CJ3+ PTM

ProFlight Pilot Training
Citation CJ3+
Pilot Training Manual
Rev 1.3 - Jul2018 For Training Purposes Only Title Page - 1

© 2018 TRU Simulation + Training Inc. - All Rights Reserved
◄BACK TOC NEXT►

Citation CJ3+ 00 List of Effective Pages ProFlight Pilot Training
®
Note: On a changed page, the portion of the text affected by the latest change is indicated by a vertical line, or other
change symbol, in the outer left margin of the page. Changes to illustrations/diagrams are indicated by a vertical line or
other change symbol, in the outer right margin of the page.
Revision Date Revision Date

1.0 Jun 2016 1.2 May 2018
1.1 Sep 2017 1.3 Jul 2018
Section Page(s) Revision Section Page(s) Revision

Title Page 1 Rev 1.1 Crew Alerting System 1-2 Rev 1.0
List of Effective Pages 1-5 Rev 1.1 Crew Alerting System 3 Rev 1.1
Table of Contents 1 Rev 1.2 Crew Alerting System 4-5 Rev 1.2
Aircraft General 1-3 Rev 1.0 Crew Alerting System 6-9 Rev 1.0
Aircraft General 4 Rev 1.2 Crew Alerting System 10 Rev 1.1
Aircraft General 5-14 Rev 1.0 Crew Alerting System 11 Rev 1.2
Aircraft General 15-16 Rev 1.2 Crew Alerting System 12-15 Rev 1.0
Aircraft General 17-19 Rev 1.0 Crew Alerting System 16 Rev 1.1
Aircraft General 20 Rev 1.1 Crew Alerting System 17-18 Rev 1.0
Aircraft General 21 Rev 1.2 Avionics 1-5 Rev 1.0
Aircraft General 22-25 Rev 1.0 Avionics 6-7 Rev 1.1
Rev 1.3 - Jul2018 For Training Purposes Only List of Effective Pages - 1
◄BACK TOC NEXT►

®

Avionics 8-23 Rev 1.0 Fuel 11-15 Rev 1.0
Avionics 24 Rev 1.1 Fuel 16 Rev 1.1
Avionics 25-31 Rev 1.0 Fuel 17 Rev 1.0
Avionics 32 Rev 1.1 Powerplant 1-11 Rev 1.0
Avionics 33-46 Rev 1.0 Powerplant 12-13 Rev 1.1
Avionics 47-48 Rev 1.1 Powerplant 14 Rev 1.0
Electrical 1 Rev 1.0 Powerplant 15-16 Rev 1.1
Electrical 2-4 Rev 1.2 Powerplant 17-21 Rev 1.0
Electrical 5-10 Rev 1.0 Powerplant 22 Rev 1.1
Electrical 11 Rev 1.1 Powerplant 23-25 Rev 1.0
Electrical 12-14 Rev 1.0 Fire Protection 1 Rev 1.0
Electrical 15 Rev 1.2 Fire Protection 2 Rev 1.1
Electrical 16-24 Rev 1.0 Fire Protection 3 Rev 1.0
Fuel 1 Rev 1.0 Fire Protection 4 Rev 1.1
Fuel 3-4 Rev 1.0 Fire Protection 6 Rev 1.1
Fuel 5-6 Rev 1.1 Fire Protection 7-11 Rev 1.0
Fuel 7-9 Rev 1.0 Fire Protection 12 Rev 1.1
◄BACK TOC NEXT►

®

Fire Protection 14 Rev 1.1 Air Conditioning 14 Rev 1.0
Pneumatics 1 Rev 1.0 Air Conditioning 15 Rev 1.1
Pneumatics 2 Rev 1.1 Air Conditioning 16-22 Rev 1.0
Pneumatics 3 Rev 1.0 Pressurization 1 Rev 1.0
Pneumatics 4-5 Rev 1.1 Pressurization 2 Rev 1.1
Pneumatics 6-7 Rev 1.2 Pressurization 3-7 Rev 1.0
Pneumatics 11 Rev 1.2 Pressurization 9-12 Rev 1.0
Air Conditioning 1 Rev 1.0 Pressurization 14-20 Rev 1.0
Air Conditioning 2-4 Rev 1.1 Oxygen 1 Rev 1.0
Air Conditioning 5 Rev 1.0 Oxygen 2 Rev 1.1
Air Conditioning 6-7 Rev 1.1 Oxygen 3-5 Rev 1.0
Air Conditioning 11 Rev 1.2 Oxygen 9-14 Rev 1.0
Air Conditioning 13 Rev 1.1 Oxygen 16-17 Rev 1.0
◄BACK TOC NEXT►

®

Ice and Rain Protection 1 Rev 1.0 Hydraulics 7-13 Rev 1.0
Ice and Rain Protection 2 Rev 1.1 Landing Gear and Brakes 1 Rev 1.0
Ice and Rain Protection 3-4 Rev 1.0 Landing Gear and Brakes 2 Rev 1.1
Ice and Rain Protection 5 Rev 1.1 Landing Gear and Brakes 3-4 Rev 1.0
Ice and Rain Protection 6 Rev 1.0 Landing Gear and Brakes 5 Rev 1.1
Ice and Rain Protection 18-24 Rev 1.0 Flight Controls 1 Rev 1.0
Ice and Rain Protection 25 Rev 1.1 Flight Controls 2 Rev 1.2
Ice and Rain Protection 26-35 Rev 1.0 Flight Controls 3-4 Rev 1.1
Hydraulics 1 Rev 1.0 Flight Controls 5 Rev 1.0
Hydraulics 2 Rev 1.1 Flight Controls 6 Rev 1.1
Hydraulics 3-5 Rev 1.0 Flight Controls 7 Rev 1.2
Hydraulics 6 Rev 1.1 Flight Controls 8-10 Rev 1.0
◄BACK TOC NEXT►

®

Flight Controls 11 Rev 1.1 Lighting 11 Rev 1.1
Flight Controls 12 Rev 1.2 Lighting 12-16 Rev 1.0
Flight Controls 13 Rev 1.0 Lighting 17 Rev 1.1
Flight Controls 14-17 Rev 1.1 Lighting 18-20 Rev 1.0
Flight Controls 18 Rev 1.0 Preflight Inspection 1-5 Rev 1.0
Flight Controls 19-20 Rev 1.1 Preflight Inspection 6 Rev 1.1
Flight Controls 23-27 Rev 1.0 Preflight Inspection 14-16 Rev 1.0
Flight Controls 30 Rev 1.0 Preflight Inspection 22 Rev 1.1
Lighting 1 Rev 1.0 Preflight Inspection 23-35 Rev 1.0
Lighting 2 Rev 1.3 Weight and Balance 1-20 Rev 1.0
Lighting 3 Rev 1.0 Performance 1-3 Rev 1.0
Lighting 4 Rev 1.2 Performance 4 Rev 1.1
Lighting 5-6 Rev 1.0 Performance 5-7 Rev 1.0
Lighting 7 Rev 1.2 Performance 8 Rev 1.1
Lighting 8-10 Rev 1.0 Performance 9-15 Rev 1.0
◄BACK TOC NEXT►

®
Section Page(s) Revision

Maneuvers and Procedures 1-6 Rev 1.0
Maneuvers and Procedures 7 Rev 1.1
Crew Resource Management 1-24 Rev 1.0
◄BACK TOC NEXT►

Citation CJ3+ Table of Contents ProFlight Pilot Training
®
00 List of Effective Pages 08 Pneumatics 16 Lighting

01 Aircraft General 09 Air Conditioning 17 Preflight Inspection
02 Crew Alerting System 10 Pressurization 18 Weight and Balance
03 Avionics 11 Oxygen 19 Performance
04 Electrical 12 Ice and Rain Protection 20 Maneuvers and Procedures
05 Fuel 13 Hydraulics 21 Crew Resource Management
06 Powerplant 14 Landing Gear and Brakes
07 Fire Protection 15 Fight Controls
Rev 1.2 - May2018 For Training Purposes Only Table of Contents - 1
◄BACK TOC NEXT►

01 Aircraft General
For Training Purposes Only

◄BACK TOC NEXT►

Citation CJ3+ 01 Aircraft General ProFlight Pilot Training
®
OVERVIEW
The Cessna Citation CJ3+ is a twin-turbofan aircraft intended
for both general and commercial aviation use. Medium
bypass turbofan engines and laminar flow wings provide
excellent speed, fuel economy, and handling characteristics
in all speed regimes. In particular, low takeoff and landing
speeds permit operation at small airports. A multiple load
path design ensures high strength in the presence of cracks
or other damage. Fuselage and pylon structures have been
designed for easy access to reduce maintenance times and
costs.
The airplane has maximum takeoff weight of 13,870 pounds

and can carry up to ten people, including crew, to a maxi- Citation CJ3+
mum operating pressure altitude of 45,000 feet.
The CJ3+ is certified in accordance with FAR Part 23 air-

worthiness standards and complies with FAR Part 36,
Amendment 24 Stage 3 Noise Standards. The aircraft meets
the takeoff and landing requirements, and other special con-
ditions, equivalent to FAR Part 25, and is certified for single-
pilot operations at weights exceeding 12,500 pounds.
Rev 1.0 - Jun2016 For Training Purposes Only Aircraft General - 2

◄BACK TOC NEXT►

®
AIRFRAME 53’ 4” (16.26 M)
Aircraft Dimensions
The CJ3+ is 51 feet 2 inches (15.59 M) long from the nose to the
aft-most point of the tail and has a wingspan of 53 feet 4 inches
(16.26 M). The cabin area, between the forward and aft pressure
bulkheads, is 20 feet 7 inches (6.27 M) long, 4 feet 10 inches (1.47
M) wide, and 4 feet 9 inches (1.45 M) high.
16’ (4.88 M)
The maximum height to the top of the vertical tail is 15 feet 2

inches (4.62 M) and the horizontal tail has a span of 20 feet 10
inches (6.35 M).
51’ 2” (15.59 M)
15’ 2”(4.62 M)
20’ (6.10 M)
20’ 10” (6.35 M)

Rev 1.2 - May2018 For Training Purposes Only Aircraft General - 3
◄BACK TOC NEXT►

®
Turning Radius WING-TIP LIGHT TO WING-TIP LIGHT

The wingtip-to-wingtip ground clearance needed to turn the 69’ 2” (21.1 M)
airplane 180° is 69.2 feet (21.1 M).
21’ 6” (6.6 M)
16.0’ (4.9 M)
CURB-TO-CURB
32’ 0” (9.8 M)

◄BACK TOC NEXT►

®
Nose
The unpressurized nose section contains an avionics compartment, a 15 cubic foot
area for baggage, and a compartment for various systems equipment. A removable
radome provides access to the avionics compartment while doors on either side of the
nose provide access to the baggage area. The doors are hinged at the top and swing
up for compartment access. Doors are held open by pneumatic actuators.
The baggage area contains a manual light switch for compartment illumination. If the
switch is left on, microswitches in the access door hinges will extinguish the light when
the doors are closed. Each baggage access door contains a key lock. If the door is not
securely closed, a microswitch in the lock illuminates a corresponding NOSE DOOR OPEN Left Nose Compartment
L and/or R CAS message.
Total nose baggage weight is limited to 400 pounds (181 kg), with a loading of 35
pounds per square foot.
A windshield alcohol reservoir, brake reservoir, brake accumulator, and high pres-
sure nitrogen bottle are located behind the right aft bulkhead of the nose storage
compartment.
Right Nose Compartment

◄BACK TOC NEXT►

®
Wings
A one-piece natural laminar flow (NLF) aluminum wing is attached to the
bottom of the fuselage. The wings are straight in design (0° sweep) and
each contain an integral fuel tank.
Ailerons are attached to the outer trailing edge of the wings with a trim
tab installed on the left aileron. Flaps are located on the inner trailing
edge along with speedbrake panels.
Stall strips are attached to the leading edge wing panels and a bleed air
system protects the wing leading edges from icing. Wing Trailing Edge
The main landing gear are mounted to the bottom of each wing.
Wing Leading Edge

◄BACK TOC NEXT►

®
Tail (Empennage)
The tail section consists of a T-tail horizontal stabilizer and elevator mounted on top of
the vertical stabilizer and rudder. Inflatable boots provide deicing capability for the lead-
ing edges of the horizontal stabilizers. Five vortex generators are installed on each side
of the vertical stabilizer, just under the horizontal stabilizer, to smooth airflow across
the elevators.
An unpressurized tailcone section contains major components of the hydraulic, envi-

Vertical/Horizontal Stabilizer
ronmental, electrical distribution, flight controls, and engine fire extinguishing systems.
The tailcone also contains a 50 cubic foot area for baggage. Baggage compartment
access is provided by a door on the left side of the fuselage, below the engine. The door
is hinged at the left forward side and swings forward.
The baggage area contains a manual light switch on the forward edge of the door open-
ing. The switch is powered from the Hot Battery Bus and controls lighting to the compart-
ment for preflight inspection and baggage loading. If the switch is left on, a microswitch
in the door track will extinguish the light when the door is closed.
Two latches and a key-operated lock secure the door when closed. The door should be Baggage Compartment
locked for security when the aircraft is left unattended on the ground and for all flight oper-
ations. If the door is unlocked, an AFT DOOR OPEN CAS message appears to alert the crew.
Total aft baggage weight is limited to 600 pounds (272 kg), with a loading of 150
pounds per square foot.
◄BACK TOC NEXT►

®
CABIN
Entrance Door
The cabin entrance door is located on the left side of the forward fuselage. A folding airstair
is mounted inside the entrance and may be deployed when the door is opened.
The door opens outward and is held open by a mechanical latch located inside the cabin.
The latch release must be pulled before the door can be closed. Cabin Door
The door is closed with a handle attached to 12 locking pins that can be operated from
inside or outside the aircraft. A key lock is located on the exterior handle for security when
the aircraft is unattended on the ground. Five windows on the inside door panel provide a
visual indication when the door is closed and secured. If the door is not closed properly,
the lower forward locking pin activates a microswitch illuminating a CABIN DOOR OPEN CAS
message.
Interior Cabin Door Handle
A pneumatic seal installed around the door perimeter prevents cabin pressure loss in flight.
When the door is closed, the lower forward locking pin depresses a plunger and opens a
valve that allows bleed air to inflate the seal. Loss of door seal pressure will illuminate a
CABIN DOOR SEAL CAS message. A secondary, non-inflatable seal is an installed as a backup
and will continue to hold cabin pressure in the event of primary seal failure.
Door Release Handle

◄BACK TOC NEXT►

®
Cabin Configurations
The standard cabin configuration consists of six center club seats – two facing aft and four facing forward – but is capable
of multiple seating configurations. The cabin can accommodate a maximum of nine passengers if the refreshment center is
replaced with an additional.
The cabin can be partitioned between the cockpit and cabin using a curtain, and between the cabin and lavatory, using
interior sliding doors.
Cabin Configuration Cabin Interior

◄BACK TOC NEXT►

®
Passenger Seats
Each passenger seat tracks forward, aft, and laterally. Some recline fully horizontal for passen-
ger comfort. Overhead panels in the cabin area contain individual passenger seat air outlets
and lighting.
Life vests are located below each seat to be used in the event of a water landing.
Passenger Seat
Refreshment Center
A refreshment center and a chart storage case are installed on the right side of the cabin,
behind the copilot seat. This area includes heated beverage containers, ice compartments, and
storage for additional provisions.
The refreshment center can be replaced with a side facing seat to increase the seating capacity.
Refreshment Center
Toilet Facilities
A flushing toilet is located on the left side of the rear cabin area. The lavatory area can be
closed off with two sliding doors for privacy. A belted toilet can serve as a passenger seat
increasing the maximum number of cabin occupants.
Toilet

◄BACK TOC NEXT►

®
Emergency Exit Door

A plug-type emergency exit is located on the aft right side of the cabin, above
the wing. The door opens inward and can be operated from outside or inside
the airplane. A D-shaped inner door handle is recessed behind a plastic cover
and a flush-mounted outer handle is located at the top of the door.
A proximity switch electronically monitors the door closing mechanism. If

the door is closed but the mechanism is not sensed, the switch triggers an
EMERGENCY EXIT OPEN CAS message.
A safety pin is available to secure the door when the aircraft is left unattended.
This pin prevents access from the outside and must be removed prior to flight.
Emergency Exit (Interior)
Emergency Exit (Exterior)

◄BACK TOC NEXT►

®
COCKPIT
Cockpit Configuration

◄BACK TOC NEXT►

®
Avionics Suite
The CJ3+ is equipped with the Garmin G3000 avionics suite. Avionics equipment includes:
• Three large, widescreen color Display Units (GDUs)

• Two Touchscreen Controllers (GTCs)
• Two PFD Controllers
• Electronic Standby Indicator
• Flight Guidance System
• Reversionary knobs
Display Units are arranged with two Primary Flight Displays (PFDs) and a single, centrally located Multi-Function Display
(MFD). The displays are controlled using a combination of display softkeys, touchscreen controllers, and PFD controllers.
Touchscreen controllers (GTCs) are used to select display options on the display units, NAV/COM tuning, and data entry
(flight planning, procedures, performance, etc). Most avionics programming actions are performed using the GTCs.
Cockpit reversion controls enable presentation of critical flight, navigation, and engine information on any display unit.

◄BACK TOC NEXT►

®
Required Documents
The airplane must have the following documents onboard:
• Aircraft Registration
• Airworthiness Certificate
• Airplane Flight Manual (AFM)
• Approved Pilot’s Abbreviated Checklist (single-pilot ops)
• Garmin G3000 Cockpit Reference Guide
• ESI-1000 Standby Flight Display Pilot’s Guide
The FAA-approved Airplane Flight Manual (AFM) contains the most authorita-
tive information regarding limitations, operating procedures, takeoff and landing Chart Cabinet
information, and weight and balance data. The AFM always takes precedence
over any other publication.
Other manuals that are not required to be carried on the aircraft but are avail-
able for reference include:
• Weight and Balance Manual contains detailed information tables and dia-
grams for calculating airplane loading and performance limits.
• Flight Planning and Performance Manual provides performance planning
information.
• Aircraft Operating Manual contains detailed information about the aircraft
systems. Document Holder

◄BACK TOC NEXT►

®
AIRCRAFT SYSTEMS
Crew Alerting System Electrical

The Crew Alerting System (CAS) provides digital (electronic) Essentially all aircraft systems use DC electrical power. Two
messages and aural alerts to inform the pilots of aircraft batteries and two starter-generators supply normal electri-
status and operating conditions. CAS messages are normally cal power. Battery and generator switches on the left side of
displayed on the left and right Primary Flight Displays (PFD the instrument panel provide cockpit control of the electrical
1 and PFD 2, respectively). system.
Messages are organized into three priority levels: A series of buses supply electrical power throughout the
system. Two main feed buses supply power to the majority
1. WARNING messages of the system and are connected by a crossfeed bus. A hot
2. CAUTION messages battery bus connects directly to the main battery supplying
3. ADVISORY messages power even with no power to the aircraft. Emergency power
is supplied by both batteries in the event of a loss of both
MASTER WARNING RESET and MASTER CAUTION RESET generators.
buttons accompany certain CAS message illuminations. A set
of audio (voice) messages and alerting chimes also activate An external power unit (EPU) may be attached to the air-
in certain circumstances. plane through an external power receptacle for ground
operations.

◄BACK TOC NEXT►

®
Fuel Powerplant
Each wing contains a single integral fuel tank. Engines Two Williams International FJ44-3A medium bypass (3.31
receive fuel from their respective wing tanks, and fuel sys- to 1) turbofan engines are installed on each rear fuselage
tem operation is fully automatic throughout the normal flight pylon. They produce 2,820 pounds of static thrust each, flat
profile. rated to 26°C (78.8°F) at sea level.
Various pumps deliver the fuel to the engine where a meter- The engines are equipped with FADEC (Full Authority Digital
ing unit controls the flow. Fuel is heated through a fuel-oil Engine Control) for power regulation, as well as systems to
heat exchanger; anti-ice additives are not required. control idle performance and engine synchronization. The
engines are protected with ant-ice, fire detection, and fire
The left and right fuel tanks are connected by a valve-con- extinguishing systems.
trolled transfer line. Fuel transfer can be controlled by the
pilot under normal and abnormal conditions. Engine indications are digitally presented on the left portion
of the MFD under normal conditions. These indications are
Control switches for fuel system operations are located on dynamic and automatically adjust for various settings and
the pilot side instrument panel. Fuel parameters, including flight conditions.
quantity and system status, are continuously monitored and
displayed on the cockpit display units.
Fuel is serviced from filler ports on the upper side of each

wing.

◄BACK TOC NEXT►

®
Fire Protection Environmental

Fire detection systems are available for the engines and The environmental system directs engine bleed air to air-
baggage compartments. Fire protection is provided for the plane systems for heating, pressurization, rudder bias, anti-
engines and aircraft interior. ice protection, and service air applications.
The engine fire system detects heat in the engine nacelle The pneumatic system extracts bleed air from the high-
areas. Engine fire protection includes one manually activated pressure compressor section of each engine and routes it to
fire extinguishing bottle, with a pressurized agent that is dis- the engine nacelle and pylon inlet, as needed, for anti-icing.
charged by electrically-activated squibs. Air is also routed through a precooler reducing its tempera-
ture before flowing to the aircraft systems.
A baggage smoke detection system senses smoke in the for-
ward and aft baggage compartments and triggers cockpit The air conditioning system contains independent heating
alerts, as necessary. and cooling systems for automatic temperature control of
the airplane interior. Engine bleed air is the primary source
Portable, hand-held fire extinguishers are available to for climate control but is supplemented by a vapor cycle air
respond to cockpit and cabin fires. conditioning system as necessary for cooling.
Cabin pressurization is scheduled by an avionics-linked dig-

ital controller and two outflow valves mounted in the aft
pressure bulkhead. The controller automates all pressur-
ization functions, including capture of the destination field
elevation from flight plan information stored with the Flight
Management System.

◄BACK TOC NEXT►

®
Oxygen Ice and Rain Protection

Breathing oxygen is supplied to the crew and passengers Hot bleed air is used for anti-ice protection of the engine
from a single 50 cubic foot (1.42 m3) supply bottle in the inlets, wing leading edges, pylon air inlet duct, and wind-
nose section of the airplane. shields. Bleed air also provides rain removal from the wind-
shield during low airspeed flight. Isopropyl alcohol is used
Quick donning diluter-demand masks are provided for the for anti-ice protection of the left windshield in the event that
pilot and copilot. Each mask includes an inflatable harness, bleed air is not available.
an internal microphone, and a mask-mounted regulator.
Constant pressure, continuous-flow masks are provided for Pneumatic boots, inflated with engine bleed air, are used for
the passengers. Passenger masks are stowed in canisters deice protection of the horizontal stabilizer leading edges.
behind covers in the overhead panels above the seats.
Electrical heating is used for anti-ice protection of the pitot
Passenger masks will automatically drop for use when the tubes, static ports, AOA vane, and PT2/TT2 probes.
cabin pressure altitude reaches approximately 14,000 feet.
The pilot can also deploy the passenger masks manually. Two windshield ice detection lights on the glareshield, and
a wing inspection light on the left side of the fuselage, help
the flight crew to detect ice buildup during night operations.

◄BACK TOC NEXT►

®
Hydraulics Landing Gear and Brakes

An open-center hydraulic system supplies power to the land- The airplane is equipped with electrically controlled and
ing gear, flaps, and speed brakes. A normally-open loading hydraulically-actuated landing gear and wheel brakes. The
valve closes to increase pressure to 1,500 PSI when an hydraulic brake system is independent of the landing gear
aircraft system is operated, although flow rate varies with system. A pneumatic backup system is provided for emer-
engine N2 turbine speed. Fluid is returned to the reservoir gency landing gear extension and wheel brake operation in
when not used by aircraft systems. the event of a hydraulic or electrical failure.
While the engines are operating, engine-driven hydraulic An electronic antiskid system monitors main gear wheel
pumps provide hydraulic fluid pressure. A pneumatic backup speeds and reduces brake pressures as needed to minimize
is installed for emergency landing gear extension. braking distances.
An independent, electrically-driven hydraulic system powers Steering is accomplished on the ground by the nose wheel
the brakes. using mechanical linkages from the rudder pedals. The addi-
tion of differential braking improves turning performance.

◄BACK TOC NEXT►

®
Flight Controls Lighting

Flight controls for the pilot and copilot include control col- The airplane is equipped with:
umns and rudder pedals connected with linkage below
the floor. The ailerons, elevator, and rudder are actuated • Interior lighting – direct and indirect illumination for the
mechanically using stainless steel cables. A rudder bias sys- cockpit and cabin areas.
tem is installed to help the pilot maintain directional control • Exterior lighting, including systems for:
in the event of an engine failure. ◦◦ Landing and taxi
◦◦ Navigation
Trim systems are provided for all three control axes. Ailerons ◦◦ Anti-collision
and rudders have mechanical trim capability, while eleva- ◦◦ Tail logo illumination
tors are equipped with both mechanical and electrical trim ◦◦ Ice inspection
capability. • Emergency lighting - Provides illumination with manual
switch activation or a 5-G impact switch.
Secondary flight controls include electrically-controlled • Nose/Tailcone baggage compartment lighting
and hydraulically-actuated wing flaps and speedbrakes.
Speedbrakes extend from the top and bottom of each wing. Most lighting is constructed with light emitting diodes (LEDs),
which produce less heat and last longer than conventional
bulbs. Lighting systems are controlled by instrument panel
buttons and knobs, cabin switch panels, and toggle switches
in the baggage compartments.
Rev 1.1 - Sep2017 For Training Purposes Only Aircraft General - 20

◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
EMER
TOPI
ESDI
LOPI
ESI
EFI
CAS Message Description
AFT DOOR OPEN X X X Aft baggage door is unlocked.
A cabin door monitor switch has detected an unlocked

CABIN DOOR OPEN X X X
condition.
EMERGENCY EXIT OPEN X X X Emergency exit door is not secure.
NOSE DOOR OPEN L and/or R X X X Nose baggage door is unlocked.

◄BACK TOC NEXT►

®
Aircraft General Quiz
1. The maximum operating altitude for the CJ3+ is _____ feet.
a. 14,800
b. 45,000
c. 37,500
d. 28,500
2. The CJ3+ is approximately _____ long and has a maximum takeoff weight of _____.
a. 52 feet, 12,500 pounds

b. 50 feet, 13,870 pounds
c. 52 feet, 13,870 pounds
d. 50 feet, 12,500 pounds
3. The CJ3+ can carry a maximum of _____ people, including the flight crew.
a. 10
b. 11
c. 7
d. 9

◄BACK TOC NEXT►

®
4. The nose compartment holds ____ pounds of cargo.
a. 300
b. 150
c. 400
d. 600
5. The tailcone baggage compartment holds ____ pounds of cargo:
a. 300
b. 150
c. 400
d. 600
6. The AFT DOOR OPEN CAS message is triggered by ____
a. Key unlocked
b. Both latches unlocked
c. Single latch unlocked
d. Key locked

◄BACK TOC NEXT►

®
7. The cabin door is held in the open position by ____:
a. Gravity
b. A cable
c. A mechanical latch
d. A gust lock
8. The emergency exit is a ___ door located on the ___ side of the aircraft.
a. Plug-type; left
b. Hinged; left
c. Plug-type; right
d. Hinged; right
9. The following document is NOT required to be onboard the aircraft:
a. Aircraft Flight Manual

b. Aircraft Operating Manual
c. Aircraft Registration
d. Garmin G3000 Cockpit Reference Guide

◄BACK TOC NEXT►

®
Aircraft General Quiz Answers
1. b
2. c
3. a
4. c
5. d
6. a
7. c
8. c
9. b

◄BACK TOC NEXT►

02 Crew Alerting System

◄BACK TOC NEXT►

Citation CJ3+
02 Crew Alerting System ProFlight Pilot Training
®
OVERVIEW
The CJ3+ Crew Alerting System includes both visual and aural alerts that inform the pilots of aircraft status and operating
conditions. The system reports a full range of information, from normal and abnormal conditions.
The Crew Alerting System includes:
• Digital CAS messages

• MASTER WARNING RESET buttons
• MASTER CAUTION RESET buttons
• Aural alerts (voice and tones)
Digital messages are normally presented in the CAS section

of the left and right Primary Flight Displays (PFD 1 and PFD
2), but can be configured for presentation on the MFD.
A MASTER WARNING RESET button and MASTER CAUTION

RESET button are installed as a pair on the upper instrument
panel, and provide a highly visible method for alerting the flight
crew to abnormal or emergency conditions. One pair of buttons
is located in front of the pilot and an identical pair is located in CAS Display Window
front of the copilot. CAS messages provide more detailed information about the nature of the alert.
To prevent pilot distraction, system logic inhibits some CAS messages during various phases of ground and flight operations.
Rev 1.0 - Jun2016 For Training Purposes Only Crew Alerting System - 2
◄BACK TOC NEXT►

Citation CJ3+
®
CAS MESSAGE STRUCTURE

Color-coded CAS messages are organized into warning, caution, and advisory categories. Each message has a different
meaning and significance based on its color and they’re arranged accordingly.
Red WARNING messages illuminate and flash for conditions that require immediate flight crew awareness and immediate
flight crew response. Warning conditions also trigger both flashing MASTER WARNING RESET buttons and sound alerting
voice messages in the cockpit to ensure flight crew attention to the problem. The pilots acknowledge a warning message
by pressing either MASTER WARNING RESET button. This extinguishes the buttons, changes the CAS message to steady
illumination, and cancels any associated voice messages. If the emergency situation is corrected, the alerts will continue
until one of the MASTER WARNING buttons is pressed.
Amber CAUTION messages illuminate and flash for conditions that require immediate flight crew awareness and subse-
quent flight crew response. Caution conditions also trigger flashing MASTER CAUTION RESET buttons and sound a chime
in the cockpit to ensure flight crew attention to the problem. The pilots acknowledge a caution message by pressing either
MASTER CAUTION RESET button. This extinguishes the buttons, changes the CAS message to steady illumination, and can-
cels the associate chime. If the condition is cleared before the MASTER CAUTION RESET buttons are pressed, both buttons
extinguish and the message is removed without further action.
White ADVISORY messages illuminate for conditions that require flight crew awareness and may require subsequent flight
crew response. Advisory messages do not trigger other lights or aural alerts.
All CAS messages remain illuminated until the condition that triggered them is resolved.
Rev 1.2 - May2018 For Training Purposes Only Crew Alerting System - 3
◄BACK TOC NEXT►

Citation CJ3+
®
Display Priority
CAS messages are prioritized by display position, as well as text color:
1. WARNING messages have the highest priority and are always at the top of the display
2. CAUTION messages appear next, below warning messages
3. ADVISORY messages have the lowest priority, below caution messages
If the display contains multiple messages of the same priority (i.e., color), the most recent message is shown at the top of
its priority group. No message will be displayed above its priority group.
Message presentation on the PFDs depends on display configuration. PFD Full Mode provides slightly more display space
than PFD Split Mode. The number of displayed CAS messages in Full Mode is 12 and 9 in Split Mode. CAS lists can be
scrolled to reveal additional messages, if needed, although a number of warning messages remain fixed on the displays;
only the warning messages below the fixed list can be scrolled. The number of fixed warning messages in Full Mode is 8
and 5 in Split Mode.
◄BACK TOC NEXT►

Citation CJ3+
®
CAS MESSAGE INHIBITS • Takeoff Operational Phase Inhibit (TOPI)

The Crew Alerting System includes logic to prevent activation • Active when any of the following are true:
of unnecessary or distracting CAS messages during critical ◦◦ Aircraft transitions from on the ground to in the
phases of airplane operations. Two methods are employed: air
◦◦ Either the left or right airspeed indicator transi-
• “Debounce” or a fixed time delay before illumination of tions to > 65 KTS
a CAS message or its associated MASTER button • Deactivates when any of the following is true:
• “Inhibits” or active prevention logic for certain CAS ◦◦ Aircraft has been in the air for > 30 seconds
messages under certain conditions. ◦◦ Radio altitude > 400’ AGL
◦◦ Either the left or right airspeed < 50 KTS
Inhibit states and their triggering conditions include: ◦◦ TOPI Inhibit has been active for > 90 seconds
◦◦ TLA is not above the NTO trip point
• Engine Start Inhibit (ESI) – During an engine start • Landing Operational Phase Inhibit (LOPI)
• Engine Shutdown Inhibit (ESDI) – An engine has • Active when any of the following are true:
been shut down ◦◦ Aircraft transitions from in the air to on the
• Engine Failure Inhibit (EFI) – An ENGINE FAIL mes- ground
sage is posted ◦◦ GPS altitude transitions from > 400’ AGL to <
• Emergency Bus Mode Inhibit (EMER) – BATTERY 400’ AGL.
switch is in the EMER position and both generators are • Deactivates when any of the following is true:
off ◦◦ Aircraft has been on the ground > 30 seconds
• On Ground and In Air Inhibit (GND/AIR) – On the ◦◦ Radio altitude is > 500’ AGL
ground or in the air ◦◦ Either the left or right airspeed < 50 KTS
• GPS Acquisition Inhibit (GPS-AI) – During GPS sat- ◦◦ LOPI Inhibit has been active for > 90 seconds
ellite acquisition
◄BACK TOC NEXT►

Citation CJ3+
®
MASTER WARNING RESET AND MASTER CAUTION RESET BUTTONS

MASTER WARNING RESET and MASTER CAUTION RESET buttons are installed as a
pair on the upper instrument panel, and provide a highly visible method for alerting
the flight crew to abnormal or emergency conditions. One pair of buttons is located
in front of the pilot and another pair is located in front of the copilot. CAS digital and
aural messages then inform the pilots of the specific nature of the condition. MASTER RESET Buttons
A WARNING CAS message will simultaneously cause both MASTER WARNING RESET buttons to illuminate flashing. A
CAUTION CAS message will cause both MASTER CAUTION RESET buttons to illuminate steady. Once the flight crew has
been alerted to the condition, the purpose of the master lights is accomplished, and either pilot can extinguish them by
pressing the face of either button.
AUDIO ALERTING SYSTEM

Voice messages and a chime tone are incorporated into the Crew Alerting System to alert the pilots and to inform of specific
conditions or malfunctions.
WARNING messages are accompanied by voice alerts or aural tones. The voice alerts state the nature of the message when
activated and are prioritized by importance. If a higher level warning activates when a lower level aural alert is in progress,
the lower level voice alert will complete after which the higher level voice alert will begin. Multiple warnings that activate at
the same time will play in the prioritized order.
CAUTION messages are accompanied by a chime alert only, and ADVISORY messages are not accompanied with any
aural alert.
◄BACK TOC NEXT►

Citation CJ3+
®
Voice alerts and their priorities are shown in the table below.
ALERT PRIORITY DURATION

Windshear 1 TAWS warning / Repeats continuously while the condition is active
Pull Up 2 TAWS warning / Repeats continuously while the condition is active
AP disconnected / Repeats continuously until acknowledged using AP discon-
Autopilot 3
nect switch
Repeats continuously and non-cancelable. Gear horn input conditions must
Landing Gear 4
be satisfied to terminate aural message
Minimums, minimums 5 Decision Height / Does not repeat
CABIN ALTITUDE 6 Repeats up to 3 times or until acknowledged by pressing MASTER WARNING
EMERGENCY DESCENT 7 Repeats up to 3 times or until acknowledged by pressing MASTER WARNING
NO TAKEOFF 8 Repeats continuously until conditions to remove CAS message are satisfied
ENGINE FIRE L
9 Repeats up to 3 times or until acknowledged by pressing MASTER WARNING
ENGINE FIRE R
BAGGAGE SMOKE FWD
BAGGAGE SMOKE AFT
ENGINE FAIL L
ENGINE FAIL R
◄BACK TOC NEXT►

Citation CJ3+
®
GENERATOR OFF L
GENERATOR OFF R
Temperature > 71°C / Repeats up to 3 times or until acknowledged by press-
BATTERY OVERTEMP 13
ing MASTER WARNING
BATTERY OVERTEMP 14 Repeats up to 3 times or until acknowledged by pressing MASTER WARNING
OIL PRESSURE LOW L
OIL PRESSURE LOW R
◄BACK TOC NEXT►

Citation CJ3+
®
SYSTEM TEST
A complete system test is required prior to flight, however all tests, except for
Angle of Attack, may be performed while in the air. The CAS and several air-
craft systems are tested using the System Tests page on either Garmin Touch
Controller (GTC).
A test is selected by pressing the associated button. The pretest screen

indication is a blank line, which changes to display “In Progress” as the test
begins. Depending on the nature of the check, the indication changes to
“Done,” “Pass,” or “Fail” when the test is completed. With the exception of
TCAS and TAWS checks, a test can be aborted at any time.
GTC System Tests Page
◄BACK TOC NEXT►

Citation CJ3+
®
The tests and their indications are shown in the table, below.
Test Aural Alerts CAS Message(s) Additional Indications

“Left Engine Fire”
ENGINE FIRE L-R Red ENG FIRE L and R ENG buttons
“Right Engine Fire”
Fire Warning BAGGAGE SMOKE FWD-AFT illuminate
“Forward Baggage Smoke”
Baggage smoke detectors
“Aft Baggage Smoke”
Three green gear down/locked and
Landing Gear “Landing Gear” None
red unlocked indications illuminate
AOA pointer increases to 1.0
Stick shaker activates
Angle of Attack None None
AOA indexer (if installed) lights il-
luminate
Crew must select WINDSHIELD
Windshield Temp Chime W/S AIR O’TEMP ANTI-ICE BLEED switch to HI or LOW
Select OFF after message appears
Overspeed warning tone
Overspeed None None
sounds
Rev 1.1 - Sep2017 For Training Purposes Only Crew Alerting System - 10
◄BACK TOC NEXT►

Citation CJ3+
®
Test Aural Alerts CAS Message(s) Additional Indications

Anti-Skid Chime ANTISKID FAIL None
MASTER WARNING RESET buttons,

MASTER CAUTION RESET buttons,
Annunciator None None autopilot controls, BOTTLE ARMED
buttons, and ENGINE START buttons
illuminate
TCAS TEST replaced with TAWS FAIL

TAWS “TAWS System Test OK” TAWS TEST
if test fails
PFD Resolution Advisory indications
“TCAS II System Test displayed
TCAS TCAS TEST
Passed”
Traffic symbols displayed on maps
On PFD:
Rad Alt None None Radio altimeter indicates 50 feet
RA TEST box appears
Rudder Bias Chime RUDDER BIAS FAIL None
◄BACK TOC NEXT►

Citation CJ3+
®
CAS Messages
No CAS messages associated directly with this system
◄BACK TOC NEXT►

Citation CJ3+
®
Crew Alerting System Cockpit Locator
◄BACK TOC NEXT►

Citation CJ3+
®
Notes
◄BACK TOC NEXT►

Citation CJ3+
®
Crew Alerting System Quiz
1. A flashing MASTER WARNING RESET button will remain illuminated until _____.
a. The associated condition is resolved

b. The button is pressed
c. Five seconds has passed
d. The associated CAS message light is pressed
2. CAS messages normally appear on _____.
a. MFD
b. PFD 2
c. PFD 1
d. Both (b) and (c)
3. A CAS message will remain illuminated until _____.

a. The message light is pressed
b. Five seconds has passed
c. The associated master switchlight is pressed
d. The associated condition is resolved
◄BACK TOC NEXT►

Citation CJ3+
®
4. Distracting CAS messages are prevented by _____.

a. Bus logic
b. Inhibits
c. Debounce
d. Both (b) and (c)
5. A /an _____ CAS message requires flight crew awareness and may require subsequent response.

a. Advisory
b. Status
c. Warning
d. Caution
6. The CAS system has formal inhibits for all of the following except:
a. When the BATTERY switch is OFF

b. During takeoff
c. When an engine has been shut down
d. When an ENGINE FAIL message has been posted
Rev 1.1 - Sep2017 For Training Purposes Only Crew Alerting System - 16
◄BACK TOC NEXT►

Citation CJ3+
®
7. The number of CAS messages displayed on a PFD can be increased by _____.

a. Scrolling
b. Selecting Full Mode versus Split Mode
c. Selecting small font with the GTC
d. Both (a) and (b)
8. A new CAUTION message will be displayed _____.

a. At the top of the Caution priority group
b. At the top of the CAS message list
c. At the bottom of the Warning priority group
d. At the top of the Advisory priority group
9. Voice alerts accompany _____ CAS messages.

a. Caution
b. Warning
c. Advisory
d. Both (a) and (b)
◄BACK TOC NEXT►

Citation CJ3+
®
Crew Alerting System Quiz Answers
1. b
2. d
3. d
4. d
5. a
6. a
7. d
8. a
9. b
Rev 1.0 - Jun2016 For Training Purposes Only CrewAlertingSystem-18

◄BACK TOC NEXT►

03 Avionics

◄BACK TOC NEXT►

Citation CJ3+ 03 Avionics ProFlight Pilot Training
®
OVERVIEW
The CJ3+ is equipped with the Garmin G3000™ avionics
suite. The G3000 system provides flight instrumentation and
guidance information, autopilot control, communications
systems management, and both short- and long-range navi-
gation capabilities. The suite also includes electronic naviga-
tion and terminal charts, graphical weather displays, terrain
and traffic avoidance systems, and onboard weather radar.
Three 14” high-resolution Garmin Display Units (GDUs) are

the primary source of flight information. These displays are Avionics Components
arranged as two Primary Flight Displays (PFDs), one per pilot,
and a single Multi-Function Display (MFD) in the middle. The
PFDs are capable of presenting additional information in a Management System (FMS) functions, data entry capability,
display pane next to the flight information. The MFD has a and communications control.
dedicated area for Engine Indication System (EIS) informa-
tion and the remainder can display a range of information. Two Garmin Control Units (GCUs), located above the PFDs,
enable the pilots to control their respective PFD and another
A Standby Flight Display is mounted above the left PFD and method of tuning the radios.
provides a backup source of raw flight information.
An Automated Flight Control System (AFCS) allows control of
Two Garmin Touch Controllers (GTCs), located below the the autopilot functions through a controller located directly
MFD, provide GDU display pane control, in addition to Flight above the MFD.
Rev 1.0 - Jun2016 For Training Purposes Only Avionics - 2

◄BACK TOC NEXT►

®
AVIONICS POWER CONTROL

Power for the avionics system is controlled by the BATTERY switch and a DISPATCH switch located in the ELECTRICAL
POWER control group at the far left side of the pilot instrument panel. Some avionics components operate from normal DC
power while others continue to operate with emergency power.
DISPATCH Switch
The DISPATCH switch can be used during preflight to power a limited number of avionics components.
This is commonly used to obtain ATIS and clearance information.
The components powered when the switch is placed ON include:
• MFD
• Left GTC
• FMS
• GPS 2 DISPATCH Switch
• NAV 2
• COM 2
• Both Audio Panels
If the BATTERY switch is turned ON, this will override the DISPATCH operation.

◄BACK TOC NEXT►

®
BATTERY Switch
The avionics system does not have a dedicated power switch. For this reason, the BATTERY switch serves
as the power source for the avionics system. When the BATTERY switch is turned ON, the entire avionics
system receives power. In the event of an electrical failure, if the BATTERY switch is placed in the EMER
position, limited avionics equipment will still receive power. The avionics components include:
• PFD 1
• PFD Display Controller
• ADC 2 / AHRS 2
• AFCS Controller / FD
• Standby Flight Display BATTERY Switch
• Left GTC
• FMS
• GPS 1
• NAV 1
• COM 1
• Cabin PA
• Both Audio Panels
For a list of all components powered with emergency power, refer to Chapter 4, Electrical.

