Cz MAINTENAN TRAINI NUA \ CE NG«oye CkTRA NOTICE The material contained in this training manual is based on information obtained from the aircraft manufacturer’s Pilot Manuals and Maintenance Manuals. It is to be used for familiarization and training purposes only. At the time of printing, it contained then-current information. In the event of conflict between data provided herein and that in publications issued by the manufacturer or the FAA, that of the manufacturer or the FAA shall take precedence. We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for improving this manual for any other aspect of our training program. FOR TR ceFlightSafely _ MAINTENANCE TRAINING MANUAL INTRODUCTION This training manual provides a description of the major airframe and engine systems installed in the Cessna Citation 525 aircraft. This information is intended as an instructional aid only; it does not supersede, nor is it meant to substitute for, any of the manufacturer's maintenance or operating manuals. This material has been prepared from the basic design data, and all subsequent changes in airplane appearance or system operation will be covered during academic training and subsequent revisions to this manual. ‘The first chapter of this manual, "ATA 100", is an introduction to the Air Transport Association format for aircraft maintenance manuals. It is intended to describe simply the basic format for all ATA 100 Maintenance Manual chapters and also to explain where variations may exist from one manufacturer to another. FOR TRAINING PURPOSES ONLY aEach chapter following “ATA 100" of this book has listed on the divider tab the ATA chapter() included, such as "24 Electrical". Any chapter not included in the manufactur- er’s Maintenance Manual is not included in this training manual. ‘The goal of this course is to provide the very best training possible for the clients in our maintenance initial program. So that there is no uncertainty about what is expected of the client, the following basic objectives are presented for this course. Given the Maintenance Manual, class notes, and this training (as specified by the FlightSafety instructor), the client will be able to pass a written examination upon completion of this course to the grading level prescribed by the FlightSafety Director of Training. ‘The maintenance technician will be able to: © Outline the ATA 100 system of maintenance documentation, including the major chapter headings and symbology. © Describe the meaning and application of each piece of manufacturer’s maintenance documentation and use the documentation in practical applications. © Outline the recommended maintenance schedule and the applicable options. © Locate major components without reference to documentation and other components with the aid of documentation. © Describe the operation of all major systems in the normal and various abnormal operating modes. © Perform maintenance preflight and postilight inspections. The FlightSafety instructor will modify the stated overall objective conditions and criteria to satisfy selected performance requirements, when appropriate. The performance levels specified will not vary from those directed by the FlightSafety Director of Training. 2 FOR TRAINING PURPOSES ONLY33 1 10 21 312 413 5 14 "MAINTENANCE TRAINING: MANUAL : FlohSatety 616 7 17 TU 34 21 22 3 24 25 26 27 15 1 BATT O’TEMP > 160° 2. CAB ALT 10000 FEET OIL PRESS ®| WARN LH RH FUEL GAUGE LH RH FUEL BOOST ON LH RH FUELLOW | LEVEL «| | | LH RH | FUEL LOW PRESS 28 29 18 ‘The red battery overtemperature light wil illuminate with a flashing light at temperatures over 145°F, and both sections will flash at temperatures over 160°F. Illumination of the light also triggers the master warning system which will cause the master warning light 30 32 31 FOR TRAINING PURPOSES ONLY 1-310. i. 12. B. 14. 1s. 16. 17. 18, 1. 20. FUEL FLTR BY PASS LH RH FUEL CROSSFEED INVERTER FAIL GEN OFF ‘The amber fuel filter bypass light advises that bypass of the left andlor right fuel filter is impending (4.5 PSID). The master caution lights will illuminate ‘The white fuel crossfeed annunciator indicates that the fuel crossfeed valve is in the crossfeed position. ‘The red inverter fail annuncistor indicates that the AC inverter fault monitor is indicating 4 loss of AC power. Master warning will flash. If a voice system has been installed, the alert tone will sound followed by the voice message "AC FAIL" which will repeat uatil reset. “The amber generator off light advises that left andlor right generator is not connected the airplane bus.eliaminationof bothleftand rightights will asthe master warning” LH RH eligtimlllumination of one (let or right) ight will illuminate the master caution lights. AFT BOX LMT CB FW ‘SHUTOFF EMERG PRESS ON FRESH AR HYD FLOW LOW LH RH HYD PRESS, ON ‘SPD BRK EXTEND ATIN ‘UNLOCK LH RH FLAPS >3s° Ifa voice system is installed, with the illumination of both the GEN OFF LH and RH aannunciator lights the alert tone will sound followed by the voice message "GENERATOR FAILURE" which will repeat until reset. ‘The amber aft J-box annunciator indicates that the crossfeed limiters or the start circuit breakers are open. The master caution lights will illuminate. ‘The amber firewall shutoff light advises that the left and/or right fuel and hydraulic shutoff valves are closed. The master caution lights will illuminate. ‘The amber emergency pressurization on annunciator indicates that the emergency position ‘on the bleed air control has been selected. ‘The master caution lights will illuminate. ‘The amber fresh air annunciator indicates that the fresh air position on the bleed air control has been selected, The master caution lights will illuminate. ‘The amber hydraulic flow low annunciator indicates that hydraulic flow into the hydraulic ‘manifold is below normal. Switch opens at 1.33 GPM, closes at 55 GPMF. The ‘master caution lights will illuminate. ‘The white hydraulic pressure on light advises that the hydraulic system is pressurized. (18s PSD, ‘The white speedbrake extend light advises that the left and right speedbrakes are fully extended. ‘The white attenuator unlock annunciator indicates thatthe left and/or right thrust attenuator is not stowed. There isa one second delay in illumination ofthe annuncitor in fight. ‘The amber flaps > 35° will illuminate if the airplane is on the ground and both throttle are advanced above 85% N, and the flaps are set beyond 35°. In flight, ifthe flaps are extended beyond 35° the annunciator will illuminate after an eight second delay. The ‘master caution lights will illuminate, FOR TRAINING PURPOSES ONLYa. 22, 23. 25; 26, 21, 28. 29, 30. 31 32. 33, PWR BRK LOW PRESS ANTISKID INOP. DOOR NOT LOCKED TAIL DEICE LH RH wis AR O'HEAT AOA HTR FAIL P/s HTR OFF ENG ANTLICE LH RH WING ANTLICE LH RH BLD AIR O'HEAT NOSE COMP O'TEMP or NOSE AVN FAN FAIL AIR DUCT O'HEAT VIDEO FAIL, ‘The amber power brake low pressure light advises that the power brake hydraulic pres- sure is below normal (750 PSI). Indication is disabled when gear is retracted and for 7 to 9 seconds after selecting gear extension, The master caution lights will illuminate, ‘The amber antiskid inoperative lightadvises that antiskid braking capability is unavailable. ‘The master caution lights will illuminate ‘The amber-door-not locked light-advises.tha,the,cabin doorsisnot lockedyor either of ‘The master caution lights will iluminate, ‘The whitetail deice light illuminates twice during the 18-second surface deice boot cycle to indicate proper boot inflation pressure (16 PSI), ‘The amber windshield sir overheat light advises that the windshield bleed air system temperature is above normal limits (300°F sonthessystenn pressures above: SPSTiF ter ‘systemiisioff, The master caution lights will illuminate ‘The amber angle-of-aiteck heater off light advises that the angle-oF-attack computer has sensed a failure of the angle-of-attack vane heater ‘The master caution lights will illuminate. ‘The amber pitot/static heater off light advises that the left and/or right pitot or static heaters are not operating. The master caution lights will illuminate. ‘The amber engine anti-ice light advises that the left and/or right engine anti-ice has been selected on and the engine inlet duct temperature is below 220°F. The master caution lights will illuminate. ‘The amber wing ant-ice light indicates that the left and/or right wing anti-ice has been selected on and that the temperature in the wing anti-ice duct is below 230°F. A 145°F overheat switch will also illuminate light, The master caution lights will illuminate. ‘The amber bleed air overheat light indicates thatthe left or right bleed air supply through the precoolers is above normal temperature (SS('F). The master caution lights will illuminate. ‘The amber nose compartment overtemperature light indicates that the nose compartment is above normal temperature (I30°F). The master caution lights will illuminate. On Airplanes -0032 and on, the annunciator indicates that the nose avionics cooling fan has failed. The master caution lights will illuminate. ‘The amber air duct overheat light advises that the ventilation duct temperature exceeds the 300°F thormal limit. The master caution lights will illuminate Illumination of the video fail annunciator indicates a malfunction of the video portion of the annunciator panel during self test sequence or when ANNU position is selected on. the rotary test switch. FOR TRAINING PURPOSES ONLY 534. AUDIO Mlumination of the audio fail snnunciator indicates a malfunction of the audio portion of FAIL, the annunciator panel during self test sequence or when ANNU position is selected on the rotary test switch. 38. DOOR ‘The cabin door inflatable door seal pressure is below 8.5 PSI. Master caution lights will SEAL illuminate. 36. ATIN Illumination when the attenuator control switch is positioned to stow. This white light STOWED will cause master caution illumination if on the ground and throttle above 85% N; or in SELECTED flight and flaps beyond T.O. and approach. ANNUNCIATOR LEGEND TONEWVOICE MESSAGE REPEAT ‘AUDIO TONE ONLY OVERSPEED TONE NO VOICE ONLY ALTITUDE YES VOICE ONLY AUTOPILOT YES VOICE ONLY MINIMUMS, MINIMUMS NO VOICE ONLY LANDING GEAR Yes VOICE ONLY © LEFT ENGINE FIRE THREE TIMES VOICE ONLY © RIGHT ENGINE FIRE THREE TIMES CAB ALT 10000 FT © CABIN PRESSURE YES OIL PRESS WARN LH =e LEFT ENGINE OIL PRESSURE YES OIL PRESS WARN RH ® RIGHT ENGINE OIL PRESSURE Yes GEN OFF LHRH © GENERATOR FAILURE Yes BATT O'TEMP/> 160° © BATTERY O'TEMP. YES INVERTER FAIL © AC FAIL YES © Message preceded by audio attention tone. 6 FOR TRAINING PURPOSES ONLYMASTER WARNING AND ANNUNCIATOR PANEL LIGHTS GENERAL ‘The master warning/caution and annunciator panel lights system consists of two MASTER WARNING RESET _ light switches, and two MASTER CAUTION RESET light switches and an annunciator panel light cluster which provides visual indication to the flight crew. @Aiqplanesjare- alsopequippedswithyeithersawoice;orastoney eudiomvamingssysiemn ‘If an optional verbal system is installed, an ~ attention tone will sound upon the illumination of a red annunciator pane! light ‘hicheanetnesooraitneteOO "system do not have the tone preceding panel _ light annunci On airplanes -0001 thru -0031 the annunciator panel box is dedicated specifically to either voice or tone annunciation, On airplanes -0032 and on, the annunciator panel box incorporates a switch which is factory set to either voice or tone depending on customer order or certification requirements. The annunciator panel is located in the firetray mounted above the center instrument panel and contains a cluster of caution/warning lights with selected color