Citation X

Wingspan 63.7 Normal differential pressure 9.3 psid

Length 72.4
Height 19.2
Width of main gear 10.6
Wing sweep 40 degrees
Tail sweep 43 degrees
Pressure relief 9.5 psid
Max differential pressure 9.7 psid
Max altitude 51,000 ft
Cabin altitude at FL510 8,000 ft

MMO above FL30.6 - .92 / .82 with mach trim off

VMO 8000 to FL 30.6 - 350 kts Below 8000 – 270kts
Max alt to extend flaps or gear – FL180
Max slat extension speed – 250
Max flap extension speeds: 5 degrees – 250 kts
15 degrees – 210 kts
Full(35 degrees) – 180 kts
VLO/VLE – 210 kts
Min speed brake extension speed – Vref + 15 Max speed brake extension speed – no limit
Min single engine enroute climb speed – 190 kts Max tailwind – 10 kts
Max tire speed – 210 mph/182 knots Max altitude for takeoff – 14,000 feet
Min altitude to use speed brakes – 500 AGL Max fuel imbalance – 400 lbs
Emergency fuel imbalance – 800 lbs Min qty per wing tank for takeoff – 500 lbs
Max turbulent air penetration speed – 300 kts or .90 mach
Max crosswind with manual controls or slat asymmetry – 10kts

Engines
Allison AE3007C 6442 lbs thrust
All 4 FADEC must be operational for takeoff
Starter limitations 3 consecutive normal starts followed by 25 min. cool down
One dry motor = one start cycle. Engine is Stage 3 noise compliant
Normal Idle – 61% N2 Normal ITT is tape only, numbers show if exceedence or Engine page selected.
Max ITT for Start – 800, Max Continuous ITT – 850 (857), Max ITT for T/O – 888 5 min (907)
12 qts oil, can be 4 qts low.
Qty turns amber at 8 qts low.
Low oil pressure at 34psi.
Max oil pressure 155.
Max oil temperature 127 C
Do not advance above idle until oil temp is in green range - 90-95 psi.
Chip Detector – land asap within 4 hours.
Oil Filter Bypass – 20 hrs operation unless Chip Detector msg is on as well.
Oil cooled by air-cooled oil cooler (ACOC) and then the fuel cooled oil cooler (FCOC). Engine fuel temperature is
measured at the fuel cooled oil cooler FCOC.
Ignition uses 1 igniter to start on the ground, 2 ignitors to start in the air. Both come on for auto re-light – controlled by the
FADEC. If ignition is turned on a green IGN appears above the N1 tape. Ignition possible at 10 - 14% N2, fuel introduction
begins at 33% N2. PMA failure means total ignition failure.
LP =>8th stage air / HP =>14th stage air
Do not engage air turbine starter at greater than 25% N2. Engine Sync is prohibited during takeoff, landing, and single-engine
operation, or FADEC ADC or N1 reversionary operation
Amber ENG VIBRATION = bad, Red ENG VIBRATION = worse
4 FADECs, two per engine, labeled A and B. Only one is in charge at a time and they swap every leg – the other functions as a
hot spare. Non-controlling FADEC displays blue target bugs on N1 gauges. If Non-Controlling FADEC fails, bug turn amber. Any
time gear is down, bugs reference Max Power N1. CCDL – Cross Channel Data Link allows FADECs to communicate with each
other. The only time each side talks to the other side is during engine sync. If it loses N1 inputs it uses N2 and thrust lever
angle to control the engine.
Primary FADEC power comes from PMAs. Stby power from main or emerg DC
If TLA input to FADEC fails, the engine won’t respond. Can shut down the engine with the thrust lever by moving into cutoff, or
you can push the fire switch.
If the FADEC fails, the ignitors fail ON. FADEC controls CVG vanes, vanes move via fuel inputs to a CVG torque motor.
If both ADCs fail, (FADEC REV ADC L or R) FADEC uses P2.5 and T2.5 sensors and TLA to control engine. If you lose both N1
inputs, (FADEC REV N1L or R) FADEC uses N2 and TLA inputs. Press FADEC switch down to change from A to B. RESET
attempts to reset the FADEC.
Information concerning the FADECs transmitted by the ASCB and displayed via EICAS. Input to the FADEC is transmitted via
inputs from the MADC and IAC, or from switches on the panel and elsewhere. TLA is hardwired to the FADECs. In the event of
total power loss, you can still control the engines normally.
A fault message is displayed if a FADEC is receiving faulty air data or is missing an air data source such as if a MADC fails or
when SG1 or SG2 has been selected by the pilot. SG1 position generates faults on both B FADECs, SG2 generates faults on both
A FADECs. Reset is not possible unless SG REV switch in NORM.
FADEC meters fuel only – N1 >100, N2 >101, ITT >888.
FADEC Auto Shutdown – N1 >105 (amber CAS), N2 > 105.6 (amber CAS), N2 <54 (amber CAS) , Both FADECS invalid
(inop).
T/O detent limited to 5 min. Climb detent limited to leveloff + 10 min. Min N1 for T/O, 73.6%