◄BACK TOC NEXT►

®
INTEGRATED AVIONICS PROCESSING • Global positioning; each GIA contains a GPS receiver
Most CJ3+ avionics components are designed as self-con- with Wide-Area Augmentation System (WAAS) capability
tained Line Replaceable Units (LRUs) that can be removed • Flight director (FD) processing and interfacing with the
and replaced independently of all other systems. Most GFC 700 Automatic Flight Control System (AFCS)
LRUs are panel or rack mounted immediately behind the • Digital aural warning generation
Multifunction Display (MFD).
Garmin Engine/Airframe (GEA) Interface Units
Garmin Integrated Avionics (GIA) Units GEA 71 interface units are computers that convert analog and
Two Garmin Integrated Avionics (GIA) units contain comput- digital signals from airframe and engine systems into system
ing processors that regulate and integrate G3000 component status indications and alerts, and transmit them to the GIAs.
avionics. Each GIA 63W monitors onside engine and airframe Each GEA interface unit supplies information to both GIAs.
sensors directly or through the Garmin Engine/Airframe (GEA) The GIAs perform additional processing and then distribute
Interface units, and receives input information from its onside data to other systems, particularly to the Engine Indicating
Air Data System (ADS) and Attitude and Heading Reference System (EIS) display, normally presented on the MFD, and
System (AHRS). Processed output is presented on the PFDs Crew Alerting System (CAS) messages, normally presented
and/or the MFD. on the PFDs.
GIA units also contain essential avionics components for: AIR DATA SYSTEMS (ADS)
The aircraft is equipped an Air Data System (ADS) that
• Navigation and Communication (NAV/COM) functions, sends pressure and temperature information to the Garmin
including a Very High Frequency communication (VHF Interface Adapter (GIA) to be presented on the Display
COM) transmitter and a Very High Frequency omnidi- Units. The ADS system consists of:
rectional range/ILS localizer (VOR/LOC) receiver • 2 independent GDC-7400 Air Data Computers (ADCs)
• Instrument landing system (ILS) functions, including • 3 pitot probes
ILS glideslope receiver tuning
◄BACK TOC NEXT►

®
• 6 static ports (three on each side of the forward opposite ADC information, a USING ADC 1 or 2 message is
fuselage) displayed at the top left of the attitude indicator on both PFDs.
• 2 temperature probes (one at each engine inlet)
• 1 Standby Air Data Computer If a mismatch occurs between the airspeed or altitude infor-
mation of the ADCs, a “miscompare” flag – IAS (indicated
ADC 1 receives ram air pressure data from the left pitot tube, airspeed) or ALT (altitude) – is displayed in the airspeed or
static air pressure data from two dedicated static ports (one altitude scale of both PFDs. Airspeed or altitude information
on each side of the fuselage), and air temperature data from from the Standby ADC must be used to determine which
the left engine inlet probe. ADC 2 receives ram air pressure main ADC source is valid.
data from the right pitot tube and static air pressure data from
two dedicated static ports (one on each side of the fuselage) If an ADC fails, air data on the corresponding PFD is removed
and air temperature data from the right engine inlet probe. and a red “X” over the airspeed and altimeter windows or
Each ADC processes their data through an Integrated amber “X” over the vertical speed window is displayed. The
Avionics Unit that generates output information for airspeed, system will automatically revert the failed side to the other
altitude, vertical speed, and OAT information. ADC 1 is pow- ADC when a failure occurs and a BOTH ON ADC 1 or 2 mes-
ered by the normal DC electrical system. ADC 2 is powered sage is displayed at the top left of the attitude indicator on
by the normal or emergency DC system. both PFDs.
ADC 1 normally supplies flight data to PFD 1, and altitude The Standby ADC has its own pitot tube and two static ports,
encoder information for either transponder. ADC 2 normally but no temperature source. The Standby ADC supplies flight
supplies flight data to PFD 2, and may provide altitude data data only to the Standby Flight Display. If the Standby ADC
for either transponder if needed. The PFD can be selected fails, air data will be removed and/or large red “Xs” will be
to display either ADC using the Sensors softkeys at the bot- shown on the Standby Flight Display. The Standby Flight
tom of the PFD bezel. If the PFD is selected to display the Display does not have reversion capability.
Rev 1.1 - Sep2017 For Training Purposes Only Avionics - 6
◄BACK TOC NEXT►

®
ATTITUDE HEADING REFERENCE SYSTEM (AHRS) or compass area of both PFDs. Attitude or heading informa-
The GRS 77 Attitude Heading Reference Systems (AHRS) use tion from the standby display must be used to determine
inputs from internal inertial sensors, the Global Positioning which main AHRS source is valid.
System (GPS), a magnetometer, and air data reference
sensors to calculate aircraft attitude, heading, and vertical If an AHRS fails, a red “X” appears over the attitude and
acceleration. This information is sent to the IAUs and GDUs heading windows. The system will automatically revert the
for display. failed side to the other AHRS when a failure occurs and a
BOTH ON ATT/HDG 1 or 2 message is displayed at the top
Dual GMU 44 magnetometers provide local magnetic field left of the attitude indicator on both PFDs.
information to their corresponding AHRS. These instruments
are installed in the vertical stabilizer to minimize influences Two GPS inputs are provided to each AHRS. If a single GPS
from aircraft structures and internal contents. fails, or if its input is lost, the AHRS can still function with
the operating GPS. The GPS sensor is selected by navigat-
AHRS 1 normally supplies flight data to PFD 1 and AHRS ing to Utilities > FMS Sensor > Position Sensor on the GTC.
2 normally supplies flight data to PFD 2. The PFD can be If the opposite side GPS is selected, a USING GPS 1 or 2
selected to display either AHRS using the Sensors softkeys message is displayed to the left of the HSI. When both sides
at the bottom of the PFD bezel. If the PFD is selected to are selected to the same receiver, a BOTH ON GPS 1 or 2
display the opposite AHRS information, a USING ATT/HDG message is displayed. If both GPS inputs are lost, the AHRS
1 or 2 message is displayed at the top left of the attitude will continue to present attitude and heading information to
indicator on both PFDs. the PFD as long as valid magnetometer and airspeed inputs
are available.
If a mismatch occurs between the heading, pitch, or roll
information of the AHRSs, a “miscompare” flag – HDG (head-
ing), PIT (pitch), or ROL (roll) – is displayed in the attitude
◄BACK TOC NEXT►

®
FLIGHT DISPLAYS
The G3000 uses two Primary Flight Displays (PFDs) and one Multifunction Display (MFD) as the information and control
interfaces between the pilots and the aircraft.
Status annunciations and labels are categorized by color across displays:
• Pilot Adjustable
• Active
• Armed/Standby
• Caution
• Warning
• GPS Derived
Each display has the capability to show a wide range of information in display panes. These display panes include a naviga-
tion map, charts, aircraft systems, weather, traffic, and terrain.
Flight Displays

◄BACK TOC NEXT►

®
PRIMARY FLIGHT DISPLAYS (PFDs)

The PFDs are identical color liquid crystal displays (LCDs) that
provide flight instrument and flight condition information to
the pilots. A PFD is mounted on the instrument panel in front
of the pilot and in front of the copilot. Each PFD receives
input data from its own ADS and AHRS. G3000 processing
compares the data from each set of systems to verify validity,
however, the systems supporting one PFD can operate the
other in the event of a component or processing failure.
PFDs present primary flight instrument information as well
as navigation and status information for NAV/COM functions,
the autopilot, and the Flight Management System (FMS). CAS
messages are displayed in the lower right side of each PFD
and the lower left side can support an inset map with traffic,
terrain, and weather overlays.
Primary Flight Display
PFD information is presented in two modes during normal operations:
• Normal – Flight instrument information is presented using the entire display area.
• Split (60/40) – Flight information fields are condensed into 60 percent of the display area. The remaining 40 percent
of the display is used to present a display pane on the outboard portion of the screen.
The flight instrument information includes an attitude indicator, airspeed indicator, altimeter, vertical speed indicator (VSI),
and horizontal situation indication (HSI).
◄BACK TOC NEXT►

®
Attitude Indicator also contains flap speed bugs. Digital numeric indications turn
The Attitude Indicator displays the pitch, roll, and slip/skid amber when these speeds are approached, and turn red if the
information. Attitude information is displayed over a virtual speeds are exceeded for the corresponding flap setting.
blue sky and brown ground with a white horizon line. The
aircraft symbol may be selected between single cue (v-bars) Altimeter
or dual cue (cross-pointer). Changing the aircraft symbol will Aircraft altitude is depicted in feet as a sequence of moving
affect both PFD. numbers on a vertical tape at the right side of the Attitude
Indicator. Current altitude is shown in a black window at the
Airspeed Indicator center of the tape. Selected altitude is shown in a box above
Airspeed is depicted in knots as a sequence of moving the altimeter tape, highlighted by a selection bug symbol.
numbers on a vertical tape at the left side of the Attitude Altitudes can also be displayed in meters in separate boxes
Indicator. The mach number is displayed below the airspeed below the selected altitude and above the current altitude.
indicator for airspeeds at or above mach 0.4 or at altitudes
above 30,680 feet. Solid yellow, solid red, and alternating A magenta trend vector extends along the tape to indicate
red and white color-coded bands are positioned on the mov- the altitude change that will result in 6 seconds at the cur-
ing tape to indicate speed ranges beyond VMO/MMO and rent vertical speed. The barometric pressure setting is dis-
the low speed awareness (LAA) range. The top of the red played below the altimeter field.
LAA band represents the approximate speed where the stick
shaker activates.
A magenta trend vector appears when the aircraft is accel-

erating or decelerating to indicate where the airspeed value
will be in 6 seconds. If selected on, Vspeeds will be dis-
played along the airspeed moving tape. The moving tape

◄BACK TOC NEXT►

®
Vertical Speed Indicator (VSI)

The Vertical Speed Indicator (VSI) presents aircraft vertical speed in feet per minute (FPM) using a black pointer over a
fixed scale. Digital values appear in the black pointer to denote vertical speed whenever the climb or descent rate is greater
than 100 FPM.
A magenta chevron appears on the VSI to indicate the required vertical speed for reaching a VNAV target altitude. A sepa-
rate field to the left of the altimeter displays vertical deviation for ILS glideslopes (green) and FMS glidepaths (magenta).
Horizontal Situation Indicator (HSI)

The Horizontal Situation Indicator (HSI) shows flight and navigation information with aircraft heading always at the top
of the display. A moving compass card surrounds the display, with labels for cardinal headings. Current aircraft heading is
shown as a digital readout at the top of the HSI and the current track is represented as a magenta diamond.
A course pointer with deviation indicator points in the direction of the set course. The pointer is a green single-line arrow
when presenting VOR 1 or LOC 1 information, a magenta single-line arrow when presenting FMS information, or a green
double-line arrow when presenting VOR 2 or LOC 2 information.

◄BACK TOC NEXT►

®
PFD CONTROLS
Each PFD can be configured using its respective PFD controller, PFD softkeys, or the onside GTC.
PFD Controllers
PFD Controllers are mounted on the instrument panel above the pilot display (PFD 1) and the copilot display (PFD 2). The
controllers are used for data entry, display interaction, and NAV/COM tuning.
• Joystick – Turning controls the range of

the Inset Map display. Pressing activates
and deactivates a map pointer used for
panning through the map.
• CLR Key - Erases information, cancels
data entries, or removes menus.
• ENT Key - Confirms a menu selection or
data entry.
• PFD Knob - Turns the selection cursor
ON or OFF. PFD Controller
◦◦ Data Entry: Turning the knob when the cursor is ON will enter data into the highlighted field. The large knob moves
the cursor location, while the small knob selects a character at the highlighted cursor position
◦◦ Scrolling: When an information list is too long to display in a single field, a scroll bar appears to indicate that more
items are available for viewing. When the cursor is ON, the large knob can be turned to scroll through the list.
• Direct-to Key - Allows the user to enter a destination waypoint (specified by an identifier chosen from the active
route) and establish a direct course to it.
• FPL Key - Displays current flight plan information.
◄BACK TOC NEXT►

®
• COM/NAV Key – Selects or deselects the COM/NAV radio tuning mode.

• PROC Key - Accesses IFR departure procedures (DPs), arrival procedures (STARs), and approach procedures (IAPs)
related to the current flight plan or selected airport.
• BARO Knob – Used to set the altimeter barometric pressure.
PFD Softkeys
Selection softkeys are located along the bottom of the PFD. They are activated by the physical buttons immediately below
them, and their current functionality depends on preceding softkey selections. Softkeys can perform three actions:
• Selecting an ON/OFF state for an action indicated by the annunciator. The softkey is shown in green if its function is
ON and gray if its function is OFF
• Switching between one of several options. With the exception of the Map Range keys, the softkey label changes to
reflect the currently chosen option
• Displaying additional sets of available softkeys (i.e., submenus), when pressed. Each set of softkeys contains a BACK
option to return to the previous level of options
A disabled softkey function will be displayed at a dimmed intensity. If softkeys are not used for 45 seconds, they revert to
their previously-displayed functions.
PFD Softkeys
◄BACK TOC NEXT►

®
MULTIFUNCTION DISPLAY (MFD)

A single Multifunction Display (MFD) is mounted on the instru-
ment panel between the two PFDs. The MFD presents air-
frame and engine information at the left side of the screen
while the remainder of the screen can be configured in a vari-
ety of ways.
The MFD display panes can be displayed in either Full Mode

or Half Mode during normal operation. In Full Mode, the MFD
shows the EIS and a single, large display pane. In Half Mode,
the MFD shows the EIS and two display panes. The GTCs
control selection of the MFD modes. If full mode is selected,
only the GTC that made the selection is capable of controlling
the display pane.
Because all of the flight displays are a common part, the MFD Multifunction Display
also contains softkey buttons at the bottom of the display. These softkeys are not active in the MFD mode. When reverted
as a PFD all softkeys are available to support PFD functions. Control of the MFD display information is accomplished using
the GTCs.

◄BACK TOC NEXT►

®
GARMIN TOUCHSCREEN CONTROLLERS

(GTCs)
Two identical Garmin Touchscreen Controllers
(GTCs) are located at the bottom center
region of the instrument panel and support CNS
display configuration for the pilot and copilot.
The left GTC is used to configure the pilot’s
PFD and the left MFD pane. The right GTC is
used to configure the copilot’s PFD and the Functional
right MFD pane. screens
The GTC display screen contains a

Communication/Navigation/Surveillance
(CNS) Bar at the top, Label and Button Bars
at the bottom, and a set of selectable screens
with context-sensitive function buttons in the
center. Three physical controls are located on
the lower panel surface.
Label and 3 physical

Buttons bar control
Garmin Touchscreen Controller
knobs

◄BACK TOC NEXT►

®
CNS Bar presented when page scrolling is required. When enter-

Information fields in the CNS Bar present communication ing data into the system, ENTER and Cancel buttons are
and navigation radio selections, intercom settings, and tran- displayed. A MSG button is shown when a system-issued
sponder (XPDR) settings. The CNS Bar is always displayed message is posted. Touching the button will display the
and accessible during system operation. Some crew actions Messages Screen with the message content.
in the CNS Bar may cause different functional screens to be
displayed in the center of the GTC. Touching the Back or Other buttons that may appear include, but are not lim-
Cancel Buttons in the Button Bar will return the display to ited to; MFD display mode selections (Half or Full), CPDLC
the previous screen. messages received, Telephone call incoming, SMS text mes-
sages received, ACARS messages received, and System
Label Bar Initialization.
The Label Bar is separated into three distinct areas to corre-
spond with the three physical controls located directly below Functional Screens
the screen. The bar displays a reference of the current func- MFD operations are organized into sets of related activities
tions of each knob including map range/display pane selec- that are presented in the center of the GTC as functional
tion, radio volume/squelch adjustment, and COM radio tun- screens. All of the available functions are accessible from
ing/alphanumeric data entry. The labels change based on the Home Screen and include:
the context of the options being performed.
• Map – Selecting the button once shows the Navigation
Button Bar Map Display in the selected Display Pane. Touching the
The Button Bar is located near the bottom of the screen button a second time accesses the Map Settings screen
and displays system-level buttons which are context-sensi- on the GTC.
tive. HOME, CANCEL, and BACK buttons are used to navi- • Traffic - Selecting the button once shows the Traffic
gate between function screens and UP/DOWN buttons are Map Display in the selected Display Pane. Touching the
◄BACK TOC NEXT►

®
button a second time accesses the Traffic Map Settings • Checklist – Shows the Checklist Display in the selected
screen on the GTC. Display Pane and accesses the Checklist screen on the
• Weather - Selecting the button once shows the Weather GTC.
Display in the selected Display Pane. Touching the but- • Services – Accesses the Services Menu screen on
ton a second time accesses the Weather Selection the GTC. Submenus include Music, Contacts, ACARS,
screen on the GTC. Telephone, and SMS Text.
• TAWS - Selecting the button once shows the TAWS • Utilities – Accesses the Utilities Menu screen on the
Display in the selected Display Pane. Touching the but- GTC. Submenus include Weight and Fuel, Trip Planning,
ton a second time accesses the TAWS Settings screen Minimums, Trip Stats, Timer, Scheduled Messages, FMS
on the GTC. Sensors, Initialization, Documents, Screen Cleaning,
• Direct To – Accesses the Direct-To screen on the GTC. Crew Profile, and Setup
• Flight Plan - Shows the Flight Plan Display in the • CPDLC – Accesses the CPDLC screen on the GTC.
selected Display Pane and accesses the Active Flight • PERF – Accesses the PERF screen on the GTC.
Plan screen on the GTC. Submenus include Takeoff Data, Landing Data, Weight
• PROC – Accesses the Procedures screen on the GTC. and Fuel, and Speed Bugs.
• Charts - Shows the Charts Display in the selected • Waypoint Info – Accesses the Waypoint Info screen
Display Pane and accesses the Charts screen on the on the GTC. Submenus include Airports, INT, VOR,
GTC. NDB, User Waypoint, and Create Waypoint.
• Aircraft Systems – Accesses the Systems screen on the • Nearest - Accesses the Nearest screen on the GTC.
GTC. Submenus include System Tests, Exterior Lights, Submenus include Airports, INT, VOR, NDB, User,
Temp, Propulsion, Landing Elevation, Maintenance, and Airspace, ARTCC, FSS, and Weather.
Cabin Briefing.

◄BACK TOC NEXT►

®
Physical Controls
Three physical controls are located at the bottom panel of the GTC – a Joystick, a Middle Knob, and a combination Large
and Small Right Knob.
Joystick functionality is similar to the PFD Controller joystick. Pressing the Joystick activates and deactivates a map pointer
used for panning on the MFD map. Turning the Joystick changes the scale of the map display. The Joystick also toggles
which MFD split screen is active on the display.
The Middle Knob is used to adjust the volume of the selected audio source. If a COM radio is selected, pressing the Middle
Knob enables and disables the squelch function. If a NAV radio is selected, pressing the Middle Knob enables and disables
the audio identification feature for the NAV source. Radios are selected in the Audio and Radios Screen of the GTC.
The Large and Small Right Knobs are used for radio selection and tuning, frequency transfer, and data entry. Turning the
Large Knob tunes a selected radio frequency in 1-MHz increments, while turning the Small (inner) Knob tunes the frequency
in 1-KHz increments. Pressing the Small Knob momentarily changes the selected COM radio source (COM 1 or COM 2) to
allow tuning. Pressing and holding the Small Knob for 1.5 seconds transfers the selected standby COM frequency to the
active COM frequency.
Data entry operations are similar to PFD controls. Pressing the Small Knob turns a cursor ON and OFF. When a cursor is
on, turning the Large Knob moves the cursor to a highlighted field and turning the Small Knob selects a character for that
position. Pressing the Small Knob then enters the selected data.

◄BACK TOC NEXT►

®
STANDBY FLIGHT DISPLAY

An L-3 ESI-1000 Standby Flight Display is mounted on the left side of the
instrument panel, just above the left PFD, and provides a backup source
of attitude, airspeed, and altitude to the crew. Airspeed and altitude
are determined by an internal ADC connected to standby pitot-static
system, while attitude is determined by an internal sensor in the display
unit.
STBY FLT DISPLAY Switch

The STBY FLT DISPLAY switch is located in the ELECTRICAL POWER
control group at the left side of the pilot instrument panel and controls
DC power to the Standby Flight Display. The toggle switch has three
positions:
• OFF – No power is connected to the Standby Flight Display. Standby Flight Display
• ON – Powers is provided to the Standby Flight Display. Main sys-
tem power is used if available; otherwise, the standby battery is
used. An amber light is illuminated next to the switch when the
power source is the standby battery.
• TEST – Checks the status of the standby battery. A green light
illuminates next to the switch if the battery charge is sufficient.
Standby Flight Display Switch

◄BACK TOC NEXT►

®
REVERSION CONTROLS
Display reversion allows the flight crew to reconfigure display content in the event of a PFD, MFD failure, or of a system
fault in the driving electronics. Reversion ensures that necessary flight information is available in the cockpit for safe flight
operations, despite system malfunctions. The system will not automatically revert a display in the event of a failure.
Pilot and copilot DISPLAY REV controls are located on the DIMMING group at the top of the center instrument panel, imme-
diately beneath the glareshield. The display modes behave as follows:
• PFD1 failure – Setting the pilot’s side DISPLAY REV knob to REV will cause the MFD to enter Reversionary Mode,
displaying PFD 1, EIS and a Display Pane. PFD 2 will operate normally.
• MFD1 failure – Setting the pilot’s side DISPLAY REV knob to REV places PFD 1 into Reversionary Mode. Setting the
copilot’s side DISPLAY REV knob to REV places PFD 2 into Reversionary Mode. Both may be selected at the same time
if desired. If Reversionary Mode is not selected on either side EIS information will not be displayed.
• PFD2 failure – Setting the copilot’s side DISPLAY REV knob to REV will cause the MFD to enter Reversionary Mode,
displaying PFD 2, EIS and a Display Pane. PFD 1 will operate normally.
Reversion Controls

◄BACK TOC NEXT►

®
Display in Reversion Mode

◄BACK TOC NEXT►

®
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

G3000 flight guidance functions are performed by the digital GFC 700 Automatic
Flight Control System (AFCS). The AFCS integrates a flight director, an autopilot
with yaw damper, and both manual and electric pitch trim capability. An Automatic
Flight Control System Mode Controller is located at the top center instrument
panel, above the MFD, and provides the crew with the major configuration controls
for the AFCS.
Flight Guidance Status Window
The GFC 700 Flight Director (FD) provides pitch and roll command guidance to the autopilot, based on input data from the
selected PFD. The FD can be coupled to either PFD for guidance inputs using the XFR Key on the Mode Controller. FD com-
mands will be displayed on both PFDs.
The Flight Director provides:
• Vertical/lateral mode selection and processing

• Command Bars showing pitch/roll guidance
• Pitch and roll commands to the Autopilot

◄BACK TOC NEXT►

®
Flight Guidance Modes

The Flight Control System provides several modes of automated flight control and trim system operation.
Basic Modes (PIT/ROL)

Pitch (PIT) is the active mode when the Flight Director is ON and no other vertical mode is active. PIT mode can be either
active or armed. PIT mode is active if the throttle Go-Around (GA) Button is pressed, but the mode is displayed as either GA
or TO. Pitch angles may be adjusted with the UP/DN wheel on the controller or the CWS button on the control yoke. The
Attitude Indicator is the only measure of pitch angle.
Roll (ROL) is the active mode when the Flight Director is ON and no other lateral mode is active. ROL mode can be active
but never armed. The ROL mode becomes active if a Navigation, Approach, or Backcourse mode is active and the navigation
source is changed (type of source or frequency) or if the autopilot control is transferred to the cross-side system. ROL mode
is also active if the throttle Go-Around (GA) Button is pressed, but the mode is displayed as either GA or TO.
Lateral Modes
Lateral mode indications are shown in the left portion of the Flight Director window. In addition to basic ROL, lateral modes
include HDG (heading), FMS/VOR/LOC (Navigation), FMS/VAPP/LOC (Approach), and BC (Backcourse).
Vertical Modes
Vertical mode indications are shown in the right portion of the Flight Director window. In addition to basic PIT, vertical modes
include ALT (Altitude hold), ALTS (Altitude preselect), FLC (Flight level chance), VS (Vertical speed), APPR (Approach), and
various Vertical Navigation modes (V ALT, V PATH, etc). FLC cues are shown above the arrow and on the airspeed tape. VS
cues are shown by the vertical speed indicator.

◄BACK TOC NEXT►

®
AFCS Mode Controller

The GMC 710 AFCS Mode Controller is located at the top center region of the instrument panel and allows the pilots to select
manual or autopilot guidance for lateral and/or vertical aircraft control. The lateral controls are grouped on the left side of
the controller (except for the control of CRS 2) and the vertical controls are grouped on the right side of the controller. The
remainder of the controls are found in the middle of the controller.
AFCS Control Unit

Vertical Controls
• HDG Button – Used to select and track the reference set by the HDG knob
• HDG Knob – Adjusts the Selected Heading and bug on the HSI of both PFDs. Pressing the knob synchronizes the
Selected Heading to the current heading.
• APR Button – Captures and tracks a selected ground or GPS based final approach course. Captures and tracks glide
path and glide slope guidance as well.
• BC Button – Arms the active localizer source for back course capture. Pressing APR or NAV deactivates the back
course and arms or activates front course tracking, which will turn the aircraft in the wrong direction.

◄BACK TOC NEXT►

®
• NAV Button – Enables guidance by a selected navigation source and a course selected by the CRS knob.
• CRS 1 and CRS 2 Knobs – Adjust the HSI Selected Course on the corresponding PFD. Pressing the knob re-centers
the Course Deviation Indicator (CDI) and turns the course pointer directly TO the bearing of the active waypoint or NAV
station.
Lateral Controls
• ALT Button – Holds the current altitude at the time of selection. Altitude Hold mode is automatically selected if the
preselected altitude is changed when in Altitude Track mode. If Altitude Tracking mode is active and the aircraft maneu-
vers away from the tracked altitude, pressing and releasing the CWS button on either control yoke will define a new
tracked altitude value.
• ALT SEL Knob – Sets a reference altitude. An aural alert sounds in the cockpit when the aircraft passes within ± 1,000
feet of the selected altitude, regardless of whether the aircraft is flying toward or away from the set value. Once the
system is tracking the selected altitude, an aural alert sounds if the aircraft deviates from the target value by more than
200 feet.
• VS Button - Maintains the vertical speed reference set by the UP/DN wheel. Pressing and releasing either CWS button
will select the current vertical speed.
• VNV Button – Works with other aircraft systems to ensure that the vertical flight profile is honored and that altitude
and speed constraints are met at waypoints.
• UP/DN Wheel – Adjusts the reference setting in Pitch Hold, Vertical Speed, and Flight Level Change modes
• FLC Button – Maintains the airspeed reference (set by the UP/DN Wheel, CWS button, or by VNAV control) toward a
preselected altitude reference.
• SPD Button – Toggles the Airspeed Reference between IAS in knots and Mach.

◄BACK TOC NEXT►

®
Other Controls
• FD Button – Selects and deselects the FD only.

◦◦ Pressing the button once activates the selected FD in its default vertical and lateral modes.
◦◦ Pressing the button a second time deactivates the FD and removes the Command Bars from the PFD.
◦◦ The FD button is disabled when the AP is engaged.
• BANK Button – Limits the maximum bank angle to half maximum (15°). A small green arc appears at the top of the
Attitude Indicator to indicate that bank limiting is active. The LOW BANK mode is automatically activated when the roll
attitude is less than 6° and the altitude is at or above 24,900 feet and deactivated below 24,700 feet.
• XFR Button – Transfers control between the active and the standby FD
• AP Button – Engages and disengages the autopilot.
• YD Button – Activates and deactivates the yaw damper.
Pushing the GA button (left throttle only) while on the ground places the
command bars in a 10° nose up takeoff position and a TO indicator is dis-
played in the vertical/lateral FD fields. Autopilot engagement while Takeoff
Mode is active is inhibited while the aircraft is on the ground.
Pushing the GA button while in flight generates the same indications, except
that the command bars are placed at a 7.5° nose up pitch attitude and a GA
indicator is displayed in the vertical/lateral FD fields.
Throttle Go-Around Button

◄BACK TOC NEXT►

®
Autopilot
The autopilot (AP) provides control inputs as a function of Flight Director (FD) commands, and AP servos use AHRS inputs
to stabilize aircraft maneuvers. FD commands are limited by system logic before they are sent to the Command Bars and
servos to prevent abrupt aircraft movements.
Autopilot functions are implemented through dual Flight Management Systems (FMSs). Each FMS provides the aircraft and
cockpit guidance needed to navigate enroute, terminal, and approach phases of flight with information from multiple sen-
sors. FMS 1 uses GPS 1 as its preferred sensor, while FMS 2 uses GPS 2. If a GPS unit fails, the corresponding FMS will
access information from the operable GPS without crew action.
Engaging the Autopilot

Pressing the AP button on the AFCS Mode Controller will engage the autopilot. AP
engagement status is displayed as a AP annunciation in the center of the AFCS status
box on the PFD.
• If the FD is OFF at engagement, the AP will attempt to hold aircraft altitude. The
FD initially engages Pitch and Roll Hold modes, and “PIT” and “ROL” annuncia-
tions will be displayed
• If the FD is ON at engagement, the autopilot will smoothly pitch and roll the
airplane to capture the FD Command Bars. Prior FD modes remain unchanged. AFCS Autopilot Controls

◄BACK TOC NEXT►

®
Disengaging the Autopilot

The AP is typically disengaged by pressing and releasing the AP DISC button located on
either control yoke. A two-second alert tone sounds with this action and a flashing AP
annunciation is displayed on the PFD. The AP can also be disengaged by:
• Pressing the AP Key on the AFCS Mode Controller

• Pressing the Takeoff / Go Around (GA) Button on the left side of the throttle
• Operating the Electric Pitch Trim Switch on either control yoke
• Pulling the AP Circuit Breaker
Pressing the AP DISC Switch cancels the aural alert and PFD annunciation. Operating the
electric pitch trim switch cancels only the aural alert.
If the AP disengages automatically (i.e., without pilot control inputs), the aural alert sounds
and a flashing AP annunciation is displayed on the PFD. The AP can disconnect automati-
cally from: Control Yoke Switches
• Stick Shaker activation (yaw damper remains engaged)

• Autopilot failure (yaw damper remains engaged)
• AHRS failure or attitude miscompare
• Loss of DC power
• Extreme flight attitudes (>35° nose up, >15° nose down, and/or >65° bank)
In the event of unexpected AP behavior, pressing and holding the AP DISC button will disconnect the AP and remove all
power to the servos.
◄BACK TOC NEXT►

®
Control Wheel Steering (CWS)

During autopilot operation, the aircraft may be hand-flown without disengaging the autopilot using a CWS button located
on each control yoke. Pressing and holding the CWS Button disengages the pitch and roll servos from the flight control sur-
faces and allows the aircraft to be hand-flown. At the same time, the flight director is synchronized to the aircraft attitude
during the maneuver. The AP annunciation is temporarily replaced by a white “CWS” annunciation for the duration of CWS
maneuvers.
Control Wheel Steering (CWS) does not change lateral references for Heading Select, Navigation, Back Course, or Approach
modes. When the CWS Button is released, the autopilot guides the aircraft back to the selected heading or course.
Yaw Damper
The yaw damper (YD) reduces the effect of pilot rudder inputs by adjusting the yaw servo. This reduces Dutch roll tenden-
cies and aids with turn coordination. If the yaw damper is engaged after the rudder is moved, the pilot will feel a reduction
in pedal displacement. The system must be OFF, therefore, any time the aircraft is on the ground. Rudder trim may be
adjusted with the yaw damper engaged.
Engaging the Yaw Damper

The YD is automatically engaged when the AP is engaged. It can also be engaged separately by pressing the YD button on
the AFCS Mode Controller. This will cause a YD indication to be displayed in the center of the AFCS status box on the PFD.
Disengaging the Yaw Damper

Pressing the AP DISC button or by pressing the YD button on the AFCS Mode Controller, will manually disconnect the YD.
The YD will automatically disengage if a system failure is detected.

◄BACK TOC NEXT►

®
Abnormal Modes
Emergency Descent Mode (EDM)
The system is equipped with an Emergency Descent Mode (EDM), available during high-altitude flight while the Autopilot is
engaged. Emergency Descent Mode is automatically activated when cabin pressurization is lost at altitudes above 30,000 feet MSL
and the cabin altitude exceeds 15,000 feet. Power should be reduced to idle and speed brakes extended to achieve a maximum
rate of decent.
When EDM is activated, an EMERGENCY DESCENT CAS message appears, voice alert sounds, and the following AFCS modes
are automatically selected:
• Flight Level Change Mode engaged with a target speed of Mmo/Vmo.

• Preselected Altitude set to 15,000 feet.
• Heading Select Mode with the Selected Heading set to 90° left of the current heading
Overspeed Protection
While Pitch Hold, Vertical Speed, Flight Level Change, VNAV Path Descent, or an altitude capture mode is active, airspeed
is monitored by the Flight Director and pitch commands are limited for overspeed protection. Overspeed protection is pro-
vided in situations where the Flight Director cannot acquire and maintain the mode reference for the selected vertical mode
without exceeding the certified maximum Autopilot airspeed.
When an Autopilot overspeed condition occurs, a flashing MAXSPD annunciation appears above the Airspeed Indicator.
Engine power should be reduced and/or the pitch reference adjusted to slow the aircraft. The annunciation disappears when
the overspeed condition is resolved.

◄BACK TOC NEXT►

®
TRAFFIC COLLISION AVOIDANCE SYSTEM (TCAS II)

The Garmin GST 8000 Traffic Collision Avoidance System (TCAS II) is an aircraft-to-aircraft interrogation device that aids in
visually acquiring conflicting traffic. TCAS II senses traffic that responds to ATC interrogations in the airspace volume around
the aircraft. The system generates relevant traffic information on the PFDs and/or MFD, including directions for evasive
maneuvers on the Attitude Indicators, and both advisory and directive aural (voice) messages.
Visual traffic information is coded with six symbol types (up or down arrows next to target symbols indicate a climb or
descent of at least 500 FPM):
• – Non-threat traffic greater than ± 1,200 feet in altitude and 6 NM in range

• – Proximate traffic within ± 1,200 feet in altitude and 5 NM in range
• – Threat traffic within 20 – 48 seconds. An advisory “Traffic” message is triggered
• – Traffic Advisory threat is beyond the selected map range.
• – Imminent threat traffic at a critical altitude and range. A directive voice message is triggered. A green “FLY TO” box
(safe airspace) and red “NO FLY’ areas are displayed on the Attitude Indicator for fast spatial orientation
• – Resolution advisory threat is beyond the selected map range.
Resolution Advisories (RAs) include recommended vertical guidance maneuvers to be flown in order to resolve a traffic
conflict. If other aircraft involved in the RA encounter are also equipped with a TCAS II system, the systems coordinate
the recommended maneuvers using the Mode S data link in order to produce complimentary responses to resolve the RA.

◄BACK TOC NEXT►

®
While an RA is occurring, the Vertical Speed Indicator (VSI)

shows vertical speeds required to resolve the traffic conflict.
A red vertical bar appears on the VSI scale to indicate the
range of vertical speeds to be avoided during the RA. When
an RA directs the flight crew to fly to (or maintain) a vertical
speed range, a green vertical bar appears on the VSI scale
at the recommended vertical speed range.
The Attitude Indicator depicts a range of pitch attitudes to

avoid using one or two no-fly pitch cues positioned on the
pitch ladder. The no-fly pitch cues are indicated by red open
trapezoid-shaped areas encompassing the range of pitch
attitudes to be avoided during an RA. If an RA requires a
change in existing pitch attitude, a green rectangular fly-to
pitch cue appears above or below the no-fly pitch cue to
indicate a recommended pitch attitude. Traffic Annunciation with Resolution Advisory (PFD)
Rev 1.2 - May2018 For Training Purposes Only Avionics - 32

◄BACK TOC NEXT►

®
TERRAIN AWARENESS AND WARNING SYSTEM (TAWS)

A Terrain Avoidance Warning System (TAWS) is installed to increase flight crew awareness of surface features and obstacles
that might present a hazard on the flight path. TAWS-B is the standard installation, while TAWS-A is an optional installation.
TAWS displays use color-coding for terrain proximity to the aircraft flight path, as follows:
• Red – Above or within 100 feet below aircraft altitude.

• Yellow – Between 100 feet and 1,000 feet below aircraft
altitude.
• Green – Between 1,000 feet and 2,000 feet below aircraft
altitude.
• Black – At least 2,000 feet below aircraft altitude.
A Vertical Situation Display (VSD) can be presented to show a verti-

cal depiction of terrain at the bottom of the Navigation Map Pane.
Although the VSD does not display TAWS alerts, it uses the same
colors and symbols to depict relative terrain and obstacles for addi-
tional pilot situational awareness.
TAWS Display

◄BACK TOC NEXT►

®
TAWS-B TAWS-A (optional)

The Terrain Awareness and Warning System - Class B The Terrain Awareness and Warning System - Class A
(TAWS-B) provides the flight crew with both visual and aural (TAWS-A) is an optional installation. TAWS-A offers an
alerts when terrain or surface obstacles are within a speci- expanded set of hazard analysis and alerting methods
fied distance threshold of the aircraft flight path. TAWS-B by including information from a 3-D GPS position system
operation requires a valid: and flap/landing gear status inputs. TAWS-A accuracy is
enhanced due to more accurate altitude inputs by combining
• Terrain database radar altimeter and Geodetic Sea Level (GSL). This allows
• Obstacle database for precise calculations of projected flight path and provides
• GPS position solution in three dimensions additional alerts of predicted dangerous terrain and obsta-
• Radar altimeter cles. Even though TAWS-A includes many enhancements,
the data may still contain inaccuracies similar to TAWS-B.
TAWS-B uses terrain and obstacle data from government
sources that may contain inaccurate or dated information. In addition to Forward Looking Terrain Avoidance (FLTA)
Although Garmin verifies that the data sources meet TSO- and Premature Descent Alerting (PDA) provided by TAWS-B,
C151b Class B certification requirements, flight crews should TAWS-A also provides Ground Proximity Warning System
understand that the information should not be considered (GPWS) alerting, which consists of:
all-inclusive or completely accurate. • Excessive Descent Rate (EDR) alerting
• Excessive Closure Rate (ECR) to terrain alerting
• Flight Into Terrain (FIT) alerting
• Negative Climb Rate (NCR) after takeoff alerting
• Excessive below Glideslope/Glidepath Deviation (GSD)
alerting
• Altitude Voice Call Out (VCO) alerting
◄BACK TOC NEXT►

®
SYNTHETIC VISION TECHNOLOGY (optional)

An optional Synthetic Vision Technology (SVT) system is available as an enhancement to the G3000 avionics suite. The
SVT system uses aircraft attitude and heading information, three-dimensional GPS position data, and a database of terrain
(including obstacles and other features) as input. The SVT then generates a forward-looking attitude display of the topog-
raphy immediately in front of the aircraft as output. Loss of any input data will disable SVT functioning until the data are
restored.
The SVT color-coded flight scene is presented on the PFD (or MFD in reverted mode) and extends 36° left and right of center
in full mode or 23.5° in split mode. Terrain display features include land contours, large water features, towers, and other
obstacles greater than 200’ AGL that are present in the obstacle database. Cultural features, however, such as highways,
railroad tracks, and cities are not displayed, even if those features exist on the MFD map.
Terrain alerting on the synthetic terrain display is triggered by Forward Looking Terrain Avoidance. In addition to yellow and
red shading of alert areas, the TAWS system will show potential impact points.
The SVT display is intended to support situation awareness only, and may not provide the accuracy required to make deci-
sions or plan obstacle avoidance maneuvers. Flight crews should use appropriate primary flight systems for navigation, and
for terrain, obstacle, and traffic avoidance.

◄BACK TOC NEXT►

®
Synthetic Vision Display on PFD

◄BACK TOC NEXT►

®
WEATHER RADAR
The Garmin GWX 70 Airborne Color Weather Radar is a solid-state Pulse-Doppler system that combines excellent range,
sensitivity, and resolution, with adjustable scanning profiles and real-time data display. A fully-stabilized 12-inch phased
array antenna can accommodate up to 30º of pitch and roll. Sector Scanning provides the crew with adjustable horizontal
scan angles of 20º, 40º, 60º, or 90º. A vertical scanning feature allows the crew to analyze storm tops, frontal gradients,
and cell buildups at different altitudes.
Radar system features include:
• Independent crew-selectable radar settings for each Display Pane.

• Turbulence Detection presents area of turbulence associated with precipitation.
• WATCH® (Weather Attenuated Color Highlight) identifies areas where radar return
signals are weakened by intense precipitation that could “shadow” the true weather
behind a storm.
• Extended Sensitivity Time Constant logic automatically correlates the distance of a
return echo with its intensity, to smooth the growth in echo size as they get closer.
• Altitude-Compensated Tilt automatically adjusts antenna tilt as aircraft altitude changes
• Ground Clutter Suppression removes ground clutter from the displays
The weather radar system automatically switches to standby mode upon landing.
Transmitting on the ground should be avoided with personnel or objects within 11 feet of
the antenna.
Weather Radar Display

◄BACK TOC NEXT►

®
SiriusXM Weather and Radio

A GDL 69A Datalink Receiver supports satellite weather information for display on the MFD and/or PFD. The receiver can
also receive SiriusXM satellite radio entertainment services.
SiriusXM Weather
Sirius XM Weather can display a variety of weather information to the pilot including but not limited to NEXRAD, Cloud Tops,
SIGMETs, AIRMETs, and Winds Aloft. Each enabled SiriusXM Weather product will be shown on the displays by a product
icon or name, and a product age. Product age is the elapsed time, in minutes, since the weather data provider compiled the
product. Note that the product age does not indicate the age of the information contained in the weather product, which
can be significantly older than the displayed weather product age.
The SiriusXM Weather service broadcasts weather products at specific time intervals. If more than half the expiration
interval has elapsed, the color of the product age field changes to yellow. If a product is not broadcast by the end of the
Expiration Time interval, the system removes the expired data entirely from the display, and presents dashes in the product
age data field. If weather product data are not available, the system displays a “N/A” annunciation next to the weather
product symbol, in place of the product age.
SiriusXM Satellite Radio

The SiriusXM Satellite Radio entertainment feature provides audio entertainment for passengers and crew. The system
works with the optional Clarity Wireless system and offers a variety of radio programming over long distances without the
need to search for short-range ground-based broadcast stations. SiriusXM Satellite Radio services are subscription-based.
E-Map features may be added to the Present Position (PPOS) and PLAN map display formats on either MFD. E-Map features
will automatically declutter when higher display ranges are selected.

◄BACK TOC NEXT►

®
Sirius XM Weather Display

◄BACK TOC NEXT►

®
COMMUNICATION / NAVIGATION / SURVEILLANCE (CNS)

The Communication/Navigation/Surveillance (CNS) system includes the Audio Controller, communication radios, navigation
radios, and Mode S transponder. The GTCs are the primary means of controlling the system but the PFD controller may also
be used. COM and NAV frequencies are displayed on the PFD for quick reference.
The Audio & Radios screen is accessed by pressing the

button in the top left corner of the GTC. This menu
allows control of the COM/NAV frequencies and speak-
ers. The intercom system is controlled by selecting the
Intercom button just below the Audio & Radios button.
The transponder provides mode A, mode C, and mode

S interrogation capabilities. The Transponder screen is
accessed by pressing the XPFR button at the top right
of the GTC.
GTC Audio & Radios Page GTC Intercom Page

◄BACK TOC NEXT►

®
Controller Pilot Data Link Communications (CPDLC) (optional)

The GDR 66 VHF Data Link Transceiver provides the link from the G3000 system to
the optional Controller Pilot Data Link Communications (CPDLC) system. The CPDLC
system provides data link communication between the aircraft and an ATC facility.
Typically, this communication is in the form of text messages using similar phraseol-
ogy as voice communication with ATC.
COM 3 must be placed into data mode in order to use the CPDLC system. A flight
plan must also be filed before logging into the system and successful login must be
completed before the system may be used.
GTC CPDLC Page

◄BACK TOC NEXT►

®
Avionics Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Avionics Quiz
1. Power for the avionics system is controlled by:

a. The AVIONICS switch
b. The BATTERY switch
c. The SYSTEM POWER switch
d. The AVOINICS button
2. PFD 1 normally receives Air Data information from the:

a. ADC 1 & 2
b. ADC 2
c. Standby ADC
d. ADC 1
3. GPS derived information is displayed as a _____ color on the flight displays.

a. Magenta
b. Cyan
c. White
d. Amber

◄BACK TOC NEXT►

®
4. A magenta trend vector on the altimeter indicates where the altitude will be in _____ seconds.
a. 10
b. 60
c. 6
d. 30
5. A green single-line course pointer on the HSI indicates:
a. VOR 1 or VOR 2 information

b. VOR 2 or LOC 2 information
c. FMS information
d. VOR 1 or LOC 1 information
6. The _____ button is used to change the PFD that inputs to the Flight Director.
a. XFR
b. Reversion
c. FD
d. AP

◄BACK TOC NEXT►

®
7. An amber light illuminated next to the STBY FLT DISPLAY switch indicates:
a. The standby battery is fully charged

b. There is a fault in the standby battery
c. The standby battery is powering the display
d. The standby battery is being charged
8. Engine status (EIS) information is normally displayed on _____.
a. PFD 1
b. The MFD
c. The PFD Split Screen Mode
d. The GTC Aircraft Systems Screen
9. Failure of the PFD will automatically result in:
a. The MFD will show a compressed mode

b. The right PFD will show engine indications
c. The standby flight display will flash
d. There is no automatic system reaction

◄BACK TOC NEXT►

®
10. Pressing the GA button on the throttle in flight will result in:
a. The command bars moving to a 10° pitch up attitude

b. Automatic autopilot engagement
c. Automatic advancement of the throttles
d. The command bars moving to a 7.5° pitch up attitude
11. If Emergency Descent Mode (EDM) is activated, the AFCS will automatically select:
a. Flight Level Change Mode with a target speed of Mmo/Vmo

b. Preselected Altitude to 15,000 feet
c. Heading Mode with the Selected Heading set to 90° left of the current heading
d. All of the above

◄BACK TOC NEXT►

®
Avionics Quiz Answers
1. b
2. d
3. a
4. c
5. d
6. a
7. c
8. b
9. d
10. d
11. d

◄BACK TOC NEXT►

04 Electrical

◄BACK TOC NEXT►

Citation CJ3+ 04 Electrical ProFlight Pilot Training
®
OVERVIEW
The CJ3+ aircraft is equipped with a 29 VDC electrical power
system. Two engine-driven starter-generators provide electrical
power for engine starting and primary electrical power after the
engines are running. Either generator is capable of providing
sufficient power for all systems via a parallel bus design.
A main battery located in the tailcone is used for engine

starts and an auxiliary battery is used to power the avionics.
In the event of a dual generator failure, both will power the
emergency systems.
An external power unit (EPU) may be used to supply aircraft

power on the ground prior to and during engine starts.
A separate battery installed in the nose provides power to the

standby flight display in the event of a total loss of electrical
power.
Electrical power is managed through an ELECTRICAL POWER

panel located to the left of PFD 1. Electrical system status Avionics Components
is displayed in the ELECTRICAL section of the MFD Engine
Instrument System (EIS).
Rev 1.2 - May2018 For Training Purposes Only Electrical - 2

◄BACK TOC NEXT►

®
COMPONENTS
Main Battery
The main battery is installed in the tailcone and connects to the aircraft using a quick
disconnect plug. When connected, the battery powers the hot battery bus allowing
for certain components to be turned on without turning the BATTERY switch ON.
Two battery types may be installed in the CJ3+:
• A 25-volt, 44 amp-hour Nickel Cadmium (Ni-Cad) battery

• A 24-volt, 42 amp-hour Lead-Acid battery
The main battery is the primary source of power for engine starting. It is limited Main Battery
to three engine starts per hour and must be at least -18°C or warmer prior to start.
The battery contains an electrical disconnect relay on the ground side. The relay is
controlled from a switch in the cockpit and allows the pilot to disconnect the battery
from the electrical system in the event of certain malfunctions.