Tens and legend plates arranged according to airplane systems, The annunciator panel lights operate in conjunction with the voice message annunciation system and the MASTER WARNING RESET and MASTER CAUTION RESET lights located on the pilot’s instrument panel. A rolary-type test switch is located on the left side of the switch panel. The rotary test switch, when positioned to ANNU will verify the integrity of the master warming and annunciator system. OPERATION Each annunciator segment has a legend which illuminates to indicate an individual system fault or advisory event. A red annunciator legend indicates a warning malfunction which requires immediate corrective action. The illumination of a red legend also activates the MASTER WARNING RESET annunciator light switches on the pilot's and copilot’s instrument panels. Once activated, the MASTER WARNING RESET annunciator light switch must be manually reset by depressing the lighted switch, The MASTER WARNING RESET annunciator light switch will flash ON/OFF/ON/OFF until reset independent of the annunciator panel fault light, except during a test mode utilizing the rotary test switch. FOR TRAINING PURPOSES ONLY theeoe Even Pe If 28VDC power is lost to either power input (odd or even) while the MASTER WARNING RESET annunciator light switch is illuminated steady and a new master warning fault occurs, the MASTER WARNING RESET annunciator light switch will revert to the flashing mode until reset. After reset, the MASTER WARNING RESET annunciator light switch will return to ON STEADY operation until 28 VDC is restored to both the odd and even power inputs. ‘An amber annunciator segment indicates a caution malfunction that requires immediate attention, but not necessarily immediate action. The illumination of an amber legend also activates the MASTER CAUTION RESET annunciator light switches on the pilot’s and copilot’s instrument panels. Once activated, the MASTER CAUTION RESET annunciator light switch must be manually reset by depressing the lighted switch, The MASTER CAUTION RESET annun- ciator light switch will remain ON STEADY while a caution fault (amber legend on the annunciator panel) is illuminated or until reset by depressing the MASTER CAU- TION RESET annunciator light switch. The fault (amber) annunciator will remain on only if the fault continues to exist. Amber annunciators will flash ON/OFF/ON/OFF until the fault is cleared or the MASTER CAUTION RESET is pressed. A white annunciator legend indicates a system advisory event. An input to a red annunciator channel initiates the following sequences of events: © Illumination of the appropriate message legend, = If equipped with a voice system, sounding of an audio “attention” tone followed by the associated voice message. ‘WARNING RESET-annunciator light switch ‘sis manually. depressed. © If the fault causing the illumination of the annunciator legend is cleared prior to reset of the MASTER WARNING RESET annunciator light switch, the annunciator legend will extinguish. Master Warning will continue to flash. © New inputs to red annunciator channel will reinitiate the sequence of events. = If equipped with a voice system, multiple messages are sequenced in the order of ‘occurrence. This is coordinated with "voice only" messages which fall into a time of occurrence sequence with the red annunciator legend voice messages. © Any new red annunciator channel input that occurs during a series of voice messages will interrupt the sequence at the end of the current voice message in progress, sound the “attention tone", and initiate the new voice message. Voice message sequencing will then restart, beginning with the oldest message first. 8 FOR TRAINING PURPOSES ONLY& An_ input to an amber annunciator channel initiates the following sequence of events: © Tlumination of the appropriate message legend. © The MASTER CAUTION RESET annun- ciator light switch will illuminate and the annunciator panel legend will flash (while the caution fault exists) until the MASTER CAUTION RESET annunciator light switch is manually depressed. © The MASTER CAUTION RESET annun- ciator light switch will also extinguish if the caution fault is cleared or ceases to exist. © If the fault causing the illumination of the annunciator legend is not cleared after resetting the MASTER CAUTION RESET annuneiator light switch, the MASTER CAUTION RESET annunciator light switch will extinguish but the amber annunciator legend will remain ON STEADY until the input for the annunciation is cleared, MAINTENANCE TRAINING MANUAL © NOTES FOR TRAINING PURPOSES ONLYLEFT TURBINE TACHOMETER LEFT FAN. TACHOMETER ‘TEST LIGHT ‘TEST SWITCH POSITIONS LEFT ENGINE FIRE DETECT UNIT RIGHT ENGINE FIRE DETECT UNIT FUEL FLOW- INDICATOR [LANDING GEAR MONITORING (GEAR LOGIC) MACH WARNING: RIGHT AIRSPEED INDICATOR }—— ANTI SKID SYSTEM CONTROL UNIT BATTERY TEMPERATURE—t INDICATOR + WARN LTS 1 28VDC P0901 AVIONICS CIRCUIT BREAKER DISCONNECT ANNUNCIATOR WINDSHIELD ANTHICE PANEL BLEED AIR TEMPERATURE WARNING ||! GROUND ANGLE OF ATTACK BATTERY. ‘SYSTEM COMPUTER ‘TEMPERATURE MODULE Figure I-1 ROTARY TEST SWITCH 1-10 FOR TRAINING PURPOSES ONLYROTARY TEST SWITCH DESCRIPTION The rotary test switch has seven decks which are deck A through deck G. It has ten selection positions including the OFF position. The positions are identified on the switch/meter panel eleciroluminescent panel as: FIRE WARN, LDG GEAR, BATT TEMP, AOA, SPARE, W/S TEMP, OVER SPEED, ANTI SKID, ANNU and OFF. OPERATION planesand, tate FIRE WARN The LH ENG FIRE and RH ENG FIRE warning lights on the fire tray should illuminate. Voice annunciation LEFT ENGINE FIRE/RIGHT ENGINE FIRE, should also be heard. LDG GEAR (If the flaps are not beyond the T.O. and approach position.) The GREEN gear down and locked and the RED unlocked lights, adjacent to the landing gear contro} handle, should illuminate and the voice annunciation LANDING GEAR should be heard. Push the SILENCE button, located below the landing gear control handle, 10 mute the voice annunciation, or advance both power levers beyond 85 percent power. The voice annunciation LANDING GEAR should silence. Extend the flaps to FULL. (If hydraulic pressure is available.) WMAINTENANGE TRANING MANUAL ‘The voice annunciation LANDING GEAR should activate. Pushing the horn SILENCE button should not mute the warning horn. BATT TEMP The BATT O’TEMP > 160° annunciator lights should illuminate. The MASTER WARNING RESET lights should illuminate and the voice annunciation BATTERY O'TEMP should be heard. AOA ‘The STICK SHAKER should activate. The angle-of-attack indicator needle should move past the RED area. The EADI FAST/SLOW needles should move past slow. -( lexer lights should flash alternately ON/OFFION/OFF with avionics power ‘epplictn., W/S TEMP: s z nunciator ight should illuminate when HI and LO is ed Switch. The MASTER CAUTION RESET light should illuminate. OVERSPEED ‘The OVERSPEED audio tone should sound, ANTI SKID The ANTI SKID INOP and PWR BRK LOW PRESS annunciators should illuminate. The MASTER CAUTION RESET light should illuminate. FOR TRAINING PURPOSES ONLY hitANNU All annunciator panel legends should illuminate one row at a time. The MASTER WARNING RESET and MASTER CAUTION RESET light switches should flash. The voice message TEST heard. ‘Dherdigital indicators shd » indicators should directoremodemselectorspanel Tights *will” ‘illuminate, EFIS lights will also illuminate, After successfully completing the test, the voice annunciation READY will be heard. Failure of the test will cause the VIDEO FAIL and/or AUDIO FAIL annunciators to illuminate. The MASTER WARNING RESET and MASTER CAUTION RESET light switches will remain ON STEADY with the failure of the video test. Pressing» h R.WARNING 'RESE’ NOTES 1-12 FOR TRAINING PURPOSES ONLYCONTINUOUS INSPECTION PROGRAM PROCEDURE sehen mary aptnscsn(thase slant) ‘inuous inspection ‘program. The remaining phases, which consist of the other inspection requirements, are not included in Phase 1 through 5 continuous inspection cycle. Phases 1 through 4, which each have an interval of 300 hours or 24 months, are designed to be accomplished in a continuous, repetitive 300 hour cycle by three different optional methods. Phase 5, which has an interval of 1200 hours or 36 months, is designed to be accomplished in a continuous, repetitive 1200-hour cycle. PHASE 1 Covers the nose section, cockpit and fuselage. PHASE 2 Covers the wings, gear and empennage. PHASE 3 Covers the tailcone area. PHASE 4 Covers the left and right powerplants. PHASE 5 — Required every 1200 hours or 36 calendar months, whichever occurs first. PHASE 6 Every 14 days for airplanes based in corrosive environment (coastal areas). PHASE 7 Every 6 months. PHASE 8 Not used. PHASE 9 Every 3 to 6 calendar months. PHASE 10 Every 100 hours. PHASE 11 Every 1 year. PHASE 12 Every 2 years as required by FAR 91.411 PHASE 13 Not used. PHASE 14 Every 2 years. PHASE 15 Every 3 years. PHASE 16 Every 5 years. PHASE 17 Engine Hot Section Inspection. PHASE 18 Not used. PHASE 19 Every 6 years. PHASE 20 Every 12 years. FOR TRAINING PURPOSES ONLY 113Phases 1, 2, 3, 4 and 5 due points can be extended for maintenance scheduling purposes only as provided below: Phases 1, 2, 3 and 4 can be extended up to a maximum of 30 hours or two calendar months from the due point. Phase 5 can be extended up to a maximum of 100 hours or two calendar months from the due point. ‘Any portion of the allowable extension used need not be deducted from the subsequent due point. an All remaining phase due points can be extended for maintenance scheduling purposes only up toa maximum of 10 hours from the due point, however, the portion of the allowable extension, used’ must be deducted from the subsequent phase due point. _ ‘Three optional methods of accomplishing Phases 1 through 4 are provided as follows: METHOD 1: Phase 1 through Phase 4 inspections are based on 30-hour cycles, with one of the phase inspections accomplished every 75 hours of airplane operation. Applicable additional phases are integrated at their due times with the first four phases. At the completion of Phase 4, Phase 1 will become due 75 hours later and the cycle is to be repeated. 75 HOUR 150 HOUR 225 HOUR 300 HOUR PHASE 1 x PHASE 2 x PHASE 3 x PHASE 4 x 114 FOR TRAINING PURPOSES ONLYMETHOD 2: Phase 1 and Phase 2 are combined and accomplished at alternate 150-hour intervals, with Phase 3 and Phase 4 being performed at the next 150-hour interval. Applicable additional phases are integrated at their due times with the first four phases. At the completion of Phase 3 and Phase 4, Phase 1 and Phase 2 will be come due 150 hours later and the cycle is to be repeated. 75HOUR 150HOUR 225 HOUR 300 HOUR PHASE 1 x PHASE 2 x PHASE 3 x PHASE 4 x METHOD 3: Phase 1 through Phase 4 are all combined and accomplished at 300 hour intervals. Applicable additional phases are integrated at their due times with the first four phases. Those that cannot ‘be so integrated, must be performed early or separately. NOTE: With all of the phases combined into 300 hour intervals, an inspection is required to be accomplished on certain items every 150 hours. These inspections are listed in Phase B, The 150 hour inspections are listed in two of the phases. Duplicated items need only be accomplished one time when combining phases. 75HOUR 150 HOUR 225 HOUR 300 HOUR PHASE B x PHASE 1 PHASE 2 PHASE 3 He PHASE 4 Phase 5 is to be accomplished all at once, each 1200 hours concurrently with accomplishment at the end of the third cycle of Phases I through 4. FOR TRAINING PURPOSES ONLY 1-15PROGRAM STARTUP NOTE: This procedure for program start up applies only to airplanes that have been previously using an inspection program other than Cessna’s recommended Continuous Inspection Program. To start this continuous inspection program, the following steps must be accomplished for airplanes other than those newly manufactured. 