APU
Min APU duct pressure for engine start 25 psi Max altitude to start or run APU 31,000 ft
Min Air Cart duct pressure for engine start 30psi
Power to start comes from the emergency bus.
Six successful APU starts per hour max – if exceeded may have to deep cycle and test batteries
0 to 8000 feet, max speed to start is 270 kts.
8000 to 20,000 feet, max speed to start is 350 kts.
20,000 to 31,000 feet, max speed to start is 300 kts.
Do not apply deice fluid when APU is running APU not approved for unattended ground operation
Max generator load 300 amps ground 200 amps flight
Max rpm >108 Caution 101 to 108 Normal 100 +/- 1%
Max EGT during start 973 Max EGT 718 Max EGT continuous 665
Six consecutive Successful start attempts at 10 min intervals followed by a 1 hr cool-down
Unsuccessful - Battery Two cycles, 30 seconds each, 30 minutes off
Two cycles, 30 seconds each, 1 hr off
GPU Two cycles, 15 seconds each, 20 minutes off
Two cycles, 15 seconds each. (max of 4 cycles per hour)
If GPU used to start APU, no battery cycle is counted.
On a hot day APU temp goes towards 665 and then starts to limit its bleed air output to control temps.
Starting APU auto starts the left fuel boost pump if engines not running. To run APU off right tank, you must ensure the left
boost pump is off and select crossfeed to the right tank.
APU test button: 49% rpm, 500 egt, system voltage
If the APU doesn’t shut down with the stop switch, press and hold the test button. Auto shutdown occurs with APU fire but
bottle will not blow automatically. MAX COOL bypasses pack valves and directly puts air into PACs. Wait 2 min after start to turn
on bleed. Ready to load means ready to supply bleed and electric. Shut down fully loaded. APU FAIL light illuminated after test
means fire bottle low. APU FAIL also illuminates during test and if APU has auto shutdown. Do not press test for more than 6
seconds. If APU is being started with only one generator online, put load shed switch to EMERG, first to protect current limiters.

TRs
Thrust Reversers – ground, paved surface only. Prohibited during touch and go.
Reduce to idle at 60 (65) knots. Limited 2 engine to 50 or 70% N1 depending on software.
TRs are hydraulic, left one off A, right one off B. (single engine landing = one TR) Uses main DC power to send signal to open,
so no TR on landing with emergency electrics.
ARM light = Hydraulic Pressure.
UNLOCK light = unlocked.
DEPLOY light means TR is deployed
3 or more latches unlocked will cause AUTO STOW msg and engine to go to idle. To get power back, bring thrust lever to
idle and can advance power as long as the DEPLOY light is not on.
Amber TR AUTO STOW = one engine at idle. Red TR AUTO STOW = both engines at idle.
Full reverse thrust is available single-engine.