◄BACK TOC NEXT►

®
Auxiliary Battery
A 14 amp-hour, 24 volt DC lead-acid auxiliary battery is located in the nose or the
AFT baggage of the aircraft. During normal operations, the main and auxiliary bat-
teries operate in parallel. The auxiliary battery can be connected to the main buses
or power the emergency buses but not the hot battery bus.
During engine start, the main battery powers the starter while the auxiliary battery
powers all other aircraft systems. In the event of a loss of power from both genera-
tors, the batteries will supply emergency power for at least 60 minutes if power is
isolated to the emergency buses within 1 minute of the power loss.
Auxiliary battery in the nose (S/N 0357 -0505)
Auxiliary Battery in the AFT Baggage (S/N 0506 and On)

◄BACK TOC NEXT►

®
Starter-Generators
A 300-amp, engine-driven DC starter-generator is mounted on each
accessory gearbox. Each generator has a regulated output of 29 volts
and distributes power through the left and right feed buses. The feed
buses act in parallel through two current limiters connected to the cross-
feed bus. This design allows the generators to share the overall electrical
load, although either generator can independently support all normal
power needs.
The starter-generators route power from the Hot Battery Bus through
the starter relay to spin up the engines during start. The starter becomes
a generator and begins supplying DC power at about 45% N2. When an
online generator is assisting the opposite side engine during start, it
provides about 2/3 of the power required, while the battery provides the Starter Generator
remaining 1/3.
Generators are air-cooled and their output limitation is based on the availability of cooling air. Each generator is limited to
200 amps during ground operations. In flight, the limit becomes 300 amps through 41,000 feet (FL410). Above FL410, the
amp limit decreases to 250 amps.
Two Generator Control Units (GCUs) are located in the aircraft tail cone. They are connected to each other and remotely to
each generator. Each unit regulates its respective generator voltage and provides load-sharing during normal operations. If
a short circuit, over- or under-voltage, or reverse current condition exists, the GCUs protect the system by taking a genera-
tor offline through either the power relay or the field relay.
Rev 1.0 - Jun2016 For Training Purposes Only Electrical - 5
◄BACK TOC NEXT►

®
External Power
An External Power Unit (EPU) can supply electrical power to the air-
craft for ground operations. The EPU is connected through a receptacle
on the left side of the fuselage tail cone. External power is routed to
the hot battery bus via an external power relay. When connected, the
EPU will charge the aircraft battery regardless of the BATTERY switch
position. If the EPU is used for starting the engines, no battery cycle
is counted.
When either generator is online, the external power relay is deener-

gized and external power is removed from the Hot Battery Bus. This
prevents the starter-generators and the EPU from applying power to
aircraft buses simultaneously.
Any EPU used with the CJ3+ must be regulated to a maximum of 28 – External Power Receptacle
29 VDC, with an output capacity of 800 – 1,100 amps. Normal starting draws a peak current of approximately 1,000 amps,
so EPUs with a variable maximum current shutoff design should be set to 1,100 amps. Using an EPU source with a voltage
greater than 29 VDC or current greater than 1,100 amps may damage the starter.
If the external power relay opens due to an overvoltage condition and the EPU later returns to normal voltage, the EPU must
be manually disconnected and reconnected to reset the external power relay.
There are no CAS messages to indicate that external power is connected. The only way to confirm that the aircraft is receiv-
ing external power is observing the MAIN and AUX BATT VOLTS indications on the MFD.
◄BACK TOC NEXT►

®
DC POWER DISTRIBUTION
DC electrical power is distributed through:
• 1 hot battery bus

• 2 feed buses
• 1 crossfeed bus
• 2 feed extension buses
• 2 crossover buses
• 2 emergency buses
The various buses are tied together by circuit breakers, current limiting fuses and/or relays. Circuit breakers located in the
aft junction box in the tailcone or on panels in the cockpit control power to individual systems.
The hot battery bus is connected directly to the battery allowing certain electrical items to be powered with the BATTERY
switch OFF. The hot battery bus also provides power to the starter-generators during the start cycle. With the generators
online, the bus receives power from the generators and the battery is charged through this bus.
The left and right feed buses are located in the tail cone Junction Box (J-Box) and are tied together through the crossfeed
bus that allows the generators to dynamically share the electrical load. If one generator fails, the crossfeed bus allows the
other generator to power the entire electrical system. The battery or an EPU can also supply power to all the system buses.

◄BACK TOC NEXT►

®
The left and right feed extension buses are located behind Emergency Bus Systems
the pilot and copilot circuit breaker (CB) panels, respectively.
The feed buses power the feed extension buses, which then PFD 1 Flap Control
distribute power to other components through cockpit cir- ADC 2 Cabin Dump
cuits. Each feed extension bus is tied to the crossover bus on AHRS 2 Flood Lights
the opposite side of the cockpit. This design aids the logical
grouping of circuit breakers on cockpit panels. GPS 1 Landing Gear Control
L GTC Landing Gear Indications
Emergency buses on each cockpit CB panel can receive FMS Pitot/Static Heat 2
power from the hot battery bus through an emergency con-
COM 1 Pitot/Static Heat Standby
tactor for distribution of emergency power to critical sys-
tems. The primary Emergency Bus is located on the copilot Transponder 1 AFCS Controller
(right) CB panel, with a branch Emergency Bus on the pilot NAV 1 Flight Director
(left) CB panel. Cabin PA Standby Flight Display
Pilot/Copilot audio PFD Display Controller

◄BACK TOC NEXT►

®
Left Circuit Breaker Panel

◄BACK TOC NEXT►

®
Right Circuit Breaker Panel

◄BACK TOC NEXT►

®
Electrical System Schematic
Rev 1.1 - Sep2017 For Training Purposes Only Electrical - 11

◄BACK TOC NEXT►

®
CONTROLS AND INDICATORS

Electrical controls are located on the pilot’s left instrument
subpanel and on the left side panel. Electrical system indica-
tions are available on the display units.
BATTERY Switch
The BATTERY switch, located on the ELECTRICAL POWER
Panel, controls the operation of the aircraft battery, as follows:
• ON – closes the battery relay and aux battery relay con-

necting both batteries to the crossfeed bus
• OFF – opens the battery relay and aux battery relay
isolating the hot battery bus from all other buses. The
emergency buses are connected to the crossfeed bus
through the emergency relay
• EMER – energizes the emergency relay connecting the
Emergency Buses to the Hot Battery Bus. The Emergency
Buses are powered by both batteries
Battery Switch

◄BACK TOC NEXT►

®
MAIN and AUX BATT VOLTS/AMPS/TEMP°C Indications

Main and auxiliary battery amperage, voltage, and temperature information is
displayed on the MFD in the ELECTRICAL section of the EIS. External power
voltage will also be displayed in the BATT VOLT readout.
The MAIN/AUX BATT - VOLTS indication will turn amber if the voltage drops
below 23 (except during start) or if it climbs above 31.
A main battery indication less than 0 or greater than 295 amps will cause the
MAIN BATT - AMPS indication to turn amber. An auxiliary battery indication
less than 0 or greater than 100 amps will cause the AUX BATT – AMPS indica-
tion to turn amber. Main and Auxiliary Battery Indications
If the main battery temperature is above 62°C, the MAIN BATT - TEMP°C indication will turn red and a BATTERY OVERTEMP
CAS message will illuminate. The BATTERY OVERTEMP CAS message will repost when the main battery temperature
exceeds 71°C. On the ground, the MAIN BATT - TEMP°C indication will turn amber if the temperature drops below -18°C.
If this occurs before engine start the battery must be warmed above -20°C before start. There is no temperature probe for
the auxiliary battery.

◄BACK TOC NEXT►

®
BATTERY DISCONNECT Switch

A BATTERY DISCONNECT switch is located on the left side console switch panel, to the left side of the
pilot’s seat. The toggle switch is guarded with a red safety cover and has two positions:
• NORM – closes the disconnect relay between the battery ground and the battery allowing the bat-
tery to supply power to the entire system
• DISC – opens the disconnect relay between battery ground and the main battery, isolating the bat-
tery from the rest of the system. The auxiliary battery will also disconnect from the electrical system.
The BATTERY Switch must be in the ON position for the BATTERY DISCONNECT switch to operate.
Pilots should exercise caution when using the BATTERY DISCONNECT switch. Even though the battery is
disconnected from battery ground, the battery disconnect relay continues to draw a small current from
the main battery until the battery is discharged. At this point, the disconnect relay closes again, allowing
the battery to charge at a very high rate, risking a battery overheat condition.
Battery Disconnect Switch

◄BACK TOC NEXT►

®
L GEN and R GEN Switches

The L GEN and R GEN switches are located on the ELECTRICAL POWER panel. Each
switch controls normal operation of its corresponding starter-generator, as follows:
• ON – closes the power relay connecting the starter-generator to the feed bus
• OFF – opens the power relay between the starter-generator and the feed bus
• RESET – resets the field relay (in the generator) to the closed position. The
Generator Switches
switch is spring-loaded to return to the OFF position when released
If a generator is disconnected from the system, automatically or through pilot action, a corresponding GENERATOR OFF L
and/or R or GENERATOR OFF L-R CAS message will illuminate. The message will be amber if a single generator is offline in
flight or both generators are offline on the ground. The message will be red if both generators are offline in flight.
L GEN and R GEN VOLTS/AMPS Indications

Generator amperage and voltage information is displayed on the MFD in the
ELECTRICAL section of the EIS.
The respective VOLTS indication will turn amber if the voltage climbs above 31 or
drops below 25 (engines running).
If the generators amperage limitations discussed previously (pg.4) are exceeded,

the indication will turn amber.
Generator Indications

◄BACK TOC NEXT►

®
INTERIOR MASTER Switch

An INTERIOR MASTER switch is located on the left side console switch panel to the left of the pilot’s seat. The
toggle switch is guarded with a red safety cover and has two positions:
• NORM – closes the interior master relay supplying power to the cabin
• OFF – opens the interior master relay and shuts off all electrical power to the cabin
Aft Junction Box (J-Box) Interior Master Switch

A junction box, located in the aft baggage compartment, houses many additional
circuit breakers not found in the cockpit.
The start control circuit breakers, located in the Aft Junction Box, are monitored by
the Crew Alerting System. If one or more of these monitored circuit breakers trip,
a J-BOX REMOTE CB TRIP CAS message is displayed in the cockpit. The respective
engine starter will not function if the message is displayed. A windmill start would
be required if this occurs in flight.
A J-BOX LIMITER OPEN CAS message will illuminate if the 225-amp current limiter
has failed to the junction box. If only one limiter fails, one generator is isolated from
the crossfeed bus but the entire electrical system continues to be powered and the
batteries continue to receive a charge. However, if both current limiters fail, both
generators are isolated from the crossfeed bus and the batteries will not receive a
charge. Aft Junction Box

◄BACK TOC NEXT►

®
AC Inverter
A single 110V, 500W AC inverter is installed to supply power
to the passengers through standard wall outlets. A 35 amp
current limiter located in the aft j-box protects the system.
An optional inverter may be installed that supplies 110V or

230V AC and up to 1200W. This larger inverter is protected
by a 60 amp current limiter.
Cabin AC Wall Outlet

◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
EMER
TOPI
ESDI
LOPI
ESI
EFI
Battery temperature has exceeded 62°C. The message
BATTERY OVERTEMP X X X
will repost if the battery temperature exceeds 71°C
GENERATOR OFF L and R X X GND Both generators are off and the aircraft is in flight
One generator is off in flight or one/both generators
GENERATOR OFF L and/or R X X X X
are off on the ground
One or both 225-amp current limiters are open in the
J-BOX LIMITER OPEN X X X
aft junction box
One or more of the start control circuit breakers are
J-BOX REMOTE CB TRIP X X X
open in the aft junction box

◄BACK TOC NEXT►

Citation CJ3+
04 Electrical ProFlight Pilot Training
®
Electrical Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Electrical Quiz
1. Electrical power sources for the CJ3+ include _____.

a. Two batteries and two generators and two alternators
b. One battery and two generators
c. Two batteries, two generators, and external power
d. Two generators and one alternator
2. If all electrical power is lost, the batteries can power selected systems for:

a. A maximum of 30 minutes
b. A minimum of 30 minutes
c. A maximum of 60 minutes
d. A minimum of 60 minutes
3. The generators are regulated and protected by:

a. Three battery packs
b. Two GCUs
c. The BATTERY DISCONNECT switch
d. The Hot Battery Bus

◄BACK TOC NEXT►

®
4. An EPU must be regulated to ____ VDC and ____ amps.

a. 30; 800-1000
b. 28-29; 800-1100
c. 28-29; 1200
d. 30; 800-1100
5. With the BATTERY switch in EMER, emergency buses receive power from the:

a. Hot Battery Bus
b. Main Feed buses
c. Feed Extension buses
d. Crossfeed Bus
6. When the BATTERY Switch is ON, the _____.
a. Battery relay to the Crossfeed Bus is closed

b. Hot Battery Bus is isolated from all other buses
c. Emergency Bus is powered through the hot battery bus
d. Battery relay to the Crossfeed Bus is opened

◄BACK TOC NEXT►

®
7. When the BATTERY DISCONNECT switch is in NORMAL, the _____.

a. Battery power packs supply all DC power
b. Battery is isolated from the rest of the system
c. EPU power input is overridden
d. Batteries can power the entire electrical system
8. An engine start with EPU power counts as:

a. A full battery start
b. 1/3 of a battery start
c. 2/3 of a battery start
d. An external start; no battery power is used
9. A generator assisted engine start counts as:

a. A full battery start
b. 1/3 of a battery start
c. 2/3 of a battery start
d. An external (air) start; no battery power is used

◄BACK TOC NEXT►

®
Electrical Quiz Answers
1. c
2. d
3. b
4. b
5. a
6. a
7. d
8. d
9. b

◄BACK TOC NEXT►

05 Fuel

◄BACK TOC NEXT►

Citation CJ3+ 05 Fuel ProFlight Pilot Training
®
OVERVIEW
The CJ3+ fuel system is comprised of independent wet wing tanks.
Fuel delivery and distribution is largely automatic. The system has four
components:
• Two integral wet wing fuel tanks

• Fuel distribution system
• Fuel vent system
• Fuel quantity gauging system
Fuel is supplied to each engine from its own wing tank, but can be
transferred to the opposite side tank when necessary. A primary ejec-
tor pump and an electric boost pump deliver fuel to each engine via
feed hoppers, while scavenge ejector pumps keeps the feed hopper
full. Check valves in the supply lines prevent backflow, and pumps are
equipped with mesh screens to prevent foreign matter from reaching
the engine.
The fuel vent system ventilates the fuel tanks in case of fuel expansion, Fuel System Components
during flight maneuvers, and during refueling/defueling operations.
Fuel quantity is measured and presented on the Engine Indicating

System (EIS) at the left side of the Multifunction Display (MFD) using an
AC passive capacitance gauging system.
Rev 1.3 - Jul2018 For Training Purposes Only Fuel - 2
◄BACK TOC NEXT►

®
COMPONENTS
Wing Fuel Tanks

An integral wet wing fuel tank is part of each wing. Each wing tank has a
usable capacity of approximately 351 gallons (2,355 pounds), or a total air-
craft capacity of 702 gallons (4,710 pounds). Although Jet A or Jet A1 is the
normal fuel for the CJ3+, several other fuel types are approved and can be
found in the AFM. Fuel anti-ice additives may be used, but are not required.
Instructions for use and approved additives can be found in the AFM.
Fuel flows by gravity inboard from the tanks to the integral engine feed
hoppers and is delivered to the engines using various pumps. Holes in the Left Wing
spars and ribs permit fuel movement within the tanks; however baffles in
the outboard ribs prevent rapid migration of fuel to the outer wing during
flight maneuvers.
Each wing has one filler port with a locking cap, located on the upper sur-
face near the outboard end of the wing. A NACA vent system is installed in
each wing to maintain positive internal tank pressures. The vent discharges
any fuel and vapors overboard due to thermal expansion and equalizes tank
pressures as fuel is consumed. The NACA design provides anti-ice protec-
tion to the vent. Five quick fuel drain valves are installed in the lower sur-
face of each wing and allow sediment and moisture drain from the tanks.
NACA vent
Rev 1.0 - Jun2016 For Training Purposes Only Fuel - 3

◄BACK TOC NEXT►

®
Fuel Distribution
The fuel distribution system supplies fuel from each tank to its respective engine. The system is also capable of transferring
fuel from one tank to the other. The components that make up the distribution system include:
• Hopper tank
• Primary Ejector pump
• Electric Boost pump
• Scavenge Ejector pumps
• Transfer valve
• Firewall Shutoff valve
• Fuel/Oil Heat Exchanger
An integral engine feed hopper is installed at the root of each wing, aft of the main spar. Flapper valves inside and outside
each hopper allow fuel to gravity flow from the wing tanks. The outside valves minimize outboard fuel movement during
banked maneuvers, while the inside valves keep fuel in the hopper during negative-G conditions. Each hopper contains an
air vent at the top that helps it to fill during refueling, normal operations, and low fuel conditions.
The primary ejector pump in each engine feed hopper is powered by motive flow fuel. Fuel from the engine-driven fuel pump
creates a suction pressure that draws high-volume, low-pressure fuel from the hopper to the engine-driven pump. The ejector
pump only works when its respective engine is running.
An electric boost pump is also located in each hopper tank and is used for engine start, fuel transfer, and to ensure adequate
pressure to the engines under low fuel pressure conditions. The pump operates with normal or converted DC power, through
automatic or manual activation.

◄BACK TOC NEXT►

®
Forward and aft scavenge ejector pumps in each wing continuously transfer fuel from the wing tanks to the feed hopper
keeping the primary ejector and electric boost pumps submerged in fuel. This action prevents low fuel conditions during
descent, cruise, and climb attitudes. The scavenge ejector pumps are powered by low-pressure motive flow fuel from the
primary ejector pumps or electric boost pumps.
A solenoid-operated fuel transfer valve is installed. The valve requires normal DC power to open. When power is removed, it
fails to its (normal) closed position. When a transfer valve is open, the same-side boost pump activates transfering fuel from its
feed hopper into the opposite side feed hopper through an orifice that restricts the transfer flow. The fuel back-flows through
the opposite-side boost pump into the opposite-side fuel hopper.
A firewall shutoff valve is installed in each fuel supply line, inside the fuselage and just aft of the wing. The valves are closed
by pushing either the red L ENG FIRE or R ENG FIRE switch lights and prevent fuel from reaching the corresponding engine. A
FIREWALL SHUTOFF L and/or R CAS message illuminates when a fuel firewall shutoff valve and a hydraulic shutoff valve are
closed. If there is a mismatch between the valves, a FIREWALL SHUTOFF L and/or R CAS message appears instead.
As the fuel makes its way to the engine, it passes through a fuel/oil heat exchanger mounted on the engine gearbox. This
process heats the fuel ensuring that ice does not form in the system.
Rev 1.1 - Sep2017 For Training Purposes Only Fuel - 5

◄BACK TOC NEXT►

®
Fuel System Schematic

◄BACK TOC NEXT►

®

Fuel system controls are located on the pilot’s left instrument subpanel. Fuel indications are available on the display units.
FUEL BOOST Switches

The FUEL BOOST switches control the electric boost pump activation. The switches have three
positions:
• ON commands operation of the respective boost pump and illuminates the corresponding
FUEL BOOST ON L and/or R CAS message
• OFF terminates operation of the respective boost pump
• NORM enables automatic boost pump operation for engine start, fuel transfer, and auto-
matic backup of the primary ejector pump in the event of low fuel pressure
When pressing an ENGINE START button, the electric boost pump automatically activates to Fuel Boost Switches
supply fuel to the engine illuminating the corresponding FUEL BOOST ON L and/or R CAS mes-
sage. The boost pump is automatically turned off around 45% N2 extinguishing the CAS message.
If pressure falls to approximately 5 PSI in a fuel supply line, a sensing switch illuminates the respective FUEL PRESS LOW L
and/or R CAS message. The low pressure situation will cause the associated boost pump to automatically activate and the
FUEL BOOST ON L and/or R CAS message to appear if the FUEL BOOST switch is in NORM. The FUEL PRESS LOW L and/or
R CAS message will extinguish if fuel pressure recovers to approximately 7 PSI.

◄BACK TOC NEXT►

®
FUEL TRANSFER Knob

A rotary FUEL TRANSFER selector knob controls the fuel transfer valve. Placing the knob
in either the L TANK or R TANK position will select that tank to transfer fuel into from the
opposite (unselected) side tank. The selector opens the normally-closed transfer valve
and activates the selected side boost pump. This will illuminate the FUEL TRANSFER ON
and FUEL BOOST ON L or R CAS messages. Fuel will then be pumped from the selected
feed hopper into the opposite side feed hopper.
Note that the FUEL BOOST switches must be in the NORM position for fuel transfer
capability. No transfer will occur if the switches are OFF (because both pumps are manu-
Fuel Transfer Knob
ally deactivated) or ON (because both pumps are working against each other through
the transfer valve).
Fuel will transfer at approximately 10 pounds per minute. If the transfer system has been on for more than 10 minutes
or if the receiving tank becomes greater than 60 pounds heavier than the supply-side tank, the FUEL TRANSFER ON CAS
message will be replaced with a FUEL TRANSFER ON message. If the opposite-side tank is at or near its maximum capacity,
care should be taken to ensure that fuel is not being lost through the fuel vent.
A fuel imbalance greater than 200 pounds is considered abnormal. The CJ3+ has a demonstrated emergency return capa-
bility with an imbalance of 600 pounds.

◄BACK TOC NEXT►

®
Fuel System Indications

Fuel system indications (quantity, temperature, and fuel flow) are normally presented in the EIS
window on the multifunction display (MFD). Fuel indications may also be shown on other displays
through reversion selections. Fuel On Board (FOB) and Fuel Over Destination (FOD) may be pre-
sented in the MFD Data Bar field if desired. Fuel indications are shown separately for each wing and
can be shown in pounds or kilograms. Invalid or unavailable data are presented as amber dashes.
Fuel Quantity Gauging System

A compensated capacitance system senses fuel quantity and supplies fuel indications to the MFD.
The fuel quantity system includes a set of fuel probes, a signal conditioner, and low level float
switches.
There are seven fuel probes installed at different heights in each wing. The probes measure the Fuel Indications
capacitance difference between their inner and outer cylinders to determine the fuel height in the
tank. The #7 probe is located in the corresponding feed hopper and functions as a compensator probe when covered, to
correct the calculated fuel quantity.
The signal conditioner is a dual channel microprocessor installed inside the cabin, under the right top portion of the aft
evaporator cover. The conditioner provides an excitation signal to the fuel probes and measures their discrete return signals
to determine the fuel height at each probe. Patterns indicated by three BIT lights on the unit also diagnose specific faults
needed for maintenance troubleshooting.
Each wing tank has a low fuel level float switch on the inboard side of the corresponding main wheel well. If the fuel tank
quantity drops below approximately 190 pounds, a FUEL LEVEL LOW L and/or R CAS message will illuminate. In addition,
the fuel quantity digits on the EIS will turn amber.
◄BACK TOC NEXT►

®
FUEL SERVICING
The fuel system is serviced through the flush filler assemblies located on
the outboard section of each wing. Defueling is also performed through
the fillers, with final defueling accomplished through the fuel drains. Filler
port caps must be visually inspected after refueling operations to ensure
that they’re securely fastened.
Pilots should check the drains before the first flight of the day and after
each refueling. The valves are tool operated poppet types and are semi-
flush externally mounted. It is important to allow as much time as pos-
sible between a refueling operation and a drain valve check. This allows
water or other contaminants to fully settle to the bottom of the tanks. Overwing Filler Port
Pilots should also confirm that each drain has resealed after a fuel check.
Fuel Tank Drain

◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
EMER
TOPI
ESDI
LOPI
ESI
EFI
FUEL BOOST ON L and/or R X X X X Boost pump is on due to low fuel pressure
Fuel remaining in the respective tank is less than approxi-
FUEL LEVEL LOW L and/or R X X
mately 190 pounds (86 kilograms)
FUEL PRESSURE L and/or R X X X X Fuel pressure is low
Fuel transfer system has been on for >10 minutes or
FUEL TRANSFER ON X X X fuel in the receiving tank exceeds the transfer side by 60
pounds
Indicates a mismatch between the fuel and hydraulic
FIREWALL SHUTOFF L and/or R X X X
shutoff valves
Boost pump is on due to manual pilot selection, engine
FUEL BOOST ON L and/or R X
start, or fuel transfer
FUEL TRANSFER ON X Fuel transfer is operating normally
FIREWALL SHUTOFF L and/or R X Fuel and hydraulic shutoff valves are both closed

◄BACK TOC NEXT►

®
Fuel Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Fuel Quiz
1. A FUEL BOOST ON L and/or R CAS message indicates the boost pump has activated due to

a. Engine start
b. Fuel transfer
c. Low fuel pressure
d. Manual switch activation
2. The primary ejector pump operates

a. By motive flow
b. Electrically
c. Pneumatically
d. Hydraulically
3. The FUEL TRANSFER ON CAS message changes to FUEL TRANSFER ON if

a. Both boost pumps are operating
b. Fuel in the receiving side is 60 greater than the transferring side
c. Transfer has been occurring for more than 10 minutes
d. Both (b) and (c)

◄BACK TOC NEXT►

®
4. Fuel transfer with both boost pumps operating will _____.
a. Double the transfer speed

b. Prevent fuel transfer
c. Reverse the direction of fuel transfer
d. Have no effect
5. Fuel movement in the wing tanks is managed with _____.

a. The fuel conditioner
b. Tank vents
c. Holes in the spars and baffles
d. Positive pressure from the electric boost pumps
6. The fuel transfer valve will close when

a. DC power is removed
b. One boost pump is OFF
c. The FUEL TRANSFER Selector is moved from OFF
d. Fuel imbalance is less than 200 pounds

◄BACK TOC NEXT►

®
7. Each wing tank holds approximately _____ gallons.

a. 351
b. 435
c. 510
d. 702
8. Each wing tank contains a(n)

a. Electric boost pump
b. Primary ejector pump
c. Fuel quantity capacitance probes
d. All of the above
9. A FUEL LEVEL LOW L and/or R CAS message illuminates when fuel in the respective tank is below ____ pounds.

a. 190
b. 300
c. 550
d. 600

◄BACK TOC NEXT►

®
Fuel System Quiz Answers
1. c
2. a
3. d
4. b
5. c
6. a
7. a
8. d
9. a

◄BACK TOC NEXT►

06 Powerplant

◄BACK TOC NEXT►

Citation CJ3+ 06 Powerplant ProFlight Pilot Training
®
OVERVIEW
The Cessna CJ3+ is powered by two Williams FJ44-3A
turbofan engines. Each engine is capable of producing
2820 pounds of static takeoff thrust at sea level, flat
rated to 26°C. The main components of the power-
plant system include:
• Full-Authority Digital Engine Control (FADEC)

• Ignition and Starting
• Engine Fuel
• Engine Oil
• Indicating System
FJ44-3A Engine
Rev 1.0 - Jun2016 For Training Purposes Only Powerplant - 2

◄BACK TOC NEXT►

®
POWERPLANT DESCRIPTION
The major sections of the FJ44-3A include:
• Fan and fan stator

• 3-stage low pressure (LP) compressor
• High pressure (HP) compressor
• Ignitor and combustion chamber
• HP turbine
• 2-stage LP turbine
• Exhaust mixer
• Accessory case
Engine Intake
Air enters the engine and is accelerated rearward by the fan through two passages.
The bypass section of the fan compresses and accelerates a large volume of air at a low velocity into the full-length bypass
duct around the engine, while the core section compresses and accelerates a smaller volume of air into the primary axial
compressor.
Air entering the core section is compressed by the three LP compressor stages and directed to the HP compressor. The HP
compressor accelerates the air mass through a diffuser changing the velocity energy to pressure energy. A relatively small
portion of the air enters the combustion chamber where fuel is added and ignition occurs. The combustion process produces
expansion and acceleration driving the HP and LP turbines which in turn, drive the HP and LP compressors and fan. The
remainder of the compressed air is used to operate various bleed-air systems and for internal engine cooling. The air is then
directed into the exhaust section where it joins with the bypass airflow to provide thrust.

◄BACK TOC NEXT►

®
ENGINE CONTROL
Each engine has a Full-Authority Digital Engine Control (FADEC) unit that gov-
erns engine power settings and fuel delivery. The FADEC responds to electronic
inputs from the throttle to control fuel valve position, solenoid fuel shutoff valve,
and engine bleed air inputs to the fuel delivery unit (FDU).
The FADEC controls an engine acceleration/deceleration bleed valve via mechan-

ical linkage with the FDU. The valve is commanded open during acceleration,
deceleration, and at low engine power settings (below approximately 73% N2).
The bleed valve reduces the air load on the HP compressor and increases the
transient surge margin. The valve is closed during normal operation at high
FADEC Unit
power settings.
The system also limits critical parameters such as N1, N2, and interstage turbine
temperature (ITT). N1 is governed at high power and N2 is governed at low
power as a function of:
• Throttle lever angle (TLA)

• Engine inlet total pressure (PT2)
• Engine inlet total temperature (TT2)
• Bleed air extraction level
• Aircraft weight-on-wheels (N2 only)
PT2/TT2 Probe

◄BACK TOC NEXT►

®
N1, N2, and ITT data for each engine is provided to the Engine Indicating System (EIS) from the active channel of its respec-
tive FADEC. Each FADEC has two independent channels. Although these channels operate simultaneously, only one controls
the engine at any given time. If an active channel fails, the affected FADEC automatically switches to the opposite channel.
FADEC channel health is monitored by a fan bug near the top of the N1 scale whenever the engines are running. The bug is
normally cyan in color but, if a single channel fails, the bug becomes amber. If both channels fail, the engine will fail, RPM
data will be lost, and the engine cannot be restarted.
A permanent magnet alternator (PMA) is part of the FDU and becomes the primary FADEC power source after engine start.
Even if aircraft power and battery power are lost, the engine will continue to function and respond to throttle movements
as long as the PMA remains operable. The cyan FADEC fan bug near the top of the N1 scale indicates proper operation. If
a PMA fails, the aircraft electrical system becomes the source of power.

◄BACK TOC NEXT►

®
Throttles altitude, airspeed, temperature,

Two throttle levers are located on the throttle quadrant of and anti-ice settings. CRU, CLB,
the center pedestal. Each throttle controls a dual-coil posi- and TO detent positions are
tion sensor, which sends pilot commands to the FADEC. displayed as a Thrust Mode
Five power settings are recognized by the FADEC and Indication (TMI) on the N1%
selected through throttle detents: scale of the EIS. A latch on the
throttle must be raised before
• CUTOFF – shutdown the throttle can be moved to or
• IDLE – engine IDLE speed is commanded based on from the OFF position.
weight on wheels state, landing gear setting, anti-ice
operation, and throttle position A throttle friction adjustment
◦◦ Ground Idle (weight on wheels) – approximately control is located on the right
51% N2 side of the pedestal. Twisting
◦◦ Flight Idle (weight off wheels) – approximately the knob forward increases
60% N2 friction.
◦◦ Anti-ice Idle (weight off wheels, gear up, WING/
ENG or ENG ON selected) – approximately 70% A fan and turbine RPM synchro- Throttle Levers
N2 nizer is integrated into each
• CRU (cruise) – maximum cruise thrust is commanded FADEC. The left engine and FADEC are the master synchro-
• CLB (climb) – maximum continuous climb thrust is nization controls and the right engine and FADEC are the
commanded slave controls.
• TO (takeoff) – takeoff thrust is commanded
IDLE, CRU, CLB, and TO settings are scheduled based on

◄BACK TOC NEXT►

®
ENGINE START Buttons

The engine starter is controlled with the L and R ENGINE START buttons. When
a start button is pressed, the starter engages and the DISENGAGE button illumi-
nates. Pressing the DISENGAGE button disengages the starter, stopping the start
sequence.
The FADEC does not control the engine starter but does control ignition sequenc-
ing and fuel flow throughout the start. When a throttle is brought out of CUTOFF,
ignition and fuel flow through the fuel delivery unit (FDU) is managed by the Engine Start Buttons
FADEC.
If the engine is shutdown using the throttle, an ENGINE SHUTDOWN L and/or R CAS message will be present. An ENGINE
FAIL L or R CAS message illuminates when the corresponding FADEC senses an abnormal engine shutdown.

◄BACK TOC NEXT►

®
FADEC RESET Buttons

The GTC Propulsion page can be used to control certain FADEC functions.
An ENG CNTRL FAULT L and/or R CAS message illuminates when the FADEC
detects a channel failure or other fault. Pressing a L or R FADEC Reset but-
ton will attempt to clear any faults on the respective FADEC.
The GTC Propulsion page also shows the controlling FADEC channel (A or
B). The channel in control will alternate with each engine shutdown and
restart.
GTC Propulsion Page

◄BACK TOC NEXT►

®
IGNITION
Each engine is equipped with a dual (two-igniter) ignition system. Two dedi-
cated high-energy exciters, powered by the respective left or right main feed
bus, drive each igniter.
Control for the ignition system is accomplished by the FADEC that can power
one or both exciters, as needed. The FADEC will command ignition of a single
igniter during engine ground start when the throttle is brought out of CUTOFF.
The active ignitor will alternate with each ground start. The FADEC will com-
mand ignition of both igniters under the following conditions:
Exciter Box
• In-flight restart
• Gear down and throttles below the CRU detent
• FADEC detects a flameout
• Rapid engine decelerations, especially at high altitude
• Manual activation with throttles out of CUTOFF
When a FADEC commands ignition, 28V is detected at one or both of the exciters, which then
illuminates an IGN indication outside the N2% indications on the EIS.
Ignitions Indications

◄BACK TOC NEXT►

®
IGNITION Buttons
The Ignition buttons can be found on the GTC Propulsion page along with
the FADEC controls.
When Normal is selected, ignition is controlled by the FADECs, which auto-

matically energize the igniters as necessary. If On is selected, continuous
manual ignition occurs for the selected engine with the throttles out of
CUTOFF.
The Ignition On mode is for maintenance use and is not required during
takeoff, inflight turbulence, icing conditions, final approaches, landings, or
other such circumstances, as the FADEC automatically activates ignition as
flight and environmental conditions warrant.
GTC Propulsion Page

◄BACK TOC NEXT►

®
ENGINE FUEL
The heart of the engine fuel system is the FADEC-controlled Fuel Delivery Unit (FDU). The
FDU provides fuel conditioning, fuel metering, motive flow, and bleed valve actuation. The
FDU consists of an engine driven fuel pump, fuel filter, metering components, and a perma-
nent magnet alternator (PMA) for FADEC power.
Operation
Each engine receives fuel from its own tank via a boost or ejector pump within the tank. Fuel
from the tank is delivered to the gearbox mounted FDU where it is pumped through an oil- Fuel Delivery Unit
to-fuel heat exchanger warming the fuel and preventing ice formation. The fuel then passes
through a disposable cartridge filter to remove solid contaminants before flowing to a manifold that leads to the fuel slinger,
start nozzle, and fuel shutoff valve. The fuel slinger rotates with the HP (N2) turbine to eject fuel radially through a series of
holes into the combustion chamber. Fuel is also supplied to a start nozzle which sprays atomized fuel into the combustor to
assist with engine starts. A fuel shutoff valve seals the fuel supply from the engine combustor when the engine is shut down.
An emergency fuel shutoff lever detects N1 shaft movement and activates the fuel shutoff valve automatically if triggered.
The fuel filter has a bypass capability to allow continued fuel supply should the filter become clogged. A bypass condition
could mean fuel contaminates are present and the potential for engine flame out exists. Bypassing does not occur until there
is a 10 psi drop across the filter, but a 5 psi drop illuminates the amber FUEL FILTER BYPASS CAS message.
Indications
Fuel indications are located on the EIS window on the MFD. Fuel flow is displayed digitally for
each engine in pounds per hour (PPH) or kilograms per hour (KPH) and is always shown green.
Fuel temperature shows the temperature in each wing tank in degrees centigrade (°C) and is Fuel Indications
always displayed white. Amber dashes replace the flow/temperature indications if the information from all sources is invalid.
Rev 1.1 - Sep2017 For Training Purposes Only Powerplant - 11
◄BACK TOC NEXT►

®
Engine Fuel System Schematic

◄BACK TOC NEXT►

®
ENGINE OIL
The oil system cools and lubricates the engine bearings and the accessory
section. The system is fully automatic and includes a reservoir, pump, cooler,
and filter.
An oil reservoir is an integral part of the engine interstage housing. The

reservoir has a 4.2-quart capacity and incorporates a filler port accessible
through the access door on the upper section of each engine cowling. A sight
glass is also accessible through a spring-loaded push-in access door under the
oil filler door to determine oil quantity. Maximum permissible oil consumption
during normal operations is .023 gallons per hour (GPH), or approximately
0.1 quarts per hour. An engine may lose oil at a faster than normal rate if Engine Oil Tank
windmilling in flight.
An engine-driven oil pump generates oil pressure and provides for lubrication
and scavenging. The pump is installed on the engine accessory section and
includes one pressure and two scavenge elements. An OIL PRESSURE LOW
L or R CAS message illuminates when engine oil pressure falls below limits.
An oil-to-fuel heat exchanger is installed on the engine gearbox. Fuel from

the FDU cools the engine oil by exchanging heat through the metal housing;
fuel and oil do not mix.
A disposable oil filter cartridge removes solid contaminants. The filter incorpo-
rates a bypass switch that allows oil to bypass the filter if it becomes blocked. Oil Bypass Warning Indicator

◄BACK TOC NEXT►

®
The filter contains a bypass warning indicator in the form of a small button that “pops” or extends from the pump housing
if the filter has been bypassed. Pilots should confirm that the button is not extended during external preflight by feeling for
it through an access panel on the lower right nacelle of each engine.
Only Mobil Jet II and Mobil 254 oils are approved for use with CJ3+ engines. Both oils meet MIL-L-23699 standards. Mixing
of approved oils is permissible.
Indications
Oil indications are located on the EIS window on the MFD. Oil pressure and tempera-
ture information is displayed as a digital readout. Under normal conditions, the indica-
tions are green. The indications will turn amber or red if limitations are exceeded and Oil Indications
checklists direct the crew to appropriate actions.
Oil temperature limitations should be observed before starting the engines and increasing power above 80% N2.

◄BACK TOC NEXT►

®
Engine Oil System Schematic

◄BACK TOC NEXT►

®
ENGINE INDICATING SYSTEM (EIS)

Engine-related information is presented on the upper half of the Engine Indicating
System (EIS) window. Under normal conditions, the EIS is located at the left side
of the Multifunction Display (MFD). EIS information is presented using both circular
gauge displays and digital readouts. All presentations are color-coded:
• Green – indicates normal operating ranges

• Amber – indicates transient marginal operating ranges (caution), typically
time-limited, and a likely requirement for future corrective action
• Red – indicates out-of-tolerance operating ranges (warning), and a require-
ment for immediate corrective action
• Amber dashes or X – indicate missing sensor input(s)
EIS elements include:

Engine Indications
• N1% – Front fan speed, displayed with circular scales, moving pointers, digital indicators, and fan bugs
◦◦ Thrust Mode Indicators (TO, CLB, CRU) are displayed in the N1 area
• ITT°C – Interstage turbine temperature, displayed with circular scales, moving pointers, and digital indicators
• N2% – Core compressor speed, displayed with digital readouts; IGN – Active ignition exciter boxes; legend appears on
the left or right side of the N2% scale to indicate the left or right engine
• FUEL PPH – Digital display of fuel flow for each engine
• OIL PSI – Digital display of oil pressure for each engine
• OIL °C – Digital display of oil temperature for each engine

◄BACK TOC NEXT►

®
N1% Indications
For most operations, N1 is the primary engine thrust indicator. The N1 signal
is sensed by a monopole pickup in the compressor case, next to the oil filler
cap, and sent via the FADEC to the MFD. N1 is displayed by a pointer as a
percentage of RPM (where 100% = 18,000 RPM), and displayed digitally
below the N1 scale.
A white pointer and green digital indications are displayed when engine N1
is within the normal operating range. If N1 operating limits are exceeded
(>102.8%), the pointer turns red and digital displays show white on a red
background.
Each FADEC automatically establishes the N1 fan display based on ambient

conditions. Fan bugs on each N1 scale provide necessary fan references.
The bugs are normally cyan and appear when the engines reach idle power,
in flight, or on the ground. When N1 speed matches the takeoff reference
bug, the indicator turns from cyan to green. If either FADEC channel fails,
the bug changes to amber. If FADEC N1 data is unavailable, the N1 pointer
and bug are removed.
GTC Propulsion Page

◄BACK TOC NEXT►

®
Interstage Turbine Temperature (ITT°C)

Six thermocouples in each engine sense ITT. Signals are averaged from half the probes and delivered to the A channel of the
FADEC, while signals from the other probes are averaged and delivered to the B channel. The averages from each FADEC
channel are then combined and the resulting average is sent to the EIS as the displayed ITT value.
The ITT gauge indicates the temperature in degrees Centigrade (°C). The ITT display consists of a pointer and digital indica-
tion for each engine. The digital display only appears when:
• ITT < 200

• ITT pointer enters amber or red arc
• Display Engine Digits is selected on the Propulsion page of the GTC
• Engines are starting and 10 seconds after start
The pointer and digits turn amber after a set time when entering the amber range and red immediately when in the red arc.
N2% Indications
Turbine (N2) compressor RPM data is sensed from a monopole pickup in the engine gearbox section. The pickup generates
a proportional N2 signal based on the speed of the fuel pump gear shaft. The signal is sent through the FADEC to the EIS
and displayed digitally percentage of RPM (where 100% = 41,200 RPM).
The digital N2 indicator is green when operating in the normal range. When N2 is between 100% and 100.8% or if N2
exceeds 100.8%, the indicator turns white on a red background. If the N2 value is invalid, amber dashes are displayed.

◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
EMER
TOPI
ESDI
LOPI
ESI
EFI
ENGINE FAIL L or R An engine has failed
OIL PRESSURE LOW L or R X Oil pressure is below limits.
ENG CNTRL FAULT L and/or R X X An internal fault or input fault to the FADEC
FUEL FLTR BYPASS L and/or R X X Impending bypass of the engine fuel filter
ENGINE SHUTDOWN L and/or R Engine has been shut down with the throttle

◄BACK TOC NEXT►

Citation CJ3+
06 Powerplant ProFlight Pilot Training
®
Powerplant Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Powerplant Quiz
1. The FADEC controls all of the following except:
a. Engine power settings

b. Oil pressure
c. Inputs to the FDU
d. Engine igniters
2. The N1 REF bug color_____.
a. Indicates FADEC in Single or Dual Channel Operation

b. Indicates maximum N1 fan speed
c. Indicates N1 speed commanded by the throttle
d. Indicate the selected throttle mode
3. A FADEC fault can be reset by
a. Cycling the corresponding GEN Switch

b. Taking no action; reset is automatic
c. Pressing the corresponding FADEC Reset button on the GTC
d. Pressing the DISENGAGE button

◄BACK TOC NEXT►

®
4. Fuel temperature indications outside of normal limits are shown in
a. Green
b. White
c. Amber
d. Red
5. The FADEC supplies _____ information to the EIS.
a. N1%
b. ITT
c. N2%
d. All of the above
6. The FADEC governs ____ at low power settings.
a. N2
b. N1
c. ITT
d. HP compressor speed

◄BACK TOC NEXT►

®
7. Thrust Mode Indicators (TMI) reflect _____.
a. ITT temperature regions

b. N2 speed regimes
c. Throttle detent positions
d. Ground or flight idle information
8. The FADEC uses both igniters for ______.
a. Inflight restarts
b. Battery starts
c. EPU starts
d. None of the above
9. A display of amber dashes on the EIS indicate that _____.
a. Sources of data are lost

b. Limits have been exceeded
c. Sources of data are invalid
d. Both (a) and (c)

◄BACK TOC NEXT►

®
Powerplant Quiz Answers
1. b
2. a
3. c
4. b
5. d
6. a
7. c
8. a
9. d

◄BACK TOC NEXT►

07 Fire Protection

◄BACK TOC NEXT►

Citation CJ3+ 07 Fire Protection ProFlight Pilot Training
®
OVERVIEW
The CJ3+ contains fire protection/detection systems for the
engine and aircraft interior.
The engine system provides detection capability and a

pressurized extinguishing agent to the nacelle area. The
baggage area system alerts the pilots to smoke or high
temperatures in the forward and aft baggage compart-
ments. Portable, hand-held fire extinguishers are available
to respond to cockpit and cabin fires.
Fire System Components
Rev 1.1 - Sep2017 For Training Purposes Only Fire Protection - 2

◄BACK TOC NEXT►

®
ENGINE FIRE SYSTEM by electrically-activated

squibs. The bottle assem-
Fire Detection bly includes a relief/fill
The engine fire detection system monitors temperatures via port, two squib valves,
a heat-sensing loop in each engine nacelle. Each loop con- and a temperature-com-
sists of a flexible stainless steel tube filled with an inert gas, pensated pressure switch
with a control unit and pressure switch installed at one end. (TCPS). If the pressure
High temperature from a fire or bleed air leak expands the in the bottle rises above
gas in the tube and closes the pressure switch. This activates 1,790 PSIG, the TCPS dis-
the control unit which causes the following to occur: Engine Fire Bottle
charges the extinguishing
agent into the tailcone through the relief/fill port.
• Corresponding ENG FIRE button illuminates
• Corresponding ENGINE FIRE L or R CAS message The only method for confirming the engine fire bottle is ser-
appears viced is to perform a visual check of the gauge located on
• Both MASTER WARNING RESET lights illuminate the bottle. Pilots should determine acceptable pressure lev-
• Voice alert sounds els for different temperatures using the TEMP-PRESS placard
next to (or on) the bottle.
When the gas pressure decreases, the pressure switch opens
again and extinguishes the crew alerts. Electrical power for the left engine fire detection and extin-
guishing systems is supplied by the right Crossover Bus.
Fire Protection Power for the right engine systems is supplied by the left
A single fire bottle in the tailcone contains a Halon1301 Feed Extension Bus. The fire detection systems are pro-
extinguishing agent that can be released to either engine. tected by L and R FIRE DET circuit breakers, located in the
The bottle is pressurized with nitrogen, and discharged ENGINE-FUEL section of the pilot CB panel.
Rev 1.0 - Jun2016 For Training Purposes Only Fire Protection - 3
◄BACK TOC NEXT►

®
Fire Protection System Schematic

◄BACK TOC NEXT►

®
ENG FIRE Buttons

ENG FIRE buttons are located under the center glareshield of the instrument panel, and are guarded
to prevent inadvertent actuation. When high temperatures are detected in an engine nacelle, the cor-
responding ENG FIRE button will illuminate.
Pressing an ENG FIRE button:
• Closes the corresponding engine fuel and hydraulic firewall shutoff valves, and illuminates FIREWALL
SHUTOFF L or R CAS message. Closed valves will cause the FUEL PRESS LOW L or R, FUEL BOOST
ON L or R, and HYD FLOW LOW L or R CAS messages to illuminate.
• Deenergizes the associated generator field relay, which opens the power relay and illuminates the
Engine Fire Controls
GENERATOR OFF L or R CAS message.
• Arms the fire bottle (indicated by steady illumination of the associated BOTTLE ARMED button)
• Affected engine will flameout and spool down illuminating the ENGINE FAIL L or R CAS message and trigger and asso-
ciated voice alert.
Pressing the ENG FIRE button a second time disables the extinguishing system and opens the corresponding shutoff valves
and extinguishes the associated CAS messages. Restarting the engine will reenergize the generator field relay, but the
generator must be manually reset.
BOTTLE ARMED Buttons
A white BOTTLE ARMED button is located below each ENG FIRE button under the center glareshield. When an ENG FIRE
button is pressed, the fire bottle is armed and the corresponding BOTTLE ARMED button illuminates.
Pressing the illuminated BOTTLE ARMED button releases the extinguishing agent into the respective engine nacelle. The
button extinguishes after the agent is released, indicating that the fire bottle is empty and no longer available for use.
Rev 1.2 - May2018 For Training Purposes Only Fire Protection - 5
◄BACK TOC NEXT►

®
BAGGAGE SMOKE DETECTION SYSTEM

A photoelectric (optical) and thermal smoke detector is installed in the overhead
area of both the forward and aft baggage compartments. The detectors monitor
for indications of smoke and high temperature by measuring the air droplet particle
size and ambient air temperature respectively, then using an algorithm to deter-
mine the alarm state.
The smoke detector has built-in-test (BIT) capability that tests the electrical, opti-
cal, and communications functionality. The system performs a BIT at power-up
and continuously at 5 minute intervals. Operation of the smoke detectors requires
normal DC power.
Nose Compartment Detector
If a detector identifies the presence of smoke or heat, a corresponding BAGGAGE
SMOKE AFT or FWD CAS message illuminates and a voice alert sounds. Even if
smoke or heat dissipates, the message will not extinguish once displayed.
Aft Baggage Compartment Detector

◄BACK TOC NEXT►

®
CABIN FIRE PROTECTION

Two hand-held fire extinguishers are used to respond to fires in the cockpit and cabin.
One portable, 2 ½ pound extinguisher is mounted in a quick-release bracket on the
floor at the left of the copilot seat. The other is found behind the last seat on the left
side of the cabin.
The hand-held extinguishers contains pressurized Halon and are rated for class A,
B, and C fires. A gauge on the extinguishers indicate the current pressure charge
and pilots should verify that the indication is in the green arc.
Whenever a fire extinguisher is used, even briefly, maintenance is required before

it can be used again. Cabin Fire Extinguisher
Cockpit Fire Extinguisher

◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
EMER
TOPI
ESDI
LOPI
ESI
EFI
Engine fire detection loop is sensing excessive
ENGINE FIRE L or R X
temperatures
Smoke has been detected in the associated baggage
BAGGAGE SMOKE AFT or FWD X X
compartment
Indicates a mismatch between the fuel and hydraulic
shutoff valves
FIREWALL SHUTOFF L and/or R X Fuel and hydraulic shutoff valves are both closed

◄BACK TOC NEXT►

Citation CJ3+
07 Fire Protection ProFlight Pilot Training
®
Fire Protection Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Fire Protection Quiz
1. The engine fire protection system detects fire with a:
a. Temperature gauging sensor

b. Solenoid sensor
c. Scattered light path
d. Sensing loop
2. The extinguishing agent in the engine fire bottle is:
a. Halon
b. Nitrogen
c. Carbon Dioxide
3. The baggage detection system detects smoke with a:
a. Ozone sensor
b. Photoelectric sensor
c. Heat loop
d. Temperature gauging sensor


◄BACK TOC NEXT►

®
4. ______ is used to extinguish a forward baggage area fire:
a. Halon
b. A portable extinguisher
c. Nitrogen
d. Engine bleed air
5. Pressing an ENG FIRE button will:
a. Release the fire bottle extinguishing agent

b. Extinguish the ENGINE FIRE CAS message
c. Disable the corresponding generator
d. All of the above
6. A BOTTLE ARMED button will extinguish when the:
a. Halon agent is expended

b. Engine temperatures drop
c. Throttle is retarded to OFF
d. Both (a) and (b)

◄BACK TOC NEXT►

®
7. Indication of baggage smoke is accompanied by the following except a:
a. Voice alert
b. BAGGAGE SMOKE FWD or AFT CAS message
c. Flashing MASTER WARNING RESET light
d. Chime
8. The cockpit hand-held fire extinguisher is located:
a. Forward of the left cabin

b. On the floor, in front of the center pedestal
c. On the floor, to the left of the copilot seat
d. On the floor, to the left of the pilot seat

◄BACK TOC NEXT►

®
Fire Protection Quiz Answers
1. d
2. a
3. b
4. b
5. c
6. a
7. d
8. c

◄BACK TOC NEXT►

08 Pneumatics

◄BACK TOC NEXT►

Citation CJ3+ 08 Pneumatics ProFlight Pilot Training
®
OVERVIEW
The pneumatic system provides engine high-pressure com-
pressor bleed air to various pneumatically operated aircraft
systems at the temperature, pressure, and flow rate required
for the operation of each of those systems. The pneumatic
system includes a:
• Bleed air distribution system, which supplies bleed air to

the environmental control system (ECS) and ice protec-
tion systems
• Service air system, which supplies regulated bleed air to
the horizontal stabilizer boots, cabin door seal, hydraulic
reservoir, air distribution valves, and the precooler tem-
perature control systems
Pneumatic System Components
Rev 1.1 - Sep2017 For Training Purposes Only Pneumatics - 2

◄BACK TOC NEXT►

®
BLEED AIR DISTRIBUTION SYSTEM to ensure adequate air-

The pneumatic system is made up of two similar intercon- flow to maintain cabin
nected halves. Pneumatic air for pressurization and other pressure requirements.
systems is bled from each engine’s high-pressure compres- The FCVs require power
sor. The air leaves the compressor at approximately 1000°F for 8 ppm mode, and
and is first supplied unregulated to the engine anti-ice valves will revert to 5 ppm with
for use in the engine inlet ice protection system. The remain- a loss of DC power.
ing bleed air is then cooled by engine fan bypass air as it
flows through a precooler mounted in each engine pylon. As the air leaves the
PRSOV, it flows to a
Pneumatically controlled butterfly valves modulate the flow of manifold which is also Pylon Precooler Air Inlet
fan air through the precoolers to maintain a maximum regulated supplied air by the opposite
bleed air temperature of 475°F. If bleed air temperature leaving engine air source PRSOV. This manifold provides air for normal
the precoolers should exceed 560°F, a BLEED AIR O’TEMP L cabin pressurization and environmental control. The portion of
and/or R CAS message will illuminate. divided air not entering the PRSOVs flows to the respective left
or right wing anti-ice shutoff valve (SOV). Another manifold
Bleed air leaving the precoolers is split to where most is deliv- is installed and distributes air from both engines to the rud-
ered to the respective left or right cabin air source pressure der bias system, the windshield bleed anti-ice system, and the
regulating shutoff valve (PRSOV), then through flow control emergency pressurization air source.
valves (FCVs) that reduce the volume of air from 8 pounds
per minute (ppm) to 5 ppm flow rate. The purpose of FCV’s All manifolds and/or system ducting have check valves to
is to limit the volume of air to the cabin when pressurizing prevent reverse flow of bleed air back through an inoperative
the aircraft from both engine bleed sources, but allows an engine. One engine can provide sufficient bleed air to oper-
increase in air volume when pressurizing on a single source ate all aircraft systems and maintain cabin pressurization.
Rev 1.0 - Jun2016 For Training Purposes Only Pneumatics - 3

◄BACK TOC NEXT►

®
Pneumatic System Schematic

◄BACK TOC NEXT►

®
AIR SOURCE Knob

The primary control for the bleed air system is the AIR SOURCE knob, part of the PRESSURIZATION
control group on the pilot’s lower left panel. The AIR SOURCE knob provides automatic and
manual control of the PRSOVs and FCVs using five functional source settings:
• OFF – Both PRSOVs are energized closed, shutting off the flow of bleed air into the cabin and
cockpit, however bleed air is available to all other aircraft systems that require engine bleed air.
• BOTH – De-energizes both PRSOVs to the default open position and both FCVs de-ener-
gize to the 5 ppm position. If a complete DC electrical power failure occurs, bleed air
is supplied to the cabin, regardless of AIR SOURCE knob position, as if the knob were
selected to BOTH. This fail-safe feature allows the left and right PRSOVs to open on DC Air Source Knob
power loss, maintaining cabin pressure.
• L – De-engergizes the left PRSOV to the open position and powers the right PRSOV closed. The left FCV energizes to
the 8 ppm position to ensure adequate airflow for pressurization on a single source.
• R – De-engergizes the right PRSOV to the open position and powers the left PRSOV closed. The right FCV energizes to
the 8 ppm position to ensure adequate airflow for pressurization on a single source.
• FRESH AIR – Closes both PRSOVs, turns on the fresh air blower, and the FRESH AIR ON CAS message appears. The
blower pulls outside air into the aircraft through the pylon ram air inlets for ventilation. This switch position is intended
for ground operation or low altitude flight, when cooler air is desired than that provided from bleed air sources. This air
source will not allow the cabin to pressurize. A FRESH AIR ON CAS message replaces the white message if the airplane
is in the air or throttles are advanced to the CRU detent or higher on the ground.
• EMER – Powers both PRSOVs closed, de-energizes the windshield bleed anti-ice valve open, powers the emergency
pressurization valve open, and the EMERGENCY PRESS ON CAS message appears. If a complete DC electrical power
failure occurs, the emergency pressurization valve fails closed.
◄BACK TOC NEXT►

®
SERVICE AIR SYSTEM

A service air regulator, located in the tail cone, accepts precooler discharge air from
either or both engines and regulates it to 23 (+2/-3) PSIG. The regulator contains a
relieve valve that limits pressure to 28 PSIG. The service air system provides regu-
lated bleed air to operate:
• Precooler temperature control systems

• Cabin door seal
• Horizontal stabilizer deice boots
• Hydraulic reservoir
• Air distribution valves for cabin and cockpit environment control
Cabin Door Seal Inlet
Precooler Temperature Control System

The precooler temperature control system consists of two bypass valves, one per precooler. The precooler temperature
control bypass valve consists of a normally closed, electrically actuated solenoid shutoff valve. The valve is designed to allow
service air to bypass the precooler temperature control probe and actuate the fan air valve full open. This greatly reduces
the heat load of the bleed air supplied to the cabin. The bypass feature is active when the following criteria are met: wing
and windshield anti-ice are off, the vapor cycle air conditioning system is on, the Air COND is set to AUTO, and the aircraft
is below 30,000’.
Rev 1.2 - May2018 For Training Purposes Only Pneumatics - 6

◄BACK TOC NEXT►

®
Cabin Door Seal

The cabin door uses two pressure seals. The primary seal is inflated by service air while the secondary seal relies on cabin
pressure to close the seal against the surrounding structure. The purpose of the secondary seal is to ensure pressure integ-
rity in the event that the primary seal deflates. A door pin activates a door seal valve when the cabin door is closed. The
valve allows service air to the primary seal. A check valve maintains primary seal pressure in the event of a service air loss.
Unlocking the cabin door de-activates the valve which blocks the service air supply and vents the seal to ambient pressure.
If the differential pressure between the primary seal and cabin drops below 5.5 PSID, a CABIN DOOR SEAL CAS message
appears. The CAS message extinguishes when the pressure differential exceeds 8.5 PSID.
Horizontal Stabilizer Deice Boots

The horizontal stabilizer deice boots utilize service air to inflate the boots. Refer to Chapter 13 for more information about
the ice protection systems.
Hydraulic Reservoir
The hydraulic reservoir requires service air to maintain adequate pressure at the inlet port of the hydraulic pump. Refer to
Chapter 12 for more information about the hydraulic system.
Air Distribution Valves

The cockpit/cabin air distribution diverter valve and cockpit floor louver diverter valve operate with service air. Refer to
Chapter 9 for more information about the air conditioning system.

◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
EMER
TOPI
ESDI
LOPI
ESI
EFI
BLEED AIR O’TEMP L and/or R X X X Bleed air leaving the respective precooler is too hot
Primary cabin door seal pressure is too low to maintain
CABIN DOOR SEAL X X X
door seal integrity
AIR SOURCE knob is in the EMER position or cabin altitude
EMERGENCY PRESS ON X X X
is high
AIR SOURCE knob is in the FRESH AIR position and the
FRESH AIR ON X aircraft is in the air or throttles are advanced to the CRU
detent or higher
FRESH AIR ON X aircraft is on the ground with the throttles below the CRU
detent

◄BACK TOC NEXT►

Citation CJ3+
08 Pneumatics ProFlight Pilot Training
®
Pneumatics Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Pneumatics Quiz
1. Air for the aircraft pneumatic subsystems is provided by:
a. Roots superchargers that are attached to the engine accessory drive

b. An electrically operated turbo-compressor mounted in the tailcone
c. An air cycle machine mounted in the tailcone
d. High pressure bleed air from each engine
2. The BLEED AIR O’TEMP L and/or R CAS message will illuminate if the bleed air temperature leaving the ____ is too hot.

a. Precoolers
b. PRSOVs
c. Service air regulator
d. Cabin heat exchanger
3. With regard to the Pressure Regulating and Shutoff Valves (PRSOV):
a. These valves are completely automatic and require no action from the pilot
b. These valves are controlled by the AIR SOURCE knob in the cockpit
c. These valves control the volume of air that enters the cabin
d. These valves can vary their position based on the temperature of the bleed air

◄BACK TOC NEXT►

®
4. The Pressure Regulating and Shutoff Valves (PRSOV):
a. Require electrical power to close

b. Require electrical power to open
c. Will fail to the open position if electrical power is lost
d. Both A and C are correct
5. What is the purpose of the Flow Control Valves (FCV):
a. To limit the volume of air to the cabin when pressurizing the aircraft from both engine bleed sources
b. To allow an increase in air volume when pressurizing on a single source to ensure adequate airflow to
maintain cabin pressure requirements
c. To provide a means of shutting off airflow to the cabin
d. Both A and B are correct
6. Bleed air is mixed with _____ in the precoolers.
a. Service air
b. Heat-exchanged exhaust gases
c. Engine fan bypass air

◄BACK TOC NEXT►

®
7. The service air system provides air for _____.
a. Windshield anti-ice
b. Horizontal stabilizer deice boots
c. Wing anti-ice
d. Engine Anti-ice
8. The CABIN DOOR SEAL CAS message indicates:
a. Primary door seal pressure is low

b. Secondary door seal pressure is low
c. Primary and secondary door seal pressure is low
d. Primary door seal pressure is high
9. In the event of a DC power loss the Flow Control Valves (FCV) will:
a. Revert to 5 pounds per minute of airflow into the cabin.

b. Revert to 8 pounds per minute of airflow into the cabin.
c. Fail to the closed position.
d. Fail to the open position.

◄BACK TOC NEXT►

®
Pneumatics Quiz Answers
1. d
2. a
3. b
4. d
5. d
6. c
7. b
8. a
9. a
Rev 1.0 - Jun2016 For Training Purposes Only. Pneumatics - 14

◄BACK TOC NEXT►

09 Air Conditioning
For Training Purposes Only.

◄BACK TOC NEXT►

Citation CJ3+ 09 Air Conditioning ProFlight Pilot Training
®
OVERVIEW
Cockpit and cabin air conditioning is provided by the environ-
mental control system (ECS). The ECS provides the following air
conditioning functions:
• Bleed air for heating of the cockpit and cabin

• Fresh air ventilation
• Vapor cycle air conditioning for cooling of the cockpit and
cabin
Air conditioning is typically automatic when the engines are run-

ning. Cockpit and cabin temperature are managed using physi-
cal switches and through the Garmin Touchscreen Controllers
(GTC).
Air Conditioning System Components
Rev 1.1 - Sep2017 For Training Purposes Only. Air Conditioning - 2

◄BACK TOC NEXT►

®
COMPONENTS Cabin Heat Exchanger

The air from both engines
Cabin and Cockpit Heating combines as it travels to a
The ECS uses both hot bleed air and cold ram air to maintain cabin heat exchanger. Ram
environmental temperature. air, supplied by the left and
Precoolers right engine pylon scoops, is
High pressure bleed air is used to cool the bleed air as
extracted from the engines and it passes through the cabin Heat Exchanger Exhaust
cooled by a precooler located in heat exchanger. The cabin heat
each pylon. Each precooler has a exchanger ram air modulating valve is positioned automati-
dedicated pneumatic temperature cally by the cabin temperature control box based on cabin
control system which regulates temperature and desired temperature selected by the pilots.
the amount of cool, low pressure Precooler Exhaust
The extracted heat is vented overboard through an exhaust
fan bleed air extracted from the on the underside of the fuselage, near the hydraulic reservoir.
engine to control the high pressure bleed air temperature.
PRSOVs & FCVs

From the precoolers, the cabin bleed air line is controlled by
normally open, dual-flow control shut-off valves. The dual
valve consists of a normally open pressure regulating shut-
off valve (PRSOV), and a dual orifice flow control valve (FCV).
De-energized, the FCVs are in the normal (low) flow position but
power to the high flow mode if only one engine is used to supply
cabin air.
◄BACK TOC NEXT►

®
Cabin/Cockpit Heating Schematic

◄BACK TOC NEXT►

®
Fresh Air Ventilation

A fresh air fan is installed on the right side of the aircraft between the aft pressure
bulkhead and the baggage compartment. When the pressurization SOURCE knob
is in the FRESH AIR position, the blower pulls outside air into the cabin from the
right pylon ram air inlet. This feature is available both in flight and on the ground.
A check valve retains cabin pressure and prevents reverse flow through the Fresh
Air/Ram duct while bleed air pressure exists in the cabin pressure vessel.
Air Source Knob
Rev 1.0 - Jun2016 For Training Purposes Only. Air Conditioning - 5

◄BACK TOC NEXT►

®
Cabin and Cockpit Cooling

The vapor cycle system is located in the tailcone, downstream of the precooler, and operates in
conjunction with the ECS system. It extracts moisture from the air and cools the air that is already
in the cabin and cockpit. The vapor cycle system operates on the ground and in flight, and includes:
• A compressor
• A condenser Vapor Cycle Air Intake
• Two evaporators
Compressor
The variable displacement, rotary piston compressor is powered by a 28 VDC brushless electric
motor. The unit compresses warm, low-pressure refrigerant from the evaporators into hot, high
pressure gas, and then pumps it through the condenser.
Vapor Cycle Air Exhaust
Condenser
The condenser, located upstream from the compressor, transfers heat from the refrigerant by passing cooler ambient air over
a set of coils. The high pressure refrigerant condenses into a liquid phase in the condenser as it expels heat to the air drawn
across the coil. Moisture is removed from the refrigerant by desiccant material as it passes through a receiver/dryer bottle
below the condenser. The heated air is vented overboard through a duct on the lower right side of the tail cone.
Evaporators
The two evaporators (one behind the pilot and one in the back of the cabin) complete the vapor cycle process. Each evapo-
rator consists of an electrically powered centrifugal blower and a fin-and-tube heat exchanger. Liquid-phase refrigerant
flows into the heat exchanger and absorbs heat from the hot air drawn across the exchanger by the blower, transitioning
into a gas phase as it warms. The cooled air is distributed to the cockpit and cabin.
◄BACK TOC NEXT►

®
Cabin/Cockpit Cooling Schematic

◄BACK TOC NEXT►

®

Cockpit controls for the ECS include the:
• AIR SOURCE knob

• Temperature screen on the GTC
• TEMPERATURE SELECT switches
Normal control of the ECS is accomplished using the Garmin Touchscreen

Controller. The GTC has integrated touch controls for normal temperature
control, cockpit air distribution, vapor cycle control, and fan controls. The
Temperature screen is accessed by navigating to the Aircraft Systems menu
and selecting the Temp button.
GTC Temperature Page

◄BACK TOC NEXT►

®
AIR SOURCE Knob

The AIR SOURCE knob on the pilots left panel is used for both automatic and manual control
of the engine bleed air supply to the cockpit and cabin. The switch has the following positions:
• OFF – Both PRSOVs are energized closed, shutting off the flow of bleed air into the
cabin and cockpit.
• BOTH – De-energizes both PRSOVs to the default open position and both FCVs de-
energize to the 5 ppm position. If a complete DC electrical power failure occurs, bleed
air is supplied to the cabin, regardless of AIR SOURCE knob position, as if the knob
were selected to BOTH.
• L – De-engergizes the left PRSOV to the open position and powers the right PRSOV
closed. The left FCV energizes to the 8 ppm position to ensure adequate airflow into Air Source Knob
the cabin.
• R – De-engergizes the right PRSOV to the open position and powers the left PRSOV closed. The right FCV energizes to
the 8 ppm position to ensure adequate airflow into the cabin.
• FRESH AIR – Closes both PRSOVs, turns on the fresh air blower, and the FRESH AIR ON CAS message appears. The
blower pulls outside air into the aircraft through the pylon ram air inlets for ventilation. This switch position is intended
for ground operation or low altitude flight, when cooler air is desired than that provided from bleed air sources. This air
source will not allow the cabin to pressurize. A FRESH AIR ON CAS message replaces the white message if the airplane
is in the air or throttles are advanced to the CRU detent or higher on the ground.
• EMER – Powers both PRSOVs closed, de-energizes the windshield bleed anti-ice valve open, and powers the emergency
pressurization valve open.

◄BACK TOC NEXT►

®
Air COND Button

The Air COND button on the GTC allows selection of fan and temperature control modes and
has three modes:
• Off – Commands the vapor cycle compressor off and removes power from aft fan.
• Auto – Allows the vapor cycle compressor to turn on or off as necessary to maintain the
desired temperature selected with the Temperature slider.
• Fans – Allows the forward and aft fans to be independently controlled. The vapor cycle
compressor will not turn on when Fans is selected except when Defog is set to Low or
High.
The Air COND button must be in Auto or Fans for automatic temperature control to operate.
Having the button in Off could lead to an overtemperature situation.
FWD Fan Button

The FWD Fan button on the GTC controls the operation of the forward evaporator fan sup-
plying air to the cockpit sidewall, ceiling, and floor vent between the pilots’ seats. The FWD GTC Temperature Page
Fan selection has three modes:
• Auto – Forward fan is automatically set to low speed when the vapor cycle compressor is activated.
• Low – Commands the forward fan to low speed operation.
• High – Commands the forward fan to high speed operation.

◄BACK TOC NEXT►

®
Aft Fan Button

The Aft Fan button on the GTC controls the operation of the aft evaporator fan supplying
air to the cabin ceiling vents and floor cooling vent. The Aft Fan selection has three modes:
• Low – Commands the aft fan to low speed operation.

• High – Commands the aft fan to high speed operation.
• Flood – Causes service air to shut off the flood actuator, fully opening the flood door
and commanding the aft fan to high speed operation. The air to the ceiling outlets will
be shutoff off. This allows for the maximum volume of cool air into the cabin.
DEFOG Button
The DEFOG button on the GTC controls the operation of the defog fan, forward evaporator
fan, and the vapor cycle compressor and condenser. The defog fan is located in the right
cockpit sidewall panel and moves air through the forward evaporator diverter valve under
the crew compartment floor. The valve is spring-loaded to direct conditioned air to the floor
grill and the windshield defog vent outlets. The defog selection has three modes:
• Off – Commands the vapor cycle compressor off and removes power from defog fan /
forward fan.
• Low – Commands the vapor cycle compressor on, defog fan to low, and forward fan to low.
• High – Commands the vapor cycle compressor on, defog fan to high, and forward fan to high.
The DEFOG button should be selected to Low or High when descending into a humid environment to ensure the windshield
remains clear.
Rev 1.2 - May2018 For Training Purposes Only. Air Conditioning - 11
◄BACK TOC NEXT►

®
Temperature Control
The Temperature control on the GTC allows for selection of the desired temperature using
a slide bar or “-” and “+” buttons. The temperatures are selectable between 65°F and 85°F
in 1°F increments.
Cockpit Air Distribution Control

The Cockpit Air Distribution control on the GTC adjusts the distribution of incoming air
between the cabin and cockpit by moving a diverter valve installed in the aft cabin. The
slider bar has four positions varying from NORM to MAX that can be adjusted using the slide
bar or “-“ and “+” buttons. The NORM position diverts 50% of the air to the cabin and 50%
to the cockpit. The MAX position diverts 80% of the air to the cockpit and 20% to the cabin.

◄BACK TOC NEXT►

®
TEMPERATURE SELECT Switches

Two TEMPERATURE SELECT switches provide automatic and manual control of cabin
temperature. The toggle switches are located on the pilot’s lower panel to the left of
the LANDING GEAR handle.
The right switch selects automatic temperature control in the NORM position and
manual control in the MANUAL position.
• In the NORM position, ECS is controlled through the GTC Temperature Page. Temperature Select Switches
• In the MANUAL position, automatic control of the ECS is disabled by removing
power from the cabin temperature controller and allows the pilot to directly control the cabin heat exchanger ram air
modulating valve. This selection disables temperature control through the GTC.
The left switch is used to manually adjust cabin temperatures with the right switch in the MANUAL position. The switch is
spring loaded to the center and must be held in the up (HOT) or down (COLD) positions.

• HOT – Closes the cabin heat exchanger ram air valve increasing the cabin inflow air temperature.
• COLD – Opens the cabin heat exchanger ram air valve decreasing the cabin inflow air temperature.
The switch takes approximately 15 seconds to move the ram air modulating valve from one end of its range to the other. The
switch positions the ram air modulating valve; it therefore changes the temperature, but does not set a specific temperature.

◄BACK TOC NEXT►

®
OPERATION
Cabin and Cockpit Heating

Warm air for the cabin and cockpit is supplied from both engines through the
cabin heat exchanger which is normally controlled by the Temperature selec-
tion on the GTCs. Warm air is divided between the cockpit and cabin through
a diverter which is controlled by the Cockpit Air Distribution selection on the
GTCs. The air is delivered to the cabin through left and right armrests and
floor ducts. Air for the cockpit is delivered to foot warmer outlets installed
along the cockpit floor under the rudder pedals and air ducts installed under
each side window. Aft Evaporator Inlet
The cabin temperature sensor determines actual cabin temperature and

sends signals to the controller to maintain desired conditions. The sensor
is located on the inlet of the aft evaporator, immediately forward of the aft
pressure bulkhead.
A supply duct overtemperature sensor is installed in the cockpit/cabin supply

line, downstream of the cabin heat exchanger. If the bleed air temperature in
the supply duct exceeds 149°C (300°F), the sensor will trigger an AIR DUCT
OVERTEMP CAS message.
Cockpit Armrest Outlets

◄BACK TOC NEXT►

®
Cabin and Cockpit Cooling

Cold air is distributed to the cabin using air from the aft vapor cycle
evaporator. The aft evaporator fan speed is controlled using the
CABIN FAN knob in the cockpit. Continuous airflow circulation is pro-
vided in the cabin from individually controlled air outlets above each
passenger seat and continuous air Piccolo holes along the length of
the overhead PSU duct.
Cold air for the cockpit is distributed from the forward vapor cycle evapo-
rator to the left and right shoulder outlets, cockpit sidewall continuous
flow outlets, cockpit overhead outlets, and forward cabin fixed overhead
outlets.
Eyeball Air Outlet
The cabin and cockpit cold air outlets are operated by turning an outer ring to obtain
the desired airflow volume and an inner ring to set the desired airflow direction.

◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
EMER
TOPI
ESDI
LOPI
ESI
EFI
Temperature in the cabin/cockpit heating duct has ex-
AIR DUCT OVERTEMP X X X
ceeded 149°C (300°F)
FRESH AIR ON X aircraft is in the air or throttles are advanced to the CRU
detent or higher
FRESH AIR ON X aircraft is on the ground with the throttles below the CRU
detent

◄BACK TOC NEXT►

Citation CJ3+
09 Air Conditioning ProFlight Pilot Training
®
Air Conditioning Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Air Conditioning Quiz
1. The vapor cycle cooling system includes all of the following except:
a. Condenser
b. Ram air inlets
c. Evaporators
d. Compressor
2. The FRESH AIR ON CAS message can illuminate when on the ground if _____.

a. Throttles are above cruise (CRU) power
b. Throttles are below cruise (CRU) power
c. The aft evaporator fan is activated
d. Bleed air temperature exceeds 149°C
3. Placing the AIR SOURCE Selector to L _____.
a. Closes the left FCV

b. Opens the right FCV
c. Closes right PRSOV
d. Opens the right PRSOV

◄BACK TOC NEXT►

®
4. The TEMPERATURE SELECT switch must be set to ____ to allow for GTC control of the environmental control system.
a. NORM
b. MANUAL
c. EMER
d. OFF
5. When the flood position is selected with the Aft Fan button on the GTC:
a. The aft evaporator fan runs at high speed

b. The air flow is diverted to the cabin flood vent
c. The overhead wemac outlets are off
d. All of the above
6. The AIR DUCT OVERTEMP CAS message indicates that:
a. The air supply line has exceeded 149°C

b. A PRSOV has failed
c. The blower fan has failed
d. The ram air inlet is blocked or iced over

◄BACK TOC NEXT►

®
7. The ram air modulating valve meters air going to the _____.
a. Pylon air scoops

b. Cabin air heat exchanger
c. Flow dividers
d. Compressor
8. If the pilot selects the “norm” position on the cockpit air distribution knob:
a. Pressurization and environmental air is divided evenly between the cockpit and the cabin
b. 80% of incoming air is sent to the cockpit and 20% is sent to the cabin
c. 20% of incoming air is sent to the cockpit and 80% is sent to the cabin
d. 0% of incoming air is sent to the cockpit and 100% is sent to the cabin
9. In the manual mode, cabin temperature control is achieved by:
a. Momentarily moving the manual toggle to the HOT or COLD position as desired
b. Selecting the desired temperature on the GTC Temperature screen
c. The position of the left throttle
d. No provision is made for manual control of the cabin temperature on the CJ3+

◄BACK TOC NEXT►

®
Air Conditioning Quiz Answers
1. b
2. a
3. c
4. a
5. d
6. a
7. b
8. a
9. a

◄BACK TOC NEXT►

10 Pressurization

◄BACK TOC NEXT►

Citation CJ3+ 10 Pressurization ProFlight Pilot Training
®
OVERVIEW
The CJ3+ pressurization system maintains a safe and comfortable
cabin pressure altitude for crew and passengers, regardless of
aircraft altitude.
The system establishes a stable cabin-to-ambient pressure dif-

ferential by feeding a constant supply of temperature-controlled
bleed air into the cockpit and cabin (i.e., the pressure vessel)
and metering the amount of air that escapes overboard from two
independent outflow valves in the aft pressure bulkhead.
The aircraft is capable of sustaining a cabin pressure altitude of

7,800 ± 200 feet at an aircraft altitude of 45,000 feet.
Pressurization System Components
Rev 1.1 - Sep2017 For Training Purposes Only. Pressurization - 2

◄BACK TOC NEXT►

®
COMPONENTS
The pressure control system consists of two outflow valves, two static ports, and a digital cabin pressure controller.
Outflow Valves
Two outflow valves are installed on the left side of the lower aft pressure
bulkhead and serve to vent cabin air to the tailcone. Each valve includes:
• A diaphragm
• A reference pressure chamber
• A maximum altitude limiter (Max Alt)
• A maximum differential pressure limiter (Max ΔP limiter)
The diaphragm of one valve covers a 3-inch diameter outlet grill while the
other valve covers a 4-inch diameter outlet grill. Both valves are connected
to a sealed reference pressure chamber. Pressure changes in the chamber
cause the diaphragm to expand or contract which, in turn, adjusts the
valve area through which cabin air escapes. A pneumatic interconnect tube
Outflow Valves
between the two outflow valve chambers ensures that the chamber pres-
sures are matched and that their operation is balanced.
The maximum altitude limiter on each valve consists of a sealed bellows which expand with climbing cabin pressure altitude.
In the event of a pressure controller failure, the limiter will unseat a poppet at 14,300 ± 300 feet which vents cabin pressure
into the reference chamber to prevent further cabin depressurization. The altitude limit function is set up to override the
climb solenoid valve signal and the Max ΔP limiter.
Rev 1.0 - Jun2016 For Training Purposes Only. Pressurization - 3
◄BACK TOC NEXT►

®
The maximum pressure differential (Max ΔP) limiter on each controller establishes cabin pressure in flight by comparing
valve consists of a safety relief valve connected to an inde- internal cabin pressure altitude and actual aircraft altitude,
pendent outside static pressure source. The limiter will vent and adjusting the valves as needed to maintain a built-in
chamber pressure to static pressure as needed when the schedule. Pressure is set to ambient when the aircraft is on
cabin-to-ambient differential exceeds 8.9 ± 0.1 PSID. The the ground or during low engine power settings by driving
maximum ΔP function is set up to override a dive solenoid the two outflow valves to their open position.
and an isolation feature between the outflow valve cham-
bers prevents a single fault from disabling both maximum The primary power for the controller is provided by the left
differential pressure valves. feed bus. When the dump switch is activated, the solenoids
and controller are powered by the emergency bus.
Outflow Valve Static Sources
Two outflow valve static sources are located in the fuselage- When the cabin altitude needs to be raised (i.e., pressure
wing fairing area where they are indirectly exposed to ambi- reduced), the controller opens the climb solenoid which allows
ent air. The left static source is connected to the left outflow the outflow valve reference chamber air to vent to external
valve and the controller climb pump. The right static source is ambient pressure. If the differential pressure between the
connected to the right outflow valve and the controller pres- chamber and ambient air is insufficient, the controller com-
sure transducer. The static sources sense outside ambient air mands the climb pump to evacuate the chamber.
pressure for input to the Max ΔP limiters and provide a pres-
sure reference and vacuum source for the pressure controller. When the cabin altitude needs to be lowered (i.e., pressure
increased), the controller opens a dive solenoid which allows
Digital Pressure Controller cabin air into the outflow valve reference chamber. If the
A digital pressure controller is mounted on the aft pressure differential pressure between the chamber and ambient air
bulkhead and contains a computer and electromechani- is insufficient, the controller commands the dive pump to
cal climb/dive solenoids to control the outflow valves. The increase pressure in the chamber.

◄BACK TOC NEXT►

®
Pressurization System Schematic

◄BACK TOC NEXT►

®
CONTROLS AND INDICATORS The CABIN DUMP switch is functional regardless of the posi-
All pressurization controls are located on the PRESSURIZATION tion of the NORM/STBY switch.
group of the pilot tilt panel.
CABIN DUMP Switch
AIR SOURCE Knob A guarded CABIN DUMP switch manually depressurizes the
The AIR SOURCE knob controls the bleed air source used cabin in the event of an emergency. It works by disabling
for cabin pressurization. The EMER position causes the the pressure controller and energizing the climb solenoid
emergency pressurization shutoff valve to open and the causing the cabin to quickly climb to a cabin altitude of
EMERGENCY PRESS ON CAS message to illuminate. One of approximately 14,300 feet. Resetting the switch will restore
the two windshield anti-ice manual shutoff valves must be normal pressure schedule control.
closed to provide adequate flow to the cabin. Refer to Chapter
8 (Pneumatics) and Chapter 12 (Ice and Rain Protection) for The cabin dump circuit is powered by the emergency bus.
more information about the AIR SOURCE knob.
Pressurization NORM/STBY Switch

Two aircraft pressurization schedules are available using the
NORM/STBY switch:
• NORM – Allows the pressurization controller to schedule

cabin pressure automatically
• STBY – Disables the pressurization controller and illumi-
nates the PRESSURIZATION CNTRL CAS message. The
system will operate in pneumatic standby mode.
Pressurization Controls

◄BACK TOC NEXT►

®
Pressurization Status Indications

The cabin pressure altitude, cabin rate-of-climb, and cabin differential pressure are displayed on the bottom left portion of
the MFD. The avionics use a signal from the cabin altitude PCB to calculate cabin altitude, cabin rate and differential pressure
for display. If a signal is invalid or unavailable, the affected indication will be replaced with amber dashes.
Cabin Altitude (CABIN ALT)

Cabin pressure altitude is measured by an independent, separate pressure sensor in
the cabin. The indication is displayed in feet with green digits. The indication turns red
at/above 9800 feet in normal mode or 14800 feet in high altitude mode to align with
the CABIN ALTITUDE CAS message. Cabin altitude is displayed in reversionary mode
and when operating with emergency power.
Pressurization Indications
Cabin Rate (RATE)
Cabin rate is displayed in feet per minute with white digits. A green up/down arrow is shown to indicate a climb or descent.
Cabin rate is displayed in reversionary mode but not when operating with emergency power.
Differential Pressure (ΔP)

Differential pressure is displayed as a linear function of PSID by subtracting external pressure from internal (cabin) pres-
sure. The displayed indication is normally green but turns red below -0.5 PSID or above 9.0 PSID. Differential pressure is
displayed in reversionary mode and when operating with emergency power.
Landing Field Elevation (LDG ELEV)

The landing field elevation is generated by information entered into the FMS flight plan. Values are limited to between -1000
and 14000 feet. Landing field elevation is displayed in reversionary mode but not when operating with emergency power.
◄BACK TOC NEXT►

®
OPERATION Ground/Taxi Mode

Pressurization is normally controlled using an autosched- With weight on the wheels (WOW) and either throttle below
ule program that automatically compensates for differences the CRU detent, the pressure controller commands the out-
between internal and external air pressure. Automatic pres- flow valves to their full open position to ensure unpressur-
sure control is accomplished based on the landing field ized ground operation. If the aircraft altitude is greater than
elevation (LFE), the state of the weight-on-wheels switch 15,000 ± 500 feet, this mode is ignored.
and the Full Authority Digital Engine Control (FADEC) engine
speed. The different pressurization modes include: Pre-Pressurization Mode
With weight on the wheels (WOW) and both throttles
• Ground/Taxi
advanced beyond the CRU detent, the pressure controller
• Pre-Pressurization
begins to close the outflow valves and pressurize the cabin
• Flight
to 200 feet below field elevation or until takeoff, whichever
• Takeoff-Climb-Cruise
occurs first. This minimizes cabin climb pressure bumps dur-
• Descent
ing takeoff. If the WOW switch fails to indicate airborne at
• Landing
takeoff, the controller will remain in the pre-pressurization
• High Elevation
mode until the aircraft altitude reaches 15,000’, where it will
Destination field elevation is automatically set for the pres- change to flight mode.
surization system through the Flight Management System
(FMS) when the flight planning information is entered. It
may also be set manually through the Aircraft Systems >
Landing Elevation page on the GTC. Once an elevation has
been set, the pressure controller will automatically depres-
surize the aircraft to the field elevation during descent and
landing.
Rev 1.3 - Jul2018 For Training Purposes Only. Pressurization - 8
◄BACK TOC NEXT►

®
Normal Flight Schedule

◄BACK TOC NEXT►

®
Flight Mode
The weight-on-wheels switch triggers the pressure controller to the Flight Mode at liftoff.
Takeoff-Climb-Cruise Mode
After liftoff, the controller drives the cabin pressure toward the selected LFE at 100 ft/min until reaching the selected landing
field altitude or the autoschedule boundary. After reaching the autoschedule, the cabin will climb at a rate no greater than
600 ft/min. This pressurization schedule maintains the lowest possible cabin altitude permitted by the airframe and reaches
a maximum cabin altitude of 7,800 ± 200 feet at the aircraft operational ceiling of 45,000 feet.
Descent Mode
When the aircraft descends more than 500’ below the cruise altitude, the controller switches to descent mode. The descent
schedule is calculated based on the cruise altitude and the landing field elevation with the cabin altitude scheduled to equal
the LFE at 1,500 ± 200 feet above the LFE.
Landing Mode
Selection of the correct landing field elevation will allow the controller to properly depressurize the aircraft to field eleva-
tion by touchdown. However, if the crew incorrectly sets an altitude above the actual LFE, the pressurization system will
depressurize at the set altitude and the cabin will then follow the aircraft altitude until landing. If the crew incorrectly sets
an altitude below the actual LFE, the system will depressurize the cabin at touchdown at a rate of 500 fpm for 30 seconds,
after which the controller fully opens the control valves equalizing the cabin with ambient pressure.
If the crew notices the cabin is not depressurized prior to landing, the CABIN DUMP switch may be pressed to ensure the
cabin is fully depressurized.