1. Conduct a complete airplane inspection by performing Phases 1 through 5. 2. Start the program at check number 1. (Refer to Continuous Inspection Program Procedure). 3. Continue performing inspections in the normal manner. Unscheduled Maintenance 5-50-00, this includes the following: (a) Hard overweight landings. (b) Overspeed-flaps, gear or airplane. (©) Severe air turbulence or maneuvers. (@) Lightning strikes. (©) Foreign object damage. () Improper towing or ground damage. 1-16 FOR TRAINING PURPOSES ONLYFlightSafety o Citationet. MAINTENANCE TRAINING MANUAL SS COMPONENT TIME LIMITS tin Gabv All components not listd“herein should be inspected as ied aeons this chapter and repaired, overhauled ot replaced as required. Components listed in this section of the chapter should be replaced during the regular maintenance periods nearest to, but no later than the indicated time limits below. The replacement life of each component listed in this section applies to the part throughout its life on the original installation and on later installations. The life (number of hours or number of landings) must. be recorded individually for these components and must remain with the component during removal. For example, if a component is removed for overhaul, it must be tagged with the life (number of hours or number of landings) to the date of removal and this tag must remain with the component throughout the overhaul process. (Overhaul of a component does not zero time the life of the component.) When received from overhaul and installed on an airplane the life of the component must be recorded to allow continued accumulation toward the life limit. Life limited components which have exceeded replacement life limits because of a current change in the inspection program, may continue in service if the component is serviceable, and part is on order. The replacement part must be placed on order immediately. Occasional parts shigalagesmay result in shipping delays. Replacement part(s) must be installed within 60 days of receipt. fal tc SCHEDULE Air Conditioning (Chapter 21). * Compressor Drive Motor Brushes Replace 750 compressor hours * Compressor Drive Belt Replace 750 compressor hours (Note 1) © Compressor Drive Motor Overhaul — 5000 compressor hours Equipment and Furnishings (Chapter 25). + C3000 Locator Beacon Battery Pack + Replace 3-Years ( Note 2) Z Fire Protection (Chapter 26). Engine fire extinguisher cartridge with P/N Kidde--AE873364-8 years (Note 3) HTL~13083-5 ~ 4 years (Note 4) Indicating/Recording Systems (Chapter 31), ‘ Sundstrand Flight Data Recorder Perform maintenance per schedule published in Sundstrand Service Information Letter--5000 hours ( Note 5) Landing Gear (Chapter 32) © BF Goodrich brake with a part number of 2-1859-1 Replace 250 landings © BF Goodrich main wheel assembly with part number 3-1527 and 3-1527-1 Replace 1000 landings (Refer to BF Goodrich Service Bulletin 3-1527-32-1) *(3) Pneumatic _ Blowdown/Emergency Brake Bottle 9912368-2 Manufactured by HTL — Advanced —_Technology/Pacifie Scientific (Part Number 400005320-2) Replace 24 Years FOR TRAINING PURPOSES ONLY 17FlightSafety Citation {fee NAINTENANCE TRAINING MANUAL ‘Oxygen (Chapter 35). © Cylinder (lightweight) with DOT rating of 3FC1850 or DOT-E8162 Replace 15 years or 10,000 service cycles * (2) Oxygen mask, Scott EROS Overhaul 6 years (Note 6) Powerplants (Chapter 71). © Engine Mounts or Engine Mount Isolators (Forward and Aft). Overhaul engine mount to replace engine mount isolator or replace entire engine mount. For Engine Mount Isolator Replacement, refer to Lord APE83- 007 Maintenance Manual for 1-4200 Engine Mounting System Coincide with Engine Overhaul * (Refer to Williams International Engine Manual) Starting (Chapter 80). Starter Generator Overhaul! 1000 Hours NOTES Note 1: Alignment of the drive belt is ritical to ensure reliability of the motor and compressor. Improper alignment of drive belt will result in greatly reduced brush and bearing life. Note 2: Battery must be replaced at the specified interval from date of manufacture stamped on battery; or, after transmitter is used in an emergency situation; or after the battery has been operated for more than one cumulative hour; or, on or before battery replacement date. Note 3: Cartridge life is a combination of shelf life and service life. Shelf life for a cartridge wrapped very carefully in aluminum foil and kept in a well sealed container is three years; if the cartridge is stored in a box, shelf life is two years. Combination shelf life and service life should not exceed ten years. Eight years is the ‘maximum period of service life. Note 4: Cartridge life is a combination of shelf life and service life. Combination shelf life and service life should not exceed six years. Four years is the maximum period of service life. The cartridge life shall be determined as starting from the date (month/year) that is stamped or marked on the plastic bag containing the cartridge or on the cartridge body. Note 5: Under normal environmental conditions and use, the masks must be overhauled every 6 years. If masks are ,exposed to environments that accelerate vent envelhean (@ilig, of elastomer components, periodic inspection may warrant shorter intervals between overhaul periods. Refer to ScotVEROS MA/MC Series Quick-Donning Mask-Regulator Assembly Operating. Instruction booklet, part number 89201-01 for overhaul. FOR TRAINING PURPOSES ONLYChtationfet : MAINTENANCE TRAINING MANUAL INTRODUCTION ‘The purpose of this chapter is to describe the arrangement, numbering system, and special features of the Air Transport Association format for aircraft maintenance manuals. To take advantage of all the material presented in an ATA 100 manual, the maintenance technician must become thoroughly familiar with the outline and contents presented for any given airplane. FlightSafety FOR TRAINING PURPOSES ONLY 24GENERAL The Cessna Citation 525 Maintenance Manual, IMlustrated Parts Catalog, and Wiring Diagram Manual are prepared in accordance with the Air Transport ‘Association Specification No. 100 for manufacturers’ technical data. ‘These manuals have been prepared to assist maintenance personnel in servicing and maintaining Citation airplanes. ‘They provide the necessary information required to enable the mechanic to service, inspect, troubleshoot, remove, and replace components or repair systems. Information beyond the scope of these manuals may be found in the Cessna Citation Overhaul Manual, Structural Repair Manual, “Tool and Equipment List", or Component Maintenance Manuals. ese diagrams, which are to be ‘carried aboard the airplane, must be used in conjunction with the Maintenance Manual when performing maintenance on the airplane. Technical publications available from the manufacturer of the various components and systems which are not covered in the Maintenance Manual must be utilized as required for maintenance of those components and systems. These manuals have been designed for aerofiche presentation. To facilitate the use of the manual for aerofiche, fiche/frame numbers have been added to the various tables of contents and alphabetical and numerical indexes as applicable. Refer to the header of the applicable fiche for location of various indexing information. MAINTENANCE MANUAL TEMPORARY REVISION ‘Additional information which becomes available may be provided by temporary revision. This service is used to provide, without delay, new information which will assist in maintaining safe flight/ground operations. Temporary revisions are numbered , consecutively within the ATA chapter aseritat * page numbering, utilizing the three-element number which matches the manual. ‘Temporary revisions REGULAR REVISION Pages to be removed or inserted in the manual are controlled by the effectivity page. Pages are listed in sequence by the three-element number — (chapter/section/ subject) and then by page number. When, Gate column on the corresponding chapter effectivity page verifies the active page. 22 FOR TRAINING PURPOSES ONLYREVISION BARS Additions, deletions, or revisions to text in an existing section are identified by a revision bar in the left margin of the page adjacent to the change. ‘When extensive technical changes are made to text in an existing section that requires complete retype of the copy, revision bars appear full length of the text ‘When wartesinwan existing «illustrationssis Tevisedy~a™pointinghand appears sin-=the» illustration »pointingto"the*area of-theyart ‘revisions New art added to an existing section is identified by a single pointing hand adjacent to the diagram title. LIST OF EFFECTIVE PAGES A list of effective pages is provided with each manual chapter. All pages in the chapter are listed in sequence with the most recent revision date for each page. A revised list of effective pages is provided for each chapter with every regular manual revision. SERIALIZATION be All Model 525 airplanes are sassignedy a serial number. Serial numbers are assigned consecutively to each airplane as construction begins and remains with the airplane throughout the service life. The serial number appears on the airplane identification plate. This Maintenance Manual covers Cessna Model 525 airplanes Serial Number 525-0001 and on. AEROFICHE (MICROFICHE) This Maintenance Manual is prepared for aerofiche presentation. To facilitate the use of the aerofiche index, a list of chapters has been assembled and incorporated in the introduction which identifies the initial fiche/frame of each chapter section. This List of Chapter information is displayed in the upper left frame of each aerofiche card. CD ROM The Cessna CD-ROM technical Library is a professionally designed CD-ROM system which has full text retrieval and searching capability with interlinked references. With this system you have the capability to search (full or partial) text, part numbers, reference designators, vendor lists and vendor codes. The applicable text items are hyperlinked to images with the capability to zoom in and cout on the images. ‘There are four types of files recorded on the CD-ROM: © Data files which contain the text and images that will be displayed during a retrieval session. © Index files that are used by the retrieval program to find and display data. © The retrieval program and its supporting files (executables and library functions). © Installation program. All of the data and index files will remain on the CD-ROM. The retrieval program files will be copied onto your hard disk by the installation program. FOR TRAINING PURPOSES ONLY 23DIVISION OF SUBJECT MATTER The Cessna manuals are divided into four major sections: Airplane General, Airframe System, Structures, and Powerplant. Each major section is divided into chapters, with each chapter having its own effectivity page and table of contents. The active chapters and chapter sections are listed in tabular form in the introduction to provide a summarized manual index and 2 reference to aerofiche fiche/frame. Major Section 1 - Airplane General Chapter Title Airworthiness Limitations Time Limits/Maintenance Checks Dimensions and Areas Lifting and Shoring Leveling and Weighing Towing and Taxiing 10 Parking, Mooring, Storage 11 Placards and Markings 12 Servicing Major Section 2 - Airframe Systems Chapter Title 20 Standard Practices - Airframe 21 Air Conditioning 22 Auto Flight 23 Communications 24 Electrical Power 25 Equipment/Fumishings 26 Fire Protection 27 Flight Controls 28 Fuel 29 