Avionics and Master Warning System

ASCB – Avionics Standard Communications Bus
DU – Display Unit (screen)
IAC – Integrated Avionics Computer
DAU – Data Acquisition Unit – they do not talk to each other (cross talk)
SG – Symbol Generator
FWC – Fault Warning Computer
MDAC – Micro Air Data Computer
DAU sends info to the ASCB which sends to the IACs (Integrated Avionics Computer). The IACs contain the FWC, FMS,
FGS, Bus Controller, SG
Lose an IAC and you can get back your screens with the SG reversionary switch, but not the data.
Stby engine gauges get power directly from the sensors
Don’t taxi until AHRS/IRS is aligned (approx 3 min) Will not align unless Stby Pwr switch ON.
One pilot must stay in his seat with seatbelt and shoulder harness on during all autopilot operations
PFD data must be displayed on No. 1 and No. 5 DU for dispatch
EICAS switch turns on EICAS screen and MFD 1. Avionics switch turns on all screens and radios.
Emergency bus powered avionics will only work if Avionics switch is turned on.
Cannot revert an MFD display. If it fails, you have a second one.
Magenta needles = LNAV (FMS), Green needles = Short range nav (VOR), Yellow needles = Off-side data.
Lose ADC or IRS/AHRS – check for message in FMS scratch pad.
Amber MSG in PFD beside HSI indicates there is a message on the scratch pad.
If you press PFD select, it transfers the green autopilot arrow from side to side (autopilot transfer). It does not disconnect the
autopilot. When changed to the opposite side, modes go to pitch and roll.
You can select your inbound course in advance by pressing the Preview button – grey needle comes up.
If the preview button has been pressed, system automatically switches from Magenta to Green needles (if APP is armed) when
it captures. Does it automatically on ILS, BC or VOR approaches.
SG: Normally, SG 1 provides information to the CAS. If SG 1 fails, you may see large red Xs on DU 1, 2, and 3. If SG 2 fails, big
red Xs on DU 4 and 5 may display.
If SG 1 has failed, select SG2 on rotary switch. This now powers all screens from SG2 and both MFDs display the data (selected
side being the master). If SG2 is the failed unit, select SG1 and all screens come back and MFDs display the same data.
Selecting SG1 gives FADEC fault on B FADECs, selecting SG2 gives FADEC fault on A FADECs???.
FWC: Two FWCs. Normally, FWC1 provides data to the CAS. FWC1, SG1, within IAC 1 control message displays on
the EICAS.
If FWC1 senses a problem, the fault is displayed in the form of a CAS msg. If FWC 2 detects a problem but FWC1 does not,
you’ll see a boxed FWC in the PFDs. In order to view the FWC2 message, you must select SG2 REV.
If FWC1 fails, you will see a Red X in the CAS – see red CAS msgs on MFD 2. Select SG2 and CAS comes back – messages
now being provided from FWC2 and SG2 in IAC2. When this is done, CAS displays FWC 1 FAIL msg.
If FWC2 fails, FWC1 alerts crew by displaying an amber FWC2 FAILURE msg on the CAS.

FWC Miscompare: If the two FWCs disagree, an amber box FWC appears on both PFDs.
Note: FWC miscompares are shown in the PFD. An FWC Miscompare implies a difference within the FWCs regarding a message.

FWC reset: SG REV switch used to reset the FWCs. Going to SG2, pausing, then going back to NORM resets FWC1.
Going to SG1, pausing, then going back to NORM resets FWC2
FWC wraparound – amber boxed EICAS displayed in both PFDs – Primary engine displays may be unreliable, compare to or use
the stby engine displays.
DAU: Two DAUs, each has two channels labeled A and B. A is the default.
If you switch to Channel B you see DAU 1B/2B in the EICAS between N1 and ITT tapes. If a DAU channel fails, respective
engine gauges go away. Select the other DAU channel on panel over the EICAS screen. A DAU Miscompare is identified by a
CAS msg. A DAU Miscompare implies a difference in ASCB data coming from channels A and B.
DAU MISCMP if A and B channels disagree.
If DAU A senses a fault but DAU B does not, you’ll see the CAS msg for the fault and DAU 1 MISCP.
If DAU A senses no fault, but DAU B does, See only DAU 1(2) MISCP
If the discrepancy concerns certain engine sensors see DAU 1(2) MISCMP ENG.
MADC, DAU and the AHRS/IRS provide input data to the IAC
TOPI activates at 80 knots on T/O and deactivates approx 400 feet or 25 sec after T/O (does not allow chimes)
LOPI activates at 200 feet and deactivates at 50 knots (allows chimes)
NO TAKEOFF alerts you by continues uncancellable chimes until throttles brought back or condition corrected. At 80 knots TOPI
takes over and alert stops.
Autopilot
Cruise – 1000 AGL ILS – 170 AGL
Non Prec. – 400 AGL
Autopilot coupled operation with single operational or displayed AHRS or IRS is prohibited
Approved for Cat 1 and 2
Coupled approaches with flaps up are prohibited
Honeywell Pilot’s Op Handbook for the Primus 2 radio system must be immediately available to flight crew.
Stby Comm 1/Nav 1 must be installed and operational
Stby instruments must be operational – stby power preflight check must be accomplished before each flight.