◄BACK TOC NEXT►

®
High Elevation Mode After departure, the controller quickly descends the cabin at
The primary function of the high altitude mode is to limit the a rate proportional to the aircraft climb rate until the cabin
time the cabin altitude exceeds 8,000’ and prevent nuisance reaches 7,800 ± 200 feet. Once a cabin altitude of 7,800’ is
high cabin altitude crew alerts. The High Elevation Mode is reached, the cabin continues to descend until the normal
automatically activated for landing or departing an airport autoschedule boundary is intercepted. Once this occurs, the
with a field elevation greater than 8,000’. controller behaves in the normal pressurization flight mode.
For high altitude airport landings, the controller switches to The High Elevation Mode triggers a HIGH ELEVATION MODE
high altitude mode when the set LFE is greater than 8,000’ CAS message and shifts the threshold for activating the
and a descent is detected below 24,500’. The controller CABIN ALTITUDE CAS message from 9,800 ± 200 feet to
keeps the cabin altitude below 8,000’ until descending below 14,800 ± 200 feet. The HIGH ELEVATION MODE message
24,500 ± 500 feet. Once below 24,500’ the cabin is climbed turns amber if the cabin altitude exceeds 9,800 ± 200 feet
until the LFE is reached. for longer than 30 minutes.
For high altitude airport departures, the controller switches

to high altitude mode when the cabin and ambient altitudes
are above 8,000’ and the aircraft goes weight-off-wheels.

◄BACK TOC NEXT►

®
High Elevation Schedule - Landing High Elevation Schedule - Takeoff

◄BACK TOC NEXT►

®
Pneumatic Standby Mode

The Pneumatic Standby Mode activates automatically if the pressure controller fails, is manually set to STBY, or if electrical
power is lost. In this mode, air is trapped in the outflow valve reference chambers, which keeps the diaphragms in place to
maintain cabin pressure altitude. The diaphragms expand and the valves close as the aircraft climbs, causing a lower cabin
altitude that continues until stopped by the maximum pressure differential limiter. The diaphragms contract and the valves
open as the aircraft descends, causing a higher cabin altitude that continues until stopped by the maximum altitude limiter.
The conditions that invoke the Pneumatic Standby Mode also trigger a PRESSURIZATION CNTRL CAS message.
Note that the cabin can be depressurized before landing or to increase cabin altitude by activating the CABIN DUMP switch.
Emergency Pressurization
The emergency pressurization provides an alternate source of bleed air from one or both engines to continue pressuriza-
tion if the normal source fails. It is not intended for normal operation. When the EMER position of the AIR SOURCE Knob
is selected, the windshield anti-ice valve de-energizes OPEN and the emergency valve energizes OPEN. Additionally, the
left and right PRSOVs energize closed. The emergency valve regulates the air to a higher temperature and a lower vol-
ume resulting in reduced pressurization capability and is not designed for prolonged use. Using windshield anti-ice, when
operating in icing conditions using emergency pressurization, further reduces the amount of bleed air available for pres-
surization. Closing the copilot WINDSHIELD ANTI-ICE BLEED AIR manual valve ensures sufficient bleed air for emergency
pressurization. This also ensures sufficient bleed air to prevent ice accumulation on the pilot windshield. In the event of a
high cabin altitude, emergency pressurization will automatically be activated if the cabin altitude reaches 14,500±200 Ft.
In this condition, the PRSOVs will remain open to assist in providing additional airflow.

◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
EMER
TOPI
ESDI
LOPI
ESI
EFI
Cabin altitude has exceeded 9,800’ or 14,800’ when the
CABIN ALTITUDE X X pressurization controller is operating in high elevation
mode
The emergency pressurization valve is opened due to
EMERGENCY PRESS ON X X X
manual activation or high cabin altitude above 14,500’
Aircraft has been operating in the high elevation mode
HIGH ELEVATION MODE X X for more than 30 minutes and the cabin altitude is >
9,800’ but < 14,800’
The controller is unable to automatically control
PRESSURIZATION CONTROL X X X cabin pressure due to a failure in the system or the
PRESSURIZATION switch is selected to the STBY position
Pressurization controller is operating in high elevation
mode. Cabin altitude may exceed 10,000’ for normal
HIGH ELEVATION MODE X X
operation and cabin altitude warning shifted from 9,800’
to 14,800’.

◄BACK TOC NEXT►

®
Pressurization Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Pressurization Quiz
1. Each outflow valve is equipped with everything except _____.
a. A bleed air supply line

b. Climb and dive solenoids
c. A reference pressure chamber
d. A diaphragm
2. The maximum pressure differential (Max ΔP) limiter will:
a. Vent cabin pressure to static pressure

b. Vent chamber pressure to ambient pressure
c. Vent cabin pressure to the reference chamber
d. Vent chamber pressure to static pressure
3. A PRESSURIZATION CNTRL CAS message indicates that the _____.
a. CABIN DUMP switch has been activated

b. Pressurization NORM/STBY switch is in STBY
c. Pressure controller is in High Elevation Mode
d. AIR SOURCE knob is in BOTH

◄BACK TOC NEXT►

®
4. A HIGH ELEVATION MODE CAS message indicates that the aircraft has been operating in high elevation mode for more
than ___ minutes and the cabin altitude is ____ but _____.
a. 30; >9,800’; <14,800’

b. 60; >9,800’; <14,500’
c. 15; >9,500’; <14,800’
d. 30; >9,500’; <14,500’
5. Activating the CABIN DUMP switch causes the cabin to climb to approximately:
a. 10,000’
b. 12,500’
c. 14,300’
d. Aircraft altitude
6. During approach and landing, the pressure controller schedules the cabin to reach destination elevation pressure _____.
a. 1,500 feet above the field

b. 2,000 feet above the field
c. 500 feet above the field
d. Upon landing

◄BACK TOC NEXT►

®
7. Pre-pressurization mode activates with:
a. Weight-on-wheels and both throttles above the CRU detent

b. Weight-off-wheels and either throttle above the CRU detent
c. Weight-on-wheels and both throttles above 85% N2
d. Weight-off-wheels and either throttle above 85% N2
8. The pressure controller can maintain a maximum cabin pressure altitude of approximately _____ feet at an aircraft
altitude of _____ feet.
a. 7,800, 41,000
b. 7,800, 45,000
c. 14,500, 41,000
d. 14,500, 45,000

◄BACK TOC NEXT►

®
Pressurization Quiz Answers
1. a
2. d
3. b
4. a
5. c
6. a
7. a
8. b

◄BACK TOC NEXT►

11 Oxygen

◄BACK TOC NEXT►

Citation CJ3+ 11 Oxygen ProFlight Pilot Training
®
OVERVIEW
The CJ3+ is equipped with a breathing oxygen system
to serve both crew and passengers. The crew masks
are always available to the pilots. Passenger masks are
designed to drop automatically at high cabin altitudes
or manually by the crew.
Oxygen is supplied from a single bottle in the nose sec-

tion of the aircraft. Indications are provided through
the avionics to notify the crew of oxygen system status.
Pilots should review the Oxygen Operation Information

in Section 3 of the Airplane Flight Manual to ensure that
the oxygen supply is adequate for the planned flight.
Oxygen System Components
Rev 1.1 - Sep2017 For Training Purposes Only. Oxygen - 2

◄BACK TOC NEXT►

®
COMPONENTS
Oxygen Bottle
The oxygen bottle is installed in the right nose storage compartment, directly
below the avionics equipment area. The bottle has a capacity of 50 cubic feet and
is equipped with a pressure regulator and manual control valve. The regulator
contains one port for supplying regulated oxygen to the cockpit and cabin, and
three ports for servicing the system, monitoring pressure, and relieving excessive
pressure.
The bottle can be refilled through a filler port at the lower aft edge of the right Oxygen Filler Port
nose baggage door. A bottle pressure indicator, connected to the regulator, is
located in the nose area and reads between 0 and 2500 PSI.
Only aviator oxygen (MIL-O-27210, Type 1) may be used in the system.
Oxygen Gauge and Placard
Rev 1.0 - Jun2016 For Training Purposes Only. Oxygen - 3

◄BACK TOC NEXT►

®
Crew Masks
Quick-donning pressure demand masks, located on the outside shoulder of each
seat, are provided for the pilot and copilot. Each mask includes an inflatable
harness, an internal microphone, and a mask-mounted regulator. The harness
ensures a secure mask seal to the face and the microphone enables radio com-
munication while the masks are in use. The regulator adjusts the ratio of oxygen
and cabin air delivered to the pilot, and can be set to deliver:
• Diluter-demand – mixed oxygen and air

• 100% demand – pure oxygen
• Pressure demand (emergency) – continuous oxygen under pressure
Crew Oxygen Mask
Crew oxygen masks are equipped with a flow indicator on the mask hose, near
its connection point to the OXYGEN fitting. The indicator is green when oxygen is
flowing to the mask and red when there is no oxygen flow.
Smoke goggles are also provided for the pilot and copilot. Smoke goggles and
masks allow the pilot and copilot to operate the aircraft in the presence of cockpit
smoke. The goggles are installed on the outboard panel of each pilot’s seat.
Oxygent Flow Indicator

◄BACK TOC NEXT►

®
Passenger Masks
Constant pressure, continuous flow masks are provided for
the passengers. Each mask includes a head strap, plastic tub-
ing, a lanyard cord with pin, and an oxygen dispensing valve.
Canisters containing packed masks are stowed behind

decorative covers in the overhead panels above the seats.
Canisters are installed in three dual and two single manifolds.
A streamer is attached to the masks to assist the passengers
in pulling the masks to them when seated.
Passenger masks are only intended for use during emer-

gency descent to an altitude where supplemental oxygen is
no longer required. Oxygen masks are not approved for use
above a cabin pressure altitude of 40,000 feet. Prolonged use
of passenger masks above 25,000 feet cabin altitude is not
Passenger Mask Panels
recommended.

◄BACK TOC NEXT►

®
Oxygen System Schematic

◄BACK TOC NEXT►

®

Cockpit side panels are located on the outboard side of each cockpit seat, aft of the circuit breaker panels. The only cockpit
oxygen indications are found on the avionics displays. Additional controls and indicators for the oxygen system are found
in the right nose compartment.
OXYGEN CONTROL VALVE Knob MIC SELECT Switch

The OXYGEN CONTROL VALVE knob is only located on the The MIC SELECT switch can be toggled to:
pilot’s side panel. The valve controls distribution of the oxy-
gen supply with rotary knob settings that include: • OXY MASK – selects the oxygen mask microphone for
transmission
• NORMAL – oxygen is always available to the crew and • HEAD SET – selects the headset microphone for
becomes available to the passengers when commanded transmission
by the pressurization control board due to high altitude
(>14,500’) Depressing the MIC button on the outboard horn of the
• CREW ONLY – limits oxygen distribution to the crew masks cockpit control yoke will transmit over the panel-selected
only; no oxygen is available to the passenger masks microphone.
• MANUAL DROP – allows the pilot to command deploy-
ment of the passenger masks; oxygen is provided to the
passenger masks once the masks are donned
Pilot Side Panel Co-pilot Side Panel

◄BACK TOC NEXT►

®
OXYGEN PRESSURE Indication

An oxygen pressure transducer, located in the nose near the oxygen bottle, transmits bottle
pressure to the OXYGEN PRESSURE indication. The indication is normally presented at the
bottom left corner of the MFD. The cockpit indicator is green between 2400 and 400 PSI Oxygen Pressure Indication
and changes to amber below 400 PSI. Amber dashes indicate that the pressure reading is
outside of the acceptable operating range.
Oxygen Bottle Pressure Gauge

A pressure gauge is installed in the right nose baggage compartment and displays oxygen
bottle pressure for servicing and preflight. The gauge displays a pressure between 0 and
2,500 PSIG.
Oxygen Pressure Gauge
OXY HP RELIEF Disc

A green Oxygen High Pressure Relief (OXY HP RELIEF) disc is installed on the right fuselage
below the nose baggage door. The disc provides overpressure protection and is a manda-
tory preflight inspection item. A missing disc indicates that the oxygen bottle has been
overpressurized and the overpressure relief system has been activated. Maintenance is
required before flight.
High Pressure Relief Disc
Rev 1.2 - May2018 For Training Purposes Only. Oxygen - 8

◄BACK TOC NEXT►

®
OPERATION
Crew Masks
When the selector is in the NORM position, the mask regulator is in the diluter-demand
mode and meters oxygen flow according to cabin pressure altitude. A diluted amount
of oxygen, mixed with cabin air, is supplied each time the pilot inhales. Diluted oxygen
extends the endurance of the oxygen supply, but this mode is not appropriate for
emergency use because the pilot may also inhale any smoke or fumes in the aircraft.
If smoke or fumes are present, the pilot should rotate the knob on the mask to the
EMER position (toward the pilot’s left shoulder, while wearing the mask). This places
the regulator in the pressure demand mode. Oxygen is supplied under continuous
positive pressure to protect the pilot from smoke and fumes. Smoke goggles should be
worn and placed over the oxygen mask to help aid in visibility.
When the selector is in the 100% position, the mask regulator is in the demand mode
and supplies 100% oxygen each time the pilot inhales. The mask should be stored with
the selector in this position so that 100% oxygen is immediately available to the pilot
Crew Mask Selector
in case of emergency.
Note that facial hair (mustaches, beards, etc.), unless properly trimmed, may interfere with a proper mask seal. Mask fit and
seal should be checked on the ground prior to flight.
Rev 1.2 - May2018 For Training Purposes Only. Oxygen - 9

◄BACK TOC NEXT►

®
Passenger Masks
When the OXYGEN CONTROL VALVE is in the NORMAL position, passenger
oxygen is governed by a solenoid valve and logic circuit board. The solenoid is
normally spring-loaded to the closed position, and no passenger oxygen flows.
The logic circuit board energizes the solenoid open if cabin pressure altitude
exceeds 14,500 feet, and allows oxygen to flow to the passenger distribution
lines. Oxygen pressure, in turn, releases latches on the mask compartment
doors above each seat and allows the masks to drop. Continuous flow oxygen
begins when each lanyard pulls the pin from its oxygen supply valve.
If cabin pressure altitude is restored to approximately 13,000 feet or less, the

solenoid valve deenergizes and closes, shutting off oxygen flow to the pas-
senger system.
If all electrical power is lost, the solenoid valve fails closed and oxygen cannot
be routed normally to the passenger system. Placing the OXYGEN CONTROL
VALVE to the MANUAL DROP position allows the pilot to route passenger oxy-
Passenger Masks
gen through a manual valve and to deploy the passenger masks.
Pilots should check that the cabin temperature is above 0°C (32°F) for twenty minutes immediately before departure to
ensure that the oxygen masks are sufficiently warm, and ready for use, at takeoff. If the cabin temperature is too cold, the
passenger masks may be stiff, not allowing them to unfold and fall from the stowage box. For this reason, a streamer is
attached to the mask that will drop so the passenger can pull the mask from the box.

◄BACK TOC NEXT►

®
CAS Messages:
No CAS messages associated directly with this system

◄BACK TOC NEXT►

Citation CJ3+
11 Oxygen ProFlight Pilot Training
®
Oxygen Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Oxygen Quiz
1. Passenger masks will deploy automatically when cabin altitude reaches:
a. 9,800 feet
b. 10,000 feet
c. 14,500 feet
d. 25,000 feet
2. The oxygen bottle has a capacity of:
a. 50 minutes
b. 50 cubic feet
c. 350 minutes
d. 350 cubic feet
3. Crew masks contain all of these components except:
a. Activating ring
b. Selector knob
c. Microphone
d. Inflatable harness

◄BACK TOC NEXT►

®
4. When set to normal, the oxygen masks deliver:
a. Mixed oxygen and cabin air

b. Continuous oxygen
c. Positive pressure oxygen
d. Constant pressure oxygen
5. Crew masks have all of these delivery schedules except _____.
a. Mixed oxygen and cabin air

b. Pure oxygen
c. Oxygen under pressure
d. Pure cabin air
6. Prolonged use of passenger masks above _____ feet is not recommended.
a. 14,800
b. 25,000
c. 13,000
d. 40,000

◄BACK TOC NEXT►

®
7. To activate the crew mask microphone feature _____.
a. Turn the OXYGEN CONTROL VALVE to CREW ONLY

b. Turn the mask selector to EMER
c. Place the MIC SELECT switch to OXY MASK
d. Press the Oxygen Mask XMIT button on the control yoke
8. If smoke or fumes are present in the cockpit:
a. Turn the OXYGEN CONTROL VALVE to MANUAL DROP

b. Turn the mask selector to EMER
c. Place the MIC SELECT switch to HEAD SET
d. Press the Oxygen Mask XMIT button on the control yoke
9. Placing the OXYGEN CONTROL VALVE to MANUAL DROP deploys passenger masks:
a. With oxygen pressure

b. With a mechanical pin
c. With an electric circuit
d. With a manual squib

◄BACK TOC NEXT►

®
Oxygen Quiz Answers
1. c
2. b
3. a
4. a
5. d
6. b
7. c
8. b
9. a

◄BACK TOC NEXT►

12 Ice and Rain Protection

◄BACK TOC NEXT►

Citation CJ3+ 12 Ice and Rain Protection ProFlight Pilot Training
®
OVERVIEW
The CJ3+ is approved for operations in known icing conditions.
Icing conditions exist in flight any time the indicated ram air
temperature (RAT) is 10°C (50°F) or below, and visible mois-
ture is present in any form. Icing conditions exist on the ground
any time the outside air temperature (OAT) or RAT is below
6 degrees C (43 degrees Fahrenheit) and snow, slush ice or
standing water may be ingested by the engines or freeze on
engine nacelles, or engine sensor probes. RAT information is
presented at the bottom, left side of the MFD or through the
FMS. Dedicated lighting is provided on the interior and exterior
of the aircraft to assist with visual detection of ice.
The ice and rain protection systems use bleed air and electrical
power for preventing or removing precipitation. Bleed air pro-
tection prevents ice buildup at the wing leading edges, engine
inlets, and windshield, while inflatable boots remove ice from
the tail horizontal stabilizer. DC electrical power provides ther-
mal heating to prevent icing of the pitot tubes, static ports,
angle-of-attack (AOA) vane, and engine inlet temperature (TT2/
PT2) sensors.
Flight crews must ensure that the aircraft is free of ice prior to Ice & Rain System Components
dispatch.
Rev 1.1 - Sep2017 For Training Purposes Only. Ice and Rain Protection - 2
Passenger Masks
◄BACK TOC NEXT►
®
ICE DETECTION SYSTEM
Two lighting systems assist the pilot in detecting ice buildup on the wings and windshield when operating at night. During
daytime operation, visual cues should be used to detect ice formation.
Wing Inspection Light

A wing inspection light is installed on the left fuselage, forward of the left wing, to assist
with visual inspection for wing icing. The light illuminates the outboard portion of the
left wing leading edge.
Wing Inspection Light
WING INSP LT Switch
A WING INSP LT switch is located just to the right of the GTCs on the copilot tilt panel. Placing the switch on
(up) activates the wing inspection light.
Wing Light Switch

Glareshield Lights
Two red light-emitting diode (LED) lights are installed on the glareshield, over the instru-
ment panel. The pilot side light is aimed in the center of the pilot’s clear vision area and
the copilot side is aimed toward the inboard edge of the windshield. Ice forming on these
areas will cause a red reflection in the glass, alerting the crew to possible ice formation
around the aircraft. The glareshield lights illuminate anytime the PANELS rotary knob is
out of the DAY position.
Glareshield Ice Lights
Rev 1.0 - Jun2016 For Training Purposes Only. Ice and Rain Protection - 3
◄BACK TOC NEXT►

®
WING ANTI-ICE
The wing anti-ice system vents engine bleed air through small piccolo tubes to heat the
leading edges of the wings. Bleed air temperature is regulated by precoolers located in
each engine pylon, and monitored by over-temperature and under-temperature sensors.
A crossflow system is available to supply bleed air to both wing leading edges from one
engine. Additional temperature sensors monitor system operation and alert the crew to
normal and abnormal operations.
Heated Wing Leading Edge
Components
Pressure Regulating Shutoff Valves (PRSOVs) control the flow and pressure of bleed air
to the wings and pylon inlets. The valves are electrically actuated and pneumatically
powered. The valves are opened by removing electrical power from the solenoid, caus-
ing the valve to be driven open by the upstream pressure. This design exists to provide
anti-ice capability to the wings in the event of an electrical power failure.
A precooler is installed in each pylon and acts as a conventional crossflow heat exchanger
to limit the maximum bleed air temperature to the wing. Spent air from the precooler is
discharged through the pylon exhaust duct.
Precooler Pylon Air Inlet
The pylon inlet is heated using bleed air tapped off of the line leading to the wing. The bleed air passes through a small
piccolo tube surrounding the pylon ram air scoop to prevent ice accumulation.
The wing leading edge assembly is divided into two chambers. The first chamber consists of a circular piccolo tube that
◄BACK TOC NEXT►

®
distributes bleed air along the wing leading edge. The second chamber is located between
the wing leading edge and the fuel tank. This chamber prevents hot air or fuel vapors
from accumulating in the wing. A ram air scoop at the wing root draws in outside air to
circulate throughout the second wing chamber purging the passage. Spent air from both
chambers is discharged through separate vents near the wingtip and the wing root.
A crossflow valve can be opened to allow the one engine to supply bleed air to both wings
in the event of a system malfunction or engine failure. A check valve in the supply line
prevents bleed air from one engine flowing back to the opposite engine during single-
engine operation. Wing Leading Edge Vent and Exhaust
Various temperature sensors are installed in the wing anti-ice system to regulate tem-
peratures and notify the crew of system operation.
• A temperature sensor/regulator, located between the precooler and the leading

edge distribution line of each wing, monitors bleed air supply line temperature. If
an excessively high temperature is detected, the regulator automatically closes the
associated PRSOV.
• Overtemperature sensors are mounted directly on the inboard wing leading edge to Wing Bleed Air Exhaust
monitor skin temperature. Should a sensor detect an overheat condition, the associ-
ated PRSOV will automatically close preventing excess temperatures in the wing.
• Undertemperature sensors are mounted on the upper wing leading edge skin, near the wing root. The sensors moni-
tor wing skin temperature continuously when the anti-ice system is in operation. If temperatures are below thresholds
determined to be too low for adequate ice protection, the sensors issue appropriate CAS alert messages.
◄BACK TOC NEXT►

®
Controls and Indicators

Wing anti-ice operation is governed by two WING/ENG toggle switches and a WING XFLOW switch, located in the ICE PROTECTION
control group on the pilot’s lower left instrument panel. A series of advisory and caution CAS messages report any over-or under- system
operating temperatures.
WING/ENG Switches
The left and right WING/ENG toggle switches for wing anti-icing control have three positions:
• WING/ENG – deenergizes the respective engine and wing PRSOVs. This action opens
the valves and allows hot engine bleed air to flow to the corresponding pylon ram air
inlet and wing anti-ice vent, as well as to the engine inlet and generator cooling air
inlet
• OFF – shuts off all anti-ice bleed air from the corresponding engine
• ENG ONLY – deenergizes only the respective engine PRSOV. This action opens the Wing and Engine Anti-ice Switches
valve and allows hot engine bleed air to flow to the engine inlet and generator cooling
air inlet
WING XFLOW Switch

The WING XFLOW toggle switch is used in the event of an engine or PRSOV failure, when bleed air is not
available from both engines. Placing the switch in the WING XFLOW (up) position opens a crossflow valve
that allows bleed air from the operating engine to provide anti-ice protection to the opposite side wing.
The pilot may need to advance the throttle on the good engine to increase crossflow heating.
In the event of a loss of electrical power, the crossflow valve fails to the closed position. Wing Crossflow Switch
◄BACK TOC NEXT►

®
Operation
On the ground
An operational check of the anti-ice system is required before flight into known icing conditions. The preflight test is accom-
plished by setting 70% N2 and activating the wing anti-ice system by selecting the WING/ENG switch position. This will
cause the WING/ENG A/I ON and WING A/I COLD L-R CAS messages to illuminate.
When the wings warm up sufficiently to satisfy the undertemperature sensors, the WING A/I COLD L-R CAS message will
extinguish. If the undertemperature sensors detect a low temperature after two minutes, the WING A/I COLD L-R message
will change to WING A/I COLD L-R. Flight into known icing conditions is prohibited until a satisfactory test is accomplished.
If the wing anti-ice system drops below its minimum temperature after a successful warmup, the WING A/I COLD L and/or
R CAS message will illuminate immediately.
◄BACK TOC NEXT►

®
In flight
When icing conditions are encountered in flight, pilots should select the anti-ice switches to the WING/ENG position to activate the
system. An illuminated WING/ENG A/I ON message confirms that the system is activated. The WING A/I COLD L-R CAS message
will not illuminate in flight.
If only the left or right anti-ice system is selected in flight, the WING A/I COLD CAS message for the unselected side will illuminate
after 10 seconds to alert the pilots to the improper switch setting. The message will extinguish once both anti-icing switches are
placed to WING/ENG or ENG ONLY.
If the wing anti-ice is activated and the undertemperature set-point is not achieved within two minutes, the corresponding
WING A/I COLD L and/or R CAS message will illuminate. If the wing anti-ice system drops below its minimum temperature
after a successful warm-up, the WING A/I COLD L and/or R CAS message will illuminate immediately. A minimum of 75%
N2 should be maintained to ensure sufficient bleed air to the wing anti-ice system.
If the precooler temperature sensor detects that precooler discharge air has exceeded 560°F (293°C), the corresponding
BLEED AIR O’TEMP L and/or R CAS message will appear and the associated wing PRSOV will close. If the temperature cools
to 540°F (282°C), the CAS message will extinguish and the PRSOV will reopen.
If a wing overtemperature sensor detects that a wing surface has exceeded 160°F (71°C), the corresponding WING A/I
O’TEMP L and/or R CAS message will appear and the associated wing PRSOV will close. If the temperature cools to 140°F
(60°C), the CAS message will extinguish and the PRSOV will reopen.
The minimum airspeed for flight in icing conditions, except takeoff, approach, and landing, is 180 KIAS.
Rev 1.2 - May2018 For Training Purposes Only. Ice and Rain Protection - 8
◄BACK TOC NEXT►

®
Wing and Engine Anti-Ice System Schematic
◄BACK TOC NEXT►

®
ENGINE ANTI-ICE
The engine anti-ice system warms the engine inlet and generator inlet with hot
engine bleed air, routed through piccolo tubing and vented through slots at the
bottom surface of the inlet. Bleed air temperature is governed by throttle set-
tings. There is no provision for crossflow operation of the engine inlet anti-ice
system in the event of an engine failure.
Components
Pressure Regulating Shutoff Valves (PRSOVs) control the flow and pressure of
bleed air to the engine inlets. The valves are electrically actuated and pneumati-
cally powered. The valves are opened by removing electrical power from the
solenoid, causing the valve to be driven open by the upstream pressure. This
design exists to provide anti-ice capability to the engines in the event of an
electrical power failure.
Engine Inlet
Each engine inlet assembly consists of a circular piccolo tube mounted inside a
plenum air chamber. The plenum is located behind the forward leading edge of the engine inlet surface. Bleed air enters the
piccolo tube at the top of the engine and heats the inlet skin, then exits the plenum through slots on the bottom of the inlet.
An under-temperature sensor monitors the bleed air temperature within each engine inlet assembly whenever engine anti-
icing is operating. The sensor measures the exhaust air temperature on the inside leading edge of the engine inlet. No
over-temperature sensing is provided or needed for the engine inlet anti-ice systems.
◄BACK TOC NEXT►

®

Engine anti-ice operation is governed by two anti-ice toggle switches, located in the ICE PROTECTION control group on the
pilot’s lower left instrument panel. A series of advisory and caution CAS messages report any over-or under- system operat-
ing temperatures.
• WING/ENG – deenergizes the respective engine and wing anti-ice shutoff valves. This
action opens the valve and allows hot engine bleed air to flow to the engine inlet and
generator cooling air inlet, as well as to the pylon ram air inlet and wing anti-ice vent
• OFF – shuts off all anti-ice bleed air from the corresponding engine
• ENG ONLY – deenergizes only the respective engine anti-ice shutoff valve. This action
opens the valve and allows hot engine bleed air to the engine inlet and generator
cooling air inlet Wing and Engine Anti-Ice Switches
Note that bleed air is routed to the engine anti-ice system any time that the WING/ENG switches are in any position other
than OFF, regardless of engine power setting.
◄BACK TOC NEXT►

®
Operation
On the ground
Engine anti-ice system operation is prohibited for one minute after engine start in icing conditions. This delay ensures an
accurate RAT measurement for takeoff. If the anti-ice switches are inadvertently placed to a position other than OFF before
one minute of engine operation, the systems must be turned off for two minutes before they are activated again.
Following the one-minute starting delay, engine anti-ice systems must be ON during ground operations in icing conditions. If
minor engine vibrations are felt or heard during ground operations, the crew should momentarily increase engine N1 speed
by 20-30% to shed accumulated ice from the fan, stators, and spinner.
An operational check of the anti-ice system is required before flight into known icing conditions. The preflight test is accom-
plished by setting 75% N2 and activating the engine anti-ice system by selecting the WING/ENG switch position. This will
cause the WING/ENG A/I ON and ENGINE A/I COLD L-R CAS messages to illuminate.
When the engines warm up sufficiently to satisfy the undertemperature sensors, the ENGINE A/I COLD L-R CAS message
will extinguish. If the undertemperature sensors detect a low temperature after two minutes, the ENGINE A/I COLD L-R
message will change to ENGINE A/I COLD L-R. Flight into known icing conditions is prohibited until a satisfactory test is
accomplished.
If the wing anti-ice system drops below its minimum temperature after a successful warm-up, the ENGINE A/I COLD L and/
or R CAS message will illuminate immediately.
◄BACK TOC NEXT►

®
In Flight
When icing conditions are encountered in flight, pilots should select the anti-ice switches to the WING/ENG position to acti-
vate the system. An illuminated WING/ENG A/I ON message confirms that the system is activated. The ENGINE A/I COLD
L-R CAS message will not illuminate in flight.
If only the left or right anti-ice system is selected in flight, the ENGINE A/I COLD CAS message for the unselected side will
illuminate after 10 seconds to alert the pilots to the improper switch setting. The message will extinguish once both anti-
icing switches are placed to WING/ENG or ENG ONLY.
If the engine anti-ice is activated and the undertemperature set-point is not achieved within two minutes, the corresponding
ENGINE A/I COLD L and/or R CAS message will illuminate. If the wing anti-ice system drops below its minimum temperature
after a successful warm-up, the ENGINE A/I COLD L and/or R CAS message will illuminate immediately. A minimum of 75%
N2 should be maintained to ensure sufficient bleed air to the engine anti-ice system.
If electrical power fails, or if the ENGINE ANTI-ICE circuit breakers pop and cannot be reset, the engine anti-ice valves fail
open and will continue to receive anti-ice heating.
Rev 1.2 - May2018 For Training Purposes Only. Ice and Rain Protection - 13
◄BACK TOC NEXT►

®
TAIL DEICE SYSTEM

The tail deice system consists of inflatable boots, bonded to the leading
edges of the horizontal stabilizer. The boots are and powered by bleed air
from the service air system. When inflated, the boots crack and separate
accumulated ice, allowing aerodynamic forces to carry it away.
Components
Tail deice components include boots, valves, and pressure switches.
The deice boots are pneumatic chambers that inflate to break ice and
deflate for aerodynamic efficiency. When deflated, the boots are pulled
against the tail surface by vacuum pressure.
Tail Diece Boot
A control module sequences deice inflation and deflation using electrical
flow control valves installed in the horizontal stabilizer. Both valves are normally open, and are electrically energized to their
closed position to allow air to inflate their respective boot. Pressure switches are located upstream of each pneumatic boot
and monitor the air pressure supplied for inflation and deflation.
Electrical power to the control module is provided by the right Crossover Bus and the system is protected by a TAIL DEICE
circuit breaker on the left (pilot) CB panel.
◄BACK TOC NEXT►

®
TAIL Switch
The system is operated with a TAIL Switch, located in the ICE PROTECTION control group on the lower
left pilot instrument panel. Positions for the green toggle switch include:
• AUTO – controls the boot inflation automatically on a continuous 3 minute cycle

• OFF – opens both control valves allowing vacuum pressure to deflate and hold the boots flat
against the leading edges of the horizontal stabilizers
• MANUAL – allows both boots to inflate simultaneously as long as the switch is held in this position
Tail Diece Switch
The MANUAL position overrides the AUTO position. When using the MANUAL function, the switch should be held for a minimum of
four seconds.
Tail Deice Operation

When icing conditions are expected or encountered, the pilots should activate the tail deicing system. The system is nor-
mally operated with the switch in the AUTO position allowing the system logic to control boot inflation on a set cycle.
The inflation cycle is controlled by a tail deice PCB. When activated, a timer sends a signal to energize the left control valve
closed, allowing service air pressure to inflate the left boot for 6 seconds. The valve is then de-energized and vacuum pres-
sure deflates the left boot. After a 6 second pause, where both boots are deflated, a signal is sent to energize the right
control valve closed, allowing service air pressure to inflate the right boot for 6 seconds. The process to inflate both boots
takes a total of 18 seconds.
◄BACK TOC NEXT►

®
After the 18-second cycle, the right boot is deflated and the timer waits approximately 3 minutes before the inflation cycle
repeats again. This 3 minute cycle will continue as long as the TAIL switch is in the AUTO position.
Manual activation of the system can be accomplished by placing the TAIL switch in the MANUAL position. This action
bypasses the timer logic and closes both control valves allowing both boots to inflate simultaneously. The switch is spring
loaded to the OFF position and must be held in the MANUAL position. Both boots will remain inflated as long as the switch
is held in MANUAL.
When the tail deice system is functioning, automatically or manually, a TAIL DE-ICE ON CAS message is illuminated.
Permanent damage could result if the boots are activated when the indicated ram air temperature (RAT) is below –35°C.
If the system is operated below this temperature, or if the boots are inflated and the TAIL switch is OFF, a TAIL DE-ICE ON
CAS message will illuminate.
In the event the tail deice system is activated and one or both of the pressure switches detect low pressure (<16 PSIG) a
TAIL DE-ICE FAIL CAS message appears. If either or both deice boots fail and it cannot be verified that there is no ice on
the tail, pilots should limit flaps to a maximum of 15°.
Tail deice operation is not possible when operating in emergency power. For this reason, a TAIL DE-ICE FAIL CAS message
is shown when in emergency power to alert the crew to system failure.
Icing conditions must be avoided if the tail deice system is inoperative.
◄BACK TOC NEXT►

®
Tail Deice System Schematic
◄BACK TOC NEXT►

®
WINDSHIELD ANTI-ICE
The windshield anti-ice system provides hot engine bleed air for anti-ice
protection of the windshield. As a backup to the bleed air anti-ice, an
alcohol deice system is provided for secondary protection. An external
rain removal system assists in removing rain from the windshield.
Components
Engine bleed air, discharged through nozzles in front of the windshields,
is the primary method for ice prevention and protects both windshields.
An automatic temperature controller maintains windshield bleed air

temperature as determined by cockpit control settings. The tempera-
ture controller receives inputs from two temperature sensors and the
position of the BLEED Switch. A dedicated heat exchanger, regulated by
the controller, cools bleed air delivered from the pylon precooler. Heat Windshield
from the exchange process is vented overboard below the fuselage, and
conditioned bleed air is directed through cockpit-controllable bleed air valves and onto the windshield through a series of
nozzles.
An alcohol system is available for backup protection of the pilot (left) windshield only, in the event that bleed air is unavail-
able. The alcohol backup system uses an aviation isopropyl alcohol-based fluid (TTI-I-735) and can operate for approxi-
mately 10 minutes. The system includes a 0.95 liter (1 quart) alcohol reservoir, electric pump, and a nozzle assembly.
◄BACK TOC NEXT►

®

The WINDSHIELD ANTI-ICE control group, located on
the lower left pilot instrument panel, contains all the
controls for windshield ice protection, including:
• A BLEED switch
• Two BLEED AIR knobs
• An ALCHOLOL switch
BLEED Switch Windshield Anti-Ice Controls

The BLEED switch controls windshield bleed air with three positions:
• HI – deenergizes the windshield bleed air shutoff valve solenoid, which permits the valve to open. This position acti-
vates the automatic temperature controller and allows hot engine bleed air to flow to the windshields at 280°F (138°C)
• OFF – energizes the windshield bleed air shutoff valve solenoid, closing the valve and terminating bleed air flow
• LOW – performs the same action as the HI position, but at lower bleed air temperatures at 260°F (127°C)
BLEED AIR Knobs

When the BLEED switch is set to HI or LOW, the LEFT and RIGHT BLEED AIR flow control knobs mechanically control the respective
left and right windshield bleed air valves. The knobs allow pilots to individually vary the volume of bleed air sent to the left and
right windshields. Clockwise rotation of either knob increases air flow, while complete counterclockwise rotation turns air flow off.
Pilots should normally fly with both BLEED AIR Selectors manually closed, and open them only when windshield bleed air is
desired. This practice minimizes the risk of hot bleed air damage to the windshields in the event of electrical power failure,
as the windshield shutoff valve will fail in the open position if power is lost.
◄BACK TOC NEXT►

®
ALCOHOL Switch
The ALCOHOL switch activates the spray system and has two positions:
• ON – discharges the alcohol fluid onto the outside of the pilot’s windshield.
Airflow forces the alcohol to spread across the windshield surface
• OFF – deactivates the alcohol system
An alcohol reservoir sight gauge, located in the right side nose compartment,
allows the pilots to check the fluid level.
Windshield Alcohol Reservoir Sight Gauge
◄BACK TOC NEXT►

®
Operation is independent of the normal temperature control system.

When icing conditions are expected or encountered, the If the temperature in the ducting exceeds 300°F (149°C),
pilots should activate the windshield anti-ice system. To the windshield PRSOV will automatically close and a W/S
activate the system, the windshield shutoff valves should AIR O’TEMP CAS message will appear. The W/S AIR O’TEMP
first be opened before turning the bleed air on to prevent message will also appear if the BLEED switch is set to HI or
excess pressure in the lines which can lead to system wear. LOW with the BLEED AIR knobs selected OFF or if the wind-
Open the shutoff valves by rotating the WINDSHIELD ANTI- shield PRSOV fails open with the BLEED switch OFF. This is
ICE BLEED AIR knobs clockwise to the desired setting. Then, due to activation of a 5 PSI pressure switch in the ducting.
set the BLEED switch to the LOW or HI position based on
ambient conditions. If the indicated ram air temperature If the AIR SOURCE knob is placed in the EMER position, the
(RAT) is warmer than -18°C (0°F) the LOW position should windshield bleed air shutoff valve will be opened regardless
be used. The HI position should be used if the RAT is -18°C of the BLEED switch setting to provide emergency pressur-
(0°F) or colder. ization air to cabin.
The air temperature controller maintains the appropriate air If the windshield bleed air anti-ice system fails and ice pro-
temperature to the windshield by regulating the amount of tection is needed, the backup alcohol system may be used.
ram air cooling flow through the windshield heat exchanger. Placing the ALCOHOL switch to the ON position will begin
The temperature is maintained at 280°F with the BLEED a continuous flow of alcohol through the six nozzles on the
switch in the HI position and 260°F in the LOW position. pilot’s windshield. A fully serviced reservoir is sufficient for
Normal system operation is indicated by an increase in air approximately 10 minutes of continuous operation.
noise as bleed air discharges from the nozzles.
Overheat protection of the windshield system is provided by

a bleed air temperature monitor unit. The overheat monitor
◄BACK TOC NEXT►

®
Windshield Anti-Ice System Schematic
◄BACK TOC NEXT►

®
Windshield Rain Removal

The windshield bleed air anti-ice system is typically adequate to remove rain from the windshield. However, if heavy rains
obstruct visibility, two manually operated doors are provided to help deflect water away from the windshield.
Components
The windshield rain removal system consists of:
• Two manually operated rain protection doors; one installed on each windshield
• RAIN-PULL T-handle
• Cabling and hardware
Operation
The rain removal doors are manually operated by pulling the RAIN-PULL T-handle located
below the WINDSHIELD ANTI-ICE controls on the pilot’s lower instrument panel.
For rain removal, the WINDSHIELD ANTI-ICE BLEED AIR knobs should be turned to MAX,
the RAIN-PULL T-handle pulled, and the BLEED switch placed to LOW. Open¬ing the doors
becomes increasingly more difficult at higher speeds and if windshield bleed air is already flow-
ing from the nozzles.
Applying an approved rain repellent agent to the windshield before flight can greatly enhance
the effectiveness of the rain removal system.
Rain Removal T-handle
◄BACK TOC NEXT►

®
SENSOR ANTI-ICE
The pitot tubes, static ports, angle-of-attack (AOA) vane, and engine TT2/PT2 sensors are electrically heated to prevent ice
formation. Ice on these sensors can cause unreliable flight instrument readings and possible system failure. A current sensor
monitors the heating element of each probe and displays CAS messages of any failures.
Components
The Air Data system relies on information from the 3 pitot tubes and 6 static ports to obtain accurate data. The pilot and
copilot pitot tubes are located on either side of the forward nose. The standby tube is located on the lower right side of the
fuselage aft of the copilot window. The static ports are located on the lower side of the fuselage below the pilot and copilot’s
windshields (3 per side). All tubes and ports incorporate heating elements to prevent blockage due to icing.
The AOA vane provides information to the stall warning system and is located just above and aft of the standby pitot tube.
The vane integrates a single heater element to ensure it remains free of ice.
A dual element TT2 sensor is installed on each engine to provide engine inlet temperature information to the FADEC. Each
sensor is equipped with a single element heater which also protects the pressure port connected to the PT2 sensor.
Pitot Tube Static Ports AOA Vane and Standby Pitot Tube PT2/TT2 Sensor Probe
◄BACK TOC NEXT►

®
Sensors Anti-ice System Schematic
◄BACK TOC NEXT►

®
PITOT STATIC switches

Two PITOT STATIC HEAT switches are located on the copilot’s lower left instrument panel, to the
right of the copilot Garmin Touchscreen Controller (GTC). The HEAT 1 switch enables electrical
power to the left side pitot tube and static ports and the standby pitot tube, while the HEAT 2
switch enables power to the right side pitot tube and static ports and the AOA vane heater.
TT2/PT2 Probe Control

There are no dedicated controls for the TT2/PT2 probes. The WING/ENG or ENG ONLY anti-ice
Pitot/Static Heat Switches
switch positions activate heaters for the TT2/PT2 probes. If electrical heating fails to either the PT2
or TT2 probe or if heat is still on when switched off, a T2 HEATER FAIL L and/or R CAS message
illuminates.
Operation
The pitot/static heat system should be turned on anytime the aircraft is airborne. If the pitot/static heat system is turned off
or is inoperative on the ground, a corresponding P/S COLD L, R and/or STBY CAS message will be presented. The message
changes to P/S COLD L, R and/or STBY if the aircraft is in the air or the throttles are advanced to the CRU detent with the
aircraft on the ground.
Pilots should limit ground operation of the pitot/static heat to two minutes to avoid damage to the heating elements. If the
heat has been on for two minutes, a P/S HEAT ON CAS message will illuminate.
◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
TOPI
ESDI
LOPI
ESI
EFI
EI
PITOT STATIC HEAT 2 switch is selected on but the sensor
AOA HEATER FAIL X X X
is not drawing electrical current.
Engine inlet temperature has not warmed up sufficiently
ENGINE A/I COLD L and/or R X X X X X X AIR within 2 minutes or the anti-ice switches are mis-matched
for >10 seconds.
Current is not flowing to the heater elements with the air-
P/S COLD L, R and/or STBY X X X craft in the air or on the ground with the throttles ≥ CRU
detent.
Pitot/static heat has been on for two minutes and the air-
P/S HEAT ON
craft is on the ground.
Current is not flowing to the sensor when the ENG ONLY or
T2 HEATER FAIL L and/or R X X X X WING/ENG anti-ice buttons are selected on or the buttons
are selected off and current is flowing.
◄BACK TOC NEXT►

®
Tail deice system has failed or boot inflation pressure

TAIL DE-ICE FAIL X X X does not maintain 16 PSI or the normal inflation cycle has
malfunctioned.
The tail deice system is on and the RAT is below -35°C or
TAIL DE-ICE ON X X X
the tail deice system is off and the boots are inflated.
The bleed air to the windshield has exceeded 300°F
W/S AIR O’TEMP X X X
(149°C) or the windshield PRSOV has failed open.
Wing leading edge temperature has not warmed up suf-
WING A/I COLD L and/or R X X X ficiently within 2 minutes or the anti-ice switches are mis-
matched for >10 seconds.
Wing leading edge temperature has exceeded 160°F
WING A/I O’TEMP L and/or R X X
(71°C).
Engine anti-ice is selected on, the aircraft is on the ground,
ENGINE A/I COLD L and/or R X X X X X X AIR and engine inlet temperature below a safe level for ice
protection.
ENGINE A/I ON Either engine anti-ice system has been selected on.
Pitot/static system is off or inoperative and the aircraft is
P/S COLD L, R and/or STBY X
on the ground.
Indicates the tail deice system has failed when the aircraft
TAIL DE-ICE FAIL
is operating in emergency power.
◄BACK TOC NEXT►

®
TAIL DE ICE ON X Tail deice system is selected on.