Hydraulic Power Major Section 2 - Airframe Systems (Cont.) Chapter Title 30 Ice and Rain Protection 31 _Indication/Recording Systems 32 Landing Gear 33° Lights 34 Navigation 35 Oxygen 36 Pneumatic 38 Water/Waste Major Section 3 - Structures Chapter Title 51 Standard Practices and Structures 52 Doors 53 Fuselage 54 Nacelles/Pylons 55 Stabilizers 56 Windows 57 Wings Major Section 4 - Powerplant Chapter Title 71 Powerplant 73 Engine Fuel and Control 74 Ignition 76 Engine Controls 77 Engine Indicating ac) Exhaust 79 Oil 80 Starting 24 FOR TRAINING PURPOSES ONLYPAGE NUMBERING SYSTEM ‘The page numbering system used in the Maintenance Manual consists of three element numbers separated by dashes, under which the page number and date is printed, Distribution Subsystem —— Fuel Boost Fuel System —— Pump Unit | | 28-21-01 Page 202 ; * 1/78 | Second Page l Fuel Boost Pump Unit Date of Page Issued Maintenance Practices When the chapter/system element number is followed by zeros in the section/subsystem and subject/unit element number (28-00-00), the information is applicable to the entire system. ‘When the section subsystem element number is followed by zeros in the subject/unit element number (28-21-00), the information is applicable to subsystems within the system, The subject/unit element number is used to identify information applicable to units within the subsystems. The subject/unit element number progresses sequentially from the number -01- in accordance with the number of subsystem units requiring maintenance information, Al system/subsystem/unit (chapter/section/ subject) maintenance data is separated into specific types of information: description and operation, troubleshooting, and maintenance practices. Blocks of sequential Page numbers are used to identify the type of information: © Pages 1 through 100 - Description and Operation © Pages 101 through 200 - Troubleshooting © Pages 201 through 300 - Maintenance Practices Relatively simple units may not require description and operation and/or troubleshooting information; in such cases, unused page-number blocks are omitted. sim © Pages 301 through 400 - Servicing © Pages 401 through 500 - Removal/In- stallation © Pages 501 through 600 - Adjust ment/Test © Pages 601 through 700 - Inspection/Check © Pages 701 through 800 - Cleaning/Paint- ing © Pages 801 through 900 - Approved Re- pairs FOR TRAINING PURPOSES ONLY 25WARNINGS, CAUTIONS, NOTES, AND NOTES Throughout the text in the manuals, there are warnings, cautions, and notes pertaining to the procedures being accomplished. These eijjuncts to the text are used to 2/2) highlight or emphasize important points when necessary: © WARNING - Calls attention to use of materials, processes, methods, procedures, or limits which must be followed precisely to avoid injury or death to persons. © CAUTION - Calls attention to methods and procedures which must be followed to avoid damage to equipment. © NOTE - Calls attention to methods which will make the job easier. 2-6 FOR TRAINING PURPOSES ONLYILLUSTRATED PARTS CATALOG PAGE NUMBERING SYSTEM ‘The page numbering system used in the Mlustrated Parts Catalog consists of three- element numbers separated by a dash, under which the page number and date is printed. [-— Section/Subsystem (Flap System) Chapter/System— (Plight Controls) Unit | | (Flap Actuator) 27-50-01 Page 2— Second Page of Flap Date of (Flap Actuator Page Issue ——Jan 1/78 Assembly) ‘The pages of this manual are numbered so that the illustration page faces the text page, with corresponding index numbers. he» first-page-of text. and. illustration. reflects — FOR TRAINING PURPOSES ONLY Abbreviations: ALT - Alternate AR - As Required ASSY - Assembly BKI - Bulk Item ~9 Grr? 7" FS - Fuselage Station FSO - For Spared Order LH - Left NP - Not Procurabless, 1/1" 6?” RF - Reference RH - Right WEU - When Exhausted Use WS - Wing Station 27NUMERICAL INDEX ‘The numerical index is a complete listing of all parts included in the detailed parts list and shows in reverse, as well as forward, all information relative to superseded parts. ‘When a part is superseded for full effectivity at a specific location, both the superseding and superseded parts are listed. All part numbers are cross-referenced tothe applicable chapter, section, figure, and item number within the detailed parts list. ALPHABETICAL INDEX ‘The alphabetical index is a complete listing of components listed in alphabetical order. All components are cross referenced to the applicable chapter, section, Figure, and item number within the detailed parts list. CESSNA PART NUMBERING SYSTEM The basic number identifies the Cessna drawing only. Each installation, assembly, or detail part is assigned a part number which consists of the drawing number and an appropriate dash number. Example: r Basic Number (Drawing Identification Only) Part Number 65153004) Dash Number How to find a part: © When the part number is unknown: 1, Tum to Alpha Index 2. Refer to main group in which part should be listed. 3. Find the chapter, section, unit, and figure number in which the part should be shown. ‘Tum to the illustration and find the part. Refer to corresponding item number in the parts list. ae © When the part number is known: 1, Find the part number in numerical index. Note chapter, section, unit, figure, and item number. 2, Turn to chapter, section, unit, and figure. 3. Locate part on illustration and in parts list by item number. 28 FOR TRAINING PURPOSES ONLYWIRING DIAGRAM MANUAL WIRING DIAGRAM NUMBERING Wiring diagram numbering is in accordance with ATA Specification 100, On Citation wiring diagrams, this number is shown as three sets of two numbers, e.t., 28-20-01. Chapter (Fuel) Subsystem (Distribution) Specific Diagram (Left Fuel Distribution) 28-20-01 Thermocouple leads are banded for identifi- cation and are color-coded as follows: COLOR WIRE CODING MATERIAL Green Tracer Alumel White Chromel Yellow Constant Red Copper Black Iron MAINTENANCE TRAINING MANUAL WIRE IDENTIFICATION The wiring diagrams in the 525 manual do not show the wire number for each wire; however, the wires in the airplane have wire numbers as shown in the following example: /* B P481-P J482 (24) (SP 2-B) ind Lotor of Wire |_Numerical Sequence** TP—Twisted Pair TT—Twisted Triple SS— Single | | Conductor Shielded SP—Shielded Pair ST—Shielded Triple CX—Coax Wire Size Connector “(or Other Component) Connector Pin Connector (or Other Component) \_ Connector Pin Connector Pin Following Is Lower Case | Indicates Wire Is Spliced with Other Wires within 3 Inches of Component FOR TRAINING PURPOSES ONLY 29EQUIPMENT LIST All electrical and electronic equipment used in the wiring diagrams are identified by an alphanumeric reference designator. This reference designator is used as a cross- reference symbol to the equipment list where the part number, part description, zone, and five-digit Federal Supply Code are given. Manufacturers names and addresses that correspond with the Federal Supply Code may be found in the Introduction. There are three methods for assigning a reference designator toa component. Method one is one to four letters. A reference designator assigned by this method has no relationship to component location. The following list shows the categories assigned to the basic equipment designator letters: BATT - Batteries CB - Circuit Breaker CU - Control Units D - Diodes F - Fuse INV - Inverters, J Receptacles K - Relays L- Lights P - Plugs PCB - Printed Circuit Board R - Resistor S - Switeh SP - Splice ‘TB - Terminal Board 2-10 FOR TRAINING PURPOSES ONLYMethod two is two letters followed by three numbers, A reference designator assigned by this method provides information about where a component is located in the airplane. The following list shows the categories assigned to basic equipment designator letters by method one: COLUMN A EQUIPMENT ITEM Splice Aste Controller B%#HE Capacitor CHatt Diode Deett Instrument Este Light P%HHE Ground Grttt CBY/Fuse/Bus Bar Ho%tet Receptacle ttt Relay K%#HHE Inductor Lotte Servo/Motor M%AE Printed CKT BD NoHtt Plug Po%Hte Transistor QmHet Resistor R%HHE Switch S%HtE ‘Thermal TI: HHH Element Unit/Module UNH Valve VooHHe Solenoid Wott ICT/Terminal BD xsitee Cessna Assembly ZoHHE COLUMN B LOCATION IN AIRPLANE, Aft Bulkhead Adie FWD Fuselage Bulkhead *B### Fuselage (Cabin) - LH “CH LH Engine (Nacelle) “Dit RH Engine (Nacelle) EHH Fuselage (Cabin)- RH *F### Landing Gear *GitE Horizontal Stabilizer “ttt Instrument Panel nie LH Wing Latte LH Wing Feedthrough *M### Forward Nose “Nite RH Wing *Rést RH Wing Feedthrough *Si### Tailcone “THe Vertical Stabilizer *Vvitt **Insertion Cable *Xee# Inside Cessna Assembly *Z#t## PB10S Bulkhead Plug E1302 Instrument in Instrument Panel Examples: Forward FOR TRAINING PURPOSES ONLY 211=e ims The reference designators assigned to the ground blocks reference the location, type of ground, and No. 1 or No. 2 system: eccs10 Lhe Finh Leter Numerically Identifies the Ground. ‘The Fourth Letter Indicates Either No. 1 or No. 2 System The Second and Third Letters Indicate the Type of Ground: DC—Direct Current AC—Alternating Current SG—Signal CS—Chassis-Shield LG—Logic GS—Ground Stud LL. The First Letter Refers to Location: N—Nose C—Cabin Tail Additional part numbers are provided for some components by adding extra letters to the basic reference designator. Examples: L63LB - Light Bulb Used in Light L63 S24LB - Light Bulb Used in Switch $24 "TB2A - Special Terminal for Thermocouple Wire Used on Terminal Board TB2 P33-B -Backshell Used on Connector P33 212 FOR TRAINING PURPOSES ONLYCHARTS Chapter 91 has connector charts, terminal board charts, ground charts, printed circuit board charts, and component location charts. All contact pins are shown for the complete connector. The wire number for each wire to a pin is shown with reference to the system where the complete circuit willbe found. «Connectors Terminal board charts are provided for terminal boards with wires for several different systems. Ground charts are provided for all numbered grounds. The grounds are arranged in numerical order with the wire number for each wire and with reference to the system where the complete circuit will be found. The location of each ground is given by zone, description and station, water line, and buttock line. Printed circuit board charts show the complete circuit and part number for components on the board. Reference is given to the system where the wires and the complete circuit will be found. Component location charts list each reference designator and its location in the airplane. FOR TRAINING PURPOSES ONLY 2-13SYMBOLS BATTERY +44 “He CCAP AND STOW a3 CAPACITOR ae CIRCUIT BREAKER, ae CONNECTOR 1D ‘CONNECTIONS — =2— Gaiwpon screw Shida CURRENT SENSOR ~o-- —_ Current flowing in coil opens switch to “orto indicate circult is functioning correctly. CURRENT TRANSFORMER PRP Current towing in vire reduces a vo age in col DIODE —H— REGULAR—Low resistance forward, high resistance reverse A _ZENER—Low resistance forward, high resistance reverse until a specific volt- age is applied, then conducts freely. A ‘wanszorb is similar to a zener, but with higher peak current limit \VARISTOR—High resistance either way “E— intl a spectc voltage is applied, then conducts freely. Example: VA7ZA1 con- ducts freely above 47 volts VARISTOR-Encapsulated for moisture protection. FUSE/LIMITER a GROUND + oy HEADSET (>) HEATER ann HORN/SPEAKER, = INTEGRATED CIRCUIT Integrated circuits do not necessarily ‘work on the principle of on-off as a switch; instead some work on high and low voltage. Example: high might be 5.0 volts and low might be 0.5 volts. AND GATE—Output is low until both in puts are high: then the output is high