Electrical – Non split bus

Min volts to start APU – 22 Battery voltage is read from the hot battery bus. DC volts is read prior to the power relay at the
generator.
BATT O”HEAT msg calls for disconnecting a battery from the emergency bus (turning the battery off)
Emergency lights good for 15 min – powered by two batteries, charged by emergency bus. Come on with loss of emergency bus
power or 5g deceleration. Amber light next to switch comes on if emerg battery is supplying the emerg lights.
If temp below -20 C and airplane will be cold soaked, remove batteries.
Battery temp indication system must be operational for all ops
If BATT O’TEMP EICAS msg appears on the ground, don’t take off.
APU and GPU power connect directly to crossfeed bus. GPU over voltage protection at 32.5 volts, must be disconnected from
aircraft to reset – needs to supply 1000 amps for engine start.
Batteries are 24 v 44 amp/hr Nicads. If both batteries ON, voltage is shown is highest on the emergency bus. If batteries off,
voltage shown is that of the batteries. If APU on, battery voltage shown will be that of the APU. Batteries do not have to be on
to power aircraft with GPU power. If batteries ON with GPU power, batteries will charge. To check battery voltage if you’re on a
GPU, turn one battery off at a time and read the voltage. Without load shed, battery supply <30 min of power, with load shed
they can provide 30 min or more. Each engine has DC generator, AC alternator, and a PMA (permanent magnet alternator). All
systems except windshield heat are DC.
Main Generator Limits – 400 amps to FL410 300 amps above FL410 150% for 5 min, 200% for 20 sec.
Any generator can power the entire system and has priority over GPU power. Fire switch is the only switch that opens the Field
Relay. Generator switch: Reset – Resets fieled relay. Off/On – Controls power relay. On the ground, any power will connect
crossfeed bus to system via Isolation relay. In flight, this requires generator power. Isolation/Load Shed relay separates main
DC from Emerg DC. If isolation relay is open, batteries power the emergency bus, even if generators are online. Load shed
switch controls relay. OPEN sheds main DC, O’RIDE keeps relay closed. In NORM, if main DC power is lost, after 70 seconds the
system sheds automatically. If one current limiter fails, system is divided into two parts. If both fail, system is divided into three
parts. If either limiter fails, a cyan message appears. If both fail the message is amber. If both fail, start APU. If APU won’t
start, land ASAP.
Hot batt bus: Batt 1 - Entry lights, Aft baggage compartment lights, under pylon work lights
Batt 2 – Nosewheel steering accumulator relief valve, SPPR, toilet service lights
Emerg Bus: LH – Aux Hyd pump, Emerg and Aux Panel lights, LH windshield heat, Sby pitot heat, Secondary pitch trim, Pitch
feel, Aileron and rudder trim, Gear control and indicator lights, Rudder limiter A and B,
LH/RH FADEC (REV ADC mode), LH/RH fire Detect/Protect, L start logic
RH – APU circuitry, COMM 1, NAV 1, RMU 1, STBY Nav/Comm, Audio panel 1 & 2,
Audio warning 1 & 2, MADC 1, AHRS/IRS 1, STBY HSI, Upper rudder A & B yaw damp, R start logic
Override = Normal brakes and Anti-Skid, TRs, NW steering, Flaps and Slats.
Emerg = Normal brakes, NO Anti-Skid, No TRs, No NW steering, No Flaps or Slats.
Stby instruments – up to 30 minutes of stby battery power on non-split bus.
Instruments normally powered and battery charged by Crossfeed bus (main DC), except HSI. Stby power switch must be on for
ALL these to function. Amber light near switch comes on if instruments being powered by stby battery. Test position shows
green light if fully charged, amber if not fully charged. Stby HSI uses emerg bus power and avionics switch must be ON. PMAs
provide the only power to the ignitors, and they supply main power to FADECs. Alternators provide AC power for windshield
heat. Generators supply power for all else. GCUs protect against: Feeder Faults,
Overvoltage, Overload, Undervoltage, Reverse Current, Regulates voltage to 28.5, Shares total generator loads.