Wing anti-ice is selected on, the aircraft is on the ground,
WING A/I COLD L and/or R X X X and wing leading edge temperature below a safe level for
ice protection.
Either wing and engine anti-ice system has been selected
WING/ENG A/I ON X
on.
◄BACK TOC NEXT►

®
Ice and Rain Cockpit Locator
◄BACK TOC NEXT►

®
Notes
◄BACK TOC NEXT►

®
Ice and Rain Protection Quiz
1. The BLEED switch controls _____.

a. Balance of anti-ice air to the pilot and copilot windshields
b. Windshield anti-ice air flow rate
c. The proportion of cockpit to cabin bleed air
d. Windshield anti-ice air temperature
2. If a deice boot fails, pilots should _____.

a. Limit airspeed to 180 KIAS
b. Limit flaps to 15°
c. Limit TAIL DEICE operation to MANUAL
d. Check the service air system
3. The WING/ENG anti-ice switches activate the _____.
a. Wing anti-ice system

b. TT2/PT2 anti-ice system
c. Engine anti-ice system
d. All of the above
◄BACK TOC NEXT►

®
4. The alcohol system for windshield anti-ice protection should be used _____.

a. When bleed air is not available
b. In addition to bleed air
c. When both BLEED AIR knobs are turned to OFF
d. During high altitude flight
5. The engine inlet anti-ice system does not have _____.

a. A crossflow feature
b. An over-temperature sensor
c. Both (a) and (b)
d. Neither (a) or (b)
6. A TAIL DE-ICE ON CAS message indicates the tail deice system is on and

a. SAT is below -35°C
b. RAT is below -35°C
c. RAT is above 35°C
d. SAT is above 35°C
◄BACK TOC NEXT►

®
7. A WING A/I COLD message in flight could mean _____.

a. One anti-ice switch is selected and one is not
b. The AIR SOURCE Selector is in EMER
c. The anti-ice switches are in ENG ONLY
d. The wing temperature is too hot
8. Wing fuel is protected from bleed air heat by _____.

a. The wing PRSOV
b. Pylon ram air
c. Purge passage air
d. The crossflow valve
9. The automatic tail deice cycle inflates each boot for ____ and stops for ______

a. 12 seconds, 2 minutes
b. 12 seconds, 3 minutes
c. 6 seconds, 2 minute
d. 6 seconds, 3 minutes
◄BACK TOC NEXT►

®
Ice and Rain Protection Quiz Answers
1. d
2. b
3. d
4. a
5. c
6. b
7. a
8. c
9. d
◄BACK TOC NEXT►

13 Hydraulics

◄BACK TOC NEXT►

Citation CJ3+ 13 Hydraulics ProFlight Pilot Training
®
OVERVIEW
Hydraulic power for the CJ3+ is provided by two engine-
driven pumps and a single reservoir, operating as an open-
center system. Each pump supplies continuous hydraulic flow
whenever its respective engine is operating.
The system powers the landing gear, speedbrakes, and flaps

through a hydraulic loading valve. When an aircraft subsystem
is selected, the normally-open valve is commanded closed,
which increases hydraulic pressure to the required 1,500 PSI
for subsystem operation. The wheel brakes are also hydrauli-
cally powered but by a separate, independent system.
Most of the hydraulic system components are located in the

aft aircraft fairing, just behind the right wing trailing edge.
The system is serviceable through a service panel located on
the right aft fuselage.
Hydraulic System Components
Rev 1.1 - Sep2017 For Training Purposes Only. Hydraulics - 2

◄BACK TOC NEXT►

®
COMPONENTS
Reservoir
The hydraulic reservoir is installed aft of the right wing, under
the engine pylon. The reservoir capacity is 305 cubic inches,
however, with all subsystems activated the service capacity is
178 cubic inches. There are no cockpit indications to alert the
crew to a low hydraulic fluid level.
The reservoir is pressurized to 23 PSI by the service air sys-

tem to assure positive fluid flow and to reduce foaming. A
relief valve is located below the reservoir. The valve opens
at approximately 30 PSI to prevent excessive pressure in the
reservoir.
Servicing points are located below the reservoir, and a two-

window sight gauge contains markings for FULL and ADD
fluid levels. For normal operations, the lower gauge should
indicate full and the upper gauge should indicate approxi-
mately half full. The CJ3+ uses only MIL-PRF-83282, a syn- Hydraulic Reservoir
thetic hydro-carbon base, fire resistant hydraulic fluid.
Rev 1.0 - Jun2016 For Training Purposes Only. Hydraulics - 3

◄BACK TOC NEXT►

®
Engine Driven Pumps

A constant-flow (fixed displacement) hydraulic pump is
installed on each engine’s accessory gearbox. The pumps
operate whenever their respective engine is operating, and
are cooled by hydraulic fluid. Fluid is returned directly to the
hydraulic reservoir when subsystems – landing gear, speed-
brakes, and flaps – are not active.
Each pump can generate up to 3.25 gallons per minute (GPM)

of hydraulic fluid flow, although output varies with engine N2
turbine speed. Each pump is capable of handling all normal
system demands in the event of a single pump failure.
Hydraulic Firewall Shutoff Valves

A hydraulic firewall shutoff valve is installed in the supply line
between each hydraulic pump and the reservoir. The valves
are normally open, but can be closed from the cockpit in the Hydraulic Pump
event of a fire. The valves are energized by guarded left and
right ENG FIRE buttons located above the MFD, on either side of the AFCS Mode Controller.
Pressing a button in response to an engine fire indication will shut off the flow of hydraulic fluid from the affected side.
This action will illuminate the corresponding FIREWALL SHUTOFF L and/or R CAS message. Illumination of an FIREWALL
SHUTOFF L and/or R message indicates that there is a mismatch between the fuel and hydraulic valves.

◄BACK TOC NEXT►

®
Loading Valve
A solenoid-operated loading valve is spring-loaded to the open position and normally routes hydraulic pump output directly
to the reservoir return line. When an aircraft subsystem is selected, the solenoid energizes the valve to the closed position,
which increases pressure in the hydraulic lines to operate the selected subsystem.
Illumination of a HYD PRESS ON CAS message indicates that the system has pressurized. When the selected subsystem
operation is completed, the loading valve is deenergized and returns to the open position by spring forces. The hydraulic
lines depressurize and the HYD PRESS ON message extinguishes.
If the HYD PRESS ON message remains on for more than 40 seconds, the message changes to HYD PRESS ON. Prolonged
operation of the hydraulic system may result in overheating. A mechanical relief valve functions in parallel with the loading
valve to maintain system pressure at a maximum of 1,500 PSI.
If electrical power is interrupted, the loading valve fails to the open position.
Flow Switches
Each hydraulic pump line contains an electrical flow switch that senses pressure and activates the HYD FLOW LOW L and/or
R CAS message if pressure drops in the respective line. A check valve in the flow switch prevents backflow into the opposite
pump.
Fluid Filters
The hydraulic system contains two filters in the pressure side lines and two filters in the return side lines. The pressure side
filters are installed between the engine-driven pumps and the system manifold. The return side filters – a main system filter
and a landing gear filter – are installed between the reservoir and the system manifold.
◄BACK TOC NEXT►

®
Hydraulic System Schematic
Rev 1.1 - Sep2017 For Training Purposes Only. Hydraulics - 6

◄BACK TOC NEXT►

®
SERVICE ACCESS PANEL

A service panel on the aft right fuselage, behind the wing,
provides access for servicing and preflight inspection. The
panel provides access to the:
• Pressure and return ports

• Reservoir sight gauge
• Vent Valve
The hydraulic pressure and return lines are connected to the

flaps, speedbrakes, and landing gear by quick-disconnect
ports. A hydraulic mule can be connected to these ports for
testing these components and for servicing the reservoir.
A reservoir sight gauge is mounted on the outboard side of

the reservoir. It is marked with minimum and maximum fluid
service levels for proper servicing.
Hydraulic Access Panel
A manually operated, normally closed vent valve is used to release service air pressure prior to servicing the reservoir.
A drain mast, located on the underside of the aircraft below the hydraulic components, allow excess fluid to drain from the
aircraft.

◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
EMER
TOPI
ESDI
LOPI
ESI
EFI
Indicates inoperative or cavitated hydraulic pump(s) or
HYD FLOW LOW L and/or R X X X
other malfunction within the hydraulic system.
Hydraulic system has been pressurized for more than 40
HYD PRESS ON
seconds.
Only one of the fuel or hydraulic firewall shutoff valves is
indicating closed.
HYD PRESS ON Hydraulic system is pressurized.
Both fuel and hydraulic shutoff valves are indicating
FIREWALL SHUTOFF L and/or R X
closed.

◄BACK TOC NEXT►

®
Hydraulics Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Hydraulics Quiz
1. Normal hydraulic system operation is indicated by:

a. HYD PRESS ON CAS message
b. HYD PRESS ON annunciator
c. HYD PRESS ON CAS message
d. No cockpit indication is presented
2. The hydraulic loading valve is _____ when _____.
a. Closed, the engine-driven pumps are operating

b. Open, subsystems are being operated
c. Closed, no subsystem is being operated
d. Open, no subsystem is being operated
3. If an ENG FIRE button is pressed, a/an _____ CAS message illuminates if the fuel and hydraulic shutoff valves are
mismatched.
a. Red
b. Amber
c. White
d. Cyan

◄BACK TOC NEXT►

®
4. The hydraulic reservoir is located:
a. Under the engine pylon, behind the right wing

b. Under the engine pylon, behind the left wing
c. In the tail cone
d. In the nose compartment
5. The systems operated by the main hydraulic system include:
a. Landing gear, brakes, flaps, speedbrakes

b. Landing gear, flaps, speedbrakes
c. Landing gear, flaps, ground spoilers
d. Brakes only
6. If the hydraulic system remains pressurized for more than 40 seconds:
a. A HYD PRESS ON CAS message appears

b. A HYD PRESS ON annunciator illuminates
c. A HYD PRESS ON CAS message appears
d. No cockpit indication is presented

◄BACK TOC NEXT►

®
Hydraulics Quiz Answers
1. c
2. d
3. b
4. a
5. b
6. a

◄BACK TOC NEXT►

14 Landing Gear and Brakes

◄BACK TOC NEXT►

Citation CJ3+ 14 Landing Gear and Brakes ProFlight Pilot Training
®
OVERVIEW
The CJ3+ is equipped with hydraulic landing gear and
brake systems. An electronic antiskid feature in the brake
system monitors wheel speeds and adjusts brake pressure
to ensure safe, effective stopping.
A pneumatic backup system is provided for emergency

landing gear extension and wheel brake operation in the
event of a hydraulic or electrical system failure.
Landing Gear and Brakes System Components
Rev1.1 - Sep2017 For Training Purposes Only. Landing Gear and Brakes - 2
◄BACK TOC NEXT►

®
LANDING GEAR
Components
The main landing gear is a trailing link design with air-over-oil oleo struts. A hydraulic locking
actuator extends and retracts each main gear. A mechanical lock in each actuator holds the land-
ing gear in their down-and-locked position when extended. Uplock hooks, attached to the landing
gear wheel bays, hold the gear in their up-and-locked position when retracted. A door, mechani-
cally linked to the gear, moves with the gear and covers it when retracted (tire is not covered).
Main Landing Gear
Squat switches on each main gear sense whether weight is on or off the wheels. Any mismatch
(“miscompare”) between these switch signals will illuminate a WOW MISCOMPARE CAS message.
The nose landing gear utilizes an oil-over-air oleo design and a similar hydraulic locking
actuator as the main gear. The nose gear retracts forward and up into the nose, forward of
the pressure bulkhead. Like the main gear, the nose gear is held down with an internal lock
within the actuator and held up using an uplock hook. Three doors, attached to the nose
gear, cover the gear when retracted. When the gear is down, the forward two doors are
closed and the aft door remains open.
Nose Landing Gear
A back-up capability is provided for emergency gear extension in the event of a hydraulic or
electrical system failure. Its operation relies on gravity freefall and pneumatic pressure to ensure complete extension and
downlock of the landing gear. The system uses a single nitrogen storage bottle in the right nose baggage compartment that
provides enough gas to support both gear extension and emergency braking. The bottle has a capacity of 105 ± 5 cubic
inches and is precharged to a pressure of 1,800 to 2,050 PSI.
Rev 1.0 - Jun2016 For Training Purposes Only. Landing Gear and Brakes - 3
◄BACK TOC NEXT►

®

The LANDING GEAR control group is located on the pilot’s lower right instrument panel. The group includes a LANDING
GEAR Handle, for extension and retraction of the landing gear, four gear position annunciator lights, a HORN SILENCE but-
ton, and a red AUX GEAR CONTROL handle.
LANDING GEAR Handle

The LANDING GEAR handle energizes the extend or retract solenoid of the gear
control valve. The handle must be pulled out of a detent before moving it to the
GEAR UP or GEAR DOWN position.
The position of each main gear and the nose gear is indicated by a dedicated green
annunciator light. Each light illuminates only when the LANDING GEAR handle is
in the GEAR DOWN position and its corresponding gear is down and locked. Each
light is extinguished at all other times. If one or more of the landing gear is not
in the position commanded by the LANDING GEAR handle, the red UNLOCK light
illuminates. The red annunciator is extinguished when all landing gear are up and
locked or all landing gear are down and locked.
The Emergency Bus provides power to the gear control valve, gear position annun-
ciator lights, locking solenoid on the LANDING GEAR handle, and aural warning.
Landing Gear Controls
◄BACK TOC NEXT►

®
AUX GEAR CONTROL Handle

An AUX GEAR CONTROL handle is located on the bottom right of the LANDING GEAR control group. The auxiliary gear
control consists of two components: a manual release T-handle and a round gear blow down knob.
Aural Warning System

An aural warning is triggered when the gear are not down and locked and the following conditions exist:
• One or both throttles are retarded below 85% N2 and airspeed is below 130 KIAS, or
• The flaps are extended beyond 15°
The aural warning can be cancelled if the flaps are set at 15° or less. The aural warning cannot be cancelled if the flaps are
beyond 15° with the landing gear up.
◄BACK TOC NEXT►

®
Operation
Normal Gear Retraction

A locking solenoid deenergizes a spring-loaded plunger to its extended position on the ground to hold the LANDING GEAR
handle in the GEAR DOWN position and to prevent inadvertent landing gear retraction. The locking solenoid energizes to
retract the plunger when the left main gear squat switch moves to its inflight position. This safety feature cannot be over-
ridden, If the solenoid fails or loses power, the LANDING GEAR handle cannot be moved to the GEAR UP position.
The LANDING GEAR handle is pulled out of its detent and moved to the GEAR UP position to retract the landing gear. This
action energizes the retract solenoid of the gear control valve and directs hydraulic pressure to the retract side of each
gear actuator, extending the uplock hook actuators. The downlock mechanism in each actuator then releases and retraction
begins. The three green annunciator lights extinguish and the red UNLOCK light illuminates to indicate that the landing gear
are in transition.
A spring-loaded mechanical uplock hook in each wheel well catches an uplock roller on the gear trunnion and locks the gear
in the up position. A microswitch in the uplock assembly detects when the trunnion uplock roller is in lock. When all three
uplock microswitches are actuated, the gear control valve circuit is interrupted, hydraulic retract pressure is removed, the
valve returns to its neutral position, and the red UNLOCK light extinguishes.
Hydraulic retract pressure will continue as long as a landing gear position does not agree with the LANDING GEAR handle
setting.
◄BACK TOC NEXT►

®
Normal Gear Extension

The LANDING GEAR handle is pulled out of its detent and moved to the GEAR DOWN position to extend the landing gear.
This action energizes the extend solenoid of the gear control valve and directs hydraulic pressure to each uplock hook actua-
tor to disengage all three gear uplock hooks. Fluid then flows into the extend side of each gear actuator. A shuttle valve
in each main gear hydraulic line allows fluid from the retract side of the actuator to flow back to the extend side, which
improves gear free-fall capability and reduces pump demand during extension.
As each landing gear reaches its fully-extended position, a mechanical gear downlock engages and actuates a microswitch
to illuminate the corresponding green annunciator light. When all three downlock microswitches are actuated, the gear
control valve circuit is interrupted, hydraulic extend pressure is removed, the valve returns to its neutral position, and the
red UNLOCK light extinguishes. Hydraulic extend pressure will continue as long as a landing gear position does not agree
with the LANDING GEAR handle setting.
Both the maximum landing gear operating speed (VLO) and maximum landing gear extended speed (VLE) are 200 KIAS.
◄BACK TOC NEXT►

®
Landing Gear System Schematic
◄BACK TOC NEXT►

®
Emergency Gear Extension

In the event of a failure with the normal landing gear extension operation, the
emergency gear extension system may be used.
Before using the AUX GEAR CONTROL System, the LANDING GEAR handle
should be in the GEAR DOWN position and/or the Gear Control circuit breaker
should be pulled. This prevents any chance of energizing the gear hydraulic
system to the retract position. Pulling the red T-handle out and rotating 45°
manually disengages the uplock hooks and allows the gear to free fall. This
action also exposes the round knob behind the T-handle.
Pulling the blow down knob directs compressed nitrogen to pressurize each of
the three landing gear uplock release actuators and then, in sequence, to pres- Emergency Pneumatic Bottle Pressure Gauge
surize the extend side of the landing gear actuators. An emergency fluid dump
valve opens to allow any fluid remaining in the system to return to the reservoir. Do not attempt to retract the landing gear
after emergency extension, as the hydraulic lines now contain nitrogen.
Once all gear indicate down and locked, the blow down knob and AUX GEAR CONTROL handle may be reset to allow for
knee clearance.
The nitrogen bottle pneumatic pressure should be checked prior to each flight. A gauge in the right nose compartment
shows bottle pressure. The pressure should indicate in the green arc prior to departure.
◄BACK TOC NEXT►

®
BRAKES
Components
The aircraft uses a separate hydraulic system with an independent electric
pump, reservoir, and accumulator to operate the wheel brakes. Cockpit
brake pedals – the top ends of the rudder pedals – control brake pressure
via direct cabling. The system includes parking brake and emergency brake
capabilities.
The electric pump generates accumulator pressure and is powered any time
the LANDING GEAR handle is in the GEAR DOWN position and accumulator
pressure is below 975 ± 75 PSI. Electrical power is removed when accu-
mulator pressure reaches 1,500 +50/-20 PSI. The pump is equipped with
a removable fluid filter. Brake Components
The system reservoir is pressurized with service air. The reservoir is located in the right nose compartment and two sight
gauges, located on the aft wall of the nose compartment, indicate the reservoir fluid level.
The brake accumulator stores a reserve of hydraulic fluid to cushion brake system pressures and to ensure that fluid is
immediately available to the system. The accumulator is also located in the nose compartment and a gauge, located to the
left of the reservoir sight gauges, indicates system pressure.
◄BACK TOC NEXT►

®
The accumulator provides pressurized fluid to a brake metering valve. The metering
valve regulates hydraulic pressure from the reservoir to the brake assemblies as a
function of cockpit pedal input. Brake pressure is determined by whichever pedal
input – pilot or copilot – is greater, to a maximum of 1,000 PSI.
A parking brake inhibits aircraft movement while on the ground. A cockpit-con-

trolled parking brake valve sets check valves in each brake line to trap hydraulic
fluid pressure. The parking brake valve contains a pressure relief feature to accom-
modate thermal fluid expansion. The valve opens to relieve pressure in excess of
1,200 ± 50 PSIG but reseats to maintain a trapped pressure of at least 600 PSIG.
Emergency braking is available in the event of a failure in the main brake system. Power Brake Accumulator
The emergency brake system is independent of the brake hydraulic system and
relies on the same pneumatic pressure bottle used for emergency gear extension.
The bottle is capable of supporting both emergency gear and emergency brake
requirements. Dedicated pneumatic lines are routed from the emergency brake
valve to the brake shuttle valves.
Brake Fluid Reservoir Sight Gauges
◄BACK TOC NEXT►

®
Brake Pedals
The top (toe) ends of the rudder pedals are used for normal braking control from
the cockpit. Brake pedal deflection of either the pilot or copilot pedals is trans-
mitted to the metering valve via a set of cables connected to a mechanical mixer
device. Extension springs at the mixer device combined with internal springs in the
metering valve give the brake pedals “feel” to the pilot.
Brake Pedals
PARK BRAKE – PULL Knob

A PARK BRAKE – PULL knob is located below the pilot tilt panel, to the left of the control yoke. The handle
actuates the parking brake valve, located downstream of the antiskid control valve, and traps fluid in the
brake lines. A PARKING BRAKE HANDLE CAS message illuminates anytime the parking brake is set on the
ground. The message changes to PARKING BRAKE HANDLE if set in the air.
Parking Brake Knob
◄BACK TOC NEXT►

®
EMER BRAKE - PULL Handle

An EMER BRAKE - PULL handle is located below the pilot tilt panel, to
the right of the control yoke, and operates the emergency pneumatic
brake system. Pulling the EMER BRAKE handle increases brake pres-
sure in proportion to the pulling deflection applied to the handle.
If the LANDING GEAR handle is in the GEAR DOWN position and brake
system pressure is less than 900 +25/-50 PSI, a BRAKE PRESSURE
LOW message illuminates on the MFD, the MASTER CAUTION RESET
buttons flash and a chime sounds in the cockpit. The MASTER CAUTION
RESET lights cannot be reset while this condition exists. The emer-
gency brake system may be required when landing.
The power braking system is not available when operating on emer-

gency power. A BRAKE PRESSURE LOW CAS message is presented in Emergency Brake Pull Handle
this situation to alert the crew of the need to use emergency braking.
◄BACK TOC NEXT►

®
Operation Emergency Braking

The brake components are located behind panels in the nose When the EMER BRAKE handle is pulled, the pneumatic stor-
of the aircraft. As part of the preflight inspection, reservoir age bottle discharges compressed nitrogen equally to both
fluid level sight gauges and accumulator pressure gauge brake assemblies. Discharge pressure increases in propor-
should be checked. The reservoir lower gauge should indi- tion to the applied handle deflection, to a maximum pres-
cate full and fluid should be visible in the upper gauge during sure of 450 ± 50 PSI.
preflight. The accumulator gauge should read in the light
green arc when the system is unpressurized and in the dark When the spring-loaded handle is moved back in, brake pres-
green arc when pressurized. sure is reduced and the nitrogen in the brake lines is vented.
Therefore, pulling the EMER BRAKE handle out to a position
Normal Braking that provides the desired braking and holding it there will yield
The brakes are applied when either pilot applies pressure to the most efficient performance. Repeated movements of the
the top of the rudder pedals. The cabling system is designed handle can rapidly deplete the nitrogen supply.
so that inputs from one set of pedals do not cause the other
Pilots must not depress the brake pedals while applying the
set to move. Braking pressure is determined by whichever
emergency brake. Brake pedal inputs will disrupt shuttle
pilot applies the greater pedal force.
valve operation and allow nitrogen pressure to enter the
hydraulic lines.
The parking brake is set by pulling the PARK BRAKE knob and
can be done before or during brake pedal application. This Emergency braking does not provide antiskid or differen-
action sets check valves in the brake lines that trap existing tial braking capability. Excessive force on the EMER BRAKE
hydraulic pressure. Pressing the brake pedals will place addi- handle can cause the wheel brakes to lock, resulting in tire
tional pressure into the lines to augment the parking braking blowout. Each main gear wheel contains three thermal fuse
effect. Pushing the handle in will release the parking brake. plugs to release tire pressure in the event of a brake over-
temperature condition.
◄BACK TOC NEXT►

®
Brake System Schematic
◄BACK TOC NEXT►

®
ANTISKID SYSTEM
The antiskid system enhances braking efficiency and reduces land-
ing distances under all runway conditions. The system also provides
touchdown protection and locked wheel crossover protection.
Components
An Antiskid Control Unit interprets speed data from independent trans-
ducers on each main wheel. A skid or slip is indicated by the sudden
deceleration of one or both main tires on the runway. If a wheel speed
transducer detects a deceleration, it sends the data to the Antiskid
Control Unit. The unit computes the severity of the skid and sends a
compensating electrical signal to the corresponding antiskid control
valve to reduce brake pressure on the skidding wheel. The antiskid
control valves operate independently, so a single wheel skid results in
brake pressure reduction at the skidding wheel only.
Anti-Skid Control Wiring
Antiskid operation is automatic and cannot be controlled from the cock-
pit. If the system fails, an ANTISKID FAIL CAS message appears and the antiskid control valve is forced open to allow normal
braking. The system performs continuous integrity checks and displays any detected failures in the CAS window.
Operation
The antiskid system is designed to operate with maximum pilot-applied brake pressures. Pumping the brakes will introduce
false deceleration signals into the system, so the brakes should be applied smoothly for maximum effectiveness.
◄BACK TOC NEXT►

®
Touchdown Protection Antiskid System Testing

Touchdown Protection prevents the application of wheel The antiskid system performs continuous integrity checks of:
braking prior to wheel spin-up after landing. It is activated • The Antiskid Control Unit
when both main gear squat switches sense an AIR signal, • Regulated power to the Antiskid Control Unit
causing the Antiskid Control Unit to dump all brake pres- • The left and right wheel brake transducers
sure. This command remains active for three seconds after • The antiskid control valve circuit
weight-on-wheels is sensed or until wheel spin-up has • All squat switches
occurred (>59 knots). Under normal circumstances, wheel
spin-up occurs almost immediately after touchdown. A fault detected during continuous integrity checks will illumi-
nate an ANTISKID FAIL CAS message. Troubleshooting help is
Locked Wheel Crossover Protection available via the GTC Maintenance pages.
Locked wheel crossover is the inadvertent turning of the
An antiskid system self-test is initiated by:
aircraft due to differential braking under adverse runway
conditions. The Antiskid Control Unit protects the aircraft by • First power-up of the antiskid system
comparing both main wheel speeds to determine whether • Moving the LANDING GEAR Handle to the GEAR DOWN
one wheel is locked. If the speed of one wheel falls to less position
than 30% of the speed of the other, the unit commands the • Selecting Anti-skid from the GTC System Tests Menu
antiskid control valve of the slower wheel to dump brake
The self-test takes approximately six seconds on the ground,
pressure. This command continues until the speed of the
and is inhibited if wheel speed is greater than 15 ± 5 KTS.
slower wheel increases above the 30% threshold.
The self-test takes approximately three seconds in the air. A
self-test initiated from the System Tests Menu immediately illu-
Locked Wheel Crossover Protection is inactive at wheel
minates the ANTISKID FAIL message, which will clear after a
speeds below 15 KTS to allow for low speed taxiing.
successful test. A self-test initiated by other methods will only
display an ANTISKID FAIL message if the test fails.
◄BACK TOC NEXT►

®
Nosewheel Steering
Nosewheel steering is operated by cable linkages from the rudder ped-
als. Rudder pedals mechanically steer the nose gear to 20° either side
of center. Steering cables connect through a two-way spring to the
nose gear, which provides an additional 64° of nosewheel castering
when steering with differential braking.
Nosewheel steering is enabled whenever the nose gear is extended,

whether the aircraft is in flight or on the ground. On takeoff, even with
weight off wheels, the nosewheel steering remains engaged. During
retraction, the nose gear is mechanically centered.
For towing, ensure the flight control lock is disengaged and that nose-
wheel deflection does not exceed 95°. The steering attachment bolts
will shear beyond this limit, resulting in the loss of steering capability. Nose Wheel
If the control lock is engaged, towing beyond 60° may cause structural damage. If the steering attachment bolts shear
(indicated by loss of nosewheel steering with the rudder pedals), do not attempt to fly the aircraft, as the nosewheel may
not remain centered after takeoff. This is true even if the nose gear remains extended.
The nosewheel deflects with rudder pedal movement any time the gear is extended. During a crosswind landing, center the
pedals immediately before nosewheel touchdown.
◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
TOPI
ESDI
LOPI
ESI
EFI
EI
Antiskid system has failed or the BRAKE PRESSURE
ANTISKID FAIL X X LOW message is posted and the aircraft is on the
ground.
Brake pressure is under 900 PSI and either main gear
BRAKE PRESSURE LOW X X
is down and locked.
Parking brake handle is not fully released and the air-
PARKING BRAKE HANDLE X GND
craft is in the air.
WOW MISCOMPARE X X X The main gear squat switch signals don’t agree.
Indicates a failure of the power brake system when
BRAKE PRESSURE LOW
operating in emergency power.
Parking brake handle is not fully released and the air-
PARKING BRAKE HANDLE X X X AIR
craft is on the ground.
◄BACK TOC NEXT►

®
Landing Gear and Brakes Cockpit Locator
◄BACK TOC NEXT►

®
Notes
◄BACK TOC NEXT►

®
Landing Gear and Brakes Quiz
1. Once extended, the landing gear are held down with:

a. Hooks in the wheel wells
b. Squat switches
c. Hydraulic pressure
d. Mechanical gear locks
2. The pressure gauge for the back-up gear extension bottle is located in the:

a. Right main wheel well
b. Right nose baggage compartment
c. Cockpit center pedestal
d. Left wing trailing edge
3. The green LANDING GEAR annunciator lights will illuminate when the:
a. Handle is up and all gear are up and locked

b. Handle is up and the gear are in transit
c. Handle is down and all gear are down and locked
d. Handle is down and weight is on the wheels
◄BACK TOC NEXT►

®
4. A squat switch is located on:

a. The left main gear only
b. The right main gear only
c. The nose gear only
d. Both main gear
5. An illuminated BRAKE PRESSURE LOW CAS message could mean a _____.

a. Failed brake shuttle valve
b. Main hydraulic pump failure
c. Power brake system failure
d. Depleted emergency nitrogen bottle
6. An aural alert will sound if the landing gear are not down and locked and:

a. The throttles are above 85% N1
b. Anytime the airspeed is below 130 knots
c. The flaps are extended beyond 15°
d. Both B and C
◄BACK TOC NEXT►

®
7. Antiskid operation is degraded if the pilot _____.
a. Applies constant brake pedal pressure

b. Pumps the brake pedals
c. Pushes the brake pedals too hard
d. Applies the brakes too quickly after touchdown
8. Locked Wheel Crossover protection:

a. Prevents inadvertent turning due to differential braking
b. Dumps brake pressure to the slower wheel if it drops below 30% of the speed of the faster wheel
c. Prevents the application of wheel braking prior to wheel spin-up after landing
d. Both (a) and (b)
9. A PARKING BRAKE HANDLE CAS message indicates the parking brake is engaged and:

a. The aircraft is in the air
b. The parking brake valve has failed
c. Brake pressure is low
d. The aircraft is on the ground
◄BACK TOC NEXT►

®
Landing Gear and Brakes Quiz Answers
1. d
2. b
3. c
4. d
5. c
6. d
7. b
8. d
9. a
◄BACK TOC NEXT►

15 Flight Controls

◄BACK TOC NEXT►

Citation CJ3+ 15 Flight Controls ProFlight Pilot Training
®
OVERVIEW
Flight controls for the CJ3+ include primary and second-
ary systems. System safeguards comprised of control locks,
a rudder bias system, and stall warning system are also
installed.
Primary flight controls include the ailerons, elevators, and

rudder. The left aileron, both elevators, and the rudder are
equipped with electromechanical trim tabs that are con-
trolled by the pilots as desired.
Secondary flight controls include flaps and speedbrakes.
A control lock system is available to immobilize the primary

controls when on the ground. A takeoff warning system alerts
the pilots if the flight controls are not set properly before
takeoff. A rudder bias system aids the pilot in maintaining
directional control in the event of single-engine operation. A
stall warning system alerts the crew of an impending stall.
Flight Control System Components
Rev 1.2 - May2018 For Training Purposes Only. Flight Controls - 2

◄BACK TOC NEXT►

®
PRIMARY CONTROLS
The primary flight controls are operated with a conventional control yoke and rudder pedal arrange-
ment for the pilot and copilot. Control inputs are transmitted to the control surfaces through push
rods and cables. Primary flight controls can also be operated with an Automatic Flight Control
System (AFCS, or autopilot).
Ailerons
Ailerons are located on the outboard trailing edge of each wing and provide lateral aircraft con- Control Yoke
trol. Roll inputs from the control yokes and autopilot aileron servo are mechanically transmitted
to the ailerons through a three-cable loop system.
The control yoke wheels move to the left and right to generate aileron deflection. An autopilot
aileron servo is mechanically connected to the aileron cable system via a clutch, to transmit roll
commands from the autopilot. The servo engages the clutch when the autopilot is activated. When
the autopilot is engaged, either control yoke can manually override the aileron servo in the event
Aileron
of a servo runaway or jam.
Elevators
Elevators are located on the trailing edges of the horizontal stabilizer and provide aircraft control on
the lateral axis. Pitch inputs from the control yokes and autopilot elevator servo are mechanically
transmitted to the elevators through a cable loop system.
The control yokes move forward and aft to generate elevator deflection. An autopilot elevator servo
is mechanically connected to the elevator cable system via a clutch, to transmit pitch commands
Elevators
from the AFCS. The servo engages the clutch when the autopilot is activated.
Rev 1.1 - Sep2017 For Training Purposes Only. Flight Controls - 3
◄BACK TOC NEXT►

®
Rudder
The rudder is located on the trailing edge of the vertical stabilizer and provides yaw
control. Yaw inputs from the pilot or copilot rudder pedals and the autopilot rudder
servo are mechanically transmitted to the rudder through a three-cable loop system.
During ground operations, the rudder pedals control left and right nosewheel steer-
ing. Pressing the tops of the pedals activates the wheel brakes.
An autopilot rudder servo is mechanically connected to the rudder cable system via a
clutch, to transfer directional command inputs from the autopilot. The servo engages
the clutch when the autopilot is activated. When the autopilot is engaged, either set Rudder
of rudder pedals can manually override the rudder servo.
A spring-loaded latch on the inside of each rudder pedal can be used to adjust the
distance of the pedal from the cockpit seat. Pressing and holding the latch allows the
pilot to move the pedals to a forward, middle, or aft detent position, as desired.
Rudder Pedals

◄BACK TOC NEXT►

®
TRIM SYSTEMS
The trim systems adjust the aerodynamic characteristics of the ailerons, elevators, and
rudder. Trim tabs on the flight surfaces are mechanically operated from trim wheels on the
cockpit pedestal. An electrical elevator trim tab is operated from trim switches on the out-
board portion of either control yoke.
Components
Aileron Trim Tab
Control forces can be adjusted with the use of trim tabs on the:
• Inboard trailing edge of the left aileron

• Inboard trailing edges of the left and right elevator
• Trailing edge of the rudder
Each mechanical trim wheel is connected directly to its respective cable system loop. The
cable loop is attached to the trim tab actuator(s) to reposition the tabs based on cockpit Elevator Trim Tabs
inputs. Trim stops are fastened to the cable and hit stopping plates in the tailcone to restrict
their motion.
The electric elevator trim system is connected to the mechanical trim system in the tail-
cone. The electric trim actuator incorporates a clutch to disengage the actuator for manual
trimming.
Rudder Trim Tab

Rev 1.0 - Jun2016 For Training Purposes Only. Flight Controls - 5
◄BACK TOC NEXT►

®
Rudder Trim Wheel/Aileron Trim Knob

A rudder trim wheel and an aileron trim knob are located on the aft end of the center pedestal.
Turning either control positions cables that adjust the corresponding trim tab. Mechanical indi-
cators are located adjacent to each control to indicate the direction of trim change.
If the autopilot is engaged and larger than normal roll forces are required, a RETRIM L or R
WING DOWN CAS message will appear. The pilots must be cautious when disconnecting the
autopilot as large wheel forces will be present. Rudder and Aileron Trim Controls/Indicators
Elevator Trim Wheel

A manual elevator trim wheel is located on the left side of the center pedestal, oriented to show pitch
trim changes. The manual trim control positions a cable to adjust the two elevator trim tabs on the
horizontal stabilizer. A mechanical indicator at the top of the pedestal indicates the direction of trim
changes (NOSE UP or NOSE DOWN).
If the autopilot is engaged and larger than normal pitch forces are required, a RETRIM NOSE UP or
DOWN CAS message will appear. The pilots must be cautious when disconnecting the autopilot as
large column forces will be present. This message could indicate a pitch trim failure.
Elevator Trim Control/Indicator

◄BACK TOC NEXT►

®
Electric Elevator Trim Switch

A split-element trim switch on the outboard side of each control yoke operates the electri-
cal pitch trim system. For safety, both elements of the switch must be moved simultane-
ously to adjust the electric motor trim actuator in the tail cone. In the case of simultaneous
activation from both control yokes, pilot inputs override copilot inputs. Electrical pitch trim
adjustments are reflected on the same pitch trim indicator used for the mechanical wheel.
The electrical pitch trim system should be checked before flight by moving both elements
of the switch in both directions, and confirming that the elevator trim shows appropriate
changes.
Runaway or malfunctioning elevator trim can be interrupted by pressing and holding the
red AP TRIM DISC button on either control yoke, adjacent to the electric trim switch, and
pulling the PITCH TRIM circuit breaker on the left CB panel.
Operating the electric pitch trim switch disengages the autopilot. Pilots must not engage
the autopilot with an inoperable electric pitch trim system.
Electric Pitch Trim Switches

◄BACK TOC NEXT►

®
SECONDARY FLIGHT CONTROLS

Secondary flight controls include a single panel wing flap and upper and lower speedbrake panels on each wing. Cockpit
controls are located in the middle of the center pedestal. All secondary systems are electrically controlled and hydraulically
actuated.
FLAPS
Flaps are installed on the inboard trailing edge of each wing and enable safe
flight at slower approach and stall speeds.
Components
Each wing flap is powered by a hydraulic actuator. The hydraulic system load-
ing valve closes to supply pressure and a flap control valve opens to direct
fluid to the flap actuators. A ground position bypass valve is incorporated to
increase the flap extension rate upon selection of the 55° GROUND FLAPS
position. It works by bypassing restrictors in the flaps extend line that other-
wise regulate the flap rate.
An internal mechanical lock holds the flaps in the fully retracted (0°) position. Wing Flaps
Trapped hydraulic fluid holds the flaps in all other positions.

◄BACK TOC NEXT►

®
FLAPS Handle
Flaps are controlled with a FLAPS handle on the right side of the center pedestal. The handle has
four detent settings:
• UP (0°) – for normal flight

• TAKEOFF AND APPROACH (15°) – placard limited to 200 KIAS
• LAND (35°) – placard limited to 161 KIAS
• GROUND FLAPS (55°) – placard limited for ground use only
Selecting a flap position activates the hydraulic system loading valve to generate operating
pressure and illuminates a HYD PRESS ON CAS message. A flap control valve directs hydraulic
pressure to the flap actuators and moves the flaps to the handle-selected position.
If the GROUND FLAPS (55°) position is selected on the ground and both throttles are advanced
above 85% N2, a FLAPS > 35 CAS message will illuminate. If the flaps are placed in the
GROUND FLAPS position in flight, a FLAPS > 35 CAS message will appear.
Flaps Control/Indicator
FLAPS Indicator
A flap position pointer provides a mechanical position indication to the pilots. The pointer is mounted to a switch plate that
moves in conjunction with the interconnect cables to provide the position of the flaps.

◄BACK TOC NEXT►

®
Operation
The FLAPS handle requires the handle to be pushed or pulled to move it out of the detent positions in order to prevent
inadvertent position changes. Moving the flap handle out of the 15° detent position requires the lever to be pushed down. To
move the lever from the 35° detent to the 55° position, the handle must be lifted out of the detent before it can be moved.
This is to prevent inadvertent selection of the ground flaps.
The GROUND FLAPS position is not locked out in flight, but intentional selection when in the air is prohibited. The GROUND
FLAPS setting significantly increases drag and sink rate. Pilots should not exceed 140 KIAS in the event that GROUND FLAPS
are experienced inflight.
The flap control valve is powered through the Emergency Bus, which enables normal hydraulic operation in the event of a
dual generator failure. An electrical failure of the flap control valve, however, leaves the valve in a neutral position and the
current flap setting cannot be changed.
If a hydraulic system failure occurs when the flaps are retracted, they cannot be extended. If the flaps are extended when
the hydraulic failure occurs, the flaps remain in their last-selected position unless the FLAPS handle is moved. Once the
handle energizes the flap control valve, the flaps will blow up to a trail position.

◄BACK TOC NEXT►

®
Flaps System Schematic

◄BACK TOC NEXT►

®
SPEEDBRAKES
Speedbrakes provide increased descent rates in flight and increased
drag, for shorter landing rollouts, on the ground.
Components
Each wing is equipped with an upper and a lower speedbrake panel
just forward of the flap section. Each upper and lower set are con-
nected together by rods and a bellcrank and are driven by a single
actuator.
An internal mechanical lock holds the speedbrakes in the retracted

position. Trapped hydraulic fluid holds the speedbrakes in the
extended position.
A dump valve is incorporated into the system to prevent uninten-

tional extension by venting pressure to the hydraulic system return Speedbrakes
line. The dump valve also provides a redundant retraction path
allowing the extended speed brakes to be blown down to a trail position in the event of a control valve failure or a loss of
electrical power. The speed brake dump valve is energized to close only when an extend command is received, and it will
stay closed until are tract command is provided. A thermal relief valve protects the retract lines from excessive pressure
caused by increased fluid temperature. A check valve between the retract line and system return will maintain positive pres-
sure in the line against blown down speedbrakes or a decrease in fluid temperature.

◄BACK TOC NEXT►

®
SPEEDBRAKE switch
Speedbrakes are deployed with a SPEEDBRAKE switch located on the left side of the center ped-
estal. The toggle switch is guarded to prevent inadvertent activation and has only two positions –
EXTEND and RETRACT.
Placing the SPEEDBRAKE switch in the EXTEND position energizes the hydraulic loading valve to
build system pressure and illuminates the HYD PRESS ON CAS message. The speedbrake control
valve then energizes, directing pressure to move the panels.
When the speedbrakes are fully extended, the SPEED BRAKES EXTEND CAS message illuminates,
the hydraulic loading valve opens to relieve system pressure, and the HYD PRESS ON message
extinguishes. The control valve returns to neutral trapping hydraulic fluid to the actuators locking
the speed-brakes in the extended position.
Speedbrake Control Switch
The speedbrakes are automatically deployed when the FLAPS handle is set in the GROUND
FLAPS position. They automatically retract when the flaps are retracted from the 55° position.
If either throttle is advanced above 85% N2 when the speedbrakes are extended, the aircraft’s FADEC system commands
the speedbrakes to retract.

◄BACK TOC NEXT►

®
Operation
The speedbrakes can be extended with the dedicated SPEEDBRAKE switch or with the FLAPS handle in the 55° position.
The speedbrakes are retracted by placing the SPEEDBRAKE switch to RETRACT or advancing either throttle above 85% N2.
When operating on the emergency bus, the speed brakes cannot be extended. If the speed brakes were extended, and
operations reverted to the emergency bus, the speed brakes will blow to trail.
If a total hydraulic system failure occurs when the speedbrakes are retracted, they cannot be extended. If the speedbrakes
are extended when the hydraulic failure occurs, they remain extended until the SPEEDBRAKE switch is moved. Once the
switch energizes the control valve, the speedbrakes will blow to a trail position.

◄BACK TOC NEXT►

®
Speedbrake System Schematic

◄BACK TOC NEXT►

®
SYSTEM SAFETY FEATURES
CONTROL LOCK SYSTEM

The control lock system fixes the primary flight controls and both throttle levers in place
to prevent damage, due to winds, while on the ground.
A CTRL LOCK PULL T-Handle is located under the pilot’s panel. Pulling the handle out will
lock the primary flight controls in a neutral position and will lock both throttle levers in the
OFF position. To operate the control lock:
• First neutralize the primary flight controls with the control yoke and rudder pedals,
and move both throttle levers to the OFF position
• Rotate the CTRL LOCK PULL T-Handle 90° clockwise to the UNLOCK position and pull
the handle out until it stops
• Rotate the handle counter-clockwise to its original horizontal position and release
• Move the controls slightly to ensure that the locking mechanisms have engaged
• To unlock the flight controls and throttle levers, rotate the handle 90° clockwise, push
in, and rotate counter-clockwise until it returns to its original horizontal position. Control Lock T-Handle
The rudder control system locks the nosewheel. The nosewheel can be turned up to ± 60° from its center position during
ground towing, even with the nosewheel locked. The steering system may be damaged, however, if the tow bar deflects
beyond this angle.

◄BACK TOC NEXT►

®
TAKEOFF WARNING SYSTEM

A takeoff warning system is installed to alert the crew when certain flight controls are not set for takeoff. The system acti-
vates if any of following conditions exist:
• Flaps > 15°

• Speedbrakes are not retracted
• Parking brake handle is set
• Elevator trim is out of the takeoff range
A NO TAKEOFF CAS message appears when the system is activated. If the throttles are advanced beyond 85% N2, a NO
TAKEOFF CAS message replaces the white message and a “No Takeoff” voice alert will sound. The aural warning cannot be
silenced unless the aircraft is properly configured for takeoff.