NAND GATE—Output Is high until both inputs are high; then output is low. ‘OR GATE—Output is low until either or =~ Path inputs are high, then outputs high. NOR GATE—Output is high until either = oth inputs are high; men outpis low. IN OUT INVERTER—Output is low when input De is high; output is high when input is low. IN OUT <$>— OPERATIONAL AMPLIFIER (OP ‘AMP}—Amplifes the difference In volt: IN OUT age between the two inputs. The minus Input is the inverting input, and the plus Is the noninverting input. if an input is applied to the minus input, with the plus Input grounded, the polarity of the out- [put will be opposite to the input. If an ingut is applied to the plus input, with the minus input grounded, the polarity of the output will be the same as that of the input, TIMER—Changes the output trom high =LE wolow ina regular pattern 214 FOR TRAINING PURPOSES ONLYSy te sn METERINDICATOR O° MICROPHONE, PHONE JACK l RELAY The symbol for the solenoid may be a STG box oF a col; the operation is identical by Ut U RESISTOR REGULAR—Resistance does not change 1 TEMPERATURE CONTROLLED— rfl Fesistance changes wih ne temperature. VARIABLE OR ADJUSTABLE— "CT Resistance changes with mechanical input FOR TRAINING PURPOSES ONLY SOLENOIDISOLENOID VALVE NO (normally open) or NC (normally closed) by a soienoid-operated valve close CLOSED MOTOR OPERATED—Limit Switches stop power when MOTOR limit of travel is reached ANNUNCIATOR (MOTOR ON} + Jopen I SFeNeo SHOWN OPEN snut TE SPLICE Ave PAR | cme ENVIRONMENTAL CRIMP SOLDER SWITCH SINGLE-POLE/SINGLE-THROW (SPST) ‘SINGLE-POLE/OOUBLE-THROW (SPOT) May have OFF position in the center DOUBLE-POLE/DOUBLE-THROW (DPDT) May have OFF position in the center. Dashed line indicates all parts move simultaneouslyteres 2 POLE OPPOSITE of cenren 19 2NO- Handle position is referenced to OQ ane ‘the flat side of the mounting oo threads. ine 1c he eae | xr orem [omar o1n0 Sr [caren [ormare yin. [owas a. 8 TRING loousvazen |o Ble & SOBRE [seems |e] el ot ROTARY OR MULTIPOSITION TWO—POLE ROTARY—On rotary or mull-pole switches controlled by a ‘knob, the poles (or decks) are identified ‘on wiring diagrams as A, B, C with A ‘being the part on the knob or shaft end PRESSURE-OPERATED TEMPERATURE-OPERATEO TERMINAL STAI ‘TRANSFORMER dE ‘Transistor contacts are identilied as base, TRANSISTOR collector, and emitter. Flow of current ¢ through a transistor is controlled by the : between base and emitter. The rmainflow of current (95 to 9796) is 3 AR beiweon the collector and emitter 4) pup Transistors may be drawn without the WIRE cape $= rweren “ge setae ae [> vendor-suppiied wire teads [E> Use protective sleeve on this wires) When using the wiring diagram: + All operable electrical components, such as switches, relays, ete., are shown with the airplane on the ground, all circuits off or deenergized, and no electrical power on the circuits. * The equipment list consists of two test lines. However, some equipment does not use both lines, Make certain that both lines are observed as part descriptions are not always complete on the first line + Some wire diagrams have too many parts to list on one page of text (Examples:L 24- 30-01 Figure 1, LH DC Power Distribu- tion and Start; 33-10-04 Figure 2, panel Light Inverters and Control; 39-20-02 Fi ure 1, RH Circuit-Breaker Panel). In this case, identical wire diagrams are used with a different parts list for each diagram FOR TRAINING PURPOSES ONLYSTRUCTURAL REPAIR MANUAL The Structural Repair Manual contains material identification for structure subject to field repair, typical repairs applicable to structural components, information relative to material substitution and _ fastener installation, and a description of procedures that must be performed with structural repair, such as protective treatment of the repair and sealing. The manual serves as a medium through which Citation operators are advised of actual repairs of general interest. As service records indicate a requirement, this manval will be revised to include additional specific repairs, repairs designed by Cessna, or those designed by the Citation operator. ‘The Structural Repair Manual is presented in accordance with the Air Transport Association Specification 100 for manufacturers’ technical data. COMPONENT REPAIR MANUAL This manual provides component maintenance instructions and illustrated parts list for repairable components manufactured by Cessna Aircraft Co. for the Model 525. This manual contains technical instructions for overhauling, repairing inspecting and testing repairable components. ILLUSTRATED TOOL AND EQUIPMENT LIST This manual contains the special tools and equipment (including testing equipment) required for servicing, troubleshooting and repair of the airframe, engine, components and accessories. NONDESTRUCTIVE TESTING MANUAL This manual contains nondestructive inspection technical data to enable certified personnel to perform the nondestructive testing procedures. Nondestructive testing is a family of methods for investigating the quality, integrity, properties and dimensions of materials and components without damaging or impairing their serviceability. Inspection methods include visual, radiographic, ultrasonic, eddy current, penetrant and magnetic particle, NOTES FOR TRAINING PURPOSES ONLY 217SERVICE INFORMATION LETTERS GENERAL Technical information that becomes available between revisions to the previously covered publications is announced to operators and maintenance facilities in the field in the form of Service Letters, Service Letter Alerts, Service Bulletins, and Field Notes. SERVICE LETTER ‘A "Service Letter" is a technical publication used as a means of communicating, to those ‘organizations responsible for servicing Cessna/Citation products, the latest up-to- date service information, specific inspec- tion/maintenance requirements, or parts or product improvements. Service Letters are written by the Cessna/Citation Customer Service Department with the jeogitizances of the Cessna Engineering Department. SERVICE LETTER ALERT ‘A "Service Letter Alert" is another form of technical publication used as a means of ‘communicating, to those organizations responsible for servicing Cessna/Citation products, the latest up-do-date service information, specific inspection/maintenance requirements, or parts or product improve- ments. paper, indicating that a more serious product condition exists and that compliance with instructions listed is essential to continued product safety and reliability. Service Letter Alerts are written by the Cessna/Citation Customer Service Department with the cognizance of the Cessna Engineering Department. SERVICE BULLETIN A "Service Bulletin" is a technical publication used as a means of communicating, to those organizations responsible for servicing Cessna/Citation products, the latest up-to-date service information, specific inspection/maintenance requirements, and/or _parts/product improvements requiring specific part change-out, replacement, or installation. The Service Bulletin is written and issued by the Cessna/Citation Customer Service Department along with Cessna Aircraft Company, Cessna,Engineering Department > with theoneunience and involvement of the FAA/DER. FAA approval has been obtained on technical data in the Service Bulletin publication that affects airplane type design. 218 FOR TRAINING PURPOSES ONLYRECORD OF SERVICE BULLETINS A record of service bulletins prepared for the Citation airplane is listed on the Service Bulletin page of the applicable manual. ‘The list of service bulletins utilizes four columns to summarize service bulletin information: ® Service Bulletin Numbers - The reference data column identifies the service bulletin by number. Service bulletins are numbered consecutively. © Service Bulletin Date - The issue date column indicates the date the service bulletin displays. © Title - The title column identifies the service bulletin by nomenclature. It is the same title displayed on page one of the service bulletin, © Catalog Incorporation Date - The incorporation date column indicates that status of the service bulletin: © Date - If a date appears in the column, this indicates the service bulletin information is incorporated into the catalog, © No Effect - "No Effect" appears in the column, this indicates the service bulletin does not affect the catalog. © Other self-explanatory statements may appear in this column (i.e., replaces, replaced, superseded, etc.) 2 MAINTENANCE TRAINING MANUAL” FlightSafety VENDOR SERVICE BULLETIN OR SERVICE LETTER Vendor Service Bulletins or Service Letters are issued as necessary by the vendor when a service condition problem exists on a product used on the Cessna/Citation. At various times, as the condition warrants, the Cessna/Citation Customer Service Department will release a Service Bulletin or Service Letter Alert as the cover page and reference the attached Vendor Service Letter or Service Bulletin to correct a condition on a vendor item affecting the Cessma/Citation product. NOTES FOR TRAINING PURPOSES ONLY 2.19FORMAT ‘The Service Bulletins and Service Letter Alerts are written in the following format: © Date and type of technical publication used and revision number if revised. © Effectivity (unit number affected) © Reason for issue. © Description ‘© Compliance: = =Mandatory Cessna’s statement of expected action normally concerning safety of flight and/or certification items. ‘© Recommended - Cessna’s statement of expected action for modification or changes normally affecting aircraft performance, utility, or ‘operation. © Optional - Cessna’s statement of expected action for items which may be incorporated at the discretion of the owner/operator. Although not normally used in the publication of technical data, there are two additional ‘categories which may be used: © Regulatory - Refers to those items required by the regulating authority having jurisdiction over the aircraft regulator requirements and which always supersede Cessna’s requirements. © Informational - Refers to those items which provide information general in nature. NOTE: ife limi ‘Gomponedialifeslimisree =. ereethane==Airworthiness: efnanualsreesoth maar ‘othe, manual, or, superseded, by,.a.Fegulatoryig ‘requirement. © Approval (if FAA/DER approved). © Manpower requirements (time involved, inspection/modification, and warranty, if any). © Material (cost and availability). © Tooling (a reference to any special tools required to complete the Service Letter, Service Letter Alert, or Service Bulletin). © Change in weight and balance. © Reference © Other publications affected (e.g. Maintenance Manual, Illustrated Parts Catalog, Structural Repair Manual). ‘© Accomplishment instructions/directions. 