Flight Controls
Slats=>Hydraulic / Flaps=>Electric (main DC)
Upper rudder (electric) only controlled via pedals when flaps are extended but yaw damps at any time. Lower rudder (hydraulic)
controlled via pedals and limited based on speed. 30 degrees L&R travel at slow speeds, +/- 4 degrees at high speeds. Both
upper and at least one lower yaw damper must be operational for dispatch.
Both rudder limiters must be operational.
The rudders cannot be separated. Both rudders have independent yaw damping. Upper uses Yaw Stability Augmentation
System (YSAS) with it’s own gyro for yaw damping control, lower uses Flight Guidance System (FGS) for yaw damping. Both are
full time and engaged whenever DC power is applied to airplane – yaw damp inhibited on the ground. Crosswind limited to 10
knots if rudder travel available is less than 70%. Mach trim must be operational for speeds above .82 mach.
Unless req for abnormal or emerg, A and B hydraulics may not be intentionally unloaded above 15,000 ft. 2 PCUs per aileron,
elevator and lower rudder, A powers one, B powers the other. Lose one system, still have control.
Manual reversion actually moves the PCU. Spoilers only have one PCU. 3 speedbrakes, 2 roll spoilers. Each one powered by
different system. Lose A, lose one spoiler, one speedbrake, etc. Lose B, lose two speedbrakes and one spoiler. Ailerons and roll
spoilers connected through linkage. If system jammed and separated, pilot side controls ailerons, co-pilot side controls roll
spoilers – see which side moves. Either one will provide sufficient control. Same with elevators. If separated, pilot controls left,
co-pilot controls right.
One disconnect handle, disconnects everything, but you can reconnect the unjammed controls by turning the handle and
pushing back in, leaving only the jammed surface separated.
Auto Slats – AOA to approx .81 (1.1 vs), inhibited above 270 knots.
The green range for the rudder is only applicable to the lower rudder.
Primary trim – Main DC – no clacker unless on autopilot
Secondary trim – Emerg DC – has clacker – limitation .82 mach max and not above FL410.
Mach trim – Main DC – only functions with the autopilot off & >.82 mach

Fuel
Max single point fueling pressure 55pisg Max single point defueling press -10psig
Single Point refueling – fill wings first then center. Fuel LOW LEVEL light on at 500 lbs.
Unusable fuel – 4.81 gallons for wing tanks / 2.2 gallons for center tank
Center tank fuel allowed to enter wing tanks when wings between 3250 and 3500 lbs
Center tank feeds wings, wings feed hoppers, hoppers feed the engines.
Center tank to wing transfer: Valves close automatically at 500 lbs when in Normal.
Gravity crossflow must be closed when single-point refueling.
Fuel pump switches in Normal come on for – Engine start,
Crossfeed,
APU (left only),
Low pressure in feed line.
Center tank to wing transfer must be initiated prior to 3100 lbs per side wing fuel.
Simultaneous use of crossfeed and center-to-wing tank transfer is prohibited when wing qty is 2900 lbs or less
per side – fuel imbalance will result.
Fuel T Handle – allows fuel from right wing tank to gravity feed into center tank. Used when over-wing refueling.
Fuel Capacity 13,000 lbs / Wing Tank: 3500 lbs - Center Tank: 6000 lbs
Crossfeed system does not transfer fuel into the opposite wing, allows both engines to feed from one tank. Gravity
Crossflow will transfer fuel between wing tanks to correct fuel imbalance.
Min fuel tank temp for start -37C Max fuel tank temp 52C
Min engine fuel temp for operation 4C Max engine fuel temp 98.9C (when it goes amber)
Center tank ventilated through NACA duct on belly.
Fuel Boost Pump amber CAS means fuel pump has been activated due to low pressure

Hydraulics
Two engine driven hydraulic pumps. Two systems, A and B – systems do not share fluid.
Hyd qty on EICAS should be 50 to 75% / Low level at 16%.
Two systems linked via PTU – PTU only provides A system power via B system pressure, cycles at 1700 to 2700 psi.
PTU control valve requires main DC power.
System A has electric pump as backup to PTU should A system engine pump fail. Electric pump cannot provide pressure to B
system. Gear, Steer, Brakes all on A system.
Rudder Standby System (RSS) has electric pump that uses B hydraulic fluid to power lower rudder should B system engine
pump fail. Operation is automatic, requires DC power. RSS inhibited on the ground if both thrust levers are in cutoff. RSS
hydraulic pressure not displayed if below 2300 psi or if B system has failed.
Lower rudder, ailerons, slats and elevators powered by dual PCUs off both systems.
If all A system fluid is lost, there is an emergency pneumatic system for lowering the gear and applying brakes. 2000 psi bottles
for this are in left avionics compartment. Nosewheel steering system has a pressure accumulator (check for no lower than 1300
to 1500 psi) for if A system has failed (two or three deflections max).

