also shows engine indication system (EIS) information. If TCAS is installed, the MED also displays a traffic map pictorial FOR TRAINING PURPOSES ONLY The DCP-3000 Display Control Panels (DCP) provide weather radar control, navigation source selection, bearing source selection, and pilot selectable references to the onside display. ‘The CHP-3000 Course Heading Panel (CHP) provides heading and preselect altitude data to the left and optional right DCP. The CHP also provides left side course data to the left DCP. ‘The optional CKP-3000 Course Knob Panel (CKP) provides right side course data to the optional right DCP. NOTES 99.53