2-20 FOR TRAINING PURPOSES ONLYRS - Cttationflet’ NISINTENANCE TRAINING MANUAL INTRODUCTION ‘This chapter presents general information pertaining to Chapters 6 through 11 of the 525 aircraft Maintenance Manuals. It is meant to be an overview or guide to the type of information found in these chapters and not a specific source. References for this chapter and further specific information can be found in chapters 6, “Dimensions and Areas"; 7, "Lifting and Shoring"; 8, “Leveling and Weighing"; 9, "Towing and Taxiing"; 10, "Parking and Mooring"; and 11, “Placards and Markings," of the Maintenance Manuals. CHAPTERS 6-11 AIRCRAFT GENERAL FOR TRAINING PURPOSES ONLY 6-146.98 FEET (14.26 METERS) 18.75 FEET (6.72 METERS) 15.08 FEET (4.60 reer | Figure 6-1 AIRPLANE DIMENSIONS 6-2 FOR TRAINING PURPOSES ONLYDIMENSIONS AND AREAS GENERAL This section identifies overall dimensions of the Citation 525 aircraft. The dimensions are selected for pertinent information on measurements that will aid the operator or ‘maintenance personnel in providing storage, passing through hangar doors, and building or ordering maintenance stands. Further specific information regarding ‘measurements of specific components, i.e., flaps and ailerons and dihedral and square foot areas, can be found in Chapter 6 of the Maintenance Manual. “MAINTENANCE TRAININ IG MANUAL, NOTES FOR TRAINING PURPOSES ONLY. 63PRESSURE PRESSURE BULKHEAD Fs fg BULKHEAD FS 94.00 172.70 218.00 FS FS 42.75 FUSELAGE STATIONS ‘WL111.00 FUSELAGE WATER LINES. INSTRUMENT PANEL, PEDESTAL O00 WL 116.34 WL 100.00. WL 95.00 Figure 6-2. AIRCRAFT REFERENCE LINES 6-4 FOR TRAINING PURPOSES ONLYAIRPLANE LOCATIONS This section describes airplane reference points, locations and systems. Reference a Pere one, two or three reference points. Station is a plane perpendicular through a point on the axis. The following are abbreviations and terminology used in referencing locations on the aircraft: FS - Fuselage Station is a vertical reference plane measured perpendicular to the airplane longitudinal axis, starting in front of the airplane’s nose. WL - Water Line is a horizontal reference plane measured parallel to the airplane longitudinal axis, starting below the airplane. BL - Buttock Line is a vertical reference plane measured parallel to the airplane longitudinal axis, starting at the airplane centerline. Right or left is added to indicate the direction from airplane centerline (RBL, LBL). WS - Wing Station is a horizontal reference plane measured perpendicular to the wing datum plane and parallel to the longitudinal axis of the airplane, starting at the airplane centerline. CL - Centerline is @ horizontal reference plane which represents the airplane centerline. SS - Stabilizer Station is a horizontal reference plane measured perpendicular to the stabilizer datum plane and parallel to the longitudinal axis of the airplane, starting at the airplane centerline, NAC STA - Nacelle Station is a vertical reference plane measured perpendicular to the nacelle centerline. NAC WL - Nacelle Waterline. NAC BL - Nacelle Buttock Line. DATUM - Datum isa reference plane from which calculations are taken, NOTES FOR TRAINING PURPOSES ONLY 6-56-6 ony ey PRESSURE a a ae SoA oo Se [seo a so LL Teas sa Figure 6-3 AIRPLANE ZONES FOR TRAINING PURPOSES ONLYGationffet WAINTENANCE TRAINING MANUAL. ~S AIRPLANE ZONING The model 525 is divided into numbered zones to provide a method for location of work areas and components prior to beginning maintenance tasks on the airplane. The zones are identified by a three-digit number, and each digit designates a zone category: major, submajor, or subdivision. EXAMPLE: 311 Major Subdivision Zone Zone Submajor Zone Major Zones: 100 - Radome and area below nose compartment shelves and below cabin floorboards to rear pressure bulkhead. 200 - Area above nose compartment shelves and cabin floorboards to rear pressure bulkhead. 300 - Empennage 400 - Nacelle area outboard of firewall 500 - Left Wing 600 - Right Wing 700 - Landing gear and landing gear doors 800 - Cabin entry and emergency exit doors ACCESS PLATES AND PANELS DISTRIBUTION All the access plates, panels and doors are identified by using the airplane zoning number plus one or two suffix letters. ‘The first suffix letter is the primary identifier. The primary identifier identifies the plate, panel or door in a logical sequence, i.c., inboard, outboard, forward or aft, starting with the letter "A" within each zone. The second suffix letter identifies the plate, panel or door in its relation to the airplane such as top, bottom, left, right or internal. EXAMPLE: S2LAT AIRPLANE ZONE PRIMARY, IDENTIFIER FOR TRAINING PURPOSES ONLY 6-7FORWARD BULKHEAD FS 94.00 REAR SPAR WS 93.50 Figure 6-4 WING AND FUSELAGE JACK POINTS 6-8 FOR TRAINING PURPOSES ONLYJACKING GENERAL ‘The entire airplane may be lifted at wing and fuselage jack points to perform landing gear tests, remove and install nose and main gear, level the airplane, and perform major DESCRIPTION Standard jacking of the airplane is performed ‘by utilizing tripod-type jacks, along with jack pads at the three jacking points. One jack point is located adjacent to the nose gear area, and a jack point is outboard of each main gear wheel well. NOTE: A jack pad adapter needs to be used on the nose gear. ‘Main gear jack pads. “are permanently attached to the airframe, CAUTION Jacking the airplane should be done in the hangar. ‘Sepheaieainieiosgginde The airplane should be on a ke surface when jacking, and only approved jacks should be used. ‘The aimplare ig limited to 10,500 pounds ‘maximum ramp weight when lifting. NOTES FOR TRAINING PURPOSES ONLY 6-9ACCESS PANEL 251AT STRAIGHT EDGE VERNIER INCLINOMETER ACCESS PANEL 251AT Loe ENTRANCE Figure 6-5. LEVELING 6-10 FOR TRAINING PURPOSES ONLYLEVELING AND WEIGHING (CHAPTER 8) GENERAL The aircraft must be operated within definite weight and balance _ limits. Therefore, it is essential that weight and center of gravity be accurately determined. The empty weight and center of gravity are determined from information obtained by weighing. Airplane leveling is required for specific maintenance functions. These leveling requirements are defined in the particular system chapter. LEVELING Jack airplane, Level laterally. © Move carpet aside just aft of the cockpit/cabin divider on both sides of the aisle at approximately F.S. 152.00. © Place a straightedge on the floorboards across the dropped aisle just forward of the refreshment center. NOTE: Ensure that straightedge is clear of fastener heads. © Position vernier inclinometer on straightedge with base parallel to the long axis of the straightedge. © Adjust wing jacks as required to level airplane. Level longitudinally. © Place a straight edge along the floorboard inboard of the refreshment center at L.B.L. 8.00. NOTE: Ensure that straight edge is clear of fastener heads. © Positon vernier inclinometer on straightedge with base parallel to the long axis of the straightedge. © Adjust nose jack as required to level airplane. WEIGHING The aircraft may be weighed with scales placed under jacks at the jack pads or under the wheels. When weighing an aircraft always refer to the Weight and Balance Manual for the correct weighing procedures. However, some general preparation requirements for weighing are listed below: © Remove excessive dirt, grease, moisture, etc., from thésairplane. © Weigh the airplane inside a closed building to prevent error in scale reading due to wind. © Have all items of equipment included in the certified empty weight installed in the airplane when weighing. ‘These items of ‘equipment are listed on the equipment list © Defuel the airplane. i aboard after draining is residual fuel and is _ ‘included in the empty weight. © Service the engine oil, hydraulic, fire extinguishers, oxygen, windshield alcohol to the normally full level. FOR TRAINING PURPOSES ONLY 6-1123.18 FEET 708m 15.08 FEET __| 460m Figure 6-6 TOWBAR TURNING DISTANCE, 6-12 FOR TRAINING PURPOSES ONLY(Chapter 9) GENERAL Towing of the airplane is normally accomplished through the nose gear axle, using a yoke-type tow bar and a tow vehicle. Observe the _ following requirements: © During the towing operation, the vehicle operator must ensure that the turning limits of the nose gear are not exceeded Exceeding the turning angle will shear the ‘stecring-pearattachingzboltssp © During nose gear wheel towing, all turning is accomplished through the tow bar. © Towing the airplane with a flat tire is not recommended; however, at times, the airplane may have to be moved from an active runway or taxiway. Tow airplane forward a minimum distance to clear the runway or taxiway and avoid sharp turns. i yed, and © Tow bar breaks or becomes detached between the airplane and the towing vehicle. FOR TRAINING PURPOSES ONLY 6-13FlightSafety Figure 6-7 BRAKING TAXI TURNING DISTANCE Figure 6-8 ENGINE HAZARD AREAS 6-14 FOR TRAINING PURPOSES ONLYWhen towing the 525 aircraft, the following precautions should be observed: ‘This will occur when attempting to swing the tow bar left or right in excess of 95 degrees under any condition. Structural Do not attempt flight. _ minutes after the gyros have been shut down _ "or damage to the gyros may occur. © When towing the airplane, ensure the recommended tow bar is used. Also, to ensure integrity of the tow bar for operational use, perform a _ periodic inspection of the tow bar for cracks and condition. © After shearing the bolts, the nose gear strut becomes es es nia Lard is on other than hard surface, the airplane shall be towed to the repair station. TAXIING Taxiing procedures are generally the same as those used for other airplanes with tricycle landing gears, Selected engine thrust, rudder pedal steering, and brakes are used to control the FOR TRAINING PURPOSES ONLY 6-15Figure 6-9 MOORING POINTS 6-16 FOR TRAINING PURPOSES ONLYPARKING AND MOORING (Chapter 10) GENERAL Airplane parking procedures are similar to those for other airplanes having tricycle landing gear. ler normal conditions, the airplane may be parked and headed in a direction ‘that will facilitate servicing without regard to prevailing winds. \iainappoieeand vibration. arepidhee Parking procedures are generally’ used during good weather conditions, however, if bad weather conditions exist or are expected, the airplane must bbe moored, Mooring an airplane to the parking apron is accomplished by tying down at main gear and nose gear. With the airplane headed into the wind, tie down using hemp rope or equivalent around the gear. 67 )) /gyy1.9 FOR TRAINING PURPOSES ONLY 6-17PMMANTTENANGE TRAINING MANUAL 17/7" ye mes SERVICING FUEL SYSTEM CAPACITIES TANK TOTALGALLONS(LITERS) USABLE GALLONS (LITERS) Left Wing 242.2916.) 238.5 (902.8) Right Wing 242.2(916.8) 238.5 (902.8) Note: Total Fuel and Usable Fuel Quantities based on 6.75 pounds per gallon. APPROVED FUELS TYPE OF FUEL SPECIFICATION JETA ASTM-D-1655-66T ETAL ASTM-D-1655-66T JETB ‘ASTM-D-1655-66T Pa MIL-T-5624 JP-5 MIL-T-5624 JP-8 MIL-5-83133 ADDITIVES NUMBER MANUFACTURER USE PEA-SSMB PG Industries, ne. Fuel system icing inhibitor. (IL-1-27686) 1 Gateway Center Suite 6 South Pittsburg, PA 15222 LO-FLOPrist —PFA-SSMB PPG Industries, nc. Fuel system icing inhibitor (Acrosoleans) _(MIL-1-27686) Prist (Bulk) PFA-SSMB PPG Industries, Ine. Fuel system icing inhibitor (QMIL-1-27686) (tobe used proportioner PRB-101), PristHi-Flash — MIL+1-85470 PPG Industries, nc Fuel system icing(to be used with proportionerPRB-101). Biocidal Sohio Biobor JF Sohio Engineered MaterialsCo, _Biocidal protection additive Protection Refractories Division Additive 3425 Hyde Park Blvd. ‘Niagra Falls, NY 14302 6-18 FOR TRAINING PUSPOSES ONLYFlightSafety Gttationflee. —_ NINTENANCE TRAINING MANUAL pete REPLENISHING OIL SYSTEM QUARTS LITERS NAME, NUMBER OR TYPE Oil Tank 37 35 Mobil Jet Oil I (Total Capacity) NOTE (1) HYDRAULIC U.S.GALLONS LITERS ‘TYPE MIL-H-83282 SYSTEMS Hydraulic 04 2.06 BRACO 882 Reservoir Brake System 02s 095 Royeo 782 Reservoir TS-741 Petro-fluid 882 PQ 3883, ANTLICE Us. METRIC NAME,NUMBER OR TYPE, SYSTEM GALLONS LITERS Windshield 0.50 190 Isopropyl Alcohol Federal Specification TT-L-T35 FOR TRAINING PURPOSES ONLY 6-19LUBRICANTS ‘TYPE OF ‘LUBRICANT Grease, wide temperature range. Grease, Silicone Penetrating Lubricant Rust inhibitor lubricant weight Rust inhibitor lubricant heavy-duty 6-20 PRINCIPLE PRODUCTPART USE NUMBER Wheel bearing “Mobil Grease 28 Wheel bearing Acroshell #5 or MIL-G-81322 Grease Aileron, rudder and 5565450-28 elevator trim tab actuators, ‘all actuator loop chains, Aileron crossover quadrant seal, bulkhead cable seals and aft teleflex cable Electrical