Pneumatics/AC/Pressurization
Service Air: Acoustic and Entry door seals, baggage compartment heat, vacuum ejector pump, L & R RAT probe aspiration.
Service air is extracted from the 14th stage HP bleed line prior to the firewall shutoff valve. APU, GPU and left engine are not
capable of providing service air to the right RAT probe, the acoustic seal, or to baggage heat due to the position of check
valves. The right engine can support all service air systems. Airborne, service air is not used to aspirate the RAT probes.
Engine/APU Bleed:
LP (8th)and HP (14th) bleed ports.
HP bleed: Pressurization, AC, anti-ice, engine start and service air.
LP bleed: pressurization, AC, anti-ice during takeoff acceleration phase.
APU bleed: Pressurization, AC, engine start and service air
Ground air can supply all sources except anti-ice.
HP bleed supply line from the engine is monitored for overtemp and overpressure.
Engines start via air with a separate air starter motor system.
Two outflow valves in rear bulkhead. Three pressurization modes, NORM, Alt select, and Manual.
Third outflow valve in back of cabin permits cabin air into the baggage compartment. Also used to isolate the two
compartments.
HP/LP firewall shutoff valves: Control engine bleed extraction at the engine. Controlled by the rotary L/R ENG BLD AIR
switches labeled OFF, HP/LP, and LP. The LP and HP lines are connected via HP/LP CROSSOVER valves also called PAC HP
VALVES. Permit higher pressure HP air into the LP lines (into a PAC). OFF position – both LP and HP firewall shutoff valves
energized closed (main DC). LP position – the LP valve is open and the HP valve is energized closed.
HP/LP position – both valves normally closed but open if there is engine air (normal condition).
Two things automatically close the HP firewall valve – selecting anti-ice for takeoff, and if a HP duct overpressure condition
exists. To close for anti-ice requires WOW, TLA >32 and any bleed anti-ice switch turned on. The HP valve closes to prevent
overheat conditions in the pylon due to insufficient airflow through the precooler at slow speeds. On takeoff with the HP valve
closed, the HP/LP crossover valves open to allow LP air into the anti-ice pneumatic lines. Once airborne, the HP firewall valves
reopen and the HP/LP crossover valves close. If the HP firewall valve closes automatically for an overpressure, once closed the
overpressure goes away, the valve reopens, and the cycle will repeat if the overpressure reoccurs. Crew should retard the
throttle to prevent cycling.
A PAC Isolation Valve (rectangular switch, normally closed) if open, permits one source of air to feed both PACs and must be
open to use left engine bleed air to start the right engine. When closed, left engine supplies left PAC, right engine supplies right
PAC.
Firewall LP Shutoff Valve: Energized closed with switch in OFF. Engine air keeps it open. Normally this valve is open when
the engine is running.
Firewall HP Shutoff Valve: This is a solenoid valve. HP air can be used by all pneumatic systems after passing through a heat
exchanger in the pylon (pre cooler) and regulator valve. Valve is open under normal conditions. Energized closed by selecting
OFF or LP on the rotary switch. Also closes automatically when using anti-ice for takeoff.
HP/LP Crossover Valves: (also called PAC HP VLV by the CAS) Solenoid valves that are powered open – without power they
close. Controlled by a single PAC BLEED SELECT switch or automatically. Positions are NORM, LP and HP. With switch in HP
(open)–(PAC HP VLV OPEN L or R white message) the left and right crossover valves are powered open. This connects the HP
and LP engine bleed-air lines together. If you then closed the HP firewall shutoff valve, LP air could enter the HP pressure line
because you opened the crossover valves by putting the toggle switch to HP. With switch in LP (closed)– both crossover
valves are de-energized and will close. When closed, LP air is available to the PACs and start ducts and HP air is available to the
rest of the system. With the switch in NORM (automatic) – logic controls the crossover valves based on WOW, TLA, and gear
position in flight. The crossover/HP valve operation is related to TLA. If the aircraft is on the ground with TLA <32, the
crossover valves open to provide HP air to the pacs.
This is true in flight as well as long as the gear is up and the anti-ice is off. When TLA >32, the crossover valves close.
Gear down in flight, anti-ice on in flight, and anti-ice on for takeoff are the exception to this. If the aircraft is airborne with gear
up, crossover valves open and close according to TLA. If the gear is down in flight, the crossover valves are closed regardless of
TLA – only LP air gets sent to the PACs. If the aircraft is airborne with gear up and anti-ice is turned on, the crossover valves
are closed regardless of TLA until the anti-ice is turned off. If the aircraft is on the ground and anti-ice is selected on, the
crossover valves close if TLA <32 but open during takeoff when TLA >32 because the HP firewall shutoff valves close. With the
crossover valves open and the HP firewall valves closed, LP air is allowed into the LP line for antiicing.
At liftoff, the crossover valves close, and the HP firewall valves open.
If one of these valves are open, you get the white CAS msg – indicates HP air now available to the associated PAC. Do not put
switch to HP (opens the valve) at the same time you use anti-ice. NORM (auto) position closes the valves if anti-ice is turned on.