◄BACK TOC NEXT►

®
RUDDER BIAS SYSTEM

The rudder bias system helps the pilot to maintain directional control in the event of asymmetric thrust from an engine failure.
The bias system is installed in parallel with the primary rudder system; the only common component is the rudder control
surface. The system functions automatically and uses bleed air to augment pilot rudder pedal forces.
Components
The rudder bias system consists of a solenoid-operated control valve, a pneumatic actuator, and pneumatic bleed air lines.
Dedicated lines from each engine supply bleed air to the control valve. The valve is operated with a solenoid and receives
electrical power via the RUDDER BIAS circuit breaker on the pilot CB panel. When energized by main DC electrical power,
the valve opens allowing bleed air to both sides of the actuators. When de-energized, the valve is closed and bleed air is
vented to ambient pressure.
Operation
The actuator operates a rudder bias arm assembly to drive the rudder control cables, including the autopilot servo. When
the control valve is powered to the open position, engine bleed air is routed through the pneumatic lines to each side of the
actuator. During normal operation, both engines generate equal thrust, bleed air pressures at both sides of the actuator are
balanced, and the actuator is in a neutral position.
If an engine loses thrust, a pressure differential is generated which causes the actuator to move the rudder toward the
engine that is supplying more bleed air. This additional rudder pressure compensates for reduced thrust and increased drag
on the inoperative engine side, helping the pilot to maintain directional control.
If electrical power is lost, the control valve fails to the closed position illuminating a RUDDER BIAS FAIL CAS message.
◄BACK TOC NEXT►

®
Rudder Bias System Schematic

◄BACK TOC NEXT►

®
STALL WARNING SYSTEM

The stall warning system is designed to alert the crew to an impending stall based on the airflow relative to the aircraft angle
of flight. The system is made up of a single Angle-of-Attack (AOA) vane, AOA indexer, AOA indicator, and a stick shaker.
AOA Vane
The AOA vane is mounted on lower right side of the fuselage, below and aft of the copilot
window. A stall transducer takes the AOA vane information, landing gear position, flap
position, and WOW input and computes a normalized angle of attack. This information is
sent for display on the PFD and AOA indexer.
AOA Indexer
The optional AOA indexer, if installed, is mounted on the center windshield post. The
AOA Vane
lights provide a “heads-up” display of the angle-of-attack. Full GREEN split ring illumina-
tion indicates that the AOA setting is on the landing target speed (0.6 on PFD AOA indicator). A RED
light signifies a speed below target. An AMBER light signifies a speed above target. The brightness of
the indexer lights gradually increases or decreases in proportion to the speed error.
AOA Indexer

◄BACK TOC NEXT►

®
AOA Indicator on PFD

AOA information is transmitted to the Garmin G3000 system to be processed and displayed on both
PFDs. An AOA scale is displayed below the airspeed tape and includes white, amber, and red ranges.
The amber arc begins at 0.70 on the ground and 0.75 in flight. The pilot can enable or disable the
indicator. There is also an Auto selection that will cause the indicator to appear when the landing gear
is down or the flaps are greater than 10°.
AOA Indicator
Low Airspeed Awareness Indication
A Low Airspeed Awareness (LAA) red barber pole is displayed along the airspeed tape for further indication
to the crew of low airspeed and an impending stall.
Low Speed Awareness

◄BACK TOC NEXT►

®
Stick Shaker
The stick shaker provides a tactile warning to the pilots of a possible stall con-
dition. As the name implies, when a high AOA is detected, the control column
will shake. A stick shaker motor is located behind the pilot control column.
Because the control columns are interconnected, shaking on the pilot side will
also cause the copilot side to shake.
Stall System Failure

Failure of the stall warning system is indicated by an AOA PROBE FAIL CAS
message. An amber “X” will be shown on the AOA indicator and the airspeed
indicator will be missing the red and amber low speed bands and the green on
speed indication. Stick Shaker Motor
Testing of the stall warning system is accomplished through the System Tests
menu on the GTCs. Refer to Chapter 2 – Crew Alerting System for more
information.
Stall Strip
A stall strip is installed on the leading edge of each wing. If the primary stall
detection system is inoperative, the stall strip serves as a backup. These will
cause the aircraft to buffet just prior to a stall alerting the crew to take action.
Stall Strip

◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
EMER
TOPI
ESDI
LOPI
ESI
EFI
At least one of the following flight controls are not set
for takeoff and the throttles are above 85% N2:
• Flaps > 20°
NO TAKEOFF X X X
AOA PROBE FAIL Stall warning system has failed.
ELEC PIT TRIM FAIL X X X Electric pitch trim has failed or a switch is stuck.
Flaps are extended beyond 35° and the aircraft is in
FLAPS > 35 X GND
flight.
RETRIM L or R WING DOWN X X Autopilot is using larger than normal roll force.
RETRIM NOSE UP or DOWN X Autopilot is using larger than normal pitch force.
RUDDER BIAS FAIL X X Rudder bias valve is closed.

◄BACK TOC NEXT►

®
Flaps are extended beyond 35° and the aircraft is on

FLAPS > 35 X AIR
the ground.
At least one of the following flight controls are not set
for takeoff and the throttles are below 85% N2:
• Flaps > 20°
NO TAKEOFF X X X
SPEED BRAKES EXTEND X Speed brakes are extended.

◄BACK TOC NEXT►

®
Flight Controls Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Flight Controls Quiz
1. Primary flight controls are operated using:
a. Fly-by-wire system
b. Push rods and cables
c. Hydraulic actuators
d. Electric actuators
2. Control movement of either yoke with the autopilot engaged will:

a. Leave the autopilot engaged
b. Disengage the autopilot
c. Override the aileron servo
d. Both (a) and (c)
3. Trim tabs are located on all of these surfaces except:

a. Inboard trailing edge of the left aileron
b. Inboard trailing edge of the right aileron
c. Inboard trailing edges of the elevators
d. Trailing edge of the rudder

◄BACK TOC NEXT►

®
4. A NO TAKEOFF message will change to a NO TAKEOFF message if the flight controls are not set for takeoff and:

a. In the air
b. Engines are started
c. Throttles are advance beyond 85%
d. Groundspeed increases above 25 knots
5. The rudder bias system will turn the rudder:
a. Toward the inoperative engine

b. Away from the engine supplying more bleed air
c. Away from the good engine
d. Toward the engine supplying more bleed air
6. Speedbrakes are held in the extended or retracted position by:
a. The hydraulic pump

b. Over-center arms
c. Mechanical detents
d. Trapped hydraulic pressure

◄BACK TOC NEXT►

®
7. In the event of a total hydraulic failure with the flaps extended, the flaps will:
a. Raise to the limit of the next mechanical detent lock

b. Raise to the full up position by spring-load action
c. Revert to a trail position
d. Remain in their last selected position
8. Runaway elevator trim can be interrupted by _____.
a. Pressing the electric pitch trim control switch

b. Pressing and holding the AP TRIM DISC button
c. Moving the pitch trim wheel in the opposite direction
d. Moving the throttles to idle
9. If both pilot and copilot activate their electric pitch trim switches, the _____ input takes priority.
a. Smaller command
b. Greater command
c. NOSE DOWN
d. Pilot

◄BACK TOC NEXT►

®
Flight Controls Quiz Answers
1. b
2. d
3. b
4. c
5. d
6. d
7. d
8. b
9. d

◄BACK TOC NEXT►

16 Lighting

◄BACK TOC NEXT►

Citation CJ3+ 16 Lighting ProFlight Pilot Training
®
OVERVIEW
The CJ3+ is equipped with lighting systems for the cockpit and
cabin, emergency exit, aircraft exterior, and baggage compart-
ments. Most systems are based on light emitting diodes (LEDs),
which produce little heat and have a long operation life.
Interior lighting includes both direct and indirect lighting sources Ice Detection Landing/Taxi
for the cockpit and cabin. Emergency exit lighting supports pas-
senger and crew egress in the event of an electrical power failure Nav Nav
or a high-impact landing.
Lights are installed on the aircraft exterior for navigation, wing ice
detection, collision avoidance, landing and taxi operations, and
tail logo visibility. Strobe Strobe
Beacon
Nose and tail baggage compartment lights aid in stowing and
removing bags and cargo.
Lighting systems are controlled from the cockpit instrument panel,

GTCs, cabin switch panels, and toggle switches in the baggage
compartments. Lighting is powered by the main DC electrical sys- Tail Logo Tail Logo
tems, although some lighting systems can be powered by the Light Light
Emergency Battery Bus when main DC power is not available.
Lighting System Components
Rev 1.3 - Jul2018 For Training Purposes Only. Lighting - 2

◄BACK TOC NEXT►

®
COCKPIT LIGHTING
Cockpit lighting includes illumination of the instrument panel, accessory control panels, and flight displays. These systems
are energized by main DC power through the Aft Junction Box (J-Box).
Cockpit lighting is managed from the DIMMING control group at the top center instrument panel, immediately above the
AFCS Mode Controller. Four rheostat knobs are placed between the pilot and copilot DISPLAY REV knobs:
• FLOOD LTS – Adjusts the brightness of the cockpit floodlights.

• PANELS – Adjusts the brightness of the instrument panel lights.
• DISPLAYS – Adjusts the brightness of the Primary Flight Displays (PFDs) and the Multifunction Display (MFD).
• TOUCH CONTROLS – Adjusts the brightness of the Garmin Touchscreen Controllers (GTCs).
Dimming Panel
Rev 1.0 - Jun2016 For Training Purposes Only. Lighting - 3

◄BACK TOC NEXT►

®
The switches are OFF in their full counterclockwise setting.

Turning the switches in the clockwise direction increases the
intensity of the corresponding light systems.
Photocells are integrated into the displays and GTC bezels to

automatically adjust brightness based on ambient lighting con-
ditions. The DISPLAYS and TOUCH CONTROLS knobs allow the
pilots to manually adjust brightness around this automatic set
point, as desired.
The PANELS knob is the master control for cockpit lighting.

Turning the PANELS knob clockwise, out of the DAY detent:
• Dims the instrument panel lights, ENGINE START buttons,

and LANDING GEAR position indicator lights.
• Illuminates the STARTER DISENG (starter disengage) but-
Map and Flood Lights
ton on the pedestal.
• Powers the rest of the DIMMING knobs.
• Powers the windshield ice detection lights.
Map lights are also available for each pilot. They are located on the overhead panel and controlled by individual MAP LIGHT
rheostats on the forward side of the left and right side consoles.
Rev 1.2 - May2018 For Training Purposes Only. Lighting - 4

◄BACK TOC NEXT►

®
CABIN LIGHTING
Cabin lighting systems include an entry light, overhead and aisle light-
ing, individual reading/table lights, lavatory lights, exit lights, and pas-
senger advisory message lights.
A passenger control panel is located at the top of the refreshment

center cabinet, behind the copilot seat. The panel contains five button
controls:
• ENTRY LIGHT – Operates the light and EXIT sign above the Passenger Control Panel
cabin entry door, passenger reading light and EXIT sign above
the emergency exit door, and two emergency exit lights on the right fairing.
• CABIN LIGHT – Operates the indirect cabin lighting and the cabin entry door lights. Functions as a three-way switch,
which is pressed to cycle between either function, both functions, or OFF.
• DIM – Gradually decreases the intensity of the indirect cabin lights as long as the button is pressed.
• BRIGHT – Gradually increases the intensity of the indirect cabin lights as long as the button is pressed.
• HOT LIQUID – Activates the refreshment center water heating system. The button turns green to indicate when the
water reaches the preset temperature.
The status of each system is indicated by the color of the backlit button face:
• Amber – off but available for selection

• Green – selected on
• Red – failed
◄BACK TOC NEXT►

®
Entry
A cabin entry light is located in the center of the cabin door entry area. The light can be
controlled from an entry lights button at the left side of the cabin door or from the main
passenger control panel.
Pressing either ENTRY LIGHT button illuminates:
• Entry light
• A passenger reading light
Entry Light Button
• Emergency EXIT signs
• Right lavatory (escape hatch) light
The entry lights receive power from the hot battery bus so that they can illuminate entry to
the cabin as long as the battery is connected. The lights contain a timing circuit and extin-
guish automatically after ten minutes of operation.
Overhead and Dropped Aisle
Two rows of LED lights extend the full length of the cabin overhead for interior illumination. Cabin Lights
This lighting is augmented by a row of dropped LED lights that extend along each side of
the aisle. The light illuminate by pressing the CABIN LIGHT button on the passenger control
panel.
Reading/Table
Reading and table lights are located above each cabin seat. Buttons mounted adjacent to each
overhead light control the reading light and the table light, respectively.
Reading Light

◄BACK TOC NEXT►

®
Aft Lavatory
A light over the toilet and another over the aft emergency exit illuminate the aft lavatory area.
These lights can be activated from dedicated switches, overhead reading/table light switches,
or the Entry Switch Panel. The Entry Switch Panel overrides the dedicated switches.
Lavoratory Lights
Passenger Advisory
A backlit NO SMOKING / FASTEN SEATBELT sign is located near the ceiling at the aft end of the cabin.
A PAX SAFETY switch, located on the copilot’s lower left instrument panel, controls these signs. Placing
the switch to the SEAT BELT position will illuminate the FASTEN SEATBELT side of the sign. Placing the
switch in the PAX SAFETY position activates the FASTEN SEATBELT sign, the NO SMOKING sign, and all
emergency EXIT signs.
Passenger Advisory Switch
Passenger Advisory Indications
Rev 1.2 - May2018 For Training Purposes Only. Lighting - 7

◄BACK TOC NEXT►

®
EMERGENCY EXIT LIGHTING

Emergency exit lighting illuminates the interior and exterior of the aircraft along the prescribed overwing escape path.
If normal DC power fails, the system is powered by two emergency bat-
tery packs in the aft and forward cabin area. Main DC power charges
the battery packs and Main Junction Box circuit breakers protect battery
integrity.
The following lights are part of the emergency exit lighting:
• Dropped aisle lights

• Cabin entry light
• Emergency EXIT signs Emergency Lights
• Two exterior (right wing) overwing lights
Emergency exit lighting is controlled with the EMER LIGHTS switch, located in the ELECTRICAL POWER
control group on the left side of the pilot instrument panel. Three positions can be selected with the
toggle switch:
• OFF – Extinguishes all emergency lights and illuminates an EMER LTS NOT ARMED CAS message.
• ARMED – Extinguishes all emergency lights until they are activated by a 2-G switch or when the
PAX SAFETY switch is turned on.
• ON – Illuminates all emergency lights.
Emergency Lights Switch

◄BACK TOC NEXT►

®
EXTERIOR LIGHTING
Exterior lighting enhances aircraft visibility for both flight and ground operations. All of the exterior lights on the CJ3+ are
the LED type. The exterior lights are controlled by switches located on the copilot’s lower left instrument panel and through
the Exterior Lights page on the GTCs.
Exterior Lights Switch Panel GTC Exterior Lights Page

◄BACK TOC NEXT►

®
Beacon
A red flashing beacon light is installed at the top of the vertical stabilizer for safety dur-
ing taxiing. The beacon is controlled by buttons on the Exterior Lights page of the GTC. If
Normal is selected, the beacon will automatically activate whenever the engines are run-
ning. They may also be manually selected On or Off.
Beacon
Navigation and Anti-collision
Red (left) and green (right) navigation lights are mounted
on each wingtip. Each assembly includes an aft-facing
white position light and a flashing anti-collision light. The
navigation lights are controlled through the Exterior Lights
page of the GTC. The anti-collision lights are activated by
an ANTI-COLL LIGHT switch.
Left Nav/Anti-collision Lights Right Nav/Anti-collision Lights

◄BACK TOC NEXT►

®
Landing/Taxi
Landing/taxi lights are installed on the belly fairing, forward of the
wing spar. These two lights are operated by a single switch.
• RECOG/TAXI LT – Activates the lights at approximately 50%

intensity
• LANDING LIGHT – Activates the lights at the full brightness
level
The landing/taxi lights can also be controlled by a pulse light sys-

tem controlled through the Exterior Lights page of the GTC.
• ON – Arms the automatic light pulsing feature. The landing/

taxi lights are extinguished until a Traffic Alert and Collision
Avoidance System (TCAS) advisory causes the lights to pulse.
• OFF – Deactivates the pulse light system.
Landing/Taxi Lights
The pulse light system requires the selection of the RECOG/TAXI LT
switch position. If the switch is placed to the LANDING LIGHT position, the lights will stop pulsing and remain illuminated.
Rev1.1 - Sep2017 For Training Purposes Only. Lighting - 11

◄BACK TOC NEXT►

®
Tail Logo
Tail logo lights are located on the underside of the left and right horizontal stabilizers and
illuminate both sides of the vertical stabilizer. The lights are controlled through the Exterior
Lights page of the GTC.
Tail Logo Light

Ice Detection
A wing inspection light is installed on the left fuselage, forward of the left wing, to assist
with visual inspection for wing icing. The light illuminates the outboard portion of the left
wing leading edge. A WING INSP LT switch activates the light.
Ice Detection Light

◄BACK TOC NEXT►

®
BAGGAGE LIGHTING
The nose and tailcone baggage compartments are equipped with LED lighting to assist in
loading operations.
A single nose compartment light is located in the compartment ceiling. A switch is located
next to the light and is accessible only from the left side of the aircraft.
The tail compartment has a single light located in on the left sidewall of the compartment. Nose Baggage Light
The light is controlled by a toggle switch on the inside forward edge of the baggage door
frame.
If the lights in either compartment are not extinguished with the toggle switch, they will
automatically extinguish when the compartment doors are closed.
Tail Baggage Light
Tailcone Light Switch

◄BACK TOC NEXT►

®
CAS Messages:
Inhibits
GND/AIR
EMER
TOPI
ESDI
LOPI
ESI
EFI
EMER LTS NOT ARMED X X X The EMER LIGHTS switch is selected OFF

◄BACK TOC NEXT►

®
Lighting Cockpit Locator

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

®
Lighting Quiz
1. Most aircraft lighting utilizes:
a. Compact fluorescent
b. LED
c. Incandescent
d. Halogen
2. When main DC power is not available, only the cockpit flood lighting system will be in use and this system is powered
by the:
a. Aft junction box

b. Battery packs
c. Emergency Battery Bus
3. Most cockpit lighting is controlled by _____ located on the _____:
a. Switches; pilot’s lower left instrument panel

b. Rheostats; pilot’s lower left instrument panel
c. Rheostats; top of the instrument panel
d. Switches; top of the instrument panel
Rev1.1 - Sep2017 For Training Purposes Only. Lighting - 17

◄BACK TOC NEXT►

®
4. Most cabin lighting is controlled via:
a. A passenger control panel at the refreshment center

b. Individual controls at each passenger seat
c. A digital master control panel
d. Switches in the cockpit
5. An indication that the emergency lights are not armed is presented by:
a. An EMER LTS NOT ARMED CAS message

b. A light next to the EMER LIGHTS switch
c. The emergency lights flashing
d. There is no indication
6. If the beacon light is selected to Normal, the beacon will activate when the:
a. Battery switch is turned ON

b. Engines are running
c. Airspeed increases above 15 knots
d. The pilot yells “CLEAR”

◄BACK TOC NEXT►

®
7. When the EMER LIGHTS switch is set to ARMED, emergency lights activate automatically when
a. The BATTERY Switch is set to EMER

b. The 2-G switch is triggered
c. The PAX SAFETY switch is turned on
d. Both (b) and (c)
8. Wingtip light assemblies contain all of the following except:
a. Position lights
b. Navigation lights
c. Anticollision lights
d. Taxi lights
9. Enabling the pulse light system is accomplished:
a. Automatically anytime the LANDING LIGHT switch position is selected

b. Using the STROBE LIGHT switch
c. Using the GTC
d. Pressing the PULSE LIGHT button on the overhead panel

◄BACK TOC NEXT►

®
Lighting Quiz Answers
1. b
2. c
3. c
4. a
5. a
6. b
7. d
8. d
9. c

◄BACK TOC NEXT►

17 Preflight Inspection

◄BACK TOC NEXT►

Citation CJ3+
17 Preflight Inspection ProFlight Pilot Training
®
OVERVIEW
After the first flight of each day, the Preflight Inspection may be omitted except for items marked with a “+”. (Fuel Tank
Caps and Engine Oil Quantity/Filler Cap need not be checked unless system(s) were serviced.) External inspections with
flaps down may be conducted at intervals deemed appropriate by the pilot.
Rev 1.0 - Jun2016 For Training Purposes Only. Preflight Inspection - 2

◄BACK TOC NEXT►

Citation CJ3+
®
PRELIMINARY EXTERIOR INSPECTION

◄BACK TOC NEXT►

Citation CJ3+
®
1. Engine Covers (4) 2. Pitot Covers (3) 3. Static Wick Covers (7)
REMOVE REMOVE REMOVE
4. Main Battery (Tailcone) 5. External Power

CONNECT DISCONNECT

◄BACK TOC NEXT►

Citation CJ3+
®
COCKPIT/CABIN INSPECTION
If operating from or to extreme cold surface temperatures below -10°C, refer to AFM Section III, Operating Information,
COLD WEATHER OPERATIONS.

◄BACK TOC NEXT►

Citation CJ3+
®
3a. Emergency Exit

1. Documents/Manual/Charts 2. Required Equipment SECURE/CLEAR/
CHECK ABOARD ON BOARD/SERVICED LOCK PIN REMOVED/COVER IN PLACE
3b. Seats/Belts 3c. Life Vests (if required) 3d. Door Entry Lights
UPRIGHT/OUTBOARD/CONDITION STOWED OFF
Rev 1.1 - Sep2017 For Training Purposes Only. Preflight Inspection - 6

◄BACK TOC NEXT►

Citation CJ3+
®
5a. Masks
3e. Exit Placards 4. Portable Fire Extinguishers TEST/100% SELECTED/
SECURE SERVICED/SECURE PROPERLY STOWED
5b. Smoke Goggles

(if installed) 5c. Oxygen Control Valve Selector 6. Interior Master Switch
STOWED NORMAL NORMAL

◄BACK TOC NEXT►

Citation CJ3+
®
7. Circuit Breakers 9. Battery Switch

8. Battery Disconnect Switch
IN ON
DISCONNECT
10. Battery Disconnect Switch 11. External Power 12. Pitot Static Heat Switches
NORMAL CONNECT ON/30 SECONDS/OFF

◄BACK TOC NEXT►

Citation CJ3+
®
13a. Exterior Lights 13b. Passenger/Safety Lights 13c. Emergency Lights

ILLUMINATED ILLUMINATED ILLUMINATED
13d. Glareshield Ice Detect Lights 14. Rain Handle 15. Control Lock
ILLUMINATED PUSHED IN UNLOCKED

◄BACK TOC NEXT►

Citation CJ3+
®
16. Aux Gear Control Handle 17. Landing Gear Handle 18. Fuel Quantity
PUSHED IN GEAR DOWN AS REQUIRED/BALANCED
19. Elevator Trim 20. Flap Handle 21. Throttles 22. Aileron/Rudder Trim
SET FOR TAKEOFF AGREES WITH FLAP POSITION OFF POSITION TRIM TO NEUTRAL

◄BACK TOC NEXT►

Citation CJ3+
®
HOT ITEMS/LIGHTS
During inspection, make a general check for security, condition, and cleanliness of the airplane and components. Check
particularly for damage; fuel, oil, and hydraulic fluid leakage; security of access panels; and removal of keys from locks.

◄BACK TOC NEXT►

Citation CJ3+
®
1. Left and Right Static Ports 2. L,R and Standby Pitot Tubes 3. Landing Lights
CLEAR/WARM CLEAR/HOT BOTH ON
4. Angle of Attack Vane/Case 5. Beacon 6. Emergency Exit Light

FREE/HOT ON/FLASHING ON

◄BACK TOC NEXT►

Citation CJ3+
®
7. R Navigation/Strobe Lights 8. Tail Navigation Light

ON ON
9. L Wing Inspection/Navigation/Strobe Lights 10. Lights/Battery Switches

ON OFF

◄BACK TOC NEXT►

Citation CJ3+
®
LEFT NOSE

◄BACK TOC NEXT►

Citation CJ3+
®
1. Baggage Door 2. Nose Gear/Doors/Wheel/Tire

SECURE/LOCKED CONDITION/SECURE

◄BACK TOC NEXT►

Citation CJ3+
®
RIGHT NOSE/FORWARD FUSELAGE

◄BACK TOC NEXT►

Citation CJ3+
®
1. Windshield Alcohol Reservoir 2. Gear/Brake Emegency Pneumatic

Sight Gauge Pressure Gauge 3. Oxygen Pressure
FLUID VISIBLE GREEN ARC VERIFY PER PLACARD
4. Power Brake Accumulator Charge 5. Brake Fluid Reservoir Sight Gauges 6. Baggage Door
DARK GREEN/LIGHT GREEN ARC FLUID VISIBLE SECURE/LOCKED

◄BACK TOC NEXT►

Citation CJ3+
®
7. Sat Probe 8. Oxygen Blowout Disc 9. Overboard Vent Lines

CONDITION GREEN CLEAR
10. Landing Light 11. Top/Bottom Antennas

CONDITION CONDITION/SECURE

◄BACK TOC NEXT►

Citation CJ3+
®
RIGHT WING/AFT FUSELAGE

◄BACK TOC NEXT►

Citation CJ3+
®
1. Wing Leading Edge Vent/Exhaust 2. Fuel Quick Drains 3. Main Gear Door/Wheel/Tire
CLEAR DRAIN/CHECK CONDITION/SECURE
4. Engine Air Inlet 5. Engine Fan Duct/Fan 6. Engine TT2 Probe

CLEAR CHECK CONDITON

◄BACK TOC NEXT►

Citation CJ3+
®
7. Generator Cooling Air Inlet 8. Pylon Inlet 9. Emergency Exit

CLEAR CLEAR SECURE
10. Stall Strip 11. Heated Leading Edge 12. Fuel Tank Vent
CONDITION/SECURE CLEAR CLEAR

◄BACK TOC NEXT►

Citation CJ3+
®
13. Fuel Filler Cap 14. Static Wicks 15. Aileron/Flap/Speedbrakes

SECURE CHECK CONDITION
17. Air Conditioning Exhaust/

16. Hydraulic Reservoir Lower Antenna/Drains
CHECK CONDITION/CLEAR

◄BACK TOC NEXT►

Citation CJ3+
®
RIGHT NACELLE

◄BACK TOC NEXT►

Citation CJ3+
®
4. Oil Filter Differential

1. Engine Anti-Ice Exhaust 2. Engine Fluid Drains 3. Generator Cooling Air Exhaust Pressure Indicator
CLEAR CLEAR CLEAR NOT EXTENDED
5. Oil Level 6. Filter Cap/Access Door 7. Engine Exhaust/Bypass Ducts 8. Precooler Exhaust
CHECK SECURE CONDITION/CLEAR CLEAR

◄BACK TOC NEXT►

Citation CJ3+
®
EMPENNAGE

◄BACK TOC NEXT►

Citation CJ3+
®
1. R Horizontal Stabilizer Deice Boot 2. R Horizontal Stabilizer/Elevator/Trim Tab 3. Rudder/Trim Tab

CONDITION CONDITION/POSITION SECURE
6. L Horizontal Stabilizer/
4. Static Wicks 5. Vortex Generators Elevator/Trim Tab 7. L Horizontal Stabilizer Deice Boot
CHECK CHECK CONDITION/POSITION CONDITION

◄BACK TOC NEXT►

Citation CJ3+
®
AFT COMPARTMENT

◄BACK TOC NEXT►

Citation CJ3+
®
3. Equipment/Junction Box
1. Fire Bottle Pressure Gauge 2. Junction Box Circuit Breakers Access Doors 4. Aft Compartment Baggage
CHECK PER PLACARD IN SECURE SECURE
5. Aft Compartment Light 6. Aft Compartment Access Door 7. External Power Service Door 8. Battery Cooling Intake/Vent Lines
OFF SECURE/LOCKED SECURE CLEAR

◄BACK TOC NEXT►

Citation CJ3+
®
LEFT NACELLE

◄BACK TOC NEXT►

Citation CJ3+
®
1. Precooler Exhaust 2. Engine Exhaust/Bypass Ducts 3. Engine Fluid Drains 4. Generator Cooling Air Exhaust
CLEAR CONDITION/CLEAR CLEAR CLEAR
5. Oil Level 6. Filler Cap/Access Door 7. Oil Filter Differential Pressure Indicator 8. Engine Anti-Ice Exhaust
CHECK SECURE NOT EXTENDED CLEAR

◄BACK TOC NEXT►

Citation CJ3+
®
LEFT WING

◄BACK TOC NEXT►

Citation CJ3+
®
1. Flap/Speedbrakes/
Aileron/Trim Tab 2. Static Wicks (3) 3. Fuel Tank Vent 4. Fuel Filler Cap
CONDITION/SECURE CONDITION CLEAR SECURE
5. Heated Leading Edge 6. Stall Strip 7. Engine Air Inlet 8. Engine Fan Duct/Fan
CONDITION/EXHAUST CLEAR CONDITION/SECURE CLEAR CHECK

◄BACK TOC NEXT►

Citation CJ3+
®
9. Engine TT2 Probe 10. Generator Cooling Air Inlet 11. Pylon Inlet
CONDITION CLEAR CLEAR
12. Main Gear Door/Wheel/Tire 13. Fuel Quick Drains (5) 14. Wing Leading Edge Vent/Exhaust
CONDITION/SECURE DRAIN/CHECK CLEAR

◄BACK TOC NEXT►

Citation CJ3+
®
FUSELAGE LEFT SIDE

◄BACK TOC NEXT►

Citation CJ3+
®
1. Wing Inspection Light 2. Landing Light 3. Cabin Door Seals

CONDITION CONDITION CHECK

◄BACK TOC NEXT►

18 Weight and Balance

◄BACK TOC NEXT►

Citation CJ3+
18 Weight and Balance ProFlight Pilot Training
®
OVERVIEW
Structural or flight performance considerations drive virtually all airplane weight limitations. The single exception is the
Zero Fuel Weight, which is established to limit total wing bending loads. While load calculations apply only to the airplane,
operational factors such as runway length, field elevation, and environmental conditions can also limit takeoff and landing
weights.
Flight stability requirements determine balance limitations of airplane loading. The horizontal stabilizer balances the moment
between the center of gravity (CG) and the center of lift (CL). Because the horizontal stabilizer can generate only a limited
amount of lift, the range of allowable CG values is also limited.
Pilots should consult the Cessna

Citation CJ3+ Airplane Flight
Manual (AFM) for their specific air-
craft configuration to ensure the
use of appropriate data and tables.
Note that it is the pilot’s responsi-
bility to ensure that the airplane is
loaded within the weight and bal-
ance limits prescribed in the AFM.
Rev 1.0 - Jun2016 For Training Purposes Only. Weight and Balance - 2
◄BACK TOC NEXT►

Citation CJ3+
®
DEFINITIONS
• Basic Empty Weight – Empty airplane weight plus engine oil, unusable fuel, and installed optional equipment
• Basic Operating Weight – Basic empty weight plus the crew and their bags
• Center of Gravity (CG) – The point at which all of weight of an object is considered to be concentrated
• Fuselage Station (FS) – Longitudinal distance from the reference datum to any point within the aircraft. The reaction
arm (A)
• Landing Weight – Zero fuel weight plus fuel load at landing
• MAC – Mean aerodynamic chord. Chord of an imaginary airfoil which has the same force vectors as those of the actual
wing
• Moment – The tendency of a force to cause rotation. Equal to an object’s weight times its reaction arm (W x A = M)
• Payload – Weight of occupants, baggage, cargo, and cabinet contents that are not part of the basic empty weight
• Ramp Weight – Zero fuel weight plus total fuel onboard, including taxi fuel
• Reference Datum – The plane from which all reaction arms are measured.
• Takeoff Weight – Zero fuel weight plus fuel load at takeoff (minus taxi fuel)
• Useful Load – The difference between the maximum design taxi weight and the basic empty weight. Includes payload,
usable fuel, and other usable fluids not included as operational items
• Zero Fuel Weight – Basic operating weight plus payload
◄BACK TOC NEXT►

Citation CJ3+
®
AIRPLANE LOADING
The Cessna Corporation provides all necessary weight and bal-
ance data to compute individual loadings at time of delivery. The
basic empty weight (BEW) and moment of the airplane at the
time of delivery are shown on the basic empty weight and bal-
ance Form. All subsequent changes in airplane weight and bal-
ance are the responsibility of the airplane owner and/or operator.
◄BACK TOC NEXT►

Citation CJ3+
®
Load Planning
The primary purpose of load planning is to determine that the air-
plane and its contents are within certified limits of weight and bal-
ance for both takeoff and landing.
Because cabin configurations vary across aircraft models and owner

installation desires, it is essential that you understand your aircraft
configuration prior to beginning the weight and balance planning
process, and that you use the correct tables and charts of the AFM.
Note that while US units (pounds and inches) are used in this les-
son, the AFM also includes all tables and data in metric units.
Section 6 of the AFM contains the data needed to calculate weight

and balance for a specific mission configuration. Section 6 includes
a weight and balance loading form to assist with calculations and is
used for the examples in this lesson. Other methods are available
for use, such as electronic calculation tools. However, all CJ3+ pilots
are expected to have a working knowledge of the manual calcula-
tion process discussed in this chapter.
◄BACK TOC NEXT►

Citation CJ3+
®
Maximum takeoff weight is limited by the most restrictive of:
• Maximum certified weight (structural) – 13,870 pounds

• Maximum weight permitted by climb requirements
• Maximum weight permitted by takeoff field length
Takeoff weight may be further limited by obstacle clearance requirements of a departure runway or procedure. It can also
be limited by the landing weight restrictions at the destination.
Maximum landing weight is limited by the most restrictive of:
• Maximum certified weight (structural) – 12,750 pounds

• Maximum weight permitted by climb requirements or brake energy limits
• Maximum weight permitted by landing field length
◄BACK TOC NEXT►

Citation CJ3+
®
Landing weight may be further limited by obstacle clearance require-

ments of a missed approach procedure or a flap malfunction.
The planning data in Section 6 includes information about load weights

and moments for:
• Occupants – Includes both flight crew and passengers. Cabin seat

locations are mapped to specific fuselage stations
• Baggage and cabinet contents
• Fuel - Fuel must be converted from gallons to pounds (which is a
function of density)
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
Center of Gravity (CG) Limits

The minimum and maximum moments approved for the airplane by
the FAA correspond to the forward and aft CG flight limits (with landing
gear down) for a specific total airplane weight.
◄BACK TOC NEXT►

Citation CJ3+
®
LOADING EXAMPLE
A Weight and Balance Loading Form will be completed in this section for a typical CJ3+ flight mission.
You’re the pilot. You weigh 170 pounds and your copilot weighs 190 pounds.
• You’ll be carrying five passengers. Their weights are 180, 180, 210, 140, and 170 pounds and they’ll be placed in seats
3 – 7, respectively.
• The chart case contains 10 pounds, the refreshment center has 60 pounds, the evaporator cabinet has 25 pounds, and
the toilet cabinet has 5 pounds
• You’re carrying 40 pounds of cargo in the nose compartment and 480 pounds of cargo in the aft baggage compartment
• Your total fuel load for this flight is 4,000 pounds
• Your flight will require a fuel burn of 2,900 pounds
◄BACK TOC NEXT►

Citation CJ3+
®
1. Determine the weight and moment of your payload columns of the weight and balance computation form.
The pilot and copilot always occupy seats 1 and 2. Other
passengers are seated according to their preference, pilot Your worksheet calculations show a Payload Weight of 1,850
assignment, or according to the Cessna seating charts. pounds and a moment (actually, MOM/100) of 4,732.4 inches.
These results are used to complete the load planning on the
Moment (MOM) is simply the weight of the passenger (or right side of the Weight and Balance Computation Form.
cargo item) x the arm (M = W x A). Moments can be found
by direct multiplication or from the Cessna charts. 2. Find the Basic Empty Weight (BEW) and Moment
for your specific airplane in the aircraft records.
Note that, by convention, the moment is divided by 100 for For this example, the BEW will be 8,185 pounds and the
U.S. units (by 1000 for metric units) to make the numbers Moment (MOM/100) will be 25,021.6 inches.
shorter and easier to work with. The arm of seat 4, for
example, is 205.4 inches. If the passenger assigned to that If you like, you can calculate the basic empty weight CG
seat weighed 180 pounds, the moment (MOM) would be by dividing the Moment (not the MOM/100, which is just
205.4 inches x 180 pounds or 36,972 in.-lb. However, tables a notation convenience) by the weight. In this example,
will show a MOM/100 value of 369.7. Always be aware of 25,021.6/8,185 = 305.7.
which units you’re dealing with.
3. Transfer the Payload Weight and Moment from the
You can enter actual passenger weights (preferred) for your left side of the weight and balance computation Form to the
calculations or you can use an average weight for all passen- PAYLOAD on the right side.
gers (e.g., 170 pounds each).
4. Add the BEW (8,185 pounds) and Payload Weight
Using the input values listed earlier, the total Payload Weight (1,850 pounds) to find the Zero Fuel Weight (ZFW) of
and Moment are found by adding up the weight and moment
◄BACK TOC NEXT►

Citation CJ3+
®
10,035 pound and enter it into the form. Note that ZFW can- 7. Enter the taxi fuel and MOM/100 values in the LESS
not exceed 10,510 pounds. FUEL FOR TAXIING line of the form by interpolating from the
Fuel Loading Table.
Add the airplane moment (25,021.6 in.-lb., from the aircraft
records) and the payload moment (4732.4 in.-lb.) and enter the 8. To find the Takeoff Weight and Moment, first subtract
sum (29,754.0) into the form as the Zero Fuel Weight Moment. 200 pounds for taxi fuel, which yields a takeoff weight of
13,835 pounds. Note that the takeoff weight cannot exceed
Divide the ZFW moment (29,754.0 in.-lb.) by the zero fuel 13,870 pounds. Then, subtract the taxi fuel moment of 620.1
weight (10,035 pounds) to find the Zero Fuel Weight CG from 42,162.3 to obtain a MOM/100 value of 41,542.2 in.-lb.
of 296.5 inches. Again, remember to use MOM, and not
MOM/100 in your calculation. The Takeoff Weight CG is calculated as 41,542.2/13,835=
300.3 inches.
5. Next, add the total fuel load of 4,000 pounds to the
form. Using the fuel loading table, the MOM/100 for 4,000 9. Next, check the CG for this configuration by entering the
pounds is 12,408.3 in.-lb. center-of-gravity limits table. At the left, move up to 13,835
and then move to the right until you intersect your calcu-
6. The ramp Weight is simply the sum of the total fuel lated Takeoff Weight Arm of 300.3 inches. If you’re within
load and the Zero Fuel Weight. 10,035 + 4,000 = a Ramp the depicted envelope, the CG is acceptable; if you’re not,
Weight of 14,035 pounds. Note that ramp weight cannot you must move cargo or passengers, or change the fuel load
exceed 14,070 pounds. and recalculate your CG until it falls within the envelope.
The Ramp Weight Moment is 29,754.0 + 12,408.3 =
Although the takeoff planning portion is complete, you also
42,162.3 in.-lb. and the Ramp Weight CG is 42,162.3/14,035
have to ensure that your flight profile and load result in an
= 300.4 inches.
acceptable landing weight and CG.
◄BACK TOC NEXT►

Citation CJ3+
®
10. Your flight requires a projected fuel burn of 2,900 pounds. In

order to find the moment, you must take the fuel onboard (4,000)
minus the taxi (200) and fuel burn (2,900) to determine the fuel
remaining (900). The moment of the fuel remaining (2,823.6) is sub-
tracted by the moment of the fuel onboard (12,408.3) minus the taxi
fuel moment (620.1) giving you a fuel burn moment of 8964.6. The
reason for these extra steps is because the fuel burn is not linear.
11. Subtract the weight and moment of the fuel required from the
takeoff weight and moment to determine the Landing Weight and
Moment. 13,835 – 2,900 = a Landing Weight of 10,935 pounds, and
41,542.2 – 8,964.6 = 32,577.6 in.-lb. Note that the landing weight
cannot exceed 12,750 pounds.
Using the same method as before, the Landing Weight CG is cal-

culated as 32,577.6/10,935 = 297.9 inches.
Entering the center-of-gravity Diagram again on the left at 10,935

(10.9) and moving to the right until intercepting the Arm value of
297.9 inches shows that the Landing CG for this example is also well
within acceptable limits. You’re done.
◄BACK TOC NEXT►

Citation CJ3+
®
ADDING OR REMOVING WEIGHT
If the calculated CG is not within acceptable limits, the pilot must either change or relocate occupants, cargo, or fuel. If the
choice is to add or remove weight, a simple formula can be used to determine the effect of this action on CG:
Or, put in a more useful way:
◄BACK TOC NEXT►

Citation CJ3+
®
This formula and the weight shifting formula below permit rapid “what if” decisions regarding the results of different load-
ing options.
Using the data from the loading example, let’s remove the 210 pound passenger, let them wait for another flight, and see
what happens to the CG.
We’re removing 210 pounds and, because we’re interested in changing the CG for takeoff, we’ll work with a takeoff weight
= 13,835 pounds. The New Total Weight is 13,835 – 210 = 13,625 pounds.
The old CG is the original Takeoff Weight Arm (since we’re interested in Takeoff performance) = 300.3 inches. The pas-
senger was originally placed in Seat 5, which has an Arm of 245.7 inches.
The difference is 300.3 – 245.7 = 54.6 inches. This sounds like a big CG difference, but the formula is scaling that result
by the ratio of passenger weight and total weight. Because the weight is removed forward of the airplane Takeoff CG, the
new CG will also move forward.
Plugging in the formula gives:
If your original CG for this takeoff weight had been 305.00 inches, the weight reduction would bring the airplane loading
into acceptable limits.
◄BACK TOC NEXT►

Citation CJ3+
®
SHIFTING WEIGHT
If the calculated CG is not within acceptable limits and the pilot chooses to relocate contents, another simple formula can
be used to determine the effect of this action:
Put in a more practical form:
◄BACK TOC NEXT►

Citation CJ3+
®
Using data from the loading example, let’s move the 210 pound passenger in seat 5 back to seat 8 to see what happens to
the CG.
We’re shifting 210 pounds and, because we’re interested in changing the CG for takeoff, we’ll use a total weight = Takeoff
Weight
We’re shifting the weight a distance equal to the difference between the seat arm values. The seat 5 arm is 245.7 inches
and the seat 8 Arm is 293.0 inches, so we’re moving the weight 293.0 – 245.7 = 47.3 inches. Because we’re moving the
passenger aft, the CG will also move aft (i.e., will result in a CG increase).
Plugging in the formula gives:
So if you’re original CG at this takeoff weight had been 298.0 inches, the weight shift would bring the airplane loading into
acceptable limits.
◄BACK TOC NEXT►

Citation CJ3+
®
Notes
◄BACK TOC NEXT►

Citation CJ3+
®
Weight and Balance Quiz
1. What would the new payload moment (MOM/100) be if this mission were being conducted as a single pilot (you) flight?
a. 4,246.4 in.-lb.
b. 5,218.4 in.-lb.
c. 4,774.9 in.-lb.
d. 4,542.2 in.-lb.
2. Your business passengers ask you to load 160 pounds of marketing (paper) materials. You put them in the nose baggage
compartment. How will this change your total payload moment (MOM/100)?
a. 148 in.-lb. increase

b. 148 in.-lb. decrease
c. 118.4 in.-lb. increase
d. 118.4 in.-lb. decrease
3. Your fuel log shows a loading of 1850 pounds. What moment value will you use for your loading calculations?
a. 5386.5 in.-lb.
b. 5,761.3 in.-lb.
c. 6432.5 in.-lb.
d. 6321.3 in.-lb.
◄BACK TOC NEXT►

Citation CJ3+
®
4. What would the new payload moment (MOM/100) be if the passengers in seats 3 and 5 were removed and 120 pounds
of cargo were added to the aft baggage compartment?
a. 4865.9 in.-lb.
b. 5,120.6 in.-lb.
c. 4,344.2 in.-lb.
d. 3846.7 in.-lb.
5. If you depart at maximum takeoff weight, how much fuel must you burn to before reaching maximum landing weight?
a. 1,520 pounds
b. 920 pounds
c. 1,320 pounds
d. 1,120 pounds
6. How far would the takeoff CG shift in the example problem if you moved the nose compartment cargo to the aft bag-
gage compartment?
a. 1.2 inches aft

b. 1.2 inches forward
c. 0.76 inches aft
d. 0.76 inches forward
◄BACK TOC NEXT►

Citation CJ3+
®
7. Your takeoff weight is 13,500 pounds and your CG is 297 inches. How far must you shift the CG to meet required limita-
tions for departure?
a. 0.5 inches aft

b. 1 inch aft
c. 1.5 inches aft
d. No shift required; you’re within limits
8. How far would the takeoff CG shift in the example problem if you removed the passenger in seat 7?
a. 0.02.inches forward
b. 0.08 inches forward
c. 0.02 inches aft
d. 0.08 inches aft
9. What two factors must be combined to obtain Zero Fuel Weight?
a. Basic empty weight plus all fuel

b. Takeoff weight minus payload
c. Ramp weight plus taxi fuel
d. Basic empty weight plus payload
◄BACK TOC NEXT►

Citation CJ3+
®
Weight and Balance Quiz Answers
1. a
2. c
3. b
4. c
5. d
6. a
7. c
8. d
9. d
◄BACK TOC NEXT►

19 Performance

◄BACK TOC NEXT►

Citation CJ3+ 19 Performance ProFlight Pilot Training
®
OVERVIEW
The CJ3+ is a part 23 commuter category airplane but meets the performance requirements of part 25 transport category.
Part 25 performance requirements include minimum and maximum speeds, takeoff and landing distances, as well as takeoff
and landing profiles.
Performance planning is calculated using a combination of charts and tables in the Aircraft Flight Manual and Flight Planning
and Performance Manual. Takeoff and landing performance data are found in Section IV – PERFORMANCE of the Airplane
Flight Manual (AFM). Climb, cruise, and descent performance data are found in the Flight Planning and Performance Manual
(PM).
Other tools, such as CESNAV calculators and the Takeoff and Landing Data (TOLD) system built into the Garmin G-3000
avionics, provide a fast and convenient alternative to the paper method. No matter the method used, pilots must ensure all
performance requirements are met for safe flight.
AFM Data Cessna Calculators
Rev 1.0 - Jun2016 For Training Purposes Only. Performance - 2

◄BACK TOC NEXT►

®
DEFINITIONS
Takeoff Decision Speed (V1) – The speed at which the pilot may elect to stop or continue the takeoff in the event of an
engine failure. If engine failure occurs at V1, the distance to continue the takeoff to a height of 35 feet will not exceed the
usable takeoff distance, nor will the distance to stop the airplane exceed the accelerate-stop distance. V1 must not be less
than VMCG or greater than VR.
Rotation Speed (VR) – The speed at which rotation is initiated to attain takeoff performance.
Takeoff Safety Speed (V2) - This climb speed is the actual speed at 35 feet above the runway surface as demonstrated
in flight during takeoff with one engine inoperative. V2 is maintained until clear of obstacles to produce the minimum gross
climb gradient of 2.4% for two engine aircraft. V2 must not be less than 1.2 times the stalling speed, less than 1.1 times
VMCA, or less than VR.
Accelerate-Go Distance – The horizontal distance required for an aircraft to accelerate from brake release to V1, recog-
nize an engine failure, and continue the takeoff to a height of 35 feet above the runway surface.
Accelerate-Stop Distance – The horizontal distance required for an aircraft to accelerate from brake release to V1, rec-
ognize an engine failure, and come to a complete stop.

◄BACK TOC NEXT►

®
Takeoff Field Length (TOFL) – The greatest of the following distances:
• Accelerate-Go. The horizontal distance along the takeoff path, from the start of the takeoff to the point at which the
airplane is 35 feet above the takeoff surface. During the takeoff run, the aircraft must be accelerate to V1, at which
point the critical engine becomes inoperative for the rest of the takeoff
• Accelerate-Stop. The distance required to accelerate to V1, abort the takeoff, and come to a complete stop with maxi-
mum braking applied at V1
• 115% of the horizontal distance along the takeoff path, with all engines operating, from the start of the takeoff to a
height of 35 feet above the runway surface
Gross Climb Gradient – The gradient the airplane is capable of achieving, given ideal conditions.
Net Climb Gradient – The gross climb gradient reduced by 0.8% during the takeoff and enroute phase. This adjustment
is required by FAR 25 for determining terrain clearance to allow for variability of actual performance.
Landing Approach Climb Speed (VAPP) - The airspeed (1.3 VS1) with the approach flap position, landing gear up.
Landing Approach Speed (VREF) – The airspeed equal to the landing 50-foot point speed (1.3 VSO) with the landing flap
position and landing gear extended.
Landing Distance – The distance from a point 50 feet above the runway surface to the point at which the airplane would
come to a full stop on the runway.
Rev 1.1 - Sep2017 For Training Purposes Only. Performance - 4

◄BACK TOC NEXT►

®
TAKEOFF PLANNING
Takeoff performance calculations can be performed with table data in the Airplane
Flight Manual (AFM), with the CESNAV CPCalc software available for purchase from
Cessna, or using the takeoff performance data built into the Garmin G-3000 suite.
Information on the use of the CPCalc software may be found in Supplement 1 of the
AFM. Information about the G-3000 Takeoff and Landing Data (TOLD) system can
be found in the AFM and guidance on its use is found in the G3000 Pilot’s Guide.
Cessna CPCalc GTC Takeoff Data Takeoff Data Pane

◄BACK TOC NEXT►

®
CJ3+ AFM Takeoff Planning

◄BACK TOC NEXT►

®
Takeoff Performance Data

CJ3+ takeoff performance data is located in Section IV of the AFM under the PERFORMANCE, TAKEOFF tab.
Before using the AFM data, the first thing that must be considered is the desired gross weight and the airport information,
including the active runway and gradients, altitude, temperature, winds, icing conditions, and obstacles along flight path.
Takeoff charts are available for flaps 0° or 15° as well as anti-ice on or off. Care should be taken to use the appropriate
chart for the aircraft configuration.
The pilot should check the Maximum Takeoff Weight Permitted by Climb Requirements to determine if the gross
weight must be adjusted to meet the minimum climb requirements for Part 23 commuter category aircraft.
Charts to calculate takeoff field length and takeoff Vspeeds are available for dry, wet, and water/slush/snow/ice covered
runways.
If taking off from a dry runway, only the dry data must be considered. However, for a wet runway both the wet AND dry
data must be considered the longer of the two should be used. If the dry data is longer for a wet runway, the pilot should
still use the wet runway Vspeeds.
If the runway is determined to be contaminated, the pilot should calculate the dry runway data and use this information in
the adverse condition charts.
It’s important to not forget to adjust the required takeoff length and V1 speed for runway gradient. This is done using sepa-
rate charts.
◄BACK TOC NEXT►

®
CLIMB REQUIREMENTS Reference Zero – The point in the takeoff flight path when
the aircraft is 35 feet above the runway surface and at the
Climb requirements should be considered before any depar-
end of the required takeoff distance.
ture but especially if terrain or obstacles are major factors.
Climb performance data are located in Section IV of the AFM First Segment Climb – Begins at 35 feet above the run-
under the PERFORMANCE, CLIMB tab. way and ends at the point where the landing gear are fully
In the event of an engine failure, it’s important to ensure retracted. The gross climb gradient must be positive, with-
obstacle clearance and adjusted level off altitude due to out ground effect, with one engine inoperative and the other
weight, temperature, and winds. The Single-Engine engine operating at takeoff thrust.
Takeoff Flight Path charts give the takeoff climb increment Second Segment Climb – Begins at the end of the first
(TCI) level off altitude and the horizontal distance to climb segment (completion of gear retraction), and ends at a
through the various phases (1st, 2nd, and 3rd segments). height of at least 1,500 feet AGL or a safe altitude. The
Climb gradient charts provide the percentage climb gra- gross climb gradient must be at least 2.4% (1.6% net) for
dient achievable for various conditions under single engine two engine aircraft, with one engine inoperative and the
operations. These charts should be used to ensure obstacle other engine operating at takeoff thrust. Minimum airspeed
clearance can be maintained when departing the airport for the second segment is V2.
environment after an engine has failed.
Takeoff Climb Increment (TCI) – Altitude increment
Multi-engine climb gradient charts are also available so that that must be added to the airport barometric altitude to
it can be verified that published departure procedure climb obtain the level-off altitude.
gradients can be maintained.
Rev 1.1 - Sep2017 For Training Purposes Only. Performance - 8

◄BACK TOC NEXT►

®

◄BACK TOC NEXT►

®
ENROUTE PLANNING
Enroute performance planning can be accomplished using table data in the Flight Planning and Performance Manual, with
the CESNAV EOM software available for purchase from Cessna, or using other third party software applications. The Flight
Planning and Performance Manual presents climb, cruise, driftdown, descent, holding, and gear down operations data.
Climb
Climb performance is based on a maximum continuous climb thrust setting
on both engines, gear and flaps up, speed brakes retracted, and anti-ice
systems OFF. The Performance Manual also contains separate climb perfor-
mance data for anti-ice systems ON.
Table data for time, distance, fuel and rate-of-climb used to any given altitude
is based on the climb starting at sea level. If the climb is initiated at some
other altitude, planners must find the data at the initial altitude and at the final
altitude and calculate the difference for each parameter to obtain the proper
values for the climb. The tables allow for fuel burn off in the climb. Therefore,
the weight at the start of the climb should be used for calculation. CJ3+ Flight Planning and Cessna EOM
Performance Manual
For step climbs, data is based on climbing directly to the highest attainable
altitude (as shown in the step climb weight tables), cruising at the altitude until the desired weight is achieved, and then
climbing to the desired altitude or the next step altitude, per the weight table.
Pilots should consult the buffet onset chart under the Section IV, PERFORMANCE, STANDARD CHARTS tab of the AFM to
ensure adequate maneuvering margins during the climb.
◄BACK TOC NEXT►

®
Cruise
The Performance Manual contains table data for various combinations of fan speeds, weights, temperatures, altitudes, and
winds. Both two-engine and single-engine tables provide the information needed to calculate fuel required, flight duration,
and specific range for the cruise portion of a flight profile.
Pilots can obtain a significant improvement in range by reducing thrust to maintain a constant indicated airspeed (IAS)
as the airplane weight decreases. However, the best range improvement results from decreasing thrust to fly a constantly
decreasing IAS as airplane weight decreases, per values shown in the data tables.
The percentage changes in fuel flow and specific range are based on flying the same mach number with the anti-ice systems
ON or OFF. The maximum allowable fan speeds with anti-ice systems ON are presented on each chart for each altitude. Only
fan speeds equal to or lower than these values can be used.
Single-engine specific range data are included in the perfomance manual for use in the event of an enroute engine failure.

◄BACK TOC NEXT►

®
Drift Down
Drift down is a descent profile that should be followed in the event of an enroute engine failure. Drift down tables are con-
tained in the performance manual and include time, distance, fuel, and final altitude information for various aircraft weights
and atmospheric conditions. Profiles are based on:
• Setting the operating engine to climb throttle position (MCT detent)

• Holding the table-specified drift down speed at engine failure
When the final table-specified altitude is reached, the pilot should set the throttle to a cruise position and consult the
Performance Manual single-engine cruise tables.
Descent
The Performance Manual contains time, distance, and fuel required for both a normal descent of 2,000 feet per minute
(FPM) and a high speed descent of 3,000 FPM. Data is shown for a descent to sea level. To obtain performance requirements
for descents to other altitudes, planners must treat the final altitude as a separate “initial” altitude. Then, generate time,
distance, and fuel for each profile. Finally, calculate the difference to find the proper information.
Descent data is based on controlling fan speed to obtain the fuel flows, airspeeds, and rates of descent rates in the tables.
Aircraft configuration is assumed to be gear and flaps up, speed brakes retracted, and anti-ice systems OFF or ON. Descents
begin at MMO -10 KTS.
Holding
Information about holding fuel is presented in the Performance Manual, in pounds per hour, for various aircraft weights and
altitudes. The data is based on a nominal holding speed with gear and flaps up and speedbrakes retracted.
◄BACK TOC NEXT►

®
LANDING
Landing performance calculations can be completed with table data in the AFM, with the Cessna CPCalc software, or the
G-3000 TOLD system data.
Landing Performance Data

CJ3+ landing performance data is located in Section IV of the AFM under the PERFORMANCE, LANDING tab.
Before using the AFM data, the first thing that must be considered is the estimated gross weight at the destination and
airport information, including the active runway and gradients, altitude, temperature, winds, icing conditions, and obstacles
along flight path.
The pilot should check the Maximum Landing Weight Permitted by Climb
Requirements or Brake Energy Limits to determine if the gross weight must be
reduced by burning fuel prior to landing.
Charts to calculate landing distance and landing Vspeeds are available for dry, wet,
and water/slush/snow/ice covered runways. The landing distance should be adjusted
for runway gradient and appropriate factors.
Approach Gross Climb Gradient and Landing Gross Climb Gradient charts
should be used to verify the climb performance in the event of a single or multi-engine
go-around.
GTC Landing Data

◄BACK TOC NEXT►

®
CJ3+ AFM Landing Performance

◄BACK TOC NEXT►

®
Notes

◄BACK TOC NEXT►

20 Maneuvers and Procedures

◄BACK TOC NEXT►

Citation CJ3+
20 Maneuvers and Procedures ProFlight Pilot Training
®
OVERVIEW Once a flight activity (e.g., takeoff, descent, approach) is

This chapter contains the procedures needed for execut- underway, crew coordination is achieved through the use of
ing critical flight maneuvers of the CJ3+. Crew prepara- structured checklists or SOP procedures, conducted through
tion is essential to safe execution of these critical flight verbal challenge-and-response exchanges between the Pilot
events. Therefore, structured briefings, designated action Flying and the Pilot Monitoring. Checklists and procedures
sequences and verbal callouts between flight crew members have been developed by the aircraft manufacturer or could
are defined wherever possible. be provided by your company flight department. These are
approved by the FAA and adherence is essential.
Thorough briefing and operational teamwork are impor-
tant components of Crew Resource Management (CRM). If The roles of Pilot Flying and Pilot Monitoring have been
operating with another pilot or within a flight department, defined to cope safely with the high workloads involved with
standard operating procedures (SOPs) should be developed flying complex aircraft. These roles should be briefed and
and followed to ensure everyone is aware of their roles and understood prior to takeoff to avoid hazardous time and
responsibilities in normal and abnormal situations. Where action delays during flight.
differences appear between flight department SOPs and
the information contained here, flight department SOPs will The procedures described here are in keeping with sound
apply. CRM principles. Compliance with these principles will reduce
crew workload, promote effective teamwork, and enhance
Because flying is a dynamic activity, there is little or no flight safety. They should be an integral part of every flight
time to resolve confusion or disagreement in the air. department training and management program.
Understanding and acceptance of all anticipated procedures
must be achieved before they are needed if the flight crew
is going to function as a team.
Rev 1.0 - Jun2016 For Training Purposes Only. Maneuvers and Procedures - 2
◄BACK TOC NEXT►

Citation CJ3+
®
SAMPLE TAKEOFF BRIEFING

The flight crew should complete the following briefing prior to requesting takeoff clearance:

1. “This will be a [static or rolling] takeoff”
2. “Flaps will be set at [position] for runway [number][state anti-ice setting if required]”
3. “Call”
• Airspeed alive
• ___ knots
• Cross-check
• V1
• Rotate
• V2
• Positive rate – gear up”
[For subsequent legs, “standard callouts” during takeoff roll may be used]
4. “Insure takeoff power set”

5. “Monitor all engine instruments and the CAS displays during takeoff”
6. “In the event of a serious malfunction prior to V1 – call out ‘Abort’”
[Pilot in Command (PIC) may reserve authority to call “Abort”]
7. “If a malfunction occurs at or above V1, we will continue the takeoff. Advise me of the malfunction and we will
handle it as an inflight emergency. Plan to fly [state intentions]”
8. “Departure instructions are ________”
9. “The NAVAIDs are set to ________”
10. “Any questions?”
◄BACK TOC NEXT►

Citation CJ3+
20 Maneuvers and
Takeoff Procedure andProcedures
Callouts ProFlight Pilot Training
®
TAKEOFF PROCEDURE AND CALLOUTS

Pilot
Monitoring
At ___knots Call Respond with Climb Checklist –
Call “CROSS CHECK Call
“ENGINE INSTRUMENTS ” Call “V2”
challenge and response
“CLIMB CHECKLIST
NORMAL” “POSITIVE RATE”
Call Call COMPLETE”
“AIRSPEED ALIVE” “V1 – ROTATE”
Pilot
Flying
Call Respond
“POWER SET” Respond “FLAPS UP”
“POSITIVE RATE – “CONFIRM MCT SET” Call
GEAR UP” “CLIMB CHECKLIST”
Advance Power Levers
to takeoff power
1500 ft. AGL OR clear

of obstacles, whichever
50 ft. AGL is higher
Lineup Rotation Positive VSI
V2
V1
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
Rev 1.1 - Sep2017 For Training Purposes Only. Maneuvers and Procedures - 7
◄BACK TOC NEXT►

Citation CJ3+
®
SAMPLE APPROACH BRIEFING

The flight crew should complete the following checklist prior to commencing the first segment of the approach:

1. PF requests the PM obtains ATIS (or WX information if ATIS unavailable) and sets radios and FMS for approach
2. PF transfers control to PM and confirms that all radios, courses, landing data bugs and minimums are set correctly
3. PF performs the following briefing:
• “This will be a [configuration *] [type **] approach to runway [number]”

• “The frequency is _____”
• “The Inbound course is _____”
• “Minimums are [state minimums] for the [type] approach to runway [number]”
• “Final approach fix altitude is [state altitude]”
• “[State any special conditions]”
• “In the event of a missed approach [state intensions]”
• “Standard callouts will be [list items]”
4. “Any questions?”
* Normal / Single Engine / No Flap

** Visual / Circling / VOR / Localizer / ILS/ GPS
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
Precision Approach Procedure and Callouts

PRECISION APPROACH PROCEDURE AND CALLOUTS
Call Call Respond with Calls Respond with Calls
“COURSE “GLIDESLOPE Before Landing “500 FT. TO MINIMUMS” Landing “MINIMUMS, NO
ALIVE” ALIVE” Checklist – Checklist – CONTACT”
“CLEARED TO LAND”
Pilot challenge and reply
- OR -
challenge and reply - OR -
“BEFORE LANDING “LANDING “APPROACH
Monitoring CHECKLIST COMPLETE”
“NOT CLEARED TO LAND”
CHECKLIST LIGHTS”
“100 FT. TO MINIMUMS” COMPLETE” - OR -
Call
“RUNWAY AT
“FINAL APPROACH
___ 0’CLOCK”
FIX”
Respond Respond Call Respond Responses Call

Pilot “CHECK” “CHECK” “BEFORE LANDING “CHECK” “CHECK” “LANDING
Responses
“MISSED
CHECKLIST” CHECKLIST”
Flying “CLEARED TO LAND” APPROACH”
- OR -
- OR -
“NOT CLEARED TO LAND” “CONTINUING”
Call Call Call - OR -
“AIRPSEED WILL “GEAR “FLAPS “CHECK” Call “RUNWAY IN SIGHT
BE ___ KTS” DOWN” APPROACH” “FLAPS DOWN” LANDING”
Localizer
Intercept
FAF
DA
Slow to VREF
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
Non-Precision Approach Procedure and Callouts

NON-PRECISION APPROACH PROCEDURE AND CALLOUTS
Call Respond with Calls Calls Respond with Calls
At course intercept Before Landing “FINAL APPROACH FIX” “500 FT. TO MINIMUMS” Landing “AT MDA”
“COURSE ALIVE” Checklist – “MDA __ FT. SET” Checklist –
“CLEARED TO LAND”
Pilot challenge and reply
“BEFORE LANDING
- OR -
challenge and reply
“LANDING
At MAP
Monitoring CHECKLIST COMPLETE”

CHECKLIST
“NO CONTACT”
- OR -
“100 FT. TO MINIMUMS” COMPLETE”
“RUNWAY AIRPORT
AT ___ O’CLOCK”
Respond Call Respond Responses Call Responses

Pilot “CHECK” “BEFORE LANDING “CHECK” “CHECK” “LANDING “LEVELING”
CHECKLIST” CHECKLIST”
Flying “CLEARED TO LAND”
At MAP
- OR -
“MISSED APPROACH”
Call Call Call - OR -
“AIRPSEED WILL “GEAR “FLAPS “CHECK” Call “LANDING”
BE ___ KTS” DOWN” APPROACH” “FLAPS DOWN” “LEAVING MDA”
Intermediate
Segment
FAF 500 ft.
to MDA
MDA
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
◄BACK TOC NEXT►

Citation CJ3+
®
Notes
◄BACK TOC NEXT►

21 Crew Resource Management

◄BACK TOC NEXT►

Citation CJ3+ 21 Crew Resource Management ProFlight Pilot Training
®
OVERVIEW
Ensuring flight safety in a complex aviation environment requires sys-
tematic and disciplined application of sound cockpit practices. The
purpose of this lesson is to orient you to crew resource management
(CRM), an approach to cockpit practices that results in safer, more con-
trolled, and more comfortable operations for you and your passengers.
CRM fosters the effective use of available resources (such as people,

machinery, and information) to ensure safe flight. The CRM approach
helps trained flight crews to collectively perform complex tasks more
effectively reach better decisions than even their best single member.
The initial goal focused on improved cockpit decision making. United

Airlines began the first comprehensive CRM program in 1981 and
CRM concepts, priorities, and content have been evolving ever since.
Current CRM emphasizes team situation awareness (SA), group deci-
sion making, and methods to break the chain of errors that often leads
to mishaps.
Rev 1.0 - Jun2016 For Training Purposes Only. Crew Resource Management - 2
◄BACK TOC NEXT►

®
Requirement for CRM The CRM Approach

FAA Advisory Circular 120-51E (Crew Resource Management CRM is a tool for error and risk management. At its core,
Training) endorses CRM content as an integral part of both CRM simply requires a logical and methodical approach to
training and operations. Title 14 of the code of federal regu- using what’s available to optimize your safety and the safety
lations (CFR) states that part 135 certificate holders must of your aircraft. This chapter explains the habits needed for
provide initial and recurrent CRM training to all flight person- good CRM and points out some of the real world barriers to
nel and recommend that all pilots, including those under its use.
part 91, undergo CRM training. More specifically, 14 CFR
states that CRM training should address: Note that resource management applies to single, as well
as multi-piloted aircraft. Single pilot resource management
• Authority of the pilot in command (SRM) adapts CRM ideas to reduce workload and assist with
• Situation awareness effective decision making for single pilot operations.
• Communication skills
• Teamwork
• Task allocation
• Decision making
• Stress and fatigue effects
◄BACK TOC NEXT►

®
BACKGROUND – THE ERROR CHAIN

Mishaps almost never result from a single error; a chain of
errors is required. Preventing or correcting any single error
in the chain will almost always break the sequence and avoid
the mishap. Therefore, it’s essential that each crew member
recognize this pattern and work to break the error chain. Error Management
Certain flight conditions and individual pilot states can
Note that while many mishaps certainly occur from mechani- increase error probability, including:
cal failures, CRM concepts focus on things that flight crews
can do to address human performance failures. • Poor situation awareness (SA)
• Fatigue
The Nature of Human Error • Stress
Psychologists usually classify human errors into four types: • Lack of oxygen, water, food
• Distractions or interruptions
• Lapses – the pilot omits a necessary task or checklist • Inappropriate habits (i.e., “first learned is best
item learned”)
• Slips – the pilot intends to do the right thing but executes • Workload that is too high or too low
the wrong action • Complacency
• Mistakes – the pilot’s intention is incorrect • Bad attitudes
• Intentional non-compliance with standard operating pro-
cedures (SOP) or flight tasks While it’s impossible to prevent every error, it’s certainly
possible to develop the skills to recognize their precursor
It doesn’t take much reflection to recognize instances of each conditions and to avoid them, stop (“trap”) them, and /
error type in the cockpit. or recover from them quickly.
◄BACK TOC NEXT►

®
ELEMENTS OF CREW RESOURCE MANAGEMENT

Good resource management requires you to identify and
use everything available to you. This includes all equipment
(instruments, radios, navigation and flight control systems),
data (checklists, manuals, external NAVAIDS), and people
(copilot, passengers, air controllers), as needed, to safely
complete the flight. Flying is, after all, a collaborative effort.
Of course, CRM requires you to find and use these resources,
but it also requires that you recognize when you need them.
Situation Awareness
Although a supportive corporate culture is essential to CRM
While most people believe that they understand situation
program success, it’s the pilot in command (PIC) who makes
awareness (SA), most have trouble defining it. In fact, the
CRM a reality in the cockpit. The PIC is the leader who influ-
term has a specific definition in aviation. Good SA requires
ences the thinking and behavior of everyone involved in the
that you:
flight and sets the tone of team interactions.
1. Perceive all of the important elements in your
All the people involved in a flight are a team, and that team
environment
is a huge resource. Building an effective flight team requires
2. Understand how all of these elements impact your cur-
a balance between establishing respect for authority and
rent situation
encouraging assertiveness among crew members. It also
3. Recognize how all of these elements impact your future
requires that each team member develop good situation
situation
awareness habits.
◄BACK TOC NEXT►

®
This definition is used because it can be measured in the • Departures from SOP or other regulations
context of flight performance. That is, you – or an outside • Failure to meet planned targets, such as position, alti-
observer – can typically tell how well you meet each con- tude, or speed gates
dition. All three conditions are essential to complete SA. • Violating minimums or other limitations
Remember, too, that SA is applied to both the entire flight • Communication breakdowns
team and to each team member.
Monitoring your own internal state, the states of your team
Good situation awareness is a function of: members, and external flight conditions will help to quickly
identify flawed SA in a flight operation. However, this moni-
• Experience toring process requires good interpersonal communications.
• Training
• Spatial orientation Communication
• Flying skills Pilots gather, deliver, and coordinate information among
• Personal ability to process information flight crew members, ground controller personnel, and pas-
• Personal attitudes sengers. As a result, managing the communication resource
• Current emotional and physical state is fundamental to safe flying.
Many of these factors will vary over time, which means that The communication process requires a sender, a message,
situation awareness will also vary unless all contributing a receiver, and some type of feedback. However, that model
conditions are monitored and managed. Warning flags of a isn’t as simple as it seems. For example, the message can
deteriorating SA picture include: be influenced by the rank, age, gender, and the organization
to which the sender and receiver belong. Cultural factors can
• Fixation or preoccupation on a single item also impact whether feedback is acceptable and, if so, what
kind is permissible.
◄BACK TOC NEXT►

®
In theory, each member of a flight team – in the air and • Hearing versus listening – just because a receiver is
on the ground – needs to continually ask themselves three silent doesn’t mean that they’re taking in the message
questions: • Personality – some team members may tend toward
intimidation or macho, anti-authority attitudes
• What do they know that I need to know? • Mission pressures – the implied need to “get the job
• What do I know that they need to know? done” regardless of circumstances
• What do none of us know that we need to know? • Distractors – such as noise, ambiguous terminology, or
simultaneous transmissions
In practice, it’s hard to accurately answer these questions, • Task saturation – such as task loading, high information
as barriers to information flow enter the process. Barriers rates, or unexpected or emergency situations
can include:
Personal Rules
You can enhance CRM in your own flying by establishing
a good foundation of personal communication habits. As a
crew member, you have the right to ensure that your life
will not be compromised by miscommunication or misunder-
standing. Therefore, your assertive behavior to clarify com-
munications should not be taken as a challenge to authority.
Any effort to clarify the content, understanding, or intent of
a message can only improve safe operations.
If you feel overwhelmed, tell others early. You should also

watch other team members for signs of saturation as part of
your CRM responsibilities.
◄BACK TOC NEXT►

®
Structural rules Teamwork

Two features of your existing tool set – pre-flight briefings A safe, successful flight mission involves the crew, ground
and standard operating procedures (SOP) – can prevent personnel, and passengers. The pilot in command has the
many communication problems and boost CRM quality when important task of designating roles within this team and
they’re consistently used. ensuring that they’re carried out as intended.
A good briefing will orient flight personnel and passengers Teams, of course, include people with different abilities,
to significant safety and operating policy issues and reaffirm personalities, and needs. The CRM approach to teamwork
the need for SOP adherence. Team effectiveness is always acknowledges these differences and provides the guidance
better when the mission profile is predictable and when crew needed to anticipate and address any conflicts that almost
member roles are clearly understood. A pre-flight briefing inevitably arise with time. This is an exercise in good expec-
can also address any concerns about emergency procedures tation management.
under low-stress conditions, precluding the need for later
inflight, real time explanations.
Standard operating procedures and checklists ensure com-

munication precision through the use of standardized
phraseology, decision sequences, and expected responses.
SOPs and checklists also serve as memory aids that avoid the
unnecessary communication load that otherwise required for
real time analysis and decision making. Therefore, commu-
nication helps to establish good teamwork.
◄BACK TOC NEXT►

®
Although formal role expectations are defined by SOP doc- Task Allocation
trine and training, good team leaders recognize that some Flying almost always has periods of high workload. There
latitude is inevitable in practical settings and will encourage are plenty of tasks to perform and many of them must be
a relaxed (but task-oriented) atmosphere where open com- performed concurrently. Flight crews must:
munication can take place among team members. Conflict
resolution is most effective when it occurs early, before prob- • Initiate new tasks
lems are allowed to grow. Therefore, every team member • Monitor the status of ongoing tasks
has a right to contribute to the problem solving effort and a • Prioritize tasks based on importance, status, urgency,
good leader will support input from each of them. and other factors
• Allocate human and aircraft resources to high-priority
Federal and corporate standards establish minimum levels tasks
of individual technical ability. Nevertheless, abilities fluctu- • Interrupt and later resume lower priority tasks, as
ate from flight-to-flight as a function of workload, fatigue, needed
and personal circumstances. Therefore, each team member • Terminate tasks that are completed or are no longer
has a responsibility for monitoring themselves and others, relevant
and for being aware of team dynamics that may compromise
safety. Speaking up about these conditions is a core CRM Systematically allocating tasks among crew members and
principle and is an expected behavior of a professional flight automated systems is the primary method for coping with
team member. high workloads. Intelligent allocation requires:
Team efficiency is usually at its peak when each member • Vigilance – continuously monitoring flight condi-
is performing tasks that they best understand and are best tions, anticipating workload changes, and arranging
qualified for. Therefore, good CRM also involves smart task resources to meet them
allocation. • Planning – configuring flight systems early and
◄BACK TOC NEXT►

®
specifying crew duties based on SOP and anticipated for the flight crew. Significant crew attention is requiered
conditions to continually monitor which modes are engaged, recognize
• Prioritizing – assigning resources to handle essential which modes are armed to engage, and verify that armed
tasks first functions do, in fact, engage at the appropriate time, such
• Focus – adhering to SOPs and avoiding distractions until as track or altitude capture. Therefore, maintaining an effec-
workload diminishes tive task allocation scheme involves high mental workloads
when using automated systems. CRM concepts acknowledge
The CRM principle for task allocation, therefore, is to plan these loads and encourage the flight crew to employ mutual
in advance. Good task allocation improves efficiency and checks and consistent procedures to prevent loss of automa-
results in a higher level of SA. tion SA.
Crew Management A supportive team with clear task assignments and open
The most obvious focus of task allocation is the cockpit crew. communication is positioned to make good decisions.
The copilot typically supports the pilot through checklist
challenges, flight profile callouts, and taking care of supple-
mental tasks. Good CRM practices require that this team-
work be positive and supportive; that is, the copilot should
be encouraged to monitor and question all activities on the
flight deck and discuss all inflight decisions with the pilot.
Automation Management
Automation management involves the control and naviga-
tion of an aircraft with the assistance of electronic systems.
Working with automation both simplifies and complicates life
◄BACK TOC NEXT►

®
Decision Making
Safety is about good decision making. Physical flying skills are learned
fairly early, leaving the choice, timing, and execution of those skills to
the quality of pilot decisions. In turn, these decisions are driven by
what information is gathered and how it’s evaluated – hallmark charac-
teristics of situation awareness. For each flight, the crew must methodi-
cally weigh information about the:
• Plane - its systems and passenger and/or cargo load

• Pilots - SA, fatigue, and attitude
• Environment - mission progress and any external pressures sur-
rounding the flight
• Situation - transient conditions - such as critical flight regimes (e.g.,
approach, departure), traffic density, night or poor weather, and
terrain
How should the flight crew make decisions with this information? The
FAA Risk Management Handbook (FAA-H-8083-2) recommends a formal
six-step sequence called the DECIDE model:
1. Detect a change needing attention

2. Estimate the need to counter or react to a change
3. Choose the most desirable outcome for the flight
4. Identify actions to successfully control the change
5. Do something to adapt to the change
6. Evaluate the effect of the action countering the change
◄BACK TOC NEXT►

®
This model can be a big responsibility for a pilot attempting 1. Skills-based, which rely on well-learned actions and
to reach all flight decisions alone. Furthermore, pilot per- are accomplished with little effort
sonality can interfere with the best efforts at logical decision 2. Rules-based, which follow well-prescribed procedures
making. We’re all vulnerable to both short-term and long- like those used for emergency situations. The chal-
term personality biases such as: lenge is to select the correct rule to apply
3. Knowledge-based, which are applied in ambiguous
• Anti-authority bias (“Nobody tells me how to fly my situations that have a range of options but no pre-
plane”) scribed procedures. This level of decision making
• Impulsiveness (“Let’s try it and see”) requires the deepest situation understanding.
• Invulnerability (“It can’t happen to me”)
• Macho (“I can handle anything”) DECISION MAKING
• Resignation (“What will be, will be”)
• Get-there-it is (“Just this once. . . .”) Detect a change needing attention
D
CRM advocates a reliance on communication and teamwork Estimate the need to react to a change
for each step of the decision making process to minimize the
E
impact of such individual biases. This is especially important Choose the most desirable outcome
when decisions must be based on ambiguous or contradic-
C
Identify actions to control the change
tory information.
I
Do something to adapt the change
The actions that result from the DECIDE model can take sev-
eral forms. Psychologists recognize three levels of decision
D
Evaluate the effects of the action
making actions, along a scale of increasing complexity: E
◄BACK TOC NEXT►

®
Although expertise increases with training and experience, and

pilots master a wider range of knowledge-based behaviors, vir-
tually every flight involves the use of each of these levels.
This is, of course, an idealized approach to decision making.

The decisions of even the most systematic flight crews can
be degraded by stress and fatigue.
Stress and Fatigue Effects

Flying is even more challenging when missions are long or
are conducted under demanding conditions of tight sched-
ules, poor weather, or difficult terrain. Stress and fatigue are
natural responses to such challenges. However, while the
conditions that cause them aren’t always under your control, Note that fatigue symptoms appear at both ends of the
the performance effects they generate can at least be man- stress scale, showing the close overlap of fatigue and stress.
aged with good CRM practices.
Characteristics of Stress
Extremes of stress, from complacency and boredom at the Stress is a response to an out-of-the-ordinary condition,
low end to task breakdown at the high end, will cause per- such as noise, vibration, or hypoxia. Personal circumstances,
formance to deteriorate. However, in the middle stress can such as lack of sleep, poor physical fitness, and improper
actually enhance performance by helping a pilot to stay diet can make a pilot even more vulnerable to stress condi-
engaged in the flying task. This pattern applies to all types tions. Stress has several aviation-relevant characteristics:
of human activity and is known as the Yerkes-Dodson Law.
◄BACK TOC NEXT►

®
• Stress is cumulative; that is, stressors in your life tend Personal conditions can induce fatigue even in the absence
to add up, creating an overall stress response that may of stressors. A mismatch between flying schedules and circa-
be larger than any single condition that contributed to dian rhythms, for example, cumulative loss of sleep, insuffi-
it. cient nutrition, and even dehydration can lead to feelings of
• The stress response can be acute, resulting from short- fatigue without any other contributing factors. This is impor-
term demands placed on a pilot’s body or mind, or tant because such conditions can be easy to miss amid the
chronic, resulting from long-term demands such as life- demands of flying duties. Add conventional stressors, and the
style or personal life situations. Chronic stress is the reactions are even worse.
more dangerous of the two and can be a health threat
if not addressed. Fatigued pilots are vulnerable to apathy, i.e., to become indif-
• Stress impacts both individual and team performance. ferent to outcomes. This means that they’re less vigilant, more
An inflight emergency, for example, can impact the prone to poor judgment, and more willing to accept bad flight
communication effectiveness and task performance of performance (which means that they’re less motivated to cor-
crew members which, in turn, can degrade teamwork rect the conditions that caused their fatigue in the first place).
and decision making.
Countermeasures
Characteristics of Fatigue Avoiding stress and fatigue effects requires disciplined per-
Very low task demands can lead to boredom, complacency, sonal monitoring. Each crew member is responsible for estab-
and lack of task engagement, while very high task demands lishing personal minimums regarding the flight demands that
can overwhelm an individual’s ability to cope, leading to they’re willing to accept, and for ensuring that they’re equal
physical and mental exhaustion. Both outcomes are forms to the demands that they might confront. Each pilot is also
of fatigue and will likely persist until stress levels are moved responsible for monitoring their personal health, alcohol and
away from either extreme. medication use, and mental state, and for accepting flight
duties only when they are ready to fly.
◄BACK TOC NEXT►

®
However, stress and fatigue can sneak up gradually on anyone, and even per-
sonal vigilance may not be enough for safety. Good CRM therefore demands
mutual awareness among team members. External monitoring can detect stress
and fatigue conditions that may be too subtle for individuals to recognize in
themselves.
Communication and teamwork are essential CRM tools that can ensure SA and
preclude hazardous states within a flight crew. Most of these tools can be read-
ily adapted to achieve the same levels of safety enhancement in single pilot
operations.
SINGLE PILOT RESOURCE MANAGEMENT (SRM)

A five-year survey showed that single piloted aircraft have a 160% greater prob-
ability of being involved in an accident compared to dual-piloted aircraft. In 2005,
for example, 80% of multi-engine turboprop accidents involved single pilot opera-
tions (Robert E. Breiling Associates).
◄BACK TOC NEXT►

®
It doesn’t have to be this way. A single pilot can still implement a systematic resource management strategy to improve
their flight safety. The Aviation Instructors Handbook (FAA-H-8083-9) recommends that individual pilots apply a “5 P”
approach for this purpose:
• Plan – plan for the weather, the route, fuel requirements, publications, and possible ATC delays
• Plane – confirm the mechanical status, database currency, automation status, and backup system status of your aircraft
• Pilot – ensure that illness, medication, stress, alcohol, fatigue, or diet won’t impact your flight performance. This is a
restatement of the popular IMSAFE checklist, i.e.,
◦◦ Illness
◦◦ Medication
◦◦ Stress
◦◦ Alcohol
◦◦ Fatigue
◦◦ Eating
• Passengers – confirm the experience level and personal readiness of both pilot and non-pilot occupants for the intended
flight
• Programming – prepare the GPS, autopilot, and flight displays for both the intended route and for any possible rerouting
Clearly, a single pilot has sole responsibility for monitoring their situation awareness. However, without other crew members
to help with performance monitoring the single pilot must explicitly schedule personal monitoring checkpoints into their
flight timeline. An example schedule for (say) assessing the single pilot’s SA might be:
• During flight planning phase

• Before departure
◄BACK TOC NEXT►

®
• Every half-hour or at regular intervals, as appropriate

• Before leaving cruise altitude
• Before descent, approach, and leaving the IAF
• Before landing
Resource management tasks are challenging enough for multi-piloted aircraft. Therfore, a prepared pilot shouldn’t hesitate
to adapt cockpit systems and flight profiles as necessary to reduce individual workload. Risks must be understood and per-
sonal limits established, before they’re needed.
Examples of risk mitigation strategies for the individual pilot include:
• Using automation to reduce workload and to increase situation awareness

• Using cockpit displays properly to maintain terrain awareness
• Using passengers to share workload or to monitor the environment
• Be ready and willing to request
◦◦ A simpler approach
◦◦ A single frequency approach
◦◦ Vectors to final
• Promptly declaring minimum fuel, if appropriate
• Asking for altitude or routing changes to reduce cockpit workload
• Declining “difficult” ATC requests
With proper planning and disciplined habits, there is no reason why single-piloted operations can’t be just as effective as
multi-piloted operations.
◄BACK TOC NEXT►

®
THE CONTINUOUS CRM CYCLE

Crew resource management reflects an attitude as well as a set of methods for improving flight safety. Every crew member
is responsible for CRM and, therefore, every crew member should periodically review their own habits in the context of CRM
principles. Every crew member should also feel free to comment on the CRM performance of their team mates.
Ideally, CRM should also be integrated into corporate culture and corporate training. Both flight and training debriefs should
address CRM topics, including strengths and weaknesses of individual and team performances. Adherence to CRM principles
establishes an atmosphere of safety and professionalism that leads to continual performance improvement and long-term
safety.
◄BACK TOC NEXT►

®
Notes
◄BACK TOC NEXT►

®
Crew Resource Management Quiz
1. Title 14 CFR states that CRM training should address all of the following except _____.
a. Communication skills
b. Task allocation
c. Situation awareness
d. Operation of cockpit automation
2. Good teamwork requires _____.
a. Open, supportive communication

b. An experienced crew
c. Similar personalities of all team members
d. A clear hierarchy
3. Good task allocation requires _____.
a. SOP guidance
b. Prioritizing tasks
c. Strong team leadership
d. Maximum use of automation
◄BACK TOC NEXT►

®
4. Situation awareness requires all of the following except _____.
a. Perceiving all the elements in your environment

b. Recognizing how all the elements impact the current situation
c. Recognizing how all the elements impact the future situation
d. Understanding the interaction among all the elements in your environment
5. Good decision making requires methodical consideration of each of these items except _____.
a. The plane
b. The environment
c. The equipment
d. The situation
6. Performance is best under which level of stress?
a. Low stress
b. Mid-range stress
c. High stress
d. No stress at all
◄BACK TOC NEXT►

®
7. Checking individual readiness for flight can be accomplished with the _____.
a. SA checklist
b. IMSAFE checklist
c. SOP conditions
d. DECIDE checklist
8. The most dangerous type of stress is _____.
a. Acute stress
b. Group stress
c. Personal stress
d. Chronic stress
9. The deepest situation understanding is required for which type of decision making?
a. Knowledge-based
b. Rules-based
c. Skills-based
d. Team-based
◄BACK TOC NEXT►

®
10. CRM can best be integrated into operations and regularly improved through _____.
a. Training and flight debriefs

b. Formal training classes
c. Individual review
d. Corporate support
◄BACK TOC NEXT►

®
Crew Resource Management Quiz Answers
1. d
2. a
3. b
4. d
5. c
6. b
7. b
8. d
9. a
10. a
◄BACK TOC NEXT►

CJ3+ PTM

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CJ3+ PTM

Uploaded by

Copyright:

Available Formats

ProFlight Pilot Training

Rev 1.3 - Jul2018 For Training Purposes Only Title Page - 1

◄BACK TOC NEXT►

Revision Date Revision Date

Section Page(s) Revision Section Page(s) Revision

◄BACK TOC NEXT►

Section Page(s) Revision Section Page(s) Revision

◄BACK TOC NEXT►

Section Page(s) Revision Section Page(s) Revision

◄BACK TOC NEXT►

Section Page(s) Revision Section Page(s) Revision

◄BACK TOC NEXT►

Section Page(s) Revision Section Page(s) Revision

◄BACK TOC NEXT►

Section Page(s) Revision

◄BACK TOC NEXT►

00 List of Effective Pages 08 Pneumatics 16 Lighting

◄BACK TOC NEXT►

For Training Purposes Only

◄BACK TOC NEXT►

The airplane has maximum takeoff weight of 13,870 pounds

The CJ3+ is certified in accordance with FAR Part 23 air-

Rev 1.0 - Jun2016 For Training Purposes Only Aircraft General - 2

◄BACK TOC NEXT►

AIRFRAME 53’ 4” (16.26 M)

The maximum height to the top of the vertical tail is 15 feet 2

20’ 10” (6.35 M)

◄BACK TOC NEXT►

Turning Radius WING-TIP LIGHT TO WING-TIP LIGHT

Rev 1.2 - May2018 For Training Purposes Only Aircraft General - 4

◄BACK TOC NEXT►

Right Nose Compartment

Rev 1.2 - May2018 For Training Purposes Only Aircraft General - 5

◄BACK TOC NEXT►

Wing Leading Edge

Rev 1.0 - Jun2016 For Training Purposes Only Aircraft General - 6

◄BACK TOC NEXT►

An unpressurized tailcone section contains major components of the hydraulic, envi-

◄BACK TOC NEXT►

Door Release Handle

Rev 1.0 - Jun2016 For Training Purposes Only Aircraft General - 8

◄BACK TOC NEXT►

Cabin Configuration Cabin Interior

Rev 1.2 - May2018 For Training Purposes Only Aircraft General - 9

◄BACK TOC NEXT►

Rev 1.2 - May2018 For Training Purposes Only Aircraft General - 10

◄BACK TOC NEXT►

Emergency Exit Door

A proximity switch electronically monitors the door closing mechanism. If

Emergency Exit (Exterior)

Rev 1.0 - Jun2016 For Training Purposes Only Aircraft General - 11

◄BACK TOC NEXT►

Rev 1.0 - Jun2016 For Training Purposes Only Aircraft General - 12

◄BACK TOC NEXT►

• Three large, widescreen color Display Units (GDUs)

Rev 1.0 - Jun2016 For Training Purposes Only Aircraft General - 13

◄BACK TOC NEXT►

Rev 1.0 - Jun2016 For Training Purposes Only Aircraft General - 14

◄BACK TOC NEXT►

Crew Alerting System Electrical

Rev 1.2 - May2018 For Training Purposes Only Aircraft General - 15

◄BACK TOC NEXT►

Fuel is serviced from filler ports on the upper side of each

Rev 1.2 - May2018 For Training Purposes Only Aircraft General - 16