connectors LPS 1 General LPS2 Chain Lube LPS3 ‘stains FOR TRAINING PUSPOSES ONLYFlightSafety MAINTENANCE TRAINING MANUAL TYPE OF PRINCIPLE PRODUCT PART LUBRICANT USE NUMBER: Grease ‘Torque links, nose steering, Southwest control (gust) lock, landing Grease 16215 light, flight control beating, ‘Aeroshell grease 7 Royco 27A. ‘Supermil grease No. A72832 Braycote 6275 Castrolease Al ‘TG-11900 low temp grease EP Grease, Lithium spray Lubricate sliding surface WGs0S door, atch pins, etc. FOR TRAINING PURPOSES ONLY 6.94FlightSafety LIFE LIMITS EQUIPMENT LIFE (4) Locator Peston Ratery Pack 3 Years (@).c3000 Noe) FIRE PROTECTION (0) Engine Fire extinguisher carge with 8 Years Kidde pat number AES73364 (ote?) (2) Engine Fire Extinguisher ear with Years HTL part umber 1085-5 ae) OXYGEN (1 ojtinder with DOT Rating of DOTSFCIBS0 or 15 Yeats o ‘manufactured under DOT-E8182 10,00 eyes Note 1 Battery must be replaced at the specified interval from date of manufacture stamped on battery; or, after transmitter is used in an emergency situation; or after the battery has been operated for more than one cumulative hour, ‘or, on or before battery replacement date. Note 2 Cartridge life is a combination of shelf life and service life. Shelf life for a cantidge wrapped very carefully in aluminum foil and kept in a well sealed container is three year; if the cartidge is stored in a box, shelf life is two years. ‘Combination shelf life and service life should not exceed ten years. Eight years is the maximum period of service life. Note 3 Cartridge life is a combination of shelf life and service life. Combiantion shelf lif and service life should not ‘exceed six years. Four years is the maximum period of service life. The cartridge lite shall be determined as starting from the date (month/year) that is stamped or marked on the plastic bag containing the cartridge or on the cartridge body. 6-22 FOR TRAINING PUSPOSES ONLYINTRODUCTION ‘This-chapter:provides:a-description“of twoy (presentedsin'three-sectionsiThe first section presents information regarding air distribution within the cabin and how it is controlled and serves as a basis for the descriptions contained in the second and third sections, Air Conditioning and Pressurization. References for this chapter and further specific information can be found in Chapters 36, " “Air Conditioning Limity/Maintenance’ Checks"; and. 12, "Servicing," of the Maintenance Manuals. MAINTENANCE TRAINING MANUAL” FlhtSafety CHAPTER 21 AIR CONDITIONING/PRESSURIZATION FOR TRAINING PURPOSES ONLY 21-1625 CABIN / COCKPIT DISTRIBUTION CABIN TEND Sensor an festa wENosHIELO ANtT-1ee INOSHELO MANUAL, sea. sow rea grou.oen DIFFUSER MOSHIELD ALICE SUPPLY LINE 0008 SEAL PRESSURIZATION SERVICE AUR LINE : assn9 -ssomes} VENT QUETS eta pose. oye SEER comer sueriy uct PERERA eros eLoven SPT CAIN DIVERTER VALVE Lcocae CABIN OLVERIER ACTUATOR CcocwPrt FLoon vent vaceasar tush Semin {HERGENCY PRESSURIZATION SOV oe u vivosic.o ari ree row sensor ~)—\gvescgney PRESSUR/ZATION SUPPLY emt eve Igart = P/ labine passageit os Figure 21-1 CABIN/COCKPIT DISTRIBUTION 21-2 FOR TRAINING PURPOSES ONLYFlightSafety A Gleattodffee. __ WAINTENANGE TRAINING MANUAL SS AIR DISTRIBUTION Distribution components listed in this section control the distribution of cabin heating and The cabin bleed air distribution system cooling air. distributes air throughout the cabin and cockpit. Components in the system are provided by the utilization of blowers cockpit foot warmer outlets, passenger foot 7 providing cooled air via ducting and hoses to warmer outlets, passenger armrest outlets, ivictid eeuienent iodimumeans andl the windshield defog outlets, flow divider, flow imei control valve, windshield defog fan and 8 7 fresh air blower. Nose compartment and glareshield cooling is NOTES isycontrolled 6y"passingableed ,air,and,coOl», externaleramyainithroughtartairsto-airsheates exchangerawhichsisscontrolledsbysascabine., Se en: ; ; — BfOUNd 9 OfsslANPIeSSUTIZeA yelOWe altitude, Yentilation in,Jieu.of,bleed,aites A fresh air blower, located aft of the aft pressure bulkhead, delivers fresh air through the bleed air distribution system. ‘The overhead ventilation system is routed along the ceiling forward of the aft pressure ona Ait Ce ndikonne The overhead duh system incorporates the aft evaporator, flood cooling vent and conditioned air ducting and outlets, Airy outlets) located at each passenger and flight, crew position are operated from full open toy “full close: position individually.» Thesflood= coolingrdoorsisipneumaticallysactuated andy controlled bythe FANTAFD FLOOD switche (atvevaporatorsfan) my FOR TRAINING PURPOSES ONLY 21-3PRESSURIZATION ‘SYSTEM CHECK VALVE GASKET AFT PRESSURE BULKHEAD GASKET TO COCKPIT VIA CABIN SIDEWALL DUCT DISTRIBUTION LEE {> \. ° DIVERTER DUCT ACTUATOR (WF001, FORWARD) (WFO02, AFT) AFT DUCT ‘CLAMPS TO RIGHT FOOT WARMER TOLEFT FOOT AND ARMREST WARMER DISTRIBUTION AND ARMREST Figure 21-2 FLOW DIVIDER INSTALLATION 21-4 FOR TRAINING PURPOSES ONLYFi a Citationfjet. MAINTENANCE TRAINING MANUAL ~S COMPONENTS NOTES FLOW DIVIDER ‘The pneumatically actuated cabin/cockpit flow divider (or diverter duct as it is also called) is located near the aft pressure bulkhead on the right side of the cabin. It is part of the underfloor ducting and provides adjustment of air volume between the cabin and the cockpit. ‘designed to direct more air to the cockpit’ when heat is being supplied to the cabin: The flow divider valve is pneumatically actuated. A four-position switch located on the tilt panel on the flight deck selects the valve position. The four positions are provided by using two solenoid controlled pneumatic actuators to move a mechanical linkage. The vane in the flow divider is set to balance air flow to the cockpit and cabin depending on the position of the cockpit air distribution switch. The™flowadividersisndesigned..to., ‘inerease:the-ain-flow--to-the-cockpit as the» “switchs rotated {rom normal to max, ‘The cockpit air distribution switch is a four position switch. In the normal position only the aft actuator (# WF002) is energized to port 23 PSI service air into the actuator. This allows 40% of the air to be directed to the cabin and 60% to the cockpit. In the second position both actuators are deenergized to provide a 30/70% split. The third position will energize both actuators to yield a 20/80% division of air flow. The max position energizes the forward actuator (# WFO01) only to allow only 10% of the air to be directed to the cabin while 90% of the air g0es to the cockpit. FOR TRAINING PURPOSES ONLY 21-5QR 'GLARESHIELD OUTLET ‘CLAMP DEFOG FAN HOUSING PER DEFOG MOTOR DUCT MOUNTING PLATE COPILOT FOOT WARMER DUCT Figure 21-3 WINDSHIELD DEFOG MOTOR INSTALLATION 21-6 FOR TRAINING PURPOSES ONLYDEFOG FAN ‘Themmtwo:speeduedefogmefanmeprovides ‘WifdSHIeldmThe fan is located on the right side of the cockpit behind the instrument panel. The defog switch is located on the right side of the cockpit tilt panel and is th labeled HI, OFF and LOW. (Onuunits 0001- boosts the evaporator air and routes it to the FI inside surface of the windshield, NOTES FOR TRAINING PURPOSES ONLY 21-7FlightSafety SIDE AIR DUCT ‘ASSEMBLY FORWARD DUCT ADAPTER WORM SCREW CLAMP FLEXIBLE DUCT WORM SCREW CLAMP SIDE AIR DUCT ASSEMBLY INSULATION. ‘COCKPIT SIDEWALL FROM EMERGENCY bucT PRESSURIZATION VALVE DEFOG FAN HOUSING Figure 21-4 COCKPIT FOOT WARMER DUCT INSTALLATION 21-8 FOR TRAINING PURPOSES ONLY| Cltationffeg MAINTENANCE TRAINING MANUAL COCKPIT FOOT WARMER NOTES AND ARMREST OUTLETS Foot warmer outlets are located at the pilot’s and copilot’s feet in the cockpit and armrest vents located in the cockpit side consoles. They receive heated air from the cabin sidewall duct leading from the flow divider near the aft pressure bulkhead, along the right side of the cabin, to the cockpit. FOR TRAINING PURPOSES ONLYuct assematy our | Figure 21-5 CABIN SIDE DUCTS INSTALLATION CABIN AFT DUCT SIDEWALL ADAPTER “ > bucT END CAF, UB A ASSEMBLY Las SIDE COVER DUCT ASSEMBLY FORWARD DUCT END CAP ADAPTER Figure 21-6 CABIN SIDEWALL DUCT INSTALLATION 21-10 FOR TRAINING PURPOSES ONLYPASSENGER FOOT WARMER/ ARMREST OUTLETS Passenger foot warmer outlets are located along the outboard cabin walls at floor level, The outlets receive heated air from underfloor ducting near the aft pressure bulkhead. Avsingle cabin side duct supplies airetosboth=the=footwarmerand”armrest'y, outlets. Passenger armrest warmer outlets are located along the outboard cabin wall at passenger seat armrest level. Air outlet holes are located under the armrest cover assembly with the origin of heated air being identical to the foot warmer outlets. FOR TRAINING PURPOSES ONLY 21-11FLOOD COOLING FLEXIBLE DUCT MANIFOLD TIE STRAP. ‘COCKPIT AIR VALVE DUCT ASSEMBLY HEADLINER "AIR VALVE, PASSENGER SERVICE UNIT Figure 21-7 OVERHEAD AIR DISTRIBUTION DUCT INSTALLATION 21-12 FOR TRAINING PURPOSES ONLYFlightSafety Gitation flee: MAINTENANCE TRAINING MANUAL OVERHEAD VENTILATION NOTES OUTLET The overhead ventilation system is routed along the ceiling forward of the aft pressure bulkhead. ‘@he'system recirculates-cabinair through the aft evaporator and operates only When the AIR-SOURGE—SELECT AIR “COND switch is set to FAN or AUTO. Overhead ventilation outlets, called wemacs, are located along the overhead panel/console in the cabin and two in the cockpit. These air outlets located at each passenger and flight crew position are operated from full open to full close position individually, Overhead ventilation air consists of recirculated air or freon air from the aft evaporator fan delivered through the overhead ventilation outlets. The ventilation outlets are called wemae valves and are designed to allow the flow of ventilation air to be controlled though each outlet, sAll-wemac- valves will completely, FOR TRAINING PURPOSES ONLY 24.13FlightSafety Citation fet. MAINTENANCE TRAINING MANUAL MANIFOLD ASSEMBLY VALVE FLEXIBLE buct FLOOD COOLING pwvor BOT SOLENOID (WC003) PRESSURIZED ASSEMBLY, EMBI SERVICE ADAPTER AIR LINE SPACER SPACER jj DOOR ry ASSEMBLY | F DOOR CYLINDER, CYLINDER’ Uf u CYLINDER fe CYLINDER EXTENDED .5-)J° RETRACTED Deose new AoA Figure 21-8 FLOOD COOLING DUCT 21-14 FOR TRAINING PURPOSES ONLYs FlightSafety Cttationfet MAINTENANCE TRAINING MANUAL, FLOOD COOLING DOOR NOTES. ASSEMBLY The flood cooling door assembly is located near the top center of the aft pressure bulkhead in the cabin. Thesfleodscoolingy duethas:-a pneumatically. controlled: flood. cooling door which directs conditioned air» ‘tha eton ty is aie y the FAN AFT switch, located on the tilt panel. Mhemspringmlondedmdoormisimny automatically in-the flood “position” for» unpressurizedsait With an engine running » and the FAN AFT switch in the LOW or HI” closed position’ In the FLOOD position, pneumatic pressure is removed from the cylinder when the actuator solenoid valve closes, allowing the spring pressure to open the flood cooling door. FOR TRAINING PURPOSES ONLY 94.465EE) - PRECOOLER BI-LEVEL FOV (N.O.) 550°F BLEED RAM AIR AIR O’HEAT MODULATING SWITCH VALVE CABIN HEAT EXCHANGER PRECOOLER FRESH AIR TEMP PROBE BLOWER BI-LEVEL FCV (N.O.) _Af8 PPM — BLEED AIR LEFT elomne BLEED AIR Figure 36-xx TATLCONE BLEED AIR SYSTEM (S/N 360 & ON) 21-16 FOR TRAINING PURPOSES ONLYCOMPRESSION primary and secondary outflow, The cabin may receive compressed air from ‘two sources of operation. @nessouresnissthie? snormal_-modeof -operationsandsthewother— source is theemergencymode"of operationy ‘Engine bleed air is utilized to pressurize ancy simultaneously provide conditioned air to the ‘cabin’ Bleed air and cool ram air pass through an air-to-air heat exchanger to > provide temperature controlled