Regulator valves: LP 45psi HP 65psi
APU Bleed Air Valve: Three position switch – Off, On, and Max Cool. Wait two minutes after starting APU to turn bleed
on. Service air is available regardless of switch position.
Max Cool Valve: When opened, PAC flow valves are bypassed, and an increased flow of APU air is provided directly to
the PACs. Should be closed to start engines – happens automatically regardless of switch position.
PAC Bleed/Air Conditioning:
Two PACs in the tailcone. Left PAC supplies the cockpit, right PAC supplies the cabin. Air provided from engines, APU or ground
air cart. Temp control via hot air bypass valves. Temp controls for cockpit and cabin operate in auto or manual. RAM air cools
the ACM heat exchangers. Ram air from the base of the vertical fin is routed into the tailcone where a fan draws this air into a
duct, across the heat exchangers, and exits out the grill in the bottom of the fuselage.
The tailcone is monitored for high temp (bleed leak).
PAC Control Valves: Determine the volume of air allowed to enter a PAC. OFF, ON, and HIGH. Off – the valve is closed. ON –
valve is in low flow position. HIGH – High flow position.
Operation with the cockpit and cabin PAC selectors in HIGH is not approved for:
􀂃 Takeoff and landing
􀂃 When using bleed air anti-ice equipment
􀂃 Above FL450
􀂃 Above FL250 when one bleed source is feeding both PACs.
Single PAC operation above FL410 is prohibited
PAC bleed switch must be in NORM or HP above FL410. Must not be in HP at the same time you use anti-ice or
for takeoff and landing.
PAC isolation valve allows you to run both PACs from one bleed air source. Normal position is closed. Also used for cross-bleed
starts, allows you to start the right engine from the left.
Cockpit or Cabin PAC O’TEMP – PAC bleed valve automatically closes and does not reopen without pilot action (reset).
If in an overtemp situation with a PAC, turn PAC temp up (it’s working too hard trying to produce cold air. DUCT O’TEMP
– bleed air is not shut off automatically. If it’s a duct overtemp turn the temp down (the temp is too hot). You reset a pack, you
don’t reset a duct.
Pressurization: Two, main, vacuum operated outflow valves in aft cabin. Left – Primary, Right – secondary. Controller makes
inputs to the primary, manual mode (pilots) make inputs to the secondary. Inputs to one affect the other.
Third outflow valve in the back of the cabin feeds the baggage compartment. Air going into the compartment circulates around
and exits through a one-way check valve into the cabin. Cabin air is expelled through the outflow valves and vents overboard
into the main landing gear compartment. Baggage compartment receives service air for heating purposes. 4 things isolate the
baggage compartment: 14,500 foot alt, 1psid pressure, Loss of DC power, ISO VLV switch. ISO VLV switch – When
used, removes power to both the baggage compartment outflow valve and service valve solenoids causing them to close. Also
shuts off fan in baggage compartment. With no air, baggage compartment is isolated, unheated, and unpressurized. The
number of flights flow with the baggage compartment unpressurized must be logged.
Cabin Pressure Controller: On the ground, TLA <60, outflow valves fully open. Above TLA 60, outflow valves close and cabin
begins to pressurize to 200 ft below outside alt. If TLA brought back <60 in an abort, the outflow valves open. With weight off
wheels, pressure controller adjusts outflow to maintain one of two schedules, automatic or altitude select. On landing, TLA <60,
WOW, outflow valves vent pressure at a selected rate. After 1 minute the outflow valves open. Fault light on indicates fault in
the controller and illuminates for 4 seconds during rotary test.
Auto Mode: (NORM) set landing elevation and forget it. Max differential pressure reached at approx 34,000 feet.
Note: If the T/O cabin alt is >8,000, the controller takes the cabin down to 8,000 feet with weight off wheels. Ten min after
level off with no alt changes, the controller changes the cabin to the proper altitude for the associated flight level.
Note: If the destination cabin alt is >8,000 ft, the controller rates the cabin up to 8,000 feet. Descending through 24,000 feet
the controller will rate the cabin up to the destination altitude.
Altitude Select mode: 1 - Controller adjusts cabin pressure to maintain differential set by the pilots.
2 – Rate of change set by the crew will be imposed – cabin will climb or descend at the rate selected unless max differential is
reached.
3 – Pilot can select max differential (lowest possible cabin alt) at any flight level.
Note: Sea level pressure can be maintained in this mode up to approx 25,000 feet which would result in max diff of 9.3 psid. In
AUTO NORM the cabin alt would be approx 2300 feet.
High Altitude Operation: If cabin alt selector set between 8,000 and 14,000 feet the controller resets the amber 8500 and red
10,000 foot cabin altitude CAS msgs to illuminate at 14,500 ft.
Manual Mode: Cabin pressure controlled by changing pressure in the outflow valve’s reference chamber. More or less air is
allowed to escape from the outflow valves. This is controlled by the red-capped lever on the control panel. When lever moved to
DOWN, cabin alt goes down. In HLD, cabin pressure remains steady. When moved to UP, cabin alt goes up. The rate of
pressure change can be controlled with the manual rate knob.
Cabin Altitude Limit Valves: Prevent cabin from climbing above 14,500 by closing the outflow valves. When using the
CABIN DUMP switch, this applies as well.