air. "REAP ‘iseavailablendivectiystomtrereabitt fF round” “and-unpressurized low:altitude.ventilation: SYSTEM DESCRIPTION UNIT NUMBER 1 - 359 Normal compression air is supplied from the engine to manifold assemblies that receive and distribute the bleed air entering the tailcone. SBIEEOaireeshutoffimvalvesareay ‘attached ==to== outlet=ports~on'=their corresponding manifold assemblies. The to the cabin: heat exchanger, a check valve,» ‘and the cabin distribution system. ‘The emergency pressurization valve is attached to the windshield anti-ice supply duct beneath the right cockpit floorboard panel and utilizes windshield anti-ice air. A FOR TRAINING PURPOSES ONLY FlightSafety Citationffee. MAINTENANCE TRAINING MANUAL temperature sensor is_installed to ensure cabin temperatures remain constant. During emergency pressurization operation,’ ‘passengers should detect little, if anyyehangoy SYSTEM DESCRIPTION UNIT NUMBERS 360 & ON 'Pre-cooled bleed air is supplied from the: engine and regulated to 16 PSI at the ‘pressure regulating shutoff valve (PRSOV): Attached to the PRSOV is a bi-level flow control valve (FCV). [PHISUNGIVENFESHGH ‘sthesflow:to"4:PPM nominal and 8° PPM hi- lowe These valves (PRSOVs & FCVs) are controlled by a rotary switch labeled AIR SOURCE SBLECT on the tilt panel. The bleed air then enters the cabin through an air to air heat exchanger and the cabin bleed air distribution system which consists of ducts that direct air to the windshield defog vents, the cockpit floor vents, the cabin floor vents, and the cabin armrest vents. Emergency pressurization air supply remains unchanged from earlier systems. The EMER selection turns on the windshield anti-ice temperature control system, de-energizing the anti-ice PRSOV open. The emergency pressurization SOV is opened and delivers bleed air to the cabin bleed air system. 94.47FlightSafety CitattonfJee MAINTENANCE TRAINING MANUAL eC) | 9 | Jee | uy AIR EMER curgson -—— tie. AFT a FL00D ri Ce : a Low tr Low Figure 21-9 AIR SOURCE SELECT SWITCH 21-18 FOR TRAINING PURPOSES ONLYFlightSafety Cuationffee NAINTENANCE TRAINING MANUAL AIR SOURCE SELECT SWITCH A bleed air AIR SOURCE SELECT switch is located in the tilt panel of the instrument panel. The AIR SOURCE SELECT knob has six positions: OFF, FRESH AIR, BEE ASC BOTH, RH and EME! psiionanni seen ECT systermmninstalledewinmathemeireratiee — For convenience sake the two systems can be generally differentiated between the system for the CJ (unit numbers 1-339) and the CJT (which includes CJ unit numbers 330, 340 & on). For the system installed on the CJ each position functions as follows: + OFFapositionmencrgizesatheptlowacontroles shutoffwvalvemlefidlecd,air,shutoffevalverand tightybleedvairashutoffvalvestovclosexoffaths flowaofmaitetonthe.pressurization..and, air, ‘eonditioning systems, jon deenergizes the left bleed air shutoff valve and flow control shutoff valve ‘open, and energizes the right bleed air shutoff valve closed, alloWin@ibleed GiFROWARLOMTAHEMY leftengineonlyatarateofi®:PPM flow + BOTH position deenergizes the flow control shutoff valve, left bleed air shutoff valve, and right bleed air shutoff valve open, + RH position deenergizes the right bleed air shutoff valve and flow control shutoff valve open, and energizes the left bleed air shutoff valve closed, allowing bleed airflow from the right engine only at a rate of 8 PPM flow. + EMER position energizes the left bleed aii shutoff valve, right bleed air shutoff valve and flow control shutoff valve closed. The windshield bleed air control valve de- energizes open allowing bleed air to the emergency pressurization valve, When EMER position is selected, the EMERG PRESS ON annunciator fight will illuminate, On the system installed in the CJI the following differences must be observed. * LH position deengergizes the left pressure regulating snot valve (PRSOV) open and BOTH position denergizes both left and right PRSOVs open and deenergizes both exchanger through a check valve in the aft pressure bulkhead and then to the cabin bleed air distribution system (windshield defog system, floor ducts and armrest vents). FOR TRAINING PURPOSES ONLY «RH position deengergizes the right pressure regulating shutoff valve (PRSOV) open and energizes the solenoid on the right flow control valve to provide 8 PPM flow into the bleed air system. 241-19FlightSafety Cétationfet MAINTENANCE TRAINING MANUAL FLOW CONTROL ‘SHUTOFF VALVE (vT018) ‘TUBE ASSEMBLY (ROTATED 180 DEGREES) RIGHT PYLON RAM AIR INLET SCOOP ASSEMBLY TORIGHTWING IGE ENGINE (REFER TO CHAPTER 30) ANTIICE SUPPORT TO SERVICE AIR RIGHT BLEED AIR 'SHUTOFF VALVE (VT017) CABIN HEAT So sence LEFTBLEEDAIR SHUTOFF VALVE EXCHANGER 104 Baa LEFT ENGINE DUCT OVERHEAT ‘SWITCH (ST029) BLEED DUCT TEMPERATURE Aa ANTICIPATOR SENSOR UTO05 BLOWER MUFFLER UNDERFLOOR | eerpvion Y TOLEFT INLET ASSEMBLY, LEFTPYLON "TENG GASKET HAMA op ANTHICE CHECK VALVE ASSeMSLY GASKET (REFER TO CHAPTER 30) FLOW CONTROL ‘SHUTOFF VALVE AFT PRESSURE BULKHEAD. (v7018) CHECK VALVE a NUT ‘TUBE ASSEMBLY UNION WASHER VENT TUBE Figure 21-10 TAILCONE PRESSURIZATION COMPONENTS 21-20 FOR TRAINING PURPOSES ONLYBLEED AIR SHUTOFF VALVES NOTES When the engine bleed air shutoff valves are each selected open (deenergized), bleed air is ducted through the flow control shutoff valve allowing bleed air flow into the pressurization system. Valve position is controlled by a pressurization AIR SOURCE. SELECT knob, providing OFF, FRESH AIR, LH, BOTH, RH and EMER positions. Arelectrical system malfunction will usually — izati The control valves require electrical power to move from the normal mode position. ‘electrical power is interrupted, the valves” ‘will return to the normal mode position.) FOR TRAINING PURPOSES ONLY 21-21EMERGENCY. PRESSURIZATION VALVE ELECTRICAL RECEPTACLE O-RING 4 ELECTRICAL CONNECTOR Z. POuBUNS ELECTRICAL CONNECTOR SHULD Winds TEMPERATURE SENSOR Figure 21-11 EMERGENCY PRESSURIZATION VALVE 21-22 FOR TRAINING PURPOSES ONLY‘An emergency pressurization valve is installed beneath the right cockpit floorboard panel. The solenoid operated valve is ‘opened when energized and ier | FOR TRAINING PURPOSES ONLY 21-23RAM AIR PLEUNM WORM SCREW CLAMP AFT PRESSURE BULKHEAD PRESSURIZATION. HEAT EXCHANGER DUCT OVER TEMPERATURE ‘SWITCH ANTICIPATOR, SENSOR ‘SUPPORT ASSEMBLY TO AIR’ WORM DISTRIBUTION SCREW CLAMP FLEX DUCT RAM AIR MODULATING VALVE 10 OVERBOARD EXHAUST A Figure 21-12, PRESSURIZATION HEAT EXCHANGER 21-24 FOR TRAINING PURPOSES ONLYHEATIN A combination of engine bleed air and cool ram air is used for supplying heated air to the passenger and flight crew compartments, Bleed air is directed to the cabin bleed air heat exchanger system while ram air is routed through the cabin air heat exchanger. re Engine bleed air is too hot for direct usage. By routing ram air through the heat exchanger, the engine bleed air is cooled prior to entering the cabin distribution system. Ram air is controlled by the temperature control system utilizing the ram air modulating valve. NOTES FOR TRAINING PURPOSES ONLY 21-25CONDENSER COIL ASSEMBLY RECEIVERDRYER BINARY SWITCH *D" PORT (DISCHARGE) “S" PORT (SUCTION) EXHAUST DUCT. COMPRESSOR BELT COVER TO RAM AIR Heat EXCHANGER [X COMPRESSOR CONDENSER PEDESTAL FAIRING EXHAUST LOUVER BAROMETRIC SWITCH Figure 21-13 COMPRESSOR CONDENSER ASSEMBLY INSTALLATION 21-26 FOR TRAINING PURPOSES ONLYFlightSafety Gltattowfet MAINTENANCE TRAINING MANUAL ot / COOLING DESCRIPTION ‘The components of the freon air conditioning system consist of a compressor, electrical compressor drive motor, condenser receiver dryer, forward evaporator fan, and a rear evaporator fan. The compressor, electrical compressor drive motor and condenser receiver dryer are located on a pallet in the tailcone of the airplane between FS 300.00 and FS 320.00. ‘Therforwardrevaporatorsisemounted A THe” armresteassemblymofettensidemfacingyseate” ‘The rear evaporator is connected to the overhead air distribution system and flood cooling duct located on the aft pressure bulkhead. A binary pressure switch, located on the receiver/dryer, performs two functions for the air conditioning system. First, itacts as) FOR TRAINING PURPOSES ONLY Service ports, labeled "S” for suction (low pressure) and "D" for discharge (high pressure), are located on the compressor housing Controls for the air conditioning system consist of a three-position compressor control switch, AIR SOURCE SELECT AIR COND, three-position forward evaporator fan control switch, FAN FWD, and a three-position aft evaporator fan control switch, FAN AFT, located on the cockpit tilt panel. NOTES 21-27FiightSafety 1 Gitationffet WANNTENANGE TRAINING MANUAL A PRESSURIZATION TILT PANEL DUMP cocKPIT RATE OF CHANGE SWITCH AIR DISTRIBUTION ROTARY SWITCH INDIGATOR, ELECTROLUMINESCENT PANEL pera A Figure 21-13 TILT PANEL 21-28 FOR TRAINING PURPOSES ONLYCOMPRESSOR CONTROL SWITCH The AIR SOURCE SELECT AIR COND compressor control switch is a three position switch, AUTO, OFF and FAN, located on the cockpit tilt panel. A COMPRESSOR ON indicator, also located on the cockpit tilt panel, will illuminate when power is supplied to the compressor. OFF position removes compressor power. porator fan and aft evaporator fan, enabling them to run continuously. Fan speed is selected through the forward evaporator fan switch and the aft evaporator fan switch. maximum cooling of bleed air. With power ‘The freon compressor will operate on the applied to the freon compressor, the cabin is i Gee ‘with the RH generator on line. provided with freon cooling while the ram : air modulating valve controls the bleed air ‘freon compressor will operate below 18,000 supply temperature to the cabin. ‘condons change, the ram air modulating «ther generator in Might will activate a load valve drives toward 70% closed, removing, Shed circuit which will automatically turn, "Power from the compressor. a On the’ ground) when sno ramsait is NOTES speed whenever-the compressor engages..At, othersstimesy-WUTO=position=-terminates airflow: AFT EVAPORATOR FAN SWITCH The FAN AFT aft evaporator fan switch, is a three position switch, FLOOD, HI and LOW, which controls the two speeds at which the aft evaporator fan operates in addition to controlling the flood cooling door. The aft’ evaporator operates continuously. LOW position provides airflow at its lowest speed through the aft evaporator fan, exhausting it to the overhead distribution system, HI position provides airflow at a higher speed through the aft evaporator, exhausting it to the overhead distribution system. 00D") . 7 All air is diverted out of the flood cooling vent, located at the top of the aft pressure FOR TRAINING PURPOSES ONLY bulkhead. The flood cooling door is located forward and at the top of the aft pressure bulkhead, aft of the interior panel. ‘Phe=fleod=cooling- -door-is.spring loaded, inthe food position. When the pressurization system is activated, the flood cooling door will close when in LOW or HI position. When in FLOOD position, the flood cooling door will open. NOTES 21-31MANTENANGE TRAIN MANUAL 30; 25: w Ber oak aoe. Eoue SSE5 1s wees S20 2£ 10. G2 ne #64 8 a" 5 o: 40 50 60 70 80 90 EVAPORATOR INLET PORT TEMPERATURE FAHRENHEIT (°F) 1. MEASURE TEMPERATURE AT EVAPORATOR INLET PORT. 2 MEASURE TEMPERATURE AT EVAPORATOR OUTLET PORT. 3. SUBTRACT OUTLET PORT TEMPERATURE FROM INLET PORT TEMPERATURE. 4. RECORD INLET PORT TEMPERATURE ON GRAPH. 5. RECORD TEMPERATURE DIFFERENCE ON GRAPH. INTERSECTING LINES DETERMINE EVAPORATOR PERFORMANCE. EXAMPLE: EVAPORATOR INLET PORT TEMPERATURE 72°F EVAPORATOR OUTLET PORT TEMPERATURE -54°F ‘TEMPERATURE DIFFERENCE 18°F Figure 21-16 EVAPORATOR PERFORMANCE CHECK 21-32 FOR TRAINING PURPOSES ONLY