Anti-Ice
Five main anti-ice systems: Slats, Engine, Stab, Windshields and Probes.
Engine Bleed Air (but not APU) heats: Engine inlets, inboard wing leading edge, Slats, Horizontal Stab
Engine Anti-Ice switch: Engine inlet, fixed leading edge and wing cuff
Slat Anti-Ice switch: Slats, fixed leading edge
Stabilizer Anti-Ice switch: L&R stabilizers
Wing X-Over valve requires main DC power.
DC Elect = small cuff at wing and fuselage juncture
AC Elect = Probes, Pitot, Static and AOA - Windshields (requires DC power for control but operates on AC power) If one
alternator is inop, partial heat is still available from remaining alternator power.
L Windshield requires DC Emerg R Windshield requires Main DC
Windshield Overtemp – WS O’TEMP msg, windshield has hit 140 degrees, heat shuts off to that window, get WS HEAT
INOP msg, window cools, heat automatically comes back on, and the sequence repeats – monitor system. If O’TEMP msg is
steady, turn heat off. OVERIDE position of switch heats windows faster. Lose a windshield controller and you still have some
heat to each side.
Min speed for sustained flight in icing conditions, except for approach and landing – 200 kts slats up.
If you lose main DC power, all anti-ice valves fail OPEN.

Oxygen
Crew masks not approved for sustained use at cabin alts above FL400
Auto 100% above 30,000 / Auto pressure flow at 37,000
Cabin masks not approved for sustained use at cabin alts above FL250
Pressure gauge in amber means good for one Emerg descent
For cabin masks to drop: Cabin alt >14,500 with main DC power avail
ON position manually drops masks at any alt.

Exterior lights
Recog lights use landing lights at reduced intensity
Two emergency lights, one over wing, one under wing
Taxi light turns with nose gear, when taxi light on it also turns on wingtip downwash lights
Landing lights also anti-iced with fixed leading edge wing air

Landing Gear
3.25” – 7” is normal nose strut showing 1.8” – 3.5” is normal main strut showing
To raise gear, one main squat switch and nose squat switch must be open.
There is no gear horn silence button.
Horn will sound if: Flaps >24 with gear not down
Both thrust levers are below 30 degrees
Radar alt <500 feet.
Main DC power and WOW required for nosewheel steering
If nosegear won’t retract, possible autocentering problem with nosewheel.
Anti-skid – WOW, 35 knot wheel spinup or 5 sec if no spinup (icy surface)
Power to extend landing gear is on emergency bus – can’t put it back up.
If you lose A hydraulics, can extend gear with pneumatic bottles located in the nose. Can also pull two D-rings to release
uplocks. Nose gear one is under FOs panel, Main gear one is in the lav.

Fire
Bag smoke will not automatically isolate the baggage compartment.
APU fire with Avionics switch off = APU fire light but no aural warning or CAS msg.

Fire Push Switches: Fuel and Hydraulic firewall SOVs close

Generator Field Relay opens
Thrust Reverser is disabled
Both Fire Bottles are armed and directed towards the selected engine
Effected side’s LP and HP firewall SOVs spring closed once